12.1 Phases of Flight and Blind Spot Scanning Techniques During All Phases of Flight.
Pilots can compensate for blind spots and enhance identifying other aircraft in a climb by adjusting the aircraft’s pitch attitude to improve visibility over the nose of the aircraft (which optimizes your scanning for traffic ahead), and when in level cruise or descending, by executing gentle shallow bank turns left and right for a clear view of traffic ahead and from either side, and by scanning the rear of the aircraft by scanning from behind the right wing through the windscreen to the back of the left wing. Finally, when in the traffic pattern, the FAA recommends that pilots continue to scan for other aircraft and check blind spots caused by fixed aircraft structures, such as doorposts and wings. High-wing airplanes have restricted visibility above, while low-wing airplanes have limited visibility below. The worst-case scenario is a low-wing airplane flying above a high-wing airplane. Banking from time to time can uncover blind spots. The pilot should also occasionally look to the rear of the airplane to check for other aircraft. Refer to the Airplane Flying Handbook (FAA-H-8083-3), C hapter 7 , Ground Reference Maneuvers.
12.2 S ee-and-Avoid Reaction Time. Table 1 a bove provides a pilot’s reaction time upon seeing traffic and implementing an avoidance maneuver.
13 N IGHT FLYING. Be aware of night vision limitations and give your eyes time to adjust.
13.1 Scanning at Night. Scanning at night depends almost entirely on peripheral vision. This is due in part to the night-blind spot that involves an area between 5 and 10 degrees wide in the center of the visual field. A pilot can compensate for the night-blind spot through “off-center” viewing, which requires looking approximately 10 degrees above, below, or to either side of an object. To better perceive a dimly lit object in a certain direction, the pilot should scan the area around the object rather than looking directly at the object.
Short stops of a few seconds in each scan will help detect the light and its movement.
Note that conflicting ground lights at night increase the difficulty of detecting other aircraft. Also, avoid blinding others while taxiing by not using strobe or landing lights until on the active runway for takeoff.
Note: Pilots utilizing a Night Vision Imaging System (NVIS), such as night vision goggles (NVG), must be aware that some light-emitting diode (LED) obstruction and aircraft anticollision lighting may not be visible through the NVG.
When flying with NVG, pilots should also be looking around the binocular assembly frequently, outside of the NVG view, to detect lighting that may not be visible through the NVG.
14 AIRCRAFT SYSTEMS AND TECHNOLOGIES FOR GROUND AND AIRBORNE COLLISION AVOIDANCE. The FAA recommends using the following safety equipment to aid in collision avoidance:
• High-intensity anticollision white strobe lights, visible from all directions.
• Pulse light (collision avoidance) systems for aircraft landing lights.
• Dual aircraft communications radios.
• TA systems (TAS), Traffic Alert and Collision Avoidance System (TCAS) I, TCAS II, and the ADS-B In and display capability, required as of January 1, 2020.
• Weather avoidance systems.
14.1 New Technology: Emergency Auto Land (EAL). Garmin’s EAL system is now available for aircraft. This technology senses if a pilot becomes incapacitated and takes control of the aircraft. Pilots should listen for EAL transmissions, which will provide the aircraft’s registration, and its action to land at a named airport. This system does not currently have any see-and-avoid capability. The FAA deems aircraft operating under EAL to be in distress, and therefore have right-of-way over all other aircraft. Therefore, if you hear an EAL message, be alert and give way. For more information, refer to the Garmin Autonomi video at https://discover.garmin.com/en-US/autonomi/.
14.2 Avoid Inadvertent VFR Into Instrument Meteorological Conditions (IMC). In addition to obtaining current and forecasted en route and terminal weather, be aware of VFR flight into instrument weather conditions. VFR flight with reduced in-flight visibility increases the risk of not seeing conflicting traffic. For more information, refer to the FAASTeam’s General Aviation Pilot’s Guide to Preflight Weather Planning, Weather Self-Briefings, Weather Decision Making, and the FAA’s Estimating In-Flight Visibility, in paragraph 6 a bove .
