FAA Safety Briefing — March/April 2010: Promoting Safety Through Outreach and Education

In this issue, we focus on the FAA Safety Team’s (FAASTeam) role in promoting safer skies through outreach, training, and education.

Photo courtesy of Adrian Eichhorn

Features

KEEPING PACE WITH THE FAASTEAM

U.S. Department

of Transportation

B y Me re DI T h S A I n I

Federal Aviation

Administration

FLYING BY THE NUMBERS

B y Me re DI T h S A I n I ISSN: 1057-9648 FAA Safety Briefing March/April 2010

GETTING IT RIGHT IN MANEUVERING FLIGHT

Volume 49/Number 2 Raymond H. LaHood Secretary of Transportation B y S US A n P A r SO n J. Randolph Babbitt Administrator Margaret Gilligan Associate Administrator for Aviation Safety

AVOIDING RUNWAY INCURSIONS

John M. Allen Director, Flight Standards Service Mel O. Cintron Manager, General Aviation and Commercial Division B y Me re DI T h S A I n I Susan Parson Editor Lynn McCloud Managing Editor Louise Oertly Associate Editor

MAINTAINING YOUR WAY TO GREATER SAFETY

Tom Hoffmann Associate Editor James R. Williams Assistant Editor / Photo Editor B y T OM hO f f M A nn Meredith Saini Writer John Mitrione Art Director

IT TAKES ALL KINDS (OF EQUIPMENT)

Published six times a year, FAA Safety Briefing, formerly FAA Aviation News, promotes aviation safety by discussing current technical, regulatory, and procedural aspects affecting the safe operation and maintenance of aircraft.

B y S US A n P A r SO n Although based on current FAA policy and rule interpretations, all material is advisory or informational in nature and should not be construed to have regulatory effect. Certain details of accidents described herein may have

SUN ’N FUN FAA FORUM SCHEDULE

been altered to protect the privacy of those involved.

The FAA does not officially endorse any goods, services, materials, or prod- ucts of manufacturers that may be referred to in an article. All brands, product names, company names, trademarks, and service marks are the properties of their respective owners. All rights reserved.

The Office of Management and Budget has approved the use of public funds for printing FAA Safety Briefing .

CONTACT INFORMATION

The magazine is available on the Internet at: http://www.faa.gov/news/aviation_news/ Comments or questions should be directed to the staff by: E-mailing: • AviationNews@faa.gov Writing: Editor, • FAA Safety Briefing , Federal Aviation Administration,

Departments

AFS-805, 800 Independence Avenue, SW, Washington, DC 20591 Calling: (202) 267-8212 • Faxing: (202) 267-9463 •

SUBSCRIPTION INFORMATION

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For New Orders: Subscribe via the Internet at http://bookstore.gpo.gov, tele- phone (202) 512-1800 or toll-free 1-866-512-1800, or use the self-mailer form in the center of this magazine and send to Superintendent of Documents, U.S.

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Subscription Problems/Change of Address: Send your mailing label with your comments/request to Superintendent of Documents, U.S. Government Printing Office, Contact Center, Washington, DC 20408-9375. You can also call (202) 512-1800 or 1-866-512-1800 and ask for Customer Service, or fax FAA Faces ............................................. Inside Back Cover your information to (202) 512-2104.

john m. A llen dir ector , flight sta nda r ds serv ice

Introducing FAA Safety Briefing

Juliet in Shakespeare’s “Romeo and Juliet” Also, the service to the public that aviation didn’t think a name made much difference when she provides is instrumental to our economic, asked, “What’s in a name?” In love, a name may matter governmental, and social fabric. We have a little, but as aviation safety proponents we feel that a responsibility to enable this facet of aviation and safety publication should strongly signal its contents. provide our leadership to assure its safety.

While this publication has traveled for many years as This publication is just one of many things FAA Aviation News, we realize the moniker “aviation that we in Flight Standards do to improve aviation news” can cover a lot of territory. Starting with this safety. We use every tool we can, starting with issue, we are clearly broadcasting our intent and developing regulations and providing regulatory changing the name to FAA Safety Briefing to accurately oversight. Equally important tools include reflect the publication’s mission: safety. education and training, information sharing, and As for the next word—briefing—briefings working together with organizations across the are used in health care, in the military, in aviation, aviation community.

among others. Briefings are essential to get crucial In addition to FAA Safety Briefing, there information to key players ahead of time—before are a number of ways the Flight Standards the surgery, before the mission, before the flight. Service promotes safety through outreach and That’s the point of FAA Safety Briefing: Providing education. On the you—pilots, aviation maintenance technicians, and Pilot Training section We changed the name of this publication to more across the general aviation community—with of the FAA Web site, accurately reflect its safety mission.

safety information. Through this bimonthly print for example, among and online publication we strive to make the GA many handbooks, community aware of FAA resources, help readers you’ll find the Pilot’s Handbook of Aeronautical understand safety and regulatory issues, and Knowledge. This handbook introduces pilots to the encourage continued training. broad spectrum of knowledge needed to fly in the The role of FAA Safety Briefing is consistent National Airspace System.

with the FAA’s Flight Standards Service mission, Education and outreach is also the role of which is to enable the commerce and adventure of the FAA Safety Team, or FAASTeam. The FAASTeam aviation while assuring safety. For one, commerce includes some 120 FAA safety professionals is important because aviation is essential to our and more than 2,000 volunteer FAASTeam national economy and to our quality of life. General Representatives across the United States. Read more aviation, which encompasses hundreds of thousands about the FAASTeam and its cadre of dedicated of aircraft operating from the nation’s nearly 6,000 volunteers in the article on page 7 of this issue.

public-use and commercial carrier airports, is the Of course, Juliet added, “That which we call a foundation of our nation’s aviation spirit.

rose by any other name would smell as sweet.” I trust Second, I think you will agree that adventure you’ll find this publication—by its new name—as is essential. It was the prospect of adventure that “sweet” and valuable as you develop even greater gave me the flying “bug.” So often it is the adventure safety awareness, knowledge, and skills.

of aviation that lights a spark and gets a young person started on an aviation career path. Even as we at FAA are serious about our role as regulator and our important safety responsibility, I hope my FAA colleagues remember the passion for aviation that got many of us here in the first place.

March/April 2010 FAA Safety Briefing 1

Aviation News Roundup

A T I S

in-flight recommendations and best practices Deadline Nears for Replacing regarding tripped circuit breakers, inspection and Paper Pilot Certificates maintenance of systems, and aging wires.

Pilots who have not yet traded in their The FAA recommends airplane owners and paper pilot certificates have only until March 31, operators reset essential C/Bs in flight only one time: 2010, when the paper certificates are set to expire.

after at least one minute, • Renewing a certificate can be done online or if there is no remaining smoke or burning • through the mail, and instruction can be found at: smell, and http://www.faa.gov/licenses_certificates/airmen_ certification/certificate_replacement/.

if the affected equipment is needed for the • Requesting a replacement certificate online operational environment.

requires you to create an account with Airman Pilots should be aware that tripped C/Bs Certification Online Services. This only takes a are not to be reset in flight unless doing so is few minutes. Being registered consistent with procedures in approved flight or can help you in the future with operating manuals, or unless it is necessary for the more rapid processing of an safe completion of the flight. Non-essential C/Bs address change or a replacement should not be reset in flight. The SAIB also advises certificate request.

maintenance personnel to replace any wires that To process a request show evidence of damage. For more information on by mail, fill out and send in the C/B reset policy, you can review the SAIB at: Form 8060-56 (10/09)—see http://www.faa.gov/aircraft/safety/alerts/SAIB/ above link—along with a $2 and Advisory Circular 120-80, In-flight Fires, which replacement fee. Make your is available at: http://www.faa.gov/regulations_ check payable to FAA. New policies/advisory_circulars/.

certificates will take four to

SAMPLE

six weeks to arrive with mail New Look for FAASTeam Web Site processing and seven to 10 After several months of reviewing feedback days for online processing.

from the GA community, the FAA Safety Team If you’re still using (FAASTeam) is starting a new chapter in online paper, don’t delay. Pilots can no longer exercise the aviation safety education with a new and improved privileges of their paper pilot certificates after the version of www.FAASafety.gov. “We listened to deadline. Student certificates are not affected and airmen,” says National FAASTeam Manager Kevin certain non-pilot certificates, such as those issued to Clover, “and built this site with their needs in mind.” AMTs, are still valid for three more years before they Among the more noticeable changes is the creation need replacement.

of user-oriented and support portals, which help airmen and visitors navigate more efficiently. Users Fire Hazard in Resetting Circuit Breakers can choose from online courses, upcoming events, On December 23, 2009, FAA published the WINGS and AMT Awards Programs, as well as a Special Airworthiness Information Bulletin view Hot Topics.

(SAIB) advising pilots, owners, operators, and “There’s also a big emphasis on CFI input maintenance personnel of potential hazards of with this new version,” says National FAASTeam resetting an opened circuit breaker (C/B) on Outreach Manager Bryan Neville. “While we prefer general aviation aircraft. This SAIB also gives that instructors register on www.FAASafety.gov, 2 FAA Safety Briefing March/April 2010 The FAASTeam listened to airmen before designing the new Web site.

CFIs can more easily review and validate WINGS credits through the new CFI Portal, without even needing an account.” Neville says other changes for the site include more intuitive menu features, an improved search function, as well as a design more allowing more timely and accurate • consistent with the branding of www.faa.gov. “We distribution of information will continue to monitor feedback on the site,” says Neville, “so please send your comments to standardizing content, policy, and procedures • Support@FAASafety.gov.” balancing diverse customer needs • “We expect to issue a NOTAM policy change Stand Down at Sun ’n Fun in 2010 that will move us closer to standardized Sun ’n Fun’s vision NOTAMs and ICAO compliance,” says FAA Systems is to motivate more people to Operations Manager Dr. Brett Brunk. “As part of become involved in aviation.

this policy change we will introduce keywords that From its beginnings in 1974 to its will begin standardizing the way we communicate status as one of the world’s largest fly-ins, Sun ’n Fun NOTAMs to the public.” The keywords make it easier continues to delight aviation enthusiasts every year to identify the topic of the NOTAM so pilots can from its base at Lakeland Linder Regional Airport more quickly and accurately determine which ones in Lakeland, Florida. This year’s fly-in, which boasts will affect their route of flight.

more than 5,000 static display aircraft, will also serve The FAA began testing digital distribution as the launching point for FAASTeam’s Safety Stand of NOTAMs at selected ATC facilities in January, Down, a safety and education initiative designed to including control towers at the Denver, Amarillo, improve GA safety.

Tallahassee, Las Vegas, and Boise airports. “As airports The Stand Down will focus on four key areas: go online,” says Brunk, “the GA pilot will notice higher loss of control, surface safety, owner-performed quality and more timely NOTAM information.” maintenance, and risk management. Getting For latest updates on digital NOTAMs, check the word out on these important topics will be out http://notams.aim.faa.gov.

accomplished via live and Webcast presentations at Sun ’n Fun, online resources at www.faasafety.

Stay Aware of Intercept Procedures gov, and a special DVD that will be distributed If your aircraft is perceived as a security nationwide. Sign up today on the FAASTeam Web threat you can be strongly advised—by a military site—www.FAASafety.gov—to get more information fighter—to change course. These procedures, found about the Stand Down and to be notified about other in Chapter 6-3-4e, Special Emergency (Air Piracy), FAA-sponsored events and seminars.

of the Aeronautical Information Manual (AIM), authorize military interceptors to force what could NOTAMs Enter the Digital Age be an uncooperative and/or situationally unaware The FAA is transitioning to digital flight pilot to turn away from protected airspace. The operations information and the modernization of maneuver puts the military fighter in close proximity Notices to Airmen (NOTAM). NOTAMs currently to the intercepted aircraft as the fighter attempts to provide timely information about hazards and changes get the attention of the GA pilot and turn the aircraft in aeronautical facilities, services, and procedures in to a non-threatening course.

paper format. This system involves manual validation To avoid tangling with any military escorts and coordination with multiple sources.

in protected airspace, review any and all NOTAMs The benefits of migrating to a digital NOTAM applicable to your flight at: https://pilotweb.nas.faa.

system include: gov/index.html.

reducing human error • March/April 2010 FAA Safety Briefing 3

F r e de r ic k e . T i l T on, m . d .

fa a f e de r a l a i r s u r g e on

Strap In, Buckle Up

Many cities and states around the country the restraint, but then must be abruptly stopped to “encourage” use of automobile safety restraints “catch up” with the airplane. The restraint should with billboards that urge drivers to “Click It—or be adjusted as tightly as your comfort will permit to Ticket!” The FAA doesn’t use such slogans, but we do minimize potential injuries.

require the use of seatbelts and, if installed, shoulder The safety belt should be placed low on your harnesses. In this issue of the magazine, which hipbones so that the belt loads will be taken by focuses on the FAASTeam’s Safety Stand Down the strong skeleton of your body. If the safety belt activities, it is appropriate to offer a few reminders is improperly positioned on your abdomen, it can on how proper use of these simple safety systems cause internal injuries. If the safety belt is positioned can save lives. on your thighs, rather than the hipbones, it cannot effectively limit your body’s forward motion.

