by Richard Morey
© Copyright 2023. All rights reserved!
Published in Midwest Flyer Magazine October/November 2023 Digital Issue
At a recent FAASTeam training seminar, fellow pilot Jurg Grossenbacher brought up a disturbing trend. Airspace incursions are up. Pilots are flying through Delta, Charlie and even Bravo Airspace without establishing communication at an increasing rate. From October 1, 2022, to June 15, 2023, there have been 56 pilot deviations in the Milwaukee Flight Standards District Office (FSDO) operating area, that are under investigation or have been closed. This is almost twice the number in the previous year. Incursions happen because pilots lack situational awareness. They simply do not know where they are relative to the surrounding airspace. The question remains why?
With today’s proliferation of navigation software, such as ForeFlight and Garmin Pilot, and the increase in panel-mounted GPS units, situational awareness should be at an all-time high. Or should it? Are we as pilots over relying on our “boxes” and neglecting the basics? Does having so much information available, on our moving map displays, actually making it harder to sort out the important information from the abundant background? Do our “boxes” not show us what we need to know? If so, how can we as pilots navigate this wealth of information and remain safe and in compliance with the regulations?
Consequences
What are the consequences of violating airspace? According to GAA.gov, the penalty for each violation (of airspace) ranges from $1,100 to $27,500, depending on the provisions violated. A sign posted on the exit from the terminal to the ramp at Middleton (Wisconsin) Municipal Airport – Morey Field (C29), where I fly out of, states, “Avoid losing your license and a $10,000 fine. Remain clear of Class C Airspace until you contact Madison Approach on 135.45.” We were requested to post these signs at both exits from our terminal after a corporate jet departing from Middleton Municipal-Morey Airport climbed through the Charlie Airspace and then contacted air traffic control. For those of you unfamiliar with Middleton Municipal Airport -Morey Field, the airport is located 9 miles west of Dane County Regional Airport (KMSN) in Madison Wisconsin. Even if the penalty is only taking remedial training in navigation, communication and airspace, the financial consequences can be serious. Even more important is that safety is compromised when aircraft are in airspace that they should not be in. Airspace incursion has the potential to cause a midair collision.
ADS-B and enforcement action.
There is no doubt that Automatic Dependent Surveillance Broadcast (ADS-B) transponders are making flying safer. The ability to have traffic depicted on a GPS or tablet screen does allow pilots to see and avoid traffic to a greater degree than ever before. The emphasis needs to be on actually seeing the traffic. However, I have witnessed students checking their tablets, rather than looking out the window, when ATC issues a traffic alert. You cannot see what you are not looking for. An electronic image of traffic alone will not guarantee avoidance. In addition, not all aircraft have ADS-B-capable transponders or even a transponder at all. Those aircraft will of course not be depicted electronically and may not show up as primary radar targets either. ADS-B-equipped aircraft leave an electronic track which includes altitude. If an ADS-B transponder-equipped aircraft strays into airspace they are not cleared to be in, ATC will know about it.
GPS and tablet-based navigation systems.
Not all aircraft that violate airspace have a GPS or tablet-based navigation system onboard. That said, the vast majority of aircraft now have a panel-mounted GPS units, and pilots are using tablets and navigation software, or both, and not referring to paper sectionals or Terminal Area Charts. This reliance has in my observation created a complacency in many pilots. Often such things as weather briefings, wind drift calculations, plotting headings and route familiarity are being overlooked.
Flight planning is all too often being conducted after aircraft start up, and during the route being programmed into the GPS, tablet, or both. There is an abundance of information available via the tablet software. Weather, NOTAMs, TFRs, airport information and so much more can be accessed at the touch of the screen. Unfortunately if done in haste, it is all too easy to miss critical information. I have personally had this experience.
Informational overload and busy displays.
My reliance on a small GPS display could easily have resulted in a violation of Bravo Airspace. I was ferrying, what was a relatively unfamiliar aircraft, from Indiana to Middleton, Wisconsin with another pilot. We were under Chicago Bravo Airspace, and were operating VFR, utilizing Flight Following. I looked at the small panel-mounted GPS screen and thought we were in an area where the floor of the Bravo was higher than it actually was. Fortunately, my copilot was more familiar with the route and the GPS than I, and politely, yet firmly, pointed out my error.
This points to a few things. The moving map display of the GPS was cluttered, making it difficult to read. The dense airspace had to be depicted on a small screen. In retrospect, the steps to avoid this potential incursion are easy to see. If I had studied the Terminal Area Chart prior to the flight, and had it out during the flight, I would have been far less likely to make a mistake. By familiarizing myself with the route before takeoff, I could have planned the altitudes to fly to make sure we would keep clear of the Chicago Bravo.
Workload and runway incursions.
Workload has a negative effect on our situational awareness. As we all know, flying is full of distractions. To minimize these distractions, pilots need to do as little as possible once the aircraft is actually moving. What I mean by this is, flight planning needs to be done prior to start up. The GPS, tablet, or both need to be programmed before the aircraft moves. The radios need to be set up with the correct frequencies, and AWOS or ATIS listened to prior to taxi. Maps should be folded to show the route, and placed where they can be referenced easily prior to taxi. Certainly weather, NOTAMs, weight and balance calculations, takeoff and landing distance calculations, should all be completed prior to startup. Last, but not least, the taxi diagram for the departure airport, ether paper or electronic, should be visible, with the likely taxi route marked or at least already in mind. By having all these items accomplished prior to taxi, the pilot is free to JUST TAXI the aircraft. With nothing to distract the pilot, and with a taxi diagram visible, the likelihood of taxiing onto an active runway is minimized.
In summary, airspace incursions are increasing, resulting in potential compromised safety, and potential enforcement actions. This is likely a result of the loss of pilot situational awareness due to distraction and poor flight planning. The increased airspace incursions may also be partially due to the over-reliance on GPS or tablet-based navigational software. By doing thorough preflight planning, and avionics set up, especially GPS and tablet, pilots can reduce distractions while the aircraft is taxiing and in flight. Reduced distractions will result in better situational awareness, which should lead to less airspace and runway incursions.
EDITOR’S NOTE: Richard Morey was born into an aviation family. He is the third generation to operate the family FBO and flight school, Morey Airplane Company at Middleton Municipal Airport – Morey Field (C29). Among Richard’s diverse roles include charter pilot, flight instructor, and airport manager. He holds an ATP, CFII, MEII, and is an Airframe and Powerplant Mechanic (A&P) with Inspection Authorization (IA). Richard has been an active flight instructor since 1991 with over 15,000 hours instructing, and more than 20,000 hours total time. Of his many roles, flight instruction is by far his favorite! Comments are welcomed via email at Rich@moreyairport.com or by telephone at 608-836-1711. (www.MoreyAirport.com).
DISCLAIMER: The information contained in this column is the expressed opinion of the author only. Readers are advised to seek the advice of their personal flight instructor, aircraft technician, and others, and refer to the Federal Aviation Regulations, FAA Aeronautical Information Manual, and instructional materials concerning any procedures discussed herein.