15 MAINTAINING VIGILANCE. Air traffic information equipment does not relieve a pilot’s regulatory responsibility to see and avoid other aircraft. Pilots should maintain vigilance by managing distractions caused by the use of technology in the flight deck/cockpit, which is critical to the safety of the flight. While new aircraft systems can provide pilots with a wealth of information, they can also cause fixation on the displays and draw a pilot’s attention inside the flight deck/cockpit and away from the outside environment.
16 AIR TRAFFIC CONTROLLER LIMITATIONS. Remember that an air traffic controller’s view of aircraft on the airport surface is often limited by distance, depth perception, aircraft conspicuity, and normal visual acuity problems. Also, radar limitations and air traffic volume can increase a controller’s workload and prevent the controller from providing timely TA information. Therefore, the pilot should not solely depend upon ATC TAs for collision avoidance. The pilot must proactively conduct see-and-avoid procedures.
16.1 Airport Traffic Pattern Collision Avoidance. A significant number of midair collisions and NMACs have occurred within towered and non-towered airport traffic patterns. For additional information on operating within traffic patterns, refer to AIM, Chapter 4;
AC 90-66; the FAA Pilot’s Handbook of Aeronautical Knowledge (FAA-H-8083-25);
and the Airplane Flying Handbook.
15 17 FLIGHT INSTRUCTORS, PILOT EXAMINERS, AND PERSONS ACTING AS SAFETY PILOTS COLLISION AVOIDANCE RECOMMENDATIONS.
17.1 Collision Avoidance Training. It is critical that flight instructors train pilot applicants to devote maximum attention to collision avoidance while conducting flight operations in today’s increasingly complex air traffic environment. For additional details, refer to the FAA’s Airplane Flying Handbook, Chapter 1, Introduction to Flight Training.
17.2 Flight Instructor and Safety Pilot Responsibilities. Flight instructors and persons acting as safety pilots can contribute to reducing the risk of aircraft collisions by:
1. Guarding against preoccupation during flight instruction to the exclusion of maintaining a constant vigilance for other traffic.
2. Being particularly alert during the use of advanced flight deck/cockpit technology and the conduct of simulated instrument flight, where there is a tendency to “look inside” excessively and forget see-and-avoid responsibilities.
3. Taking the time to teach new and advanced flight deck/cockpit technology on the ground. Thoroughly review features as well as limitations of the equipment and the pitfalls of fixation and overreliance on technology.
4. Placing special training emphasis on those basic problem areas of concern mentioned in this AC. Improvements in pilot education, operating practices, conflicts, procedures, and techniques are needed to reduce midair conflicts.
5. Student pilots communicating at towered or non-towered airports. Student pilots are advised to inform ATC at a towered airport, and at a non-towered airport announce over the CTAF that they are a student pilot solo.
17.3 Pilot Examiner and Certificated Flight Instructor (CFI) Actions. Pilot examiners and CFIs play an integral role in ensuring pilots have the collision avoidance skills necessary to satisfy their regulatory see-and-avoid obligations. For example, the Private Pilot–Airplane Airman Certification Standards (FAA-S-ACS-6), Appendix 6, Safety of Flight, requires that the evaluator assess an applicant’s use of visual scanning and collision avoidance procedures throughout the entire test. Other FAA guidance also encourages CFIs to train and assess an applicant or certificated pilot’s knowledge and skill in their use of visual scanning and collision avoidance techniques.
18 COLLISION AVOIDANCE EDUCATIONAL RESOURCES. For further information on training courses, documents, and events related to collision avoidance and visual scanning techniques, visit https://www.faasafety.gov. Additional information can also be obtained from the FAASTeam Program Manager (FPM). Use the FAASTeam Online Directory to locate an FPM in your state/area.
16 19 AC FEEDBACK FORM. For your convenience, the AC Feedback Form is the last page of this AC. Note any deficiencies found, clarifications needed, or suggested improvements regarding the contents of this AC on the Feedback Form.
W esley L. Mooty Acting Deputy Executive Director, Flight Standards Service
Advisory Circular Feedback Form If you find an error in this AC, have recommendations for improving it, or have suggestions for new items/subjects to be added, you may let us know by contacting the General Aviation and Commercial Division at 9-AFS-800-Correspondence@faa.gov or the Flight Standards Directives Management Officer at 9-AWA-AFB-120-Directives@faa.gov.
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