Small Investment, Big Dividends Shoulder harness systems can use dual We all try to maximize the convenience, shoulder belts or a single diagonal belt similar to fun, and safety of flying. Regrettably, there may be those used in automobiles. The belts should not rub times when our best efforts for a safe flight will be against your head or neck. This is uncomfortable, inadequate, and an accident could happen. While will discourage use of the shoulder harness, and can most accidents are also cause neck injuries during an impact.

minor and pose no For maximum protection and safety, If your airplane is not equipped with shoulder significant risk to small children should be placed and secured in harnesses, you should obtain kits for installing the airplane or its approved “child safety seat” devices during aircraft shoulder harnesses from the manufacturer.

occupants, some can operation. Child safety seats must meet current result in major injuries or fatalities. However, studies manufacturing and identification requirements of of serious accidents have shown that the proper the federal government and be installed and secured use of shoulder harnesses, in addition to the safety in accordance with these regulations. Install the belt, would reduce major injuries by 88 percent and safety seat in a rear airplane seat, but not near an reduce fatalities by 20 percent.

entry door or emergency exit. If you must use a front Shoulder harnesses have been required airplane seat, make sure that the child seat cannot for all seats in small airplanes manufactured since interfere with the airplane controls or limit pilot December 12, 1986. If your airplane is not equipped access to the radios and flight instruments.

with them, you should obtain kits for installing For more information on this topic, please shoulder harnesses from the manufacturer or the see the pilot safety brochure “Smart Protection in manufacturer’s local sales representative.

Small Airplanes” at: www.faa.gov/pilots/safety/ pilotsafetybrochures/media/seatbelt_web2.pdf.

Proper Use Is Key Federal regulations require that safety belts and shoulder harnesses (when installed) be properly Dr. Tilton received both an M.S. and a M.D. degree from the University of New Mexico and an M.P.H. from the University of Texas. During a 26-year worn during landings and takeoffs. If the restraint is career with the U.S. Air Force, Dr. Tilton logged more than 4,000 hours as a not worn properly, it cannot provide full benefits and command pilot and senior flight surgeon flying a variety of aircraft. He cur- can even cause injury in a serious impact.

rently flies the Cessna Citation 560 XL.

Tests have shown that slack in the restraint system should be minimal. In an impact, your body keeps moving until the slack is taken out of 4 FAA Safety Briefing March/April 2010

Fast-track Your

Medical Certificate

With FAA MedXPress, you can get your

medical certificate faster than ever before.

Here’s how: Before your appointment with your Aviation Medical Examiner (AME) simply go online to FAA MedXPress at https://medxpress.faa.gov/ and electronically complete FAA Form 8500-8. Information entered into MedXPress is immediately transmitted to the FAA and forwarded to your AME before your medical examination.

With this online form you can complete FAA Form 8500-8 in the privacy and comfort of your home and submit it before scheduling your appointment.

The service is free and can be found at:

https://medxpress.faa.gov/

March/April 2010 FAA Safety Briefing 5

d r . W A r r e n S . Si l be r m A n

Ask Medical Certification

Dr. Warren Silberman and his staff administer sugar-topic-overview. For information on FAA policy the aeromedical certification program for about on insulin-treated diabetes, see http://www.faa.

600,000 holders of U.S. pilot certificates and process gov/licenses_certificates/medical_certification/ 450,000 applications each year. If you have questions specialissuance/diabetes/.

for Dr. Silberman to address in future columns, send them to the magazine staff at AviationNews@

Q: I had successful coronary bypass surgery last year

faa.gov, and we’ll gladly forward them on a totally following a heart attack. The treatment is ongoing, confidential (anonymous) basis.

but I’ve had no further symptoms. I am not a pilot but would like to begin flight training. Can I get a third-

Q: My son has attention deficit disorder for which

class medical certificate with my surgical history, he takes medication (Ritalin). Will he be able to take or should I avoid the medical certification process flying lessons?

altogether and seek a sport-pilot certificate instead?

A: Regulations aside, anyone considering flight

A: It is entirely possible to obtain a third-(or even

training who has problems concentrating or a second- or first-) class FAA medical following multitasking should evaluate whether they are fit successful heart surgery, but be prepared to jump to perform the duties through a few hoops. Whether your application of pilot in command is approved depends a great deal on what, if any, Send your question to AviationNews@ (PIC). Being PIC requires medications you are taking, as well as on the results faa.gov. We’ll forward it to Dr. Silberman deliberate responses of an ECG and stress test.

without your name and publish the to situations (not just If you choose to seek a sport-pilot certificate answer in an upcoming issue.

quick reactions), and using a valid driver’s license instead of an FAA medical critical decision-making certificate, you still must abide by Title 14 Code of capability. A lack of attention is not compatible with Federal Regulations section 61.303(b)(4). It says you being PIC—even someone with a clean medical must “not know or have reason to know of any medical who is temporarily suffering from a problem condition that would make that person unable to that affects his/her ability to focus, for example, operate a light sport aircraft in a safe manner.” head cold/headache, fatigue, personal stress. Not For guidance from FAA’s Medical only is the condition attention deficit disorder Certification Branch on coronary diseases, see unacceptable to gain medical certification, so is the http://www.faa.gov/licenses_certificates/medical_ medication Ritalin.

certification/specialissuance/coronary/.

Q: I’ve found that I need to snack frequently during

Warren S. Silberman, D.O., M.P.H., manager of the FAA’s Aerospace the day to avoid that “loopy feeling.” Recently, my Medical Certification Division, joined the FAA in 1997 after a career in doctor told me that I am mildly hypoglycemic. Is the U.S. Army Medical Corps. Dr. Silberman is Board Certified in Internal this a condition that could invalidate my third-class Medical and Preventive/Aerospace Medicine. He is a Fellow of the medical certificate?

American Osteopathic College of Internists, American Osteopathic College of Occupational and Preventive Medicine, and the Aerospace Medicine

A: Be careful. Hypoglycemia (low blood sugar)

Association. He is a private pilot with instrument and multi-engine ratings is a serious condition that can be a symptom of and holds a third-class medical certificate.

diabetes, which requires treatment. However, people without diabetes can also experience hypoglycemia for various reasons. Discuss this with your AME.

For more information on hypoglycemia, see http:// diabetes.webmd.com/tc/hypoglycemia-low-blood- 6 FAA Safety Briefing March/April 2010

m e r e di T h S A i n i

Keeping Pace

with the

FAASTeam

Photo by James Williams t doesn’t matter if you have five hours in a single-engine trainer or 10,000 hours in a business jet—every pilot can benefit from a mentor, especially experienced

I aviators who have local knowledge and are available to answer questions and

offer guidance and support. Nor does it matter if you are a long-time mechanic and got your A&P years ago, you can always benefit from recurrent training.

FAA Safety Briefing 7 March/April 2010 Photo by James Williams Photo by H Dean Chamberlain Lakeland, Florida, also generates training topics by analyzing general aviation accident data. The data is organized according to category and class of the aircraft and pilot certificate level and guides the development of educational programs. Analysis of this data collected over several years reveals the five primary causal areas of general aviation accidents: Aeronautical decision making • Aircraft performance and limitations • Approaches and landings • Aircraft control (maneuvering flight) • Preflight planning • “We recognize that we can reach out and help people understand risks,” says Bryan Neville, National FAASTeam Outreach Manager. “Our representatives, through seminars and personal contact, can help other pilots evaluate the risk factors associated with “Continuous education and improving flying, so that they have the confidence to make the safety: That’s the focus of the FAA Safety Team,” says correct go or no-go decisions.” Clover reports industry participation is Kevin Clover, National FAA Safety Team Manager.

critical to the team’s success, providing volunteers And, the FAA Safety Team, or FAASTeam, is indeed a team. Team members encompass some 120 FAA with crucial resources and materials to deliver employees and timely, high-quality programs. FAASTeam partners include not-for-profit aviation membership 2,000 volunteer The focus of the FAA Safety Team: Continuous organizations, such as The Ninety-Nines, the Representatives education and improving safety.

in all 50 states National Association of Flight Instructors (NAFI), and Puerto Rico. The primary emphasis is pilot and the Society of Aviation and Flight Educators (SAFE), as well as for-profit aviation service education through seminars and online training. For providers, including Avemco Insurance Company aviation maintenance technicians, the AMT award program reinforces and promotes a high level of and Aviation Supplies and Academics (ASA).

professionalism and safety. In addition to sponsoring live seminars, the FAASTeam reaches thousands of pilots, mechanics, FAASTeam members deliver about 2,500 and technicians through its Web site, www.

seminars a year. Each of FAA’s eight Flight Standards regions has a dedicated regional manager who FAASafety.gov, as well as through regular e-mail oversees anywhere from five to 25 FAASTeam notifications to more than 300,000 subscribers—a list which includes half of all U.S. pilots. The WINGS Program Managers (FPM). It’s the FPMs who oversee program is now administered onwww.FAASafety.

the volunteer Representatives. The goal is to offer programs that target specific subject areas based gov, which makes it easier for participants to record on the safety issues in that geographic area. For and track their progress.

example, a Representative in Colorado may organize Safety Starts with Sharing seminars about mountain flying, while a Los Angeles Kent Lewis is extremely passionate about area Representative may focus on instrument flying sharing safety information with the aviation and the dangers of VFR-into-IMC encounters.

community. The 2009 National FAASTeam While topics for educational programs Representative of the Year, Lewis has volunteered as are initiated at the local and regional level, the a FAASTeam Representative in the Fort Worth, Texas, FAASTeam’s Data Analysis Work Group, based in 8 FAA Safety Briefing March/April 2010 Photo by James Williams Kent Lewis receiving his FAASTeam Representative of the Year award from ® Administrator Babbitt at AirVenture 2009.

area since 2003. Lewis currently works for Delta Air program, “How to Prevent Lines, with more than 23 years of flying experience, Little Problems from and also serves as a safety representative for the Becoming Big Problems,” Air Line Pilots Association (ALPA). He is an active demonstrated how airline- general aviation pilot who helps deliver new and type procedures for dealing used Cessnas for Van Bortel Aircraft at the Arlington with abnormal situations can be easily adapted for Municipal Airport in Arlington, Texas. use in general aviation. The Webinar lasted under “We all get safety information, but we could two hours and was worth one credit toward the first be better about sharing it,” Lewis says. “How do phase of the WINGS program.

we get it to where people can use it and apply it?” The second program, “Why Did They To this end, he maintains a Web site called Signal Do That; Human Factors in VFR Accidents,” Charlie (www.signalcharlie.net), which focuses on examined accidents involving pilots who ran promoting the use of safety management systems out of fuel or whose airplanes lost power due to (SMS), aviation leadership, and the study of human fuel contamination.

factors in aviation. Lewis has orchestrated dozens Using actual accident The main purpose of the WINGS program of programs on human factors and SMS and is photos and computer is to give pilots an incentive to maintain partnering with the FAASTeam to host a two-day recreations, the proficiency, not just currency.

WINGS seminar at Dallas Love Field on March 31. discussion explored how As Lewis explains on the Web site, the accidents might have been avoided through the “When trying to decide on a name for the site, use of risk-management tools. This program lasted I remembered my naval aviator days and the about one hour and was worth half a Knowledge code words from the carrier, ‘Signal Charlie,’ Elective WINGS credit. Benson plans to offer monthly which meant that the flight deck was ready for half-credit Webinars.

landing ops. This was always a welcome message, “It’s not airplanes that cause accidents; especially after a long flight. The Charlie signal flag people cause accidents,” Benson says. He recalls also means ‘Affirmative’ and this represents the a friend who crashed a King Air into the side of a proactive nature of a quality safety management mountain during an instrument approach. “Pilots are system, the future of aviation safety. SMS pillars not dumb; they are smart people. We just sometimes are policy, risk management, assurance, and do dumb things. Most accidents are caused by a pilot promotion. In SMS, people nurture partnerships doing something when they knew better. It all comes that promote operational goals and safety. Positive down to pilots making good decisions.” communications fuel these partnerships, and Earning your WINGS Signal Charlie is meant to be a vehicle for critical The main purpose of the WINGS program is team communications.” to give pilots an incentive to maintain proficiency, For pilots who can’t get to a regional not just currency. To sweeten the deal and FAASTeam seminar, Web-based training offers a encourage participation, the FAA relieves pilots, who convenient and economical alternative. Retired participate in WINGS, from completing the flight airline pilot Gene Benson, a volunteer from upstate review requirements of Title 14 Code of Federal New York, uses his Web site (www.genebenson.com) Regulations (14 CFR) section 61.56(e). See page 10 as a platform to host online seminars, also known as for more information on WINGS.

