Lowes Aviation Department and Statesville Flying Service are happy to host this SRA users meeting'

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Welcome

• Lowes Aviation Department and Statesville Flying
  Service are happy to host this SRA users
  meeting.
• Our purpose here is safety and supper.
• The evening will be composed of a safety session
  followed by a dinner break and concluded with a
  question and answer period with representatives
  of the FAA.
• During the safety session, feel free to offer
  your comments and ask questions. We ask that you
  show a hand to be recognized.

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Statesville Regional AirportUsers
Conferencehosted byLowes AviationandStatesvil
le Flying Service
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Our Topics

• Airspace at SRA Controlled and uncontrolled
• Communications at non-tower airports like SRA
• Traffic pattern procedures at non-tower airports
  like SRA
• Pilot controlled lighting at SRA
• Runway marking at SRA
• New approaches at SRA
• Some special things

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Responsibility

• Every pilot is responsible for the safety of the
  aircraft and its passengers
• Every pilot has a responsibility to be courteous
  and co-operative in the operation of the aircraft
• Every pilot has a responsibility to know and
  follow the rules that apply to aircraft operation

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What has changed?

• More operations
• More Category C D aircraft
• More first-time visitors

5-4-7. Instrument Approach Procedures Aircraft
approach category means a grouping of aircraft
based on a speed of VREF, if specified, or if
VREF not specified, 1.3 VSO at the maximum
certificated landing weight. Category A Speed
less than 91 knots. Category B Speed 91 knots
or more but less than 121 knots. Category C
Speed 121 knots or more but less than 141 knots.
Category D Speed 141 knots or more but less
than 166 knots. Category E Speed 166 knots or
more. NOTE-VREF is the reference landing
approach speed, usually about 1.3 times VSO 
plus 50 percent of the wind gust speed in excess
of the mean wind speed. VSO is the stalling speed
or the minimum steady flight speed in the landing
configuration at maximum weight.
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Right of Way

•  91.113   Right-of-way rules Except water
  operations.
• (a) Inapplicability. This section does not apply
  to the operation of an aircraft on water.
• (b) General. When weather conditions permit,
  regardless of whether an operation is conducted
  under instrument flight rules or visual flight
  rules, vigilance shall be maintained by each
  person operating an aircraft so as to see and
  avoid other aircraft. When a rule of this section
  gives another aircraft the right-of-way, the
  pilot shall give way to that aircraft and may not
  pass over, under, or ahead of it unless well
  clear.
• (c) In distress. An aircraft in distress has the
  right-of-way over all other air traffic.
• (d) Converging. When aircraft of the same
  category are converging at approximately the same
  altitude (except head-on, or nearly so), the
  aircraft to the other's right has the
  right-of-way. If the aircraft are of different
  categories
• (1) A balloon has the right-of-way over any other
  category of aircraft
• (2) A glider has the right-of-way over an
  airship, powered parachute, weight-shift-control
  aircraft, airplane, or rotorcraft.
• (3) An airship has the right-of-way over a
  powered parachute, weight-shift-control aircraft,
  airplane, or rotorcraft.
• However, an aircraft towing or refueling other
  aircraft has the right-of-way over all other
  engine-driven aircraft.
• (e) Approaching head-on. When aircraft are
  approaching each other head-on, or nearly so,
  each pilot of each aircraft shall alter course to
  the right.
• (f) Overtaking. Each aircraft that is being
  overtaken has the right-of-way and each pilot of
  an overtaking aircraft shall alter course to the
  right to pass well clear.
• (g) Landing. Aircraft, while on final approach to
  land or while landing, have the right-of-way over
  other aircraft in flight or operating on the
  surface, except that they shall not take
  advantage of this rule to force an aircraft off
  the runway surface which has already landed and
  is attempting to make way for an aircraft on
  final approach. When two or more aircraft are
  approaching an airport for the purpose of
  landing, the aircraft at the lower altitude has
  the right-of-way, but it shall not take advantage
  of this rule to cut in front of another which is
  on final approach to land or to overtake that
  aircraft.

