Recently in the Great Lakes region and through the country there have been a rash of incidents of aircraft landing on the wrong surface and failing to properly follow climb and maintain clearances.

The FAASTeam and Wings members have discussed these situations at great length in the last couple of months, but I find it necessary to write this blog on the topic to help spread the word, as well as to add a couple of tips and trick that I have found useful in my own flying.

First let us discuss the “Wrong Surface” incidents. Many times, and especially when using an unfamiliar airport, we become a bit situationally unaware of our current position and this can have very unintended consequences.

Here are a couple of my best practices:

First, I always load in an approach. I do this as a habit no matter if I am VFR, IFR, at an airport I am familiar with, or at an airport I have never been to. This makes sure I am always lined up with my intended runway of use, and more than once has kept me from looking like a fool at a bust towered airport.

Second, If I am not sure of exactly what runway I am pointing at or just a bit twisted and I am at a towered airport, I have on more than once occasion asked the controller for vectors. I know it can feel a little embarrassing, but I would rather be embarrassed the calling a phone number for a pilot deviation or worse yet dead because I THOUGHT I KNEW.

Now this brings us to the other issue that is considered a wrong surface incident and have become an issue as of late and that is the difference between “cleared to land”, “cleared for the option”, and “cleared tough and go”. Failing to come to a full stop and clear the runway on a “cleared to land” is considered a wrong surface incident. When you are cleared to land you are just that cleared to land.

In my opinion many of these incidents are happening by student pilots and those pilots that are based at controlled fields with a lot of training traffic. I also believe that the pilots are not solely blame for all these incidents. The controllers at the highly trafficked “student” airports almost always clear you for the option unless you inform them that you are going to be a full stop. It is my opinion that what is happening is conformation bias. The pilots committing these deviations are hearing what the controller is saying, reading back the clearance to the controller, and just not processing the clearance as they are used to getting that option clearance. So as the great Jason Blair tells me all the time, slow down!

If you are planning a touch and go, there is nothing wrong with confirming on final that you are cleared for the touch and go. It is a lot better than getting a deviation. If you are not sure that you are going to do a touch and go, ask for the option. Whatever you do make sure you and the controller are both on the same page. These folks are here to help us and ensure safety. When in doubt ask! If it doesn’t seem right go around!

This brings us to our next topic, “Climb and Maintain”, “At or Below”, and “At or Above”

Some of the issue here I believe is rusty pilots, students, and just not paying attention. I will make this one short by explaining the differences in the three.

1. CLIMB AND MAINTAIN. – Climb to this altitude and stay there!

Example: N1234 Climb and Maintain 3500. This is not a suggestion this is not 3400 or 3800 this is 3500’ on the altimeter.

2. AT OR BELOW – This means do not go any higher, however anything below that altitude do what you do. You be You!

Example: N1234 Maintain VFR at or Below 4500. At 4501’ you have committed a pilot deviation and you are likely to get a phone number to call and some remedial training.

3. AT OR ABOVE – This means NO LOWER THAN the assigned altitude but climb your little heart our above.

Example: N1234 Maintain VFR at or above 3500. This means again at 3499’ you have problems. At 5500’ you are good to go.

So, all I have to say on this top is slow down, write it down, and if you are not 110% clear on the instruction ask for clarification. These assignments are not just arbitrary they are for our safety and the safety of those around us.

Thanks for reading. Please like and share this blog on social media. Visit us online at www.hangar9online.com and for more questions about the FAASTeam and the WINGS program please visit www.faasafety.gov.

The thoughts and views contained in this article are not those of the FAA or any other organization, but solely those of the author. The author is not a representative of the FAA or any other organization. These opinions are not intended to be flight instruction but are for informational purposes only.