Webinars. “My wife calls it my ministry,” he explains.

Ellen Nobles-Harris, a FAASTeam volunteer “Webinars have a tremendous capability to get the since 2006, has actively participated in the WINGS safety message out.” program since she and her husband earned their Benson designs and develops all of the private pilot certificates in 1991. She says WINGS material for the Webinars, which he offers for is an important program for pilots because it free or for a modest $2.00 fee. For example, two encourages safety consciousness, which as a former programs were scheduled for January. The first March/April 2010 FAA Safety Briefing 9 WINGS - Pilot Proficiency Program The WINGS - Pilot Proficiency Program is designed to help individual pilots construct an educational curriculum suitable for their unique flight requirements. It encourages pilots to continue their aviation educational pursuits and requires education, review, and flight proficiency in the Areas of Operation found in current Practical Test Standards (PTS), which correspond with the chemical engineer at an oil refinery for more than 30 leading accident causal factors.

years, is a subject near and dear to her heart.

“Aviation is a lot more than getting in an “As an active pilot of single- and multi-engine aircraft as airplane and flying someplace,” she says. “It’s about well as gliders, I understand the importance of recurrent being part of a community of people with similar training. I had participated in the “old” WINGS Program goals.” In addition to her support of the FAASTeam, but was skeptical when the FAA launched the new Nobles-Harris has held various volunteer positions program nearly two years ago.

with her local chapter of The Ninety-Nines, an However, after I began participating in the new program I international organization of women pilots.

quickly realized what an exciting, robust, and easy-to-use A few years ago, Nobles-Harris prepared a program it really was. I can easily customize it for the type WINGS “cheat sheet” to guide pilots through the of flying that I do. I enjoy taking quality safety courses in online documentation process, which continues to the comfort of my home that result in me being a better evolve. Pilots can get up-to-date tips on the WINGS and safer pilot. It’s a bonus when my insurance company program from the FAA’s official WINGS blog at takes a 10 percent discount off my premium! Tracking my faawings.blogspot.com.

progress and achievements reminds me that aviation “I’m hoping more people will get more learning is an ongoing endeavor, and best of all, it’s free!

comfortable with the Web site,” Nobles-Harris says.

“It’s not a quick transition, but your comfort level Completing a flight review every two years might make will increase as you work with the Web site.” me legal, but I owe it to my students, passengers, and Nobles-Harris suggests reaching out to your family, to be proficient, not just current.

children or grandchildren if you need a computer — Todd Cameron assist. “This is a good way to bond and get them interested in aviation at the same time,” she says.

Why Participate?

Getting Involved If you decide after reading this article that The greatest incentive to participate is the added level of • it’s time to take charge of your own proficiency and safety and professionalism that comes with a consistent safety, the first thing you should do is visit www. recurrent training program.

faasafety.gov and sign up for a free user account.

Aviation insurance companies provide a discount on • Browse the course catalog and test your knowledge.

premiums for participation in WINGS, e.g., 10 percent Take the plunge and participate in the WINGS from Avemco.

program, and, if you really want to get involved, become a FAASTeam volunteer. Kent Lewis, Gene Pilots participating in WINGS need not accomplish the • Benson, Ellen Nobles-Harris, and 1,997 other folks flight review requirements of 14 CFR part 61 (formerly the all recommend it. Biennial Flight Review), if they have satisfactorily com- Or, do something really crazy: Skip poker pleted or currently hold the first phase, or higher, WINGS.

night one month and attend a safety seminar Avemco Insurance Company provides airmen who have • instead. You probably won’t win any money there, completed a phase of WINGS with the official WINGS but you just might learn something about flying that lapel pin.

could save your life—and that’s priceless.

Find out more about the FAA Safety Team and about WINGS at www.FAASafety.gov.

Meredith Saini is a flight instructor and active general aviation pilot. She works as a contractor supporting the Flight Standards Service, General Aviation and Commercial Division at FAA Headquarters in Washington, DC.

10 FAA Safety Briefing March/April 2010

Photos by James Williams M e r e di t h S a i n i

A PRECISE APPROACH TO LANDING

uring those first few hours of flight training, by feel because the numbers become, in a sense, a student pilot is asked to memorize lots of ingrained in how we fly. We don’t need to look at D numbers—airspeeds, power settings, runway the tachometer while setting the throttle because headings, and traffic pattern altitudes for local we just know, using our tactile, visual, and auditory airports, to name a few. In the approach and landing senses, that everything is configured properly. We set phase of a flight, airspeed numbers carry particular the power and pitch and then scan the instruments significance because minding or ignoring them can to confirm that we got what we asked for. Even mean touching down safely on the intended point or while flying on instruments, we don’t fixate on the overshooting and ending up in the weeds. airspeed indicator or the power setting—our primary Then, just when the student has dutifully focus is on the numberless attitude indicator, just as memorized the published numbers, it’s time to a student pilot’s primary focus is directed outside the learn that sometimes they are adjusted to handle a airplane, at the earth and sky.

particular situation. For instance, final approach is Final Approach and Vref flown a little bit faster on a gusty day to compensate To understand how final-approach airspeed for the variable wind.

is determined for a given airplane, we have to start But, how much is a little bit? Why do these with the landing—the stall, the moment the airplane numbers matter anyway? Why can’t we just fly like stops flying—and work the problem in reverse, back the old timers did, by the seat of our pants, and not up the final-approach course. In a general sense, the worry so much about all of these numbers?

speed at which we want to fly the final approach is The truth is that the more experience a pilot some airspeed above the stalling speed that will let accumulates, the easier it is to control the airplane March/April 2010 FAA Safety Briefing 11 The pilot operating handbook (POH) for the 2001 Cessna 182S that I fly shows that Vso at maximum takeoff weight, zero-bank angle, is 49 knots calibrated airspeed (KCAS) at the most rearward center of gravity (CG) and 50 knots at the most Photo by Meredith Saini forward CG position. Assuming that the average pilot cannot reasonably discern a one-knot difference, we’ll use the higher number of 50 knots which, when us stay aloft while we descend toward the runway, multiplied by 1.3, produces a Vref of 65 KCAS, or 61 but not have so much excess lift that the airplane will knots indicated (KIAS). The POH suggests a final not stop flying when we want it to touch down.

approach airspeed range of 60-70 knots KIAS with full Part 23 of Title 14 Code of Federal flaps.

Regulations (14 CFR), which deals with aircraft certification, states that “for normal, utility, and The Art of Interpolation acrobatic category reciprocating engine-powered The numbers published in the POH were airplanes of 6,000 pounds or less maximum weight, generated by an FAA-approved team of engineers the reference landing approach speed (Vref) must and test pilots through a rigorous aircraft- not be less than the greater of Vmc, determined in certification process. These numbers exist to give the 14 CFR section 23.149(b) with the wing flaps in the pilot a framework within which to create a stabilized most extended takeoff position, and 1.3 Vso.” approach and landing, but we need to read the fine A common memory aid for Vso is that it is print in order to use these numbers effectively.

the stall speed with “stuff out,” meaning landing Stall speeds and final approach speeds are gear and flaps extended. The regulations define Vref generally published for the airplane at or near as “the speed of the airplane, in a specified landing maximum gross weight. Yet, we rarely land an configuration, at the point where it descends through airplane when it’s that heavy, because presumably the 50-foot height in the determination of the landing we have been flying around for a while, burning distance.” You may have heard pilots refer to this avgas at the rate of six pounds per gallon per hour.

point in the landing approach as when the airplane We know that an airplane’s stall speed increases is “crossing the fence” or “over the numbers.” This is with an increase in weight (or with an increase in typically the point load factor, such as during a turn; see “Getting It at which power is Right in Maneuvering Flight” on page 15), so this Why can’t we just fly like the old timers did, by reduced, perhaps means that the actual Vso at the moment of landing the seat of our pants, and not worry so much all the way to idle, is likely to be something lower than what’s listed about all of these numbers?

and a smooth in the POH. Turning the problem upside down, transition begins from a descent, to a level off, flare, we can say that most of the time we have a greater and, finally, touchdown. (Vmc, or minimum control margin between the airplane’s actual stalling speed airspeed with the critical engine inoperative, refers to and our final approach airspeed than what the POH airplanes with more than one engine. For simplicity would suggest.

and brevity we’ll limit discussion in this article to The benefit of this wisdom is that if we follow single-engine operations.)

the numbers and maintain the POH-suggested Typically, we fly final approach at some airspeeds for each phase of flight, we are in a airspeed greater than Vref, because in many light position to make a stabilized approach and landing.

airplanes, Vref is just not a comfortable place to The danger is that if we routinely tack on 5 or 10 be. It’s too slow; it feels mushy. The manufacturer’s knots under the false assumption that faster is always recommended final approach airspeed gives the pilot safer, we may be setting ourselves up for a go-around a generous cushion above the stall that allows for the at best, or a very hard landing at worst.

bit of gentle maneuvering that is necessary to keep the airplane aligned with the runway centerline.

12 FAA Safety Briefing March/April 2010 The POH for the Cessna 182S states “normal The Gust Factor landing approaches can be made with power on One of the few times we want to fly faster or power off with any flap setting desired. For a than published on final is if it’s a really windy, short-field landing in smooth conditions, make gusty day. The FAA Airplane Flying Handbook the power-off approach at 60 KIAS with full flaps.

(FAA-H-8083-3A) recommends adding one-half (Slightly higher of the reported surface-wind gust to the normal approach speeds final-approach airspeed when landing in turbulent If we follow the numbers and maintain the should be used conditions to compensate for any sudden loss of POH-suggested airspeeds…we are in a under turbulent headwind component. But, why not add the whole position to make a stabilized approach and conditions.)” For gust amount, or double it? Why add anything, if the landing.

normal landings published final approach airspeed already has a on longer runways, built-in cushion above the stall?

final approach should be flown at 70-80 knots The simple answer is that gusts are variable without flaps, or 60-70 knots with full flaps. Though and unpredictable, and we want to ensure that we the POH does not suggest what flap setting to use in can outsmart them by carrying enough speed to get turbulent air, it leaves the door open for the pilot to us to the pavement safely despite them. The airspeed use any flap setting from 0-30 degrees that will get indicator can fluctuate wildly and be difficult to read the job done.

on days when we’re getting batted around like a Here’s where experience and the art of beach ball, so we’d rather overestimate our airspeed interpolation comes into play, and why adding half than underestimate it and risk a stall. If we discover the gust factor is a good compromise on a gusty day.

during the approach that adding half the gust factor Let’s say we’re approaching a 5,000-foot runway— to our speed on final was too much and we end up more than twice what this airplane requires—on a too high and too fast, we can go around and try the very turbulent day, with surface winds reported as 20 approach again at a slightly slower airspeed.

Photo by Tom Hoffmann March/April 2010 FAA Safety Briefing 13 knots gusting to 30 knots with a variable crosswind for the most forward CG position and 58 KCAS for that is typical when such conditions exist. The gust the most aft CG position. If we take the median, 59 factor is the difference between the gust and the KCAS, and multiply by 1.3 we get a Vref of 76.7 KCAS sustained wind, in this case 10 knots. So, we plan to or approximately 77 KIAS, which is the short-field fly final approach five knots faster than normal. approach speed.

What’s normal? The published range for a Though these airplanes are of similar size, normal approach is 60-70 knots, so to what number weight, and performance, the wing design is the within that range do we add the five knots? Is using primary reason for the difference in their stall full flaps a good idea on a day like this, in this behavior and recommended landing speeds. One airplane? Probably not, because the wind can reach wing is not better than the other; they are just under those flaps and grab hold of the wing like a different. The Cessna 182S wing creates more drag professional wrestler flipping his opponent to the than the SR22 wing, and this allows for a steeper and mat. shorter approach and less of a tendency to float in Recall that the airplane’s actual stall speed ground effect. The SR22 G3 wing (as well as its more is probably lower than advertised due to its lighter powerful engine) allows it to cruise about 30 knots weight. Start with the lower number, 60 knots, and faster than the Cessna 182S, but the G3 wing (and add five to that. Try flying final approach at 65 knots the overall body design of the SR22) results in a faster with just 20 degrees final-approach speed and longer required landing of flaps and see how distances than the Cessna 182S.