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Airspace at the Statesville Regional Airport
SRA is in Class G airspace. The floor of Class E
airspace is 600 feet AGL in a 13nm dia-meter
circle center-ed on SRA. Minimum IFR alti-tude
is 1000 above the highest obsta-cle within 4nm
of the route of flight unless you are on an
approved instru-ment approach or have received a
lower altitude from ATC.
600 AGL
1200 AGL
9 NM
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• 4-1-9e. Information Provided by Aeronautical
  Advisory Stations (UNICOM)
• 1. UNICOM is a non-government air/ground radio
  communication station which may provide airport
  information at public use airports where there is
  no tower or FSS.
• 2. On pilot request, UNICOM stations may provide
  pilots with weather information, wind direction,
  the recommended runway, or other necessary
  information. If the UNICOM frequency is
  designated as the CTAF, it will be identified in
  appropriate aeronautical publications.

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• 4-1-9h. UNICOM Communications Procedure
• 1. In communicating with a UNICOM station, the
  following practices will help reduce frequency
  congestion, facilitate a better understanding of
  pilot intentions, help identify the location of
  aircraft in the traffic pattern, and enhance
  safety of flight (self announce if UNICOM doesnt
  respond)
• (a) Select the correct UNICOM frequency.
• (b) State the identification of the UNICOM
  station you are calling in each transmission.
• (c) Speak slowly and distinctly.
• (d) Report approximately 10 miles from the
  airport, reporting altitude, and state your
  aircraft type, aircraft identification, location
  relative to the airport, state whether landing or
  overflight, and request wind information and
  runway in use.
• (e) Report on downwind, base, and final
  approach.
• (f) Report leaving the runway.
• UNICOM at SRA is the Common Traffic Advisory
  Frequency (CTAF)

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• 4-1-10. IFR Approaches/Ground Vehicle Operations
• IFR Approaches. When operating in accordance with
  an IFR clearance and ATC approves a change to the
  advisory frequency, make an expeditious change to
  the CTAF and employ the recommended traffic
  advisory procedures.
• b. Ground Vehicle Operation. Airport ground
  vehicles equipped with radios should monitor the
  CTAF frequency when operating on the airport
  movement area and remain clear of
  runways/taxiways being used by aircraft. Radio
  transmissions from ground vehicles should be
  confined to safety-related matters.
• c. Radio Control of Airport Lighting Systems.
  Whenever possible, the CTAF will be used to
  control airport lighting systems at airports
  without operating control towers. This eliminates
  the need for pilots to change frequencies to turn
  the lights on and allows a continuous listening
  watch on a single frequency. The CTAF is
  published on the instrument approach chart and in
  other appropriate aeronautical information
  publications. For further details concerning
  radio controlled lights, see AC 150/5340-27,
  Air-to-Ground Radio Control of Airport Lighting
  Systems.

