Sectional Charts, WHERE ARE YOUR PAPERS!

Do you need a sectional chart in your possession while you are flying? You bet! You better have one!  One question must be looked into: Do you have a map? To be more specific, a sectional chart. Do I need one? Does it have to be current? Umm, great question. Let’s look deeper into the discussion.

Let’s refer to FAR 91.103, a very unique rule. It is specific but broad. Typical FAA, right? Now what does that mean? Let’s examine this section in quick detail. I will give you my “2 cents” worth and explain some legal aspects that may apply and carry. In one of my many expert witness cases, I represented a pilot for this same violation. His chart was expired but we prevailed in having the case dismissed due to grounds of lacking evidence, and the standard of care was never in question, etc.

As a pilot, we should have been taught or instructed in obedience to the golden rule, the Federal Aviation Regulations, calmly known as the FAR, and proper flying procedures. All laid out be ground training & flight training. In the industry, it is referred to as the “rule”. Please be aware of the so-called “pilot experts” you may run across at the glider port or flight line; they always have a quick answer for everything. That may become costly someday for you if you adhere to them.

FAR 91.103 basically says that before any flight the pilot-in-command (PIC) must be familiar with all available information. That’s a lot of information! How do you manage and mitigate such a tall task? Well, it can be simplified! For a sailplane/glider, let’s examine 91.103 (b) (2) (which would apply to a non-power aircraft, i.e., a sailplane, Hot Air Balloon, etc.). (2) specifies an aircraft other than an airplane or a helicopter. One key word there is “reliable information”, or in the “vicinity of an airport”. A lot of these FAA so-called “buzz words” are just that. Many have no definition and are based on the legal interpretation of the FAA or NTSB at the time it is being discussed.
 
I must ask a question here. You, as a pilot, would you like to risk or take a chance in having an FAA Violation levied against you? For something as simple as a paper chart? Remember when you answered the question on your insurance renewal; then having to check that small box on your insurance questionnaire that asks: Have you had an FAA FAR Violation? You have total control over that response.
 
Let’s play by the simple common sense rules that apply here. Usually, if you as a pilot ask yourself before a flight: is that needed, required, or I do not like that; it is usually correct. Your first instinct is always the correct decision. What can be called “the common man approach” or the legal term: “reasonable man concept”. I recommend carrying a sectional chart in some fashion in your glider plain and simple. It is cheap insurance! Can the chart be folded and under the seat; yes. But you must have some form of it. If you ever violate a rule, i.e., Class B Airspace Boundary, and have a chart. Then you may have to attend some remedial training, possibly an FAA 709 evaluation (retest for competence), maybe a suspension, or if you retained an excellent aviation lawyer and possibly the need for an expert witness, (I know an excellent one) then an expensive invoice/bill! In either case, COOPERATE. It makes it so much easier!
 
However, the rule under FAR 91 does not address the possession of a sectional chart, well except under  91.503 series for large aircraft; which says you must have charts.
 
The sectional charts may come in various forms, such as Foreflight (FAA Approved), the traditional paper chart itself (even if it is expired/you have a chart), LXNAV system (LX 8000, 9000, etc.), ClearNav, Ouide, etc. All have airspace files. As long as you the PIC have a method to use, determine, locate, and identify your position or location. Furthermore, the most important are airspaces, and types, including boundaries, altitude restrictions, etc. One small thought. When you start your navigation system, you may see a small phrase saying something like this: “Not to be used for VFR Navigation, or for situation awareness purposes only, or for prudent references, etc.”. Interesting?
 
I have cited a few FAA Enforcement actions levied by the NTSB Law Judge that resulted in suspensions without having the sectional chart available to determine where they were:
 

• ATP pilot loss certificate for 90 days, flying with a private pilot who he thought he knew where he was; did a touch & go at a military base, thought it was a non-towered airport (no chart).
• Private Pilot lost certificate for 30 days due to flying through the Washington, DC SFRA/ADIZ. No chart.
• Pilot suspended for 75 days by flying through a TFR. No chart.
• Pilot suspended for violating Class B Airspace Boundaries. No chart.

 
FAA refers to one particular phrase as the “standard of care”. Documents such as the AIM, FAR, GFM, Advisory Circulars, etc. are usually referred to in detail for the standard of care compliance and the equivalent level of safety that was compromised during an investigation/hearing.
 
Referring to the standard of care, when you fly any aircraft; have a sectional chart in some form. Most, if not all of the high-performance sailplane navigation systems will have airspace boundaries loaded with them. Keep them up to date! If you are flying near a towered airport and thermalling, it would be a great idea to establish 2 -way communication with the tower. Remember, use your aircraft registration number! DO NOT use your competition ID! Let the FAA Tower Operator know where you are, so when you look like you may get low into Class D, follow that reasonable man concept: 2-way communication was already established, again, do not wait till you are in the airspace, Use that chart! “An ounce of prevention is better than a pound of cure”.
 
Use your electric navigation system!
 
Keep your navigation system updated! That is why you purchased such an item is to utilize these fancy high-tech gadgets in your sailplane! Then use it and be safe. Please know how to operate your equipment in your sailplane. Have good situational awareness (SA) when you pilot through the skies!
 
"When once you have tasted flight, you will forever walk the earth with your eyes turned skyward, for there you have been, and there you will always long to return."

Banner photo was taken by Sophie Mahieu

 Shawn Knickerbocker has been flying gliders since the mid-sixties. Is a retired FAA DPE who held designations in Airplanes, Helicopters and Gliders for all rating, including the elusive CFI initial, plus numerous type ratings, he has over 62 FAA authorities as a DPE/SAE/SMFT. He also possesses a TCCA (Canada) License with ATP Ratings for airplanes, all classes (SMELS), plus numerous type ratings and Aerobatic Instructor (ABI) in Gliders for Canada. He was the SME for the FAA in rewriting the Airplane Handbook, Helicopter Handbook and the Glider Handbook and PTS in 2000. He was instrumental in developing the CAP Glider Program for Florida back in the mid 90’s to include the “wing runner & tow pilot manual” and has developed many other training programs for the military and US Government Aviation Agencies. He is the current Program Manager for the SSA Cross-Country Instructor Pilot Program. Shawn been flying 58 years, a FAA Master Pilot with over 25,000 hrs. Shawn lives at Seminole Lake Glider port. Email; faadpe1604@aol.com. C- 904.382.9614