Pilots who “fly by the numbers” are…not that works. If at any reinventing the propeller on each approach.

Final Thoughts on Final Approach point the gusts are Pilots who “fly by the numbers” with so strong that you hear the stall horn squeak or have precision and accuracy are able to fly stabilized any trouble controlling the airplane, given your approaches, and make consistently smooth landings, level of experience, then go around and try the next because the numbers they follow provide a proven approach at 70 knots with 10 degrees of flaps, and framework for success. These pilots are not see if that feels better.

reinventing the propeller, so to speak, on each It’s a Wing Thing approach. This methodology is what makes airline An airplane’s wing design and resultant travel so safe, and it can work for general aviation stall characteristics also play an important role in pilots, too.

determining Vref and final-approach speed, as well as the airplane’s relative tendency to remain in Meredith Saini is a flight instructor and active general aviation pilot. She ground effect during the landing.

works as a contractor supporting the Flight Standards Service, General The Cessna 182S uses a conventional, riveted Aviation and Commercial Division at FAA Headquarters in Washington, DC.

aluminum wing that is twisted slightly along its length so that the wing tips present a lower angle of attack than the wing root, allowing the ailerons For More Information to remain effective well into the stall. This design FAASTeam online courses “Maneuvering: Approach and has been proven for many decades and is still being Landing” and “Normal Approach and Landing” can be produced. Now, consider the seamless, composite, found at: laminar-flow wing of a 2007 Cirrus SR22 G3. The G3 http://www.faasafety.gov/gslac/ALC/course_catalog.aspx wing is also twisted to maximize aileron effectiveness Airplane Flying Handbook (FAA-H-8083-3A) can be found at: during the stall, but employs additional features http://www.faa.gov/regulations_policies/handbooks_manuals/ such as stall strips and a two-section leading edge.

aircraft/airplane_handbook/ The SR22 is flown at 77 KIAS for short-field landings and 80 KIAS for normal approaches, always using full flaps if available. The SR22 POH for the G3 wing lists Vso at maximum gross weight as 60 KCAS 14 FAA Safety Briefing March/April 2010

S u S A n P A r S on

Getting It Right

in

Maneuvering

Flight

Photo by Susan Parson

Not long after I checked out in my flying club’s Cessna 182

Skylane , I almost became a maneuvering flight statistic.

It was the classic case of having all the holes in the Swiss cheese line up

in a way that could have led to an airplane-sized hole in the ground. First,

the airplane was heavier than usual because, instead of flying solo, I had

two passengers aboard. Second, the winds that day were westerly, which

gave me a tailwind on the base leg and a much faster ground speed than

I had anticipated.

You can probably see where this is going. Because I didn’t account for

the strong tailwind on base leg, I overshot the base-to-final turn. I should

have executed an immediate go-around, but I’m ashamed to say that I

reacted instead the way a lot of accident pilots do. I slightly steepened

the turn but, mindful of my first instructor’s command to avoid steep

March/April 2010 FAA Safety Briefing 15 Photo by James Williams turns in the pattern, I didn’t go much beyond a pilots like you and me come to grief with the garden- 30-degree bank. Since that clearly wasn’t enough to variety traffic-pattern operations that we have been correct my overshoot, I quite unconsciously applied flying since lesson one? And, more importantly, “bottom” rudder to help slew the nose around to the how do we stay safe? We can avoid aerobatics and runway heading. ban buzzing, but there’s no practical way to avoid Fortunately for my passengers, my airplane, maneuvering in the airport-traffic pattern.

and me, the stall horn did its job. That high-pitched It’s All about the Stall beeeeeeeeeeeep that I had previously heard only Loss-of-control accidents in the traffic in the training environment yanked my brain away pattern—our focus in this article—usually involve from its single-minded intent to make this landing an aerodynamic stall. It stands to reason, then, that work, and cued up the well-drilled stall recovery the main antidote to maneuvering flight accidents in procedure that my instructor had made me practice the pattern is to develop a thorough awareness and so much (thanks, understanding of stall/spin aerodynamics. It is not Warren). I relaxed back The main antidote to maneuvering flight possible to earn a pilot certificate without ground pressure on the yoke, accidents in the pattern is to develop a and flight training in these topics, so most of us think pushed the throttle thorough awareness and understanding of we have that angle covered already. As my near- forward and, once stall/spin aerodynamics.

statistical experience showed me, though, being able that annoying but life- to accurately recite all the right words and phrases saving beeeeeeeeeeping noise had been silenced, I from the textbook did not mean that I had a practical executed the go-around that I should have made in understanding of how, or why, it is true that (as the the first place.

books say) it is possible to stall an aircraft in any Who, Me? Maneuver?

flight attitude and at any airspeed.

The numbers are as ugly as the accident I Having both thought about it and taught almost had that day. According to statistics kept by about it pretty extensively since then, I suspect that the AOPA Air Safety Foundation, nearly one-third some of the confusion arises from the apparent of all fatal accidents in the last 10 years occurred contradiction that puzzled me the most when I sat in from loss of control during maneuvering flight. And, a private pilot ground-school course all those years although I hadn’t previously thought of pattern work ago. Specifically, if it is true that the pilot can stall an as “maneuvering flight,” it most assuredly qualifies. aircraft in any flight attitude and at any airspeed, why Along with aerobatics, aerial work, steep turns, stall/ do we talk about “stall speed?” Doesn’t that suggest spin activity, formation flight, and (the big no-no) that I can prevent an aerodynamic stall merely by “buzzing,” maneuvering flight also includes normal ensuring that I avoid the nose-high attitude I saw so flight operations, such as traffic-pattern flying, that much in the training world and keep my airspeed take place close to the ground. above the published “stall speed?” We can all understand how those “bad” pilots The answer is yes…and no. Let’s take a get in trouble with buzzing and other bad behaviors, closer look.

but c’mon, how can good, conscientious, and safe 16 FAA Safety Briefing March/April 2010 Back to Basics First, we need a review of the basics.

Maintaining control of an airplane during flight requires managing lift. Lift is produced by the dynamic effect of air acting on the airfoil, or wing.

The pilot controls lift by controlling the angle of attack (AOA), which is the acute angle formed between the wing’s chord line and the relative wind (that is, the direction of the air striking the wing).

All other things being equal, increasing the AOA increases lift until the wing reaches the maximum, or “critical,” AOA. Increasing AOA beyond this point results in a large loss of lift and an increase in drag. A wing in this condition is said to be “stalled.” Photo by Claudio Bellotto We pilots tend to associate lift and loss of lift (stalls) primarily with airspeed for several reasons.

First, there is a clear relationship between lift • and velocity (speed). Lift is proportional to the square of the aircraft’s velocity, so doubling the speed will quadruple the lift.

Second, for every AOA, there is a • corresponding airspeed required to maintain altitude in steady, unaccelerated flight.

An aircraft flying at a higher airspeed can aircraft loaded by additional physical weight (e.g., maintain level flight with a lower AOA, while passengers, fuel, baggage) or aerodynamic “weight” an aircraft flying at a slower airspeed must (e.g., g-force from turning flight) flies at an AOA have a higher AOA to generate enough lift for closer to the critical AOA.

level flight.

That was clearly the issue in my maneuvering Third, maneuvers practiced in early flight • flight mistake. Because I was operating the airplane training, such as demonstration of the effect with three passengers, and thus at a heavier physical of airspeed changes and stalls entered from weight, I had to fly at a higher angle of attack in order a wings-level attitude, tend to emphasize the to produce the lift required to offset that weight and relationship between AOA and airspeed.

maintain altitude even in straight- Finally, the term “stall speed,” which refers to • If it is true that the pilot can stall an aircraft in ahead flying. That the speed at which the wing reaches critical any flight attitude and at any airspeed, why do AOA in a wings level unaccelerated (1g) alone put my we talk about “stall speed?” condition, further reinforces this association. airplane’s wing closer to the critical AOA.

It is important to understand, however, that But, remember that I was also making the airspeed is not the only consideration. Because base-to-final turn in the traffic pattern. As you lift must equal weight, an airplane that is heavier learned in the private pilot ground-school textbook, because of physical or aerodynamic loading must the forces that cause an airplane to turn impose an generate more lift in order to maintain level flight.

aerodynamic load, or “weight,” on the wings. Every For any given airspeed, then, an aircraft with a pilot operating handbook (POH) includes a graph greater load must be flown at a higher angle of attack that displays the relationship between angle of bank in order to generate sufficient lift for level flight.

and “g” load on the wing. In general, a 60-degree bank Since an airfoil always stalls at the same AOA, an March/April 2010 FAA Safety Briefing 17 in a light general aviation aircraft imposes a 2g load, at a time when I was also dangerously close to the which means that the effective weight of the airplane ground. This was not a happy (or safe) place to be.

and its contents doubles. Although I wasn’t close to a The good news, though, is that the incident 60-degree bank in my Skylane that day, the turn I was prompted me to learn what I should have making did impose a higher “g” load on the wings. understood to begin with about “stall speed” and the “accelerated” stall I almost performed in garden- Connecting the Dots variety traffic pattern maneuvering flight. Once is Now, let’s connect the dots. My airplane was enough—but I hope you learn from my experience, heavier because of the additional physical weight and let my “once” be enough for you as well.

(passengers) and because of aerodynamic loading (turning flight). To maintain altitude I needed to Susan Parson is a special assistant in Flight Standards Service. She is an generate more lift to offset (balance) that extra active general aviation pilot and flight instructor.

weight. I didn’t want to increase airspeed at a time when I was setting up to land, so I chose to increase AOA by increasing For More Information back pressure.

An airplane that is heavier must generate more Even though I was lift in order to maintain level flight.

Maneuvering Flight – Hazardous to Your Health? in the nowhere close to AOPA Air Safety Foundation Safety Safety Advisor the published (1g) “stall speed” of the airplane, www.aopa.org/asf/publications/sa20.pdf and even though I was nowhere near the nose- Airplane Flying Handbook (FAA-H-8083-3A) can be found at: high attitude that characterized my stall entry/ http://www.faa.gov/regulations_policies/handbooks_manuals/ recovery practice in the training environment, I was aircraft/airplane_handbook/ dangerously close to critical (stalling) angle of attack Coming Soon:

FAASTeam Safety Stand Down

FAA Safety Team – FAASTeam –

is standing down for safety on April 17, 2010.

Stay tuned to www.FAASafety.gov to learn

more about FAASTeam Safety Stand Down.

m e r e di T h S A i n i Avoiding Runway Incursions:

It’s All in Your Head

ne of the costliest mistakes a pilot can make States for fiscal years 2006 through 2009. During is forgetting that the flight begins when the that four-year period there was an average of 15.7

O engines start turning, not when the wheels runway incursions per million-towered airport

leave the pavement. There are infinite ways a pilot operations—a drop in can lose situational awareness on the ground— the bucket compared Situational awareness is the key to programming a GPS, carrying on extraneous with in-flight mishaps, safe ground operations .

conversations, or even using a cell phone to call for but nonetheless a clearance while the aircraft is moving. It only takes significant. Incursions a momentary lapse of attention by a pilot or, for that can and do occur at the nation’s thousands of non- matter, a controller for the aircraft to hit an airport towered airports, but those were not included in the truck, a person, or worse yet, another moving study because they typically go unreported since aircraft full of fuel and people. there is no controller to observe and document Such incidents are collectively known as what happened.

runway incursions, and while they are relatively rare The Human Element and usually result in little more than bruised egos, they One of the key lessons from any study of can be catastrophic. The deadliest aircraft accident runway incursions is that nearly all of them are in history occurred in 1977, when two fully loaded attributable to human error, not mechanical failure.

Boeing 747s ran into each other in dense ground fog In the 2009 report, pilot deviations accounted for on the Spanish island of Tenerife, killing 583 people.