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Non-FAA Approved Segmented Circle
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• 4-3-4. Visual Indicators at Airports Without an
  Operating Control Tower
• a. At those airports without an operating control
  tower, a segmented circle visual indicator
  system, if installed, is designed to provide
  traffic pattern information.
• b. The segmented circle system consists of the
  following components
• 1. The segmented circle. Located in a position
  affording maximum visibility to pilots in the air
  and on the ground and providing a centralized
  location for other elements of the system.
• 2. The wind direction indicator. A wind cone,
  wind sock, or wind tee installed near the
  operational runway to indicate wind direction.
  The large end of the wind cone/wind sock points
  into the wind as does the large end (cross bar)
  of the wind tee. In lieu of a tetrahedron and
  where a wind sock or wind cone is collocated with
  a wind tee, the wind tee may be manually aligned
  with the runway in use to indicate landing
  direction. These signaling devices may be located
  in the center of the segmented circle and may be
  lighted for night use. Pilots are cautioned
  against using a tetrahedron to indicate wind
  direction.
• 3. The landing direction indicator. A tetrahedron
  is installed when conditions at the airport
  warrant its use. It may be used to indicate the
  direction of landings and takeoffs. A tetrahedron
  may be located at the center of a segmented
  circle and may be lighted for night operations.
  The small end of the tetrahedron points in the
  direction of landing. Pilots are cautioned
  against using a tetrahedron for any purpose other
  than as an indicator of landing direction.
  Further, pilots should use extreme caution when
  making runway selection by use of a tetrahedron
  in very light or calm wind conditions as the
  tetrahedron may not be aligned with the
  designated calm-wind runway. At airports with
  control towers, the tetrahedron should only be
  referenced when the control tower is not in
  operation. Tower instructions supersede
  tetrahedron indications.
• 4. Landing strip indicators. Installed in pairs
  as shown in the segmented circle diagram and used
  to show the alignment of landing strips.
• 5. Traffic pattern indicators. Arranged in pairs
  in conjunction with landing strip indicators and
  used to indicate the direction of turns when
  there is a variation from the normal left traffic
  pattern. (If there is no segmented circle
  installed at the airport, traffic pattern
  indicators may be installed on or near the end of
  the runway.)
• c. Preparatory to landing at an airport without a
  control tower, or when the control tower is not
  in operation, pilots should concern themselves
  with the indicator for the approach end of the
  runway to be used. When approaching for landing,
  all turns must be made to the left unless a
  traffic pattern indicator indicates that turns
  should be made to the right. If the pilot will
  mentally enlarge the indicator for the runway to
  be used, the base and final approach legs of the
  traffic pattern to be flown immediately become
  apparent. Similar treatment of the indicator at
  the departure end of the runway will clearly
  indicate the direction of turn after takeoff.
• d. When two or more aircraft are approaching an
  airport for the purpose of landing, the pilot of
  the aircraft at the lower altitude has the
  right-of-way over the pilot of the aircraft at
  the higher altitude. However, the pilot operating
  at the lower altitude should not take advantage
  of another aircraft, which is on final approach
  to land, by cutting in front of, or overtaking
  that aircraft.

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(No Transcript)
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• The traffic pattern indicator system at SRA
  includes
• A segmented circle with no landing or pattern
  indicators
• A lighted windsock to indicate wind direction

WINDSOCK
SEGMENTED CIRCLE AND WIND DIRECTION INDICATOR
There are no traffic pattern indicators All
turns when approaching for landing must be left
turns
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• Traffic Pattern Procedure at SRA
• When approaching for landing, all turns must be
  made to the left.
• When two or more aircraft are approaching for
  landing, the aircraft at the lower altitude has
  the right-of-way over the aircraft at the higher
  altitude.
• However, the pilot operating at the lower
  altitude should not take advantage of another
  aircraft, which is on final approach to land, by
  cutting in front of, or overtaking that aircraft.

16

• Lighting Systems at SRA
• MALSR at Statesville R/W 28
• Precision Approach Lighting
• Medium Intensity Approach light system with
  runway alignment indicator lights
• Green landing threshold lights
• 4 bars of medium steady burning white lights at
  200 intervals
• 1 bar with 3 arrays 1000 from threshold of
  medium steady burning white lights
• 2 bars of medium steady burning white lights at
  200 intervals with last bar 1400 from threshold
• Sequenced flashing white lights beginning 2400
  from threshold
• PAPI
• Runway 10 at SRA
• Runway End Identifier Lights (REIL)
• Threshold Lights
• PAPI
•  

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New Lighting Systems at SRA
GREEN LIGHTS ?
WHITE LIGHTS
Runway 28 will have the MALSR system and a PAPI
Runway 10 will have REIL lights, Threshold Lights
and a PAPI
MALSR Medium intensity Approach Lighting System
with Runway alignment indicator provides 200-foot
DH and 2400 RVR or ½ mile Visibility with no RVR
System installed
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• Radio Control System Key Mike Function
• 7 times within 5 seconds - Highest intensity
  available and full MALSR with flashers
• 5 times within 5 seconds - Medium or lower
  intensity (Lower REIL or REIL-off)
• 3 times within 5 seconds - Lowest intensity
  available (Lower REIL or REIL-off)

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Threshold Markings at SRA
? Landing Threshold

• Things to Know
• Displaced thresholds at SRA provide safety
  overruns for aircraft 1000 on each end
• Safety overrun for 28 is paved. Safety overrun
  for 10 is 545 paved and 455 grass
• Displaced runway is available for takeoff and
  rollout
• Full length on R/W 10 requires 150 back taxi
• Treat the displaced area as runway. Do NOT hold
  for takeoff on the displaced area, Hold on the
  taxiway.

DISPLACED THRESHOLD MARKING
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SRA IFR Approaches

• Statesville has 2 new IFR approaches
• Runway 28 LOC/DME
• Runway 28 GPS with VNAV
• Statesville has 2 revised IFR approaches
• Runway 10 GPS
• Runway 10 VOR/DME

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Radar Vectoring

• MINIMUM VECTORING ALTITUDE- The lowest MSL
  altitude at which an IFR aircraft will be
  vectored by a radar controller, except as
  otherwise authorized for radar approaches,
  departures, and missed approaches. The altitude
  meets IFR obstacle clearance criteria. It may be
  lower than the published MEA along an airway or
  J-route segment. It may be utilized for radar
  vectoring only upon the controller's
  determination that an adequate radar return is
  being received from the aircraft being
  controlled. Charts depicting minimum vectoring
  altitudes are normally available only to the
  controllers and not to pilots.

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• FLY-BY WAYPOINT- A fly-by waypoint requires the
  use of turn anticipation to avoid overshoot of
  the next flight segment.
• FLY-OVER WAYPOINT- A fly-over waypoint precludes
  any turn until the waypoint is overflown and is
  followed by an intercept maneuver of the next
  flight segment.

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FDC Notams

• !FDC 5/0524 SVH FI/T STATESVILLE REGIONAL,
  STATESVILLE, NC. LOC/DME RWY 28, ORIG...
• DISTANCE FAF TO THLD 4.64 NM
• MAP RW28 / I-SVH 1.20 DME
• HESAB TO RW28 3.25 DEGREES / 45 TCH
• VDP NA
• !FDC 5/0550 SVH FI/T STATESVILLE REGIONAL,
  STATESVILLE, NC. VOR/DME RWY 10, AMDT 7A.
• MSA FROM BZM VOR/DME 5800.
• !FDC 5/0515 SVH FI/T STATESVILLE REGIONAL,
  STATESVILLE, NC. RNAV (GPS) RWY 28, ORIG...
• PROCEDURE NA.

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!FDC 5/0524 SVH FI/T STATESVILLE
REGIONAL, STATESVILLE, NC. LOC/DME RWY 28,
ORIG DISTANCE FAF TO THLD 4.64 NM MAP RW28 /
I- SVH 1.20 DME HESAB TO RW28 3.25 DEGREES /
45 TCH VDP NA
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• The following is an e-mail received from Don
  Brown at ZTL ARTCC
• I have included two links to files of the new
  SVH approaches to RWY 28 for reference
• RNAV (GPS) RWY 28 http//www.airnav.com/depart?ht
  tp//204.108.4.16/d-tpp/0503/05683R28.PDF
• LOC/DME RWY 28 http//www.airnav.com/depart?http
  //204.108.4.16/d-tpp/0503/05683LD28.PDF
• Be advised that I haven't worked either of these
  approaches enough to truly figure out how they
  are going to work. (The devil is in the details.)
  I'm just going with what I can gather from the
  approach plates and my knowledge of the airspace.
• The first thing to remember about SVH is that
  Atlanta Center (ZTL) must coordinate every IFR
  departure and approach with Charlotte Approach
  (CLT.) SVH is only five miles from CLT's
  northern boundary. Five miles is the minimum
  separation for IFR aircraft at ZTL. In that we
  cannot assign a runway of departure...( See FAA
  7110.65 4-3-2.c. http//www.faa.gov/atpubs/ATC/Chp
  4/atc0403.html4-3-2or you can read
  thishttp//www.avweb.com/news/columns/182642-1.ht
  ml )...we cannot assure the aircraft will
  remain clear of CLT's airspace. All of the
  missed approach procedures for all approaches
  into SVH infringe on CLT's airspace. The GPS RWY
  28 may be an exception. I'm not sure of the
  location of PEGTE in relation to CLT's border but
  it is going to be close.
• At this time, we cannot vector for the Final
  Approach Course (FAC) at SVH. It isn't depicted
  on our radar display. (See FAA 7110.65 5-9-1.d
  http//www.faa.gov/atpubs/ATC/Chp5/atc0509.html5-
  9-1 )While advanced NAV aircraft will be able
  to proceed direct to PEGTE during radar
  operations, they will have to use the holding
  pattern in lieu of a procedure turn as depicted
  on the LOC RWY 28 approach. I assume (hope) that
  the FAA will add the FAC to our radar display in
  the near future. It's very important to note the
  non-radar transitions for this approach (LOC RWY
  28.) In that the Maiden ARS Radar is out of
  service around twice a month these transitions
  are going to be important. Unfortunately, they
  are not conducive to non-radar operations.
  Realistically, the BZM transition (BZM 113
  Radial) will be the only usable transition during
  radar outages. Getting an aircraft (especially a
  jet) on the GSO transition will be very
  difficult. A word of caution. Please don't think
  that going direct PEGTE will be an option during
  radar outages. There is no such thing as direct
  (random) routes in non-radar airspace.
• http//www.faa.gov/atpubs/ATC/Chp5/atc0505.html
  5-5-1
• 5-5-1. APPLICATION a. Radar separation shall be
  applied to all RNAV aircraft operating on a
  random (impromptu) route at or below FL 450 and
  to all published Q routes in the conterminous
  United States.