62 percent of the total; 23 percent were air traffic More recently, 49 people died in 2007 when the crew control operational errors/deviations; and 15 of a Canadair Regional Jet departed from the wrong, percent were vehicle/pedestrian deviations. Most too-short runway, and crashed into trees.

of the incursions posed little or no harm to persons The 2009 FAA Runway Safety Report or property.

includes data related to runway safety in the United Photo by H Dean Chamberlain March/April 2010 FAA Safety Briefing 19 Photo by James Williams The most common type of error that resulted NACO) and Jeppesen airport diagrams, in both in a pilot deviation was a correct read-back of paper and electronic formats. The electronic chart an air traffic controller instruction followed by databases can be loaded into an MFD, electronic an “unauthorized maneuver.” This type of error flight bag, or portable GPS receiver. In the general occurred in 44 percent of all pilot deviation runway aviation world, Garmin and Avidyne hold the lion’s incursions in FY share of the MFD market, with Jeppesen and Garmin 2007. In 47 of these providing the chart and navigation databases that One of the key lessons from any study of runway incursions, make the displays meaningful.

runway incursions is that nearly all of them are the pilot correctly Garmin’s G1000 is a fully integrated, glass- attributable to human error.

read back the “hold- panel avionics system that is available as standard short” instruction and then proceeded to cross the factory-installed equipment in several general hold-short line (but not the runway edge). In 19 of aviation aircraft, including the Cessna 172/182 and these incidents, the aircraft completely crossed the the Cirrus SR20/22. Retrofits for older aircraft are runway. also available. The G1000 features Garmin’s SafeTaxi While advanced cockpit technology cannot database that identifies runways, taxiways, FBOs, prevent pilots from making such errors, GPS-driven and hangars, as well as the aircraft’s exact location multifunction displays (MFD) and advanced cockpit on the ground. SafeTaxi is integrated with existing avionics can greatly enhance a pilot’s situational GPS map data and is geo-referenced, allowing pilots awareness, give a pilot the opportunity to see the to see their aircraft icon move along the airport accident chain developing, and break it before the diagram on the MFD.

situation gets out of control. Jeppesen also depicts hot spots on its instrument approach charts and airport diagrams, Highlighting Hot Spots which can be viewed on Avidyne’s EX5000 MFD as As part of its ongoing effort to reduce runway the CMax chart system, or as ChartView on Garmin’s incursions, the FAA has developed a list of areas on G1000 MFD. Garmin’s FliteCharts is an electronic towered airports that present unique challenges to version of the NACO U.S. Terminal Procedures pilots navigating on the ground, though many non- Publication that includes all departure procedures towered airports can (DP), standard terminal arrival routes (STAR), also cause pilots grief approach charts, and airport diagrams.

The key to using electronic tools is maintaining and confusion. These The key to using these electronic tools balance between looking at the moving-map “hot spots” have successfully and safely is maintaining a balance display and looking out the window.

been identified as between looking at the moving-map display and areas where ground looking out the window. Use the moving map to control may have limited visibility or where there is confirm that your taxi clearance makes sense, high traffic flow or a known history of incursions.

e.g.,does Taxiway Alpha really intersect Runway You can find this list of airports and hot spots in any 28? Is it a right or a left turn to get to Alpha from FAA Terminal Procedures publication, immediately your parking space on the ramp? Then, look out the following the section on Land and Hold Short window to verify that you are where you’re supposed Operations (LAHSO).

to be—especially at a non-towered airport where Hot spots are graphically depicted on both signage may be scant though legal and radio calls by FAA (National Aeronautical Charting Office, or other pilots sub-par or nonexistent.

20 FAA Safety Briefing March/April 2010 Pilots should be aware that some MFDs Miami, Florida, is a hot spot in more than just the do not accurately depict which way the aircraft meteorological sense. A quick glance at the Miami is oriented until the aircraft begins moving. For International Airport diagram reveals how a pilot unfamiliar example, the map will correctly show your aircraft with the runway and taxiway layout could easily become on the GA ramp but with the aircraft icon pointed disoriented without proper attention and guidance. This is north, when in fact you are facing east. Use the certainly a place where a pilot should consider asking the heading indicator or magnetic compass to confirm tower for progressive taxi instructions.

the MFD’s depiction of your position and orientation is accurate once the aircraft begins to move.

An evolving technology that will provide pilots with additional situational awareness tools is Automatic Dependent Surveillance-Broadcast (ADS-B), one of the cornerstones of the FAA’s NextGen initiative. ADS-B will, among other things, enable flight crews to be automatically alerted when another aircraft is on the active runway. It will allow air traffic controllers to more effectively monitor aircraft and other vehicle movements on the ground in areas where radar coverage is unavailable. For more information on ADS-B, visit www.ads-b.gov.

No Glass? No Problem If the aircraft you fly is not glass-equipped, there are still plenty of things you can do to keep yourself oriented on the ground. Before you begin to taxi, if you have a heading bug, set it to the departure runway heading so you can look out the window and at the heading indicator to confirm you’re moving in the correct direction. If you have a moving-map GPS (either panel-mounted or hand-held), zoom in as far as it will let you. Most units will at least show the runway and the numbers at each end.

Keep a full-size (8 ½ by 11-inch) print-out of the airport diagram on your lap and get generally familiar with the field’s layout before taxiing. Don’t even think about holding the Airport/Facility Directory or Terminal Procedures book open to the correct page with your yoke or stick hand while jockeying the throttle with the other. Use a bright highlighter to mark the taxi route on the diagram after copying down the clearance at a towered airport, or carefully planning the best route to the active runway at a non-towered airport. If your aircraft has a traditional yoke flight-control system, consider using a yoke clip to elevate the diagram closer to your line of sight.

Remember to listen to ATIS and pay close attention to any taxiway or runway closures and construction zones, especially when moving around after dark.

March/April 2010 FAA Safety Briefing 21 Photo courtesy of Avidyne This Multifunction Display (MFD) is showing an airport diagram including hot spots.

and hold on the active runway. For a few brief, but tense moments, the pilot’s back is to the action—with other aircraft potentially hurtling down the final-approach course.

Pilots should pay close attention to the length of time they are holding in position, and should ask the controller for an update if no takeoff clearance is issued within 90 seconds. Listen carefully to the controller’s conversations with other aircraft to maintain a three-dimensional mental picture of what’s going on around you, and never voluntarily taxi into position and hold at a non-towered airport just because you are in a rush to get off the ground. Always remember that you are responsible for seeing and avoiding other aircraft, and to do that you must maintain Best Practices for Pilots situational awareness at all times. Most aircraft do The FAA has an entire section of its Web not have rear-view mirrors.

site devoted to the topic of runway safety (http:// Runway incursions are some of the easiest www.faa.gov/airports/runway_safety/). This mistakes that pilots can make, yet they are also some section features a link to suggested best practices for of the easiest to avoid. Basically, all it takes is a map, a everyone involved in airport operations, including swiveling head, awareness, and common sense.

air traffic controllers and ground personnel. Pilots are specifically encouraged to: Meredith Saini is a flight instructor and active general aviation pilot. She Obtain and use airport diagrams while • works as a contractor supporting the Flight Standards Service, General taxiing—paper, electronic, or both.

Aviation and Commercial Division at FAA Headquarters in Washington, DC.

Visually confirm that a runway is clear • before entering or crossing it, even when being directed by an air traffic controller at a towered airport. Trust, but verify.

If unsure whether you should move onto a • For More Information runway—stop and figure it out first, or ask the AC 91-73, “Part 91 and Part 135 Single-Pilot Procedures controller for clarification.

during Taxi Operations” at: Maintain a “sterile cockpit” when taxiing— • http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAdviso- ryCircular.nsf/list/AC%2091-73A/$FILE/AC91-73A.pdf avoid unnecessary chatter with other pilots on the frequency or with your passengers.

AOPA online course on runway safety: http://aopa.ip02.org/rd/9z1zm8d85e7ibi4qp1g5seqcjo5fantkl2ji Maintain an appropriate taxi speed. • on0r0l8 Focus attention outside the cockpit—be on • FAA International Runway Safety Summit, the lookout for other aircraft, vehicles, and December 1-3, 2009: people (such as lawn mowers or other ground http://events.aaae.org/sites/091107/ personnel).

Taxi into position and hold (TIPH) guidance, FAA There is really only one situation where a Terminal Procedures, and FAA Runway Safety Report pilot must relinquish some modicum of situational can be found at: http://www.faa.gov/airports/runway_safety/ awareness on the ground, and that is when the pilot accepts a controller’s instruction to taxi into position 22 FAA Safety Briefing March/April 2010

T om h o F F m A n n

Maintaining your Way

to Greater Safety

Photos by Tom Hoffmann

A Pilot’s Guide to Owner-Performed Preventive Maintenance

queak, squeak. Click, click, click. Snap! “There, time or another. This article will address these it’s done,” exclaims the proud pilot as he looks questions and give you a better understanding of S back to admire his first aircraft spark plug what types of maintenance you can and cannot do.

replacement. “It’s a thing of beauty!” Getting Started While many Aviation Maintenance Perhaps one of the best ways you can Technicians (AMT) may not share this pilot’s prepare for your first foray into the world of aviation enthusiasm for changing spark plugs, they do realize maintenance is to have a better understanding of the benefits of having owners more involved with the basics. Start by dusting off those pilot handbooks their aircraft’s maintenance. Pilots who perform and manuals and review the systems sections for preventive maintenance reap the benefits of a good refresher on aircraft engines, propellers, having greater knowledge of the inner workings of electrical systems, landing gear, and more. You can engines and airframes, as well as all their associated also track down the maintenance manuals for your systems and components. In return, AMTs can specific aircraft and examine some of the diagrams better communicate with these pilots, who are and procedures in detail. There’s little sense in armed with improved technical know-how, and can changing spark plugs or oil filters if you don’t fully more accurately diagnose difficulties and properly understand the systems these components impact.

maintain the aircraft.

Other good references are FAA advisory But, exactly what type of maintenance can circulars on acceptable methods, techniques, and a pilot perform? What are the legal restrictions? Is practices (AC 43.13-1 and AC 43.13-2), now available training required? Does someone need to supervise?

in a print version and available at several online These are all questions aircraft owners face at one March/April 2010 FAA Safety Briefing 23 One of the several preventive maintenance tasks allowed includes cleaning/replacing spark plugs and setting gap clearance (photos on left), replacing position light bulbs, and making simple repairs to cowlings (photos on right).

bookstores. This detailed, one-stop guide for all like changing an oil filter may be a simple job on elements of aircraft maintenance can be a big help to some aircraft, but complex on others. Owners and pilots interested in learning more about the overall pilots must use good judgment in determining inspection and repair process. whether a specific function appropriately qualifies In addition to educating yourself in system as preventive maintenance. When in doubt, talk to a fundamentals, it’s equally important to prepare mechanic. Keep in mind also that if a job is not listed mentally before you start turning a wrench. in 14 CFR part 43 Appendix A, it does not qualify as Maintenance is a serious and regimented activity not preventive maintenance and therefore cannot be to be taken lightly. performed unsupervised.

Just as a pilot needs In addition to educating yourself in system It’s Awl or Nothing total concentration fundamentals, it’s equally important to prepare With a wrench in your hand and a brain to ensure a precise mentally before you start turning a wrench.

fresh with mechanical knowledge, you’re now ready and safe landing, to pop open the cowling and get your hands dirty, concentration is important for anyone who attempts right? Not exactly. It takes a bit more than technical to perform maintenance, no matter how seemingly know-how and a desire to get some dirt under your minor or inconsequential the task may seem.

nails to start any kind of aviation maintenance. There 31 Flavors (of Savings) must also be a clear understanding of all facets of Pilots, especially those who enjoy tinkering the work you plan to perform, along with careful with mechanical things and interested in saving a few attention to all applicable regulations.

dollars here and there, often ask the question: Exactly Pilots performing preventive maintenance what kind of maintenance can I do on my aircraft? are bound by the same regulations as any certificated If you hold at least a private pilot certificate issued AMT under 14 CFR part 43. Among the regulation under Title 14 Code of Federal Regulations (14 CFR) requirements is the need to make certain you have part 61 and your aircraft is not used under 14 CFR all available tools, equipment, and test apparatus parts 121, 129, or 135, you may perform preventive necessary for any maintenance task. You’ll also need maintenance on your own aircraft. To see a list of the all associated reference materials and manuals.

31 items a pilot can perform without supervision, In particular, 14 CFR section 43.13(a) states that see Appendix A in 14 CFR part 43. Examples of these each person performing maintenance—pilot approved items include: or mechanic— is required to use “the methods, techniques, and practices prescribed in the current Removal, installation, and repair of landing- • manufacturer’s maintenance manuals…or data gear tires acceptable to the Administrator.” Replacing and servicing batteries • Part 43 goes on to state that pilots performing Cleaning fuel and oil strainers or filter elements • preventive maintenance must perform all work in Replacing any cowling not requiring removal of • such a manner “that the condition of the aircraft, the propeller or disconnection of flight controls airframe, aircraft engine, propeller, or appliance worked on will be at least equal to its original or But before you start changing tires, there’s an properly altered condition.” Here’s a stipulation that often overlooked detail contained in the definition of requires a great deal of consideration before you preventive maintenance that can affect your eligibility embark on any kind of preventive maintenance. If the to perform these tasks. For one, 14 CFR section 1.1 job seems the least bit complicated, or includes any defines preventive maintenance as “ .... simple or step that is beyond your ability, put down the tool, minor preservation operations and the replacement step away, and seek help. Have someone qualified, of small standard parts not involving complex who knows the task well, walk you through the steps.

assembly operations.” The key word here is complex .

“Learn to do it properly, before doing it at all,” Due to differences in aircraft design and says FAA Aviation Safety Inspector (Airworthiness) accessibility of certain components, a procedure Kim Barnette. “It might cost a little extra the first time 24 FAA Safety Briefing March/April 2010 you have a qualified repairman or mechanic show In the description of work performed the you a particular task, but there are dozens of tips you entry should indicate what was done and how it can only learn from someone who has experience was done. If the description is extensive, reference with that procedure.” the document containing the description, e.g., With more than 30 years of GA maintenance manufacturer’s manual and/or advisory circular.

experience, Barnette is privy to many of the inside The signature constitutes the approval for tips that aren’t always explained in a manual and return to service for the work performed. Forgetting which can easily trip up a unsuspecting pilot during this important step could find you in violation of 14 preventive maintenance. “Take safety wire for CFR section 91.407(a), which states that no one may example,” explains Barnette. “I’ve seen many pilots operate any aircraft that has undergone preventive over-tighten safety wire to where you could pluck maintenance unless it has been approved for return it like a guitar string. If installed that tight on an oil to service with the required maintenance entry.

filter, the safety wire could begin to cut into the filter, In addition to your certificate number, include the and within 15 to 20 hours, your engine might start type of airman certificate you hold. For example, dumping oil.” He’s seen it happen—unfortunately PP, CP, or ATP would be used to indicate private, with tragic results. commercial, or airline transport pilot, respectively.

Another easily misunderstood concept Finally, remember to keep all entries neat and concerns torque values. Habits picked up from legible.

performing certain automotive maintenance Can I Do More Than Preventive tasks, like hand-tightening an oil filter during an Maintenance?

oil change, can trickle over during similar aircraft You can perform aircraft maintenance other preventive maintenance tasks, sometimes with than preventive maintenance, just not by yourself.

deadly consequences. Components such as oil According to 14 CFR section 43.3(d), you must be filters, spark plugs, and fasteners typically have a under the supervision of a properly certificated prescribed torque value that must be followed using AMT or repairman the appropriate tool or torque wrench.

to perform Maintenance is a serious and regimented Also, take care not to exceed the torque maintenance or activity not to be taken lightly.

values: Tighter does not always mean better. Torque alterations, which values are set just as much for preventing over- the supervising mechanic has authorization to tightening as they are for making sure an item is perform. The regulation also does not authorize the properly secured. An over-tightened spark plug may performance of any required inspections. Only a actually damage both the engine and the spark plug, properly certificated AMT or repairman can do that.

which can cause problems with the transfer of heat This provision in the regulations affords from the combustion chamber.

pilots, and even non-pilots, a unique ability to Please Sign on the Logbook Line learn more about aviation maintenance and get an Maintenance record entries are another inside look at how their aircraft operates beyond the allowed preventive maintenance procedures.

critical regulation often overlooked by pilots. Part of the duty and responsibility that comes with Yet another good opportunity to become the privilege of doing preventive maintenance is more acquainted with your aircraft is during the returning the aircraft you worked on to service. This annual inspection. Although you cannot participate in the actual inspection, you can assist with is normally a straightforward process that entails making the proper entry in the aircraft records. The removing panels, cowlings, seats, etc., as well as help entry boils down to three basic parts: perform some of the maintenance tasks required for the inspection. It’s best to coordinate ahead of Description of work • time with the AMT with Inspection Authorization Date • (IA) or repair station performing your annual before Signature and certificate number • you attempt any work. Working together to set up a March/April 2010 FAA Safety Briefing 25 Preventive maintenance tasks include the removal, installation, and repair of landing-gear tires, as well as cleaning and greasing wheel bearings.

source for maintenance information, as are many of the various air shows and fly-ins held throughout the year that frequently offer hands-on seminars. If you happen to be at Sun ’n Fun this year, check out Walt Schamel’s presentation on owner-performed maintenance at the FAA Safety Team’s National Resource Center.

Weighing the Pros and Cons Performing maintenance on your aircraft can have several important benefits. It can save time, money, and can open doors to a new world of understanding about your aircraft. But along with this new knowledge comes responsibilities.

coordinated schedule should allow the inspection “Don’t get lulled into a false sense of security,” process to proceed more smoothly, and possibly warns Barnette, who has seen pilots, armed with a help you reduce aircraft downtime. (See Nuts, Bolts, little maintenance knowledge, try to troubleshoot and Electrons on page 34 for more information on IA problems beyond their ability. “Focusing on an roles and responsibilities.)

incorrect solution may wind up doing more harm “When working with an AMT or IA, be than good.” When faced with a mechanical problem, involved and ask questions,” says Walt Schamel, a Barnette suggests landing as soon as possible to have FAASTeam representative and training manager someone qualified check it out.

for Airline Transport As many pilots would agree, preparation is Professionals in A procedure like changing an oil filter the key to the quality and safety of a flight. That same Jacksonville, Florida.

may be a simple job on some aircraft, but approach applies to performing maintenance on “The more you know complex on others.

your aircraft. With good practices, the proper tools about the condition and and materials, and a professional attitude, you’ll be work being done to your aircraft, the safer the plane sure to “maintain” your way to greater safety.

will be and the more in tune you’ll be to keeping it maintained safely in the future.” Tom Hoffmann is associate editor of FAA Aviation News. He is a commercial Tools and Training pilot and holds an A&P certificate.

Like most things in aviation, aircraft maintenance techniques and procedures are in a constant state of flux. The challenge for many mechanically-inclined pilots (and many AMTs For More Information for that matter) is keeping up with all the updates.

Advisory Circular (AC) 20-106 “Aircraft Inspection for the Fortunately, there are several good resources to learn General Aviation Aircraft Owner;” AC 43-12A “Preventive more about aviation maintenance. Start with the Maintenance;” AC 43.13-1B “Aircraft Inspection and aircraft-specific service and maintenance manuals, Repair: Acceptable Methods, Techniques, and Practices;” AC 43.13-2B “Aircraft Alterations: Acceptable Methods, as well as any specific equipment manuals to cover Techniques, and Practices;” and AC 91.59A “Inspection installed components such as brakes, tires, and and Care of General Aviation Aircraft Exhaust Systems” carburetors. Also, review any applicable Airworthiness http://www.faa.gov/regulations_policies/advisory_circulars/ Directives (AD) that pertain to your aircraft.

Title 14 CFR part 43 Appendix A paragraph c – List of Another worthy endeavor to make peeking allowable preventive maintenance tasks under the cowling a less bewildering experience is http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?c=ecfr&sid= to attend a training class. Many AMT schools offer ab9209d5338e00128fa564d7a59e8d8a&tpl=/ecfrbrowse/ classes on preventive maintenance, some tailored Title14/14cfr43_main_02.tpl specifically for pilots. Type clubs are another good 26 FAA Safety Briefing March/April 2010

S u S A n P A r S on

It Takes All Kinds

(of Equipment)

ew of us will forget the first time we faced all the something wrong with the aircraft, here is a four- dials, gauges, knobs, and switches in a typical question checklist you can use to determine if that F general aviation airplane. Glass cockpit avionics problem renders it unairworthy.

in newer airplanes are less cluttered; still, all the Question 1: VFR-Day Type Certificate gadgetry can be intimidating to the novice. Over Is the deficient equipment part of the time, though, we come to know and understand aircraft’s VFR-day type certificate? If yes, then the the equipment that allows us to aviate, navigate, aircraft is unairworthy.

and communicate in our trips to and from the sky. Because it is extremely reliable, we also learn Question 2: Listed as Required on to trust that equipment. Unlike the aviators of an Equipment List or KOEL?

earlier age, who always launched wondering what Is the affected equipment listed as required would break and when it would happen, most on the aircraft’s equipment list or on its Kinds of pilots of today’s aircraft take the reliability of our Operations Equipment List (KOEL)? If yes, then the machines for granted.

aircraft is unairworthy.

But, equipment can and does fail. As the Before we continue, though, let’s take a saying goes, aviation is terribly unforgiving of closer look at these lists. The aircraft’s equipment list carelessness, incapacity, or neglect. Consequently, is usually located near the back of the pilot operating there are some fairly precise rules—Title 14 Code handbook (POH) or airplane flight manual (AFM).

of Federal Regulations (14 CFR) section 91.213 to be exact—to guide the go/no-go decision when you find faulty equipment in the airplane you plan to fly.

For most general aviation aircraft, the key regulation for determining airworthiness of an aircraft with inoperative equipment is 14 CFR section 91.213(d). If you find March/April 2010 FAA Safety Briefing 27 Photo by H Dean Chamberlain Photo by Tom Hoffmann If you haven’t paid much attention to it before, AFM must be accessible to the pilot in flight. Most take a minute now to pull out the POH/AFM and pilots of my acquaintance are surprised to learn take a look. If the list shows that the manufacturer from the KOEL that the manufacturer does not considers the equipment required, then the aircraft require the 24V standby battery to be operative for is not airworthy if that item is inoperative. any of the four kinds of operations, but a prudent If you fly one of the newer aircraft, you pilot might want to think hard about launching into need to be familiar with the Kinds of Operations day or night instrument meteorological conditions Equipment List, which is generally located in (IMC) without it!

the Operating Limitations Section of the POH/ Question 3: Required by Any Other AFM. The KOEL is meant to be an easy-to-use Regulation?

reference for what Is the affected equipment required by any the manufacturer There are precise rules to guide the go/no-go other regulation, i.e., 14 CFR sections 91.205 and deems essential decision when you find faulty equipment in the 91.207? If yes, then the aircraft is considered to be for particular airplane you plan to fly.

unairworthy.

operations. In the You need to be familiar with both of these Cessna C182T Nav III POH, for example, the KOEL equipment-related regulations. The first, 14 CFR is set up in table form. The lefthand column lists the section 91.205, lists the instruments and equipment item or system and the next four columns allow the required for different types of flight. Some pilots use manufacturer to say whether the system is required acronyms (e.g., TOMATO FLAMES) to remember for a given kind of operation: VFR day, VFR night, these items. Another way is to think of them in terms IFR day, and IFR night.

of three categories: engine, performance/navigation, The righthand column allows for comments.

and safety. Below are charts listing required For example, the KOEL indicates that the equipment for each of these categories.

C182T Nav III POH/AFM is required for all four operations, and the comment states that the POH/ Engine Performance & Navigation Safety Information Manifold pressure (if • Altimeter • Fuel gauge (each tank) • VFR day applicable) Airspeed indicator • Anti-collision lights • Oil pressure (each engine) • Magnetic compass • Landing gear indicator • Oil temp (each engine) • (if applicable) Tachometer (each engine) • Safety belts • Temp (if liquid-cooled) • ELT (14 CFR section 91.207) • 28 FAA Safety Briefing March/April 2010 Engine Performance & Navigation Safety Information Manifold pressure (if • Altimeter • Fuel gauge (each tank) • VFR applicable) night Airspeed indicator • Anti-collision lights • Oil pressure (each engine) • Magnetic compass • Landing gear indicator • Oil temp (each engine) • (if applicable) Tachometer (each engine) • Safety belts • Temp (if liquid-cooled) • ELT (14 CFR section 91.207) • Fuses (if applicable) • Landing light (if for hire) • Anti-collision lights • Position lights (14 CFR section • 91.209) Engine Performance & Navigation Safety Information IFR Manifold pressure (if • Altimeter • Fuel gauge (each tank) • applicable) day Airspeed indicator • Anti-collision lights • Oil pressure (each engine) • Magnetic compass • Landing gear indicator • Oil temp (each engine) • (if applicable) Generator • Tachometer (each engine) • Safety belts • Rate of turn indicator • Temp (if liquid-cooled) • ELT (14 CFR section 91.207) • Attitude indicator • Ball • Clock • Radios (com/nav/ VOR) • Direction indicator • Fuses (if applicable) • IFR night, Landing light (if for hire) • add Anti-collision lights • Position lights (14 CFR section • 91.209) the inoperative item, placard it as inoperative, and Question 4: Required by Any Other Regulation? record your actions in the maintenance log. But remember, if you do this, 14 CFR section 91.405(c) Is the affected equipment required to be requires that it be repaired, replaced, removed, or operative by an airworthiness directive? If so, the inspected at the next required inspection.

aircraft is considered unairworthy.