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Special Things

• CRUISE- Used in an ATC clearance to authorize a
  pilot to conduct flight at any altitude from the
  minimum IFR altitude up to and including the
  altitude specified in the clearance. The pilot
  may level off at any intermediate altitude within
  this block of airspace. Climb/descent within the
  block is to be made at the discretion of the
  pilot. However, once the pilot starts descent and
  verbally reports leaving an altitude in the
  block, he/she may not return to that altitude
  without additional ATC clearance. Further, it is
  approval for the pilot to proceed to and make an
  approach at destination airport and can be used
  in conjunction with
• a. An airport clearance limit at locations with a
  standard/special instrument approach procedure.
  The CFRs require that if an instrument letdown to
  an airport is necessary, the pilot shall make the
  letdown in accordance with a standard/special
  instrument approach procedure for that airport,
  or
• b. An airport clearance limit at locations that
  are within/below/outside controlled airspace and
  without a standard/special instrument approach
  procedure. Such a clearance is NOT AUTHORIZATION
  for the pilot to descend under IFR conditions
  below the applicable minimum IFR altitude nor
  does it imply that ATC is exercising control over
  aircraft in Class G airspace however, it
  provides a means for the aircraft to proceed to
  destination airport, descend, and land in
  accordance with applicable CFRs governing VFR
  flight operations. Also, this provides search and
  rescue protection until such time as the IFR
  flight plan is closed.

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• MINIMUM IFR ALTITUDES- Minimum altitudes for IFR
  operations as prescribed in 14 CFR Part 91. These
  altitudes are published on aeronautical charts
  and prescribed in 14 CFR Part 95 for airways and
  routes, and in 14 CFR Part 97 for standard
  instrument approach procedures. If no applicable
  minimum altitude is prescribed in 14 CFR Part 95
  or 14 CFR Part 97, the following minimum IFR
  altitude applies
• a. In designated mountainous areas, 2,000 feet
  above the highest obstacle within a horizontal
  distance of 4 nautical miles from the course to
  be flown or
• b. Other than mountainous areas, 1,000 feet above
  the highest obstacle within a horizontal distance
  of 4 nautical miles from the course to be flown
  or
• c. As otherwise authorized by the Administrator
  or assigned by ATC.

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Special Things

• CONTACT APPROACH- An approach wherein an aircraft
  on an IFR flight plan, having an air traffic
  control authorization, operating clear of clouds
  with at least 1 mile flight visibility and a
  reasonable expectation of continuing to the
  destination airport in those conditions, may
  deviate from the instrument approach procedure
  and proceed to the destination airport by visual
  reference to the surface. This approach will only
  be authorized when requested by the pilot and the
  reported ground visibility at the destination
  airport is at least 1 statute mile.

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Thanks for being here. Supper is ready.