Know before you go, because it takes all kinds Now What?

of (operative) equipment to ensure a safe flight!

If you were able to answer each of the four questions in the negative, then the aircraft is not Susan Parson is a special assistant in Flight Standards Service. She is an unairworthy—but you still have some work to do active general aviation pilot and flight instructor.

before you can legally fly. Specifically, 14 CFR section 91.213 (d) requires that you remove or deactivate March/April 2010 FAA Safety Briefing 29

S u S A n P A r S on

Checklist

Stand Down, but Don’t Stand Still!

It is hard enough for anyone to map out a course A second safety resource on www.

of action and stick to it, but it is doubly hard FAASafety.gov is the Courses & Events section, for an aviator to stay on the ground waiting for which includes a growing catalog of online courses just the right moment to go into the air. (Glenn and a list of upcoming safety seminars. The purpose Curtiss, 1909) of the online courses section is to offer a convenient, informative, and interesting means of continuing For a pilot, the idea of “standing down” aviation education on a wide range of safety topics from flying—especially when the icy howl of that qualify for credit in the FAA’s WINGS - Pilot winter has finally given way to beautiful springtime Proficiency Program or the William (Bill) O’Brien flying weather—is a tall order. Perfect isn’t always AMT Awards Program.

possible in aviation, but practice at least makes When you click the link to the online course proficient, right?

catalog, you’ll see an alphabetical list of available True enough—but an aviation luminary by courses, or you can click a link to see broad the name of Wilbur Wright once observed that, “It categories to choose from. The list of categories is possible to fly without motors, but not without covers both specific subjects, including weather, and knowledge and skill.” If, as we hope, you choose targets specific audiences, such as pilots or AMTs.

to participate in The category names in the online course catalog the FAA Safety Think of standing down not as standing still, match those in the searchable library.

Team’s Safety Stand but rather as an opportunity to build aviation The Web site is, of course, the portal to Down on April knowledge and safety awareness.

the WINGS - Pilot Proficiency Program. After you 17, 2010, think of register on www.FAASafety.gov, just click on the standing down not as standing still, but rather as an WINGS link under the Pilots tab to get started!

opportunity to build your aviation knowledge and safety awareness.

Maintenance Hangar A recent addition is the “Maintenance www.FAASafety.gov Hangar,” a special section designed specifically for One of the many FAA aviation safety AMTs. Tabs include a “Toolbox,” information about resources at your disposal is www.FAASafety.gov, AMT-specific events and seminars, the AMT Awards and one of the most important elements of the site Program, and a list of FAA-approved Inspection is the Safety Program Airman Notification System Authorization (IA) courses and providers. There (SPANS). For those who prefer “bricks” over “clicks” is also a special projects tab with several initial as a learning venue, participation in SPANS offers an maintenance training products on identifying easy way to learn about FAA-sponsored safety events hazards and risk situations in the work environment.

and seminars taking place in your area. Anyone can By using www.FAASafety.gov and its many search the SPANS system and register online for resources, many more than mentioned above, you these events. To take advantage of this free resource can make the Safety Stand Down an outstanding and get automatic e-mail notifications of safety opportunity to enhance your aviation safety events, go to www.FAASafety.gov, click on Create an knowledge and skill.

Account, and follow the prompts. If you are already registered on www.FAASafety.gov, take a moment to update your user preferences to ensure you get the Susan Parson is a special assistant in the FAA’s Flight Standards Service.

aviation safety information you want. Rest assured She is an active general aviation pilot and flight instructor.

that the FAA Safety Team never shares its user database with anyone else.

30 FAA Safety Briefing March/April 2010

The FAA Production Studios

at the

FAASTeam n ational r esource c enter

presents the

FAA Forum Schedule for S un ’ n F un 2010

“The a viation s afety Year s tarts h ere”

0830 – 0930 1000 – 1100 1130 – 1230 1300 – 1400 Flying Solo FAASTeam FAASTeam FAASTeam Tuesday, Walt Schamel Risk Managment WINGS - Pilot Proficiency Loss of Control - Approach April 13 2004 ASC of the Year Program: Accident Mitigation - to Landing Fred Kaiser An Instructor’s Perspective! Ernie Strange Bryan Neville Surviving Forced Landings FAASTeam FAASTeam Surface Safety Wednesday, Surface Safety “Cloudy Skies, Clear Eric Basile Office of Runway Safety April 14 Sporty’s Judgment” Susan Parson Teaching in the Glass AOPA-ASF The Kings on Practical Risk Owner –Performed Thursday, Cockpit What Went Wrong Management Maintenance April 15 Tina Oborny JJ Greenway John & Martha King Walt Schamel Kerry Hackney 2004 ASC of the Year Stall Spin Prevention Maintaining Your Medical AOPA-ASF Meet The FAA Friday, Diego Alfonso Dr. James Fraser 10 Things Other Pilots Do Doug Murphy April 16 Dep. Federal Air Surgeon Host Wrong Safety Lessons I Have JJ Greenway Learned Kermit Weeks FAASTeam Surface Safety AOPA-ASF Safety Stand Down Recap Saturday, Risk Managment Wes Timmons 10 Things Other Pilots Do Rod Machado April 17 Fred Kaiser Director of Runway Safety Wrong JJ Greenway Flying on the Flip Side Guide to Rotax Aircraft Bahamas Mexico Sunday, Kathy Hirtz Engine Maintenance Flying the Islands of the April 18 Caribbean Sky Tours Bahamas Phil Lockwood All You Need to Know about Rick Gardner Leonard Stuart a Spin & Were Never Told Greg Rolle Steve Wolf The Forum opens daily at 0800 and the schedule is subject to change. Go to www.faaproductionstudios.com or www.FAASafety.gov to check for updates or to see all these seminars LIVE, click on the “View Safety Seminars Live” link.

Seaplane Splash-In: Thursday @ Fantasy of Flight/Balloon Launch Briefing: Saturday, 0600/Night Air Show: Friday All or part of some of these presentations will be simulcasted on Sun ’n Fun Radio AM1510 and FlightLine Radio.com Look for presentations on ATN, The Aviation Training For our year-round programs & schedule please see: Network, GETN, The Government Educational http://faaproductionstudios.com/ Training Network & FAN, The Florida Aviation http://www.faasafety.gov Network on April 13,14,15,16 at 12:30 Eastern.

http://www.flightlineinternetradio.com For Broadcast information please see: www.floridaaviationnetwork.com/ March/April 2010 FAA Safety Briefing 31

T om h o F F m A n n

Hot Spots

Avoiding Airborne Pilot Deviations

When aviators think of pilot deviations (PD), Course Clearance: • A deviation from a pilot’s runway incursions generally come to mind first. approved flight plan. (Example: Failing to That’s not a surprise, given the amount of attention follow the clearance issued by ATC.)

these incidents have attracted in the last few years.

Airspace Clearance: • A deviation that And, while the progress made in reducing runway involves an aircraft operating in certain incursions is significant, it’s important to remember airspace without approval or proper equipage.

there is an equally dangerous variant of deviations (Example: Entering Class B airspace without an that deserves our attention—airborne deviations.

explicit authorization from ATC.)

What is an airborne PD? While there are several actions that may potentially result in an Why Do Pilot Deviations Occur?

airborne PD, the term generally indicates a pilot Pilot deviations typically occur because of action that results poor flying techniques, loss of situational awareness, in violation of a or failure to plan properly. Adding to these factors Pilot deviations typically occur because of regulation while is the increasing complexity within the national poor flying techniques, loss of situational in flight. Airborne airspace system (NAS), especially with respect to awareness, or failure to plan properly.

PDs are typically security-related restrictions that can pop up on comprised of altitude and airspace violations, but can short notice.

also be caused by airspeed violations, unqualified “Many times airborne PDs occur when a pilots, and VFR flight into IFR conditions, among pilot is not aware of a restriction before departure or other things. Such deviations could result in a while en route,” says FAA Strategic Planning Program dangerous loss of separation between your airplane Manager Tim Wallace. To keep abreast of any and another, or put you face to face with the side of a restricted airspace along your route, Wallace urges mountain. Neither is a good place to be.

pilots to check Notices to Airmen (NOTAM) before and during any flight. “Check with Flight Watch A Look at the Numbers occasionally to see if there are any changes. ATC is There were 2,079 airborne PDs recorded more than happy to help identify any unexpected in FY2009, which accounted for 65 percent of the airspace conflicts along your route of flight.” total reported PDs that year. Although there was While most airborne PDs do not result in a 10 percent drop from the prior year for airborne an accident, they can create loss of separation and, PDs, yearly fluctuations of PDs and a reduction therefore, increase the potential for catastrophe. This in the number of overall aircraft operations may separation loss also causes re-routing and can slow have contributed to some of that decrease. The top capacity in the NAS. All of these factors are disruptive contenders in the airborne PD categories come to the safe and efficient movement of aircraft.

as no surprise: Altitude, course, and airspace clearance round out the top three, just as they have What Is Being Done?

in previous years.

“Recent numbers indicate a positive trend To better understand airborne PDs and why in reduction of airborne PDs, but there’s still plenty they occur, let’s take a closer look at the top three of work to be done,” says FAA Aviation Safety causes.

Inspector Greg French. Co-chair of the FAA Pilot Altitude Clearance: • A deviation of 300 feet Deviation Workgroup, French is a firm advocate of a or more from an assigned altitude. (Example: new policy set to begin later this year that will alert Misunderstanding ATC instructions and flying CFIs, via letter, of any PD committed by a student through an assigned altitude by 300 feet.) within a 12-month window of last contact. “This 32 FAA Safety Briefing March/April 2010 Computer simulation of 2010 Super Bowl TFR new notification process will provide an excellent How to Stay Safe teaching opportunity for CFIs, as well as help pilots The FAA Safety Team (FAASTeam) is gain a better understanding of PDs and how to avoid committed to increasing PD awareness and them,” adds French.

encourages pilots to sharpen their skills. Take Another initiative to help combat airborne advantage of all the resources available at www.

PDs is a revised outreach procedure designed to FAASafety.gov. Enroll in an online learning center give pilots more advance notification of impending course, or search temporary flight restrictions (TFR). The procedure the online library for Ultimately, it is the pilot’s responsibility to be involves an interagency partnership with FAA, guidance on airborne aware of the operating environment and any the Department of Defense, the Transportation deviations. Future changes that take place in his/her airspace.

Security Administration, the Department of courses covering PD Homeland Security, and others. The goal is to awareness will include training on Special Flight Rules improve lead time for notifying airports and pilots Areas (SFRA), restricted airspace, and TFRs, as well as who may be affected by security-related airspace courses on altitude and airspeed management.

restrictions. This notification zone has been Technology is helpful, but only to a certain expanded to include airports within 500 nautical point. Ultimately, it is the pilot’s responsibility to be miles of the restriction.

aware of the operating environment and any changes The United Nations General Assembly that take place in his/her airspace. So to avoid meeting in New York City last September provides getting that dreaded “contact tower after landing” a good example of outreach at work. The advance message, take the time to prepare before your flight.

notification likely contributed to the 50 percent drop Reviewing NOTAMs and maintaining awareness of in airspace PDs, compared with the same event in your location are two of the best ways to stay safe in 2008. This new policy applies only to higher-profile today’s busy airspace. Fly safely.

security events that would have a greater benefit to pilot community.

Tom Hoffmann is associate editor of FAA Aviation News. He is a commercial It’s okay to check with your FBO for any last pilot and holds an A&P certificate.

minute updates to airspace restrictions, but make sure that is a secondary source of information, not For More Information the primary. NOTAMs must be the first source.

If the idea of sifting through dozens of FAA TFR Map NOTAMs that may or may not affect your flight http://tfr.faa.gov/tfr2/list.html discourages you, fear not. Currently under Aviation Learning Center development is a new system to put NOTAMs into a www.FAASafety.gov digital format. This new format will allow for greater Know Before You Go: Navigating Today’s Airspace – accuracy and quality of data, as well as provide tools AOPA online course to sort and filter NOTAMs to your specific needs. Look http://flash.aopa.org/asf/kbyg/swf/ for more information on digital NOTAMs later in 2010.

March/April 2010 FAA Safety Briefing 33

T om h o F F m A n n

Nuts, Bolts, and Electrons

Inspecting the Unexpected

a n i nside l ook at ia r oles and r esponsibilities

Got a new propeller? New engine? Or, maybe Have a fixed base of operations at which the • your annual inspection is due soon. Aircraft owners candidate can be contacted know there’s only one person to call for any of these Have available equipment, facilities, and • situations. It’s not Batman or the Ghostbusters.

inspection data necessary to properly perform And, although your mom might appreciate a call, inspections she’s unlikely to help in this case. Instead, it’s time Pass a comprehensive written exam • to call that trusty steed of technical precision, that Clearly, IA candidates are required to have a wizard of mechanical know-how, the avatar of significant amount of experience under their “tool” airworthiness—the IA.

belts before applying for inspection authorization.

All fanfare aside, the IA, short for Inspection It is this knowledge and experience that the IA Authorization (or in full, Aircraft Maintenance knowledge test is designed to examine, along with a Technician with Inspection Authorization) does competency metric set much higher than is required exactly what the title implies. The IA is authorized by to earn an A&P certificate.

the FAA to perform airworthiness inspections during “Becoming a new IA involves many hours annual or progressive checks, as well as after a major of reading, training, and plenty of communication,” repair or major alteration.

says Ben Coleman, an IA with 36 years of general While these responsibilities Did You Know?

aviation experience and an active FAASTeam may initially seem a bit narrow • There are about 22,000 FAA- presenter. Coleman stresses communication to in scope, there is a great certified IAs in the United States.

emphasize the importance of having a support deal of behind-the-scenes • More than 1,200 mechanics took network. “It’s a good idea to have some seasoned knowledge, expertise, and the IA written test with an 80 IAs to bounce ideas off when you’re first learning responsibility that runs to the percent pass rate in 2008.

the ropes.” Of course, with an industry as dynamic as core of how an IA operates.

aviation, that same advice stands true for all IAs, no Besides determining if your matter what level of experience they may have.

airplane is kept in a safe and airworthy condition, IAs also bear the responsibility of upholding the Some Major Responsibilities values and principles of the maintenance profession.

Once an aircraft mechanic attains an These are duties not to be taken lightly, and they IA certificate, he or she joins an elite group warrant a closer look at an IA’s role in aviation safety.

of professionals dedicated to maintaining air safety. Among the core responsibilities of an IA is How to Build an IA determining airworthiness after a major repair or A good way to understand more about what major alteration. This involves ensuring the aircraft an IA does is to learn what it takes to become one.

is in a condition for safe operation and that any Title 14 of the Code of Federal Regulations (CFR 14) work done conforms to approved data. An IA must section 65.91(c) lists the eligibility requirements.

also determine compatibility with any previous Candidates must: repairs or alterations.

Hold a currently effective Airframe and • Another task reserved exclusively for the IA is Powerplant (A&P) certificate, each of which the annual inspection. For many GA aircraft owners, has been in effect for at least three years this often dreaded procedure may actually be the Have been actively engaged in aircraft • only in-depth inspection that an aircraft receives for maintenance for a two-year period prior to an entire year. For that reason, the importance of this application 34 FAA Safety Briefing March/April 2010 Currency Requirements for IA The IA currency period is made up of two one- year segments, each with an activity requirement. During March of every odd-numbered year, an applicant for IA renewal must present evidence to the FAA that he or she continues to meet the requirements of Title 14 Code of Federal Regulations (14 CFR) section 65.91 (c)(1) through (4) and also meets the requirements of 14 CFR section yearly checkup cannot be overstated. Here are a few 65.93(a)(1) through (5) by fulfilling one of the activities for points to keep in mind during an annual inspection, each year segment: both as an aircraft owner and as an IA: Perform at least one annual inspection for each 90 • Check that all applicable • Airworthiness days held, or Directives (AD) have been accomplished (some Perform inspections of at least two major repairs • ADs involve recurring action).

or two major alterations for each 90 days, or Be mindful of alterations or repairs that • Perform or supervise at least one progressive • may have changed operating limitations or inspection during the 12-month period, or added additional instructions for continued Attend an approved eight-hour refresher course • airworthiness.

each year, or Remember that routine servicing is not • Pass an oral test by an FAA inspector. • part of the inspection and that correction of discrepancies or unairworthy items is typically additional to inspection.

is your learning method of choice, check out the IA Pilots might find it helpful to review 14 CFR Knowledge Test Guide (FAA-G-8082-11 C ) on www.

part 43 Appendix D for a full list of the items checked faa.gov. This comprehensive guide provides an during an annual inspection. For those pilots who excellent overview of what to expect on the test, as want to assist with the annual, here’s the skinny: well as what test aids and reference materials can While a pilot cannot assist with the actual inspection be used. (There’s also a section of this guide that process, he or she can perform certain maintenance pilots may find helpful to read. “Get It Straight” on tasks that accompany the inspection. This usually page 21 outlines the importance of communications comes in the form of removing inspection panels, between IAs and aircraft owners.)

cowlings, or performing preventive maintenance Meeting the Challenges items beforehand.

One thing you can always count on in “Assisting with an annual can be a great aviation is change. Keeping up-to-date with learning experience for a pilot,” says FAA Aviation the latest changes can be one of an IA’s biggest Safety Inspector (Airworthiness) Kim Barnette.

challenges. “Since IAs can find themselves repeating “Just remember that only the IA can inspect.” Also the same tasks on the same aircraft,” says FAA Flight keep in mind that while helping to ready an aircraft Standards Aircraft Maintenance Division Manager for inspection can save precious time, accidentally Carol Giles, “IAs should continually expand their stripping the head of a screw on an access panel can knowledge base and incorporate diversity in their have the opposite effect!

maintenance duties whenever possible.” Why Become an IA?

Another good way to stay in touch with For some, it’s the honor and prestige. For industry changes is to attend a local IA refresher others, it’s the extra money. But whatever the course. You can find a list of refresher courses— reason, no mechanic can deny the excitement of the which also apply towards an IA’s currency opportunities afforded with a new IA certificate. In requirements—on www.FAASafety.gov.

addition to the ability to perform a greater variety of maintenance tasks than any other single aviation Tom Hoffmann is associate editor of FAA Aviation News. He is a commercial maintenance entity, becoming an IA is also an pilot and holds an A&P certificate.

important factor in advancing a mechanic’s career.

It can open the door for the next job, perhaps as a director of maintenance (DOM) or chief inspector.

There are several ways to prepare for an IA certificate. Many colleges and trade schools teach IA prep courses—usually in one week. If self-study March/April 2010 FAA Safety Briefing 35

S u S A n PA r S o n

New Look, New Name, New Game

You may have done a double-take when you that you’ll enjoy FAA Safety Briefing as much (or, picked up this issue of the magazine. Though it rather, more!) than FAA Aviation News.

has familiar elements, the cover sports an updated What Else is New?

look. The more dramatic change, though, is the It is appropriate to introduce the magazine’s title transition from FAA Aviation News to FAA new title and updated cover with this issue, because, Safety Briefing.

as the Sun ’n Fun organizers like to say, “The Aviation What’s Up with That?

Year Starts Here.” And, what better way to launch When we updated the magazine nearly the new aviation year than with the FAASTeam’s two years ago, we pledged to keep the design first-ever Safety Stand Down, described in one of this fresh and the content relevant to the needs of our issue’s feature articles?

audience—the non-commercial general aviation Even if your spring plans don’t include a community. You may be thinking, as we initially visit to Lakeland, Florida, you can still participate did, that a two-year-old graphic design can hardly be in the FAASTeam’s Safety Stand Down by catching deemed decrepit, even in the fast-changing aviation some of the broadcast, Webcast, and podcast events world. We did, designed to cast (so to speak) the spotlight on both however, discover best practices—what to do—and worst practices— The new title is a better reflection of our core that we needed to what not to do. Although, we generally seek to focus mission (providing safety information), and make some changes more on people and procedures that we as pilots “briefing” underscores the kind of safety- in order to bring should emulate, there is also benefit in heeding the minded practices that we hope to encourage.

this publication costly lessons taught through others’ less-than-ideal into compliance experiences. As I wrote in the page 15 article on my with the branding standards and guidelines the close encounter with a cross-controlled stall, letting FAA developed in the last few years. The cover someone else’s “once” be enough for you, too, is changes accomplish that objective, but they also another good lesson to take from any kind of safety serve the original goal of periodically refreshing stand down.

the magazine’s look without the kind of complete As always, we look forward to your feedback overhaul you first saw in the March/April 2008 issue. and comments on the new look and name for the FAA Safety Briefing. Safe flights and happy landings!

What’s in a Name?

As we reviewed possible cover designs over Susan Parson is a special assistant in the FAA’s Flight Standards Service.

the past few months, we also took the opportunity She is an active general aviation pilot and flight instructor.

to consider updating other aspects of the magazine.

Feedback suggested that the magazine’s name didn’t really reflect our audience, our mission, or our approach. Together with colleagues from the FAA Safety Team (FAASTeam), whose mission we showcase in this issue, we brainstormed possibilities and concluded that FAA Safety Briefing is a much more descriptive name. The new title is a better reflection of our core mission (providing safety information), and the word “briefing” underscores the kind of safety-minded practices that we hope to encourage and promote. We hope you’ll agree, and 36 FAA Safety Briefing March/April 2010

J A M e S W I L L I A M S

FAA Faces

Improving Safety One Laugh at a Time

If you have been on the air show circuit or Making a Difference any of the national annual aviation events, you may “I love working with the FAASTeam because have met Kieran O’Farrell, a regular presenter on I get the opportunity to make a difference around flying in Alaska and general flight safety. You may the country.” A big key to the FAASTeam’s success recall her humorous and light-hearted approach to is its Web site (www.FAASafety.gov) where more these serious subjects. However, hidden beneath a than half of all airmen are registered. They receive bubbly and cheery personality is a committed safety updates on seminars in their area and the latest FAA professional on a personal mission.

safety information via email.

“I like to use humor to make my points,” “The most dangerous thing for any pilot is O’Farrell says. “We’re all human and we all do complacency,” is O’Farrell’s response when asked really funny or stupid things, and we can learn from about the greatest threat to GA safety. “Being in the them.” And, she has learned a lot from experience.

here and now is the difference between making a A 24-year veteran of Alaskan bush flying and flight smart command decision and letting something instructing, O’Farrell’s FAA journey began 12 years irrelevant distract you in the ago in the Juneau Flight Standards District Office event of an emergency or create The most dangerous thing for any (FSDO) manager’s office.

that emergency. We all need “He called me in and asked me to apply pilot is complacency.

to work on airmanship and for a job as an aviation safety inspector,” O’Farrell professionalism in the cockpit.

explains. “I said, ‘What? You can’t catch me, so now “I think the greatest thing about aviation is you want to hire me?’ But, he made a good point. He that it touches everyone’s life,” O’Farrell continues.

said ‘You can’t fix what’s wrong and what you care “General aviation is so diverse and filled with about from where you are.’” memorable characters. That’s what makes it such a great community…because there’s a shared Taking a Stand admiration between the pilot in the Cub and That advice didn’t fall on deaf ears. “In 24 the pilot at the controls of a 747. Both are sitting years, I lost 17 friends to Alaskan flying,” O’Farrell there thinking the other’s in a great situation. This says. “It’s an amazing place to fly, but it’s very community is one of mutual admiration for its story- unforgiving.” For nine years, O’Farrell worked in the rich diversity, and that is what makes this job so Juneau FSDO to help improve a situation she knew awesome.” all too well. Next, she joined the FAA Safety Team (FAASTeam), which eventually led to a dramatic James Williams is the FAA Aviation News’ assistant editor and photo editor.

change of scenery and climate.

He is also a pilot and ground instructor.

Today, she serves as the Frontline Manager of the FAASTeam National Resource Center (NRC) in Lakeland, Florida. “At the NRC, we function as a hub for the FAASTeam. We look at the data and coordinate the efforts of the FAASTeam across the country to maximize our effect on safety. It’s a dynamic group of people, and I’m proud to be a part of it.” U.S. Department of Transportation Federal Aviation Administration 800 Independence Ave., S.W.

Washington, D.C. 20591 Official Business Penalty for Private Use $300

The FAA Wants You!

Attention pilots, mechanics, and avionics technicians: Here is your opportunity to start a career in the exciting field of aviation safety. The FAA’s Flight Standards Service is currently hiring aviation safety inspectors and is seeking individuals with strong aviation backgrounds in maintenance, operations, and avionics.

Starting salaries range from $41,563 to $78,355, plus locality pay.

Benefits include federal retirement and tax-deferred retirement accounts and health insurance.

Qualifications vary depending on discipline. For details, please visit http://jobs.faa.gov/. Under “All Opportunities” you can search by job series 1825 or title containing “inspector.” Start your application today.