FAA Safety Briefing — September/October 2010

In this issue we focus on proficiency and its absolute importance for pilots and aviation maintenance technicians We provide tips on developing your personal improvement plan, address getting back to flying after an absence, give suggestions on how AMTs can keep their edge, talk about the complicated subject of receiving compensation for your flying, and more Photo courtesy of Mooney Airplane Company

Features

PRACTICE MAKES PROFICIENT

U.S. Department

Tips on getting better with every flight 7

of Transportation

BY SUS A N PA RSON

Federal Aviation

COME FLY WITH ME… Administration

What to know before offering your

ISSN: 1057-9648

piloting skills to the public 12

FAA Safety Briefing September/October 2010 BY PAUL GRE E R Volume 49/Number 5

READY FOR THE SOUP?

Raymond H. LaHood Secretary of Transportation J. Randolph Babbitt Administrator

Tips on maintaining IFR proficiency 17

Margaret Gilligan Associate Administrator for Aviation Safety John M. Allen Director, Flight Standards Service BY SUS A N PA RSON Mel O. Cintron Manager, General Aviation and Commercial Division Susan Parson Editor

GETTING BACK IN THE GAME

Lynn McCloud Managing Editor Louise Oertly Associate Editor

Suggestions on how to return to flying after an absence 20

Tom Hoffmann Associate Editor BY TOM HOF F M A NN James R. Williams Assistant Editor / Photo Editor Marco Marchegiani Art Director

PUTTING IT ALL TOGETHER

Published six times a year, FAA Safety Briefing, formerly FAA Aviation News, promotes aviation safety by discussing current technical, regulatory, and

Planning your next cross-country flight 24

procedural aspects affecting the safe operation and maintenance of aircraft.

Although based on current FAA policy and rule interpretations, all material BY JA MES W IL L I A MS is advisory or informational in nature and should not be construed to have regulatory effect. Certain details of accidents described herein may have been altered to protect the privacy of those involved.

THE NEED FOR SPEED

The FAA does not officially endorse any goods, services, materials, or prod-

The importance of measuring speed 29

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 BY JA SON B R YS 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

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Departments

Comments or questions should be directed to the staff by: E-mailing: • SafetyBriefing@faa.gov

Jumpseat 1

Writing: Editor, • FAA Safety Briefing , Federal Aviation Administration,

ATIS – Aviation News Roundup 2

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Aeromedical Advisory 5

Faxing: (202) 267-9463 •

Ask Medical Certification 6

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Checklist 11

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Nuts, Bolts, and Electrons 27

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JOHN M . A LL e N dir ector , flight sta nda r ds serv ice

Proficiency is Personal

Last year on this page, I wrote, “In Praise of Flight our administrator sets such a great example of high Instructors” and mentioned one of my first flight airmanship standards.

instructors. Lt. Col. Richard Vanslambrook instilled I reserve the highest expectations for instructors, in me the absolute importance of discipline and check airmen, and examiners. These individuals professionalism. I mention my instructor again serve as role models and as leaders in conveying a because the values he conveyed are that important. culture of professionalism and safety. If you are in a Lt. Col. Vanslambrook’s lessons of striving for total position of teaching and evaluating airmen, there are professionalism in every aspect of airmanship have no excuses for not striving for—and meeting—the everything to do with this issue’s proficiency theme. highest standards.

In aviation, we hear a lot about proficiency and There are lots of ways to work on proficiency.

about the difference between being current and The best tactic, of course, is flying, especially with being proficient. Currency means you meet the letter an instructor. Reading is good. There are FAA of the regulations. Proficiency helps keep you and handbooks (http://www.faa.gov/library/manuals/ others alive. aviation/), many other resources, and, perhaps, your It’s that simple. Yet, it’s also that difficult. This worn copy of the classic Stick and Rudder . Talking is because proficiency is more than a mastery with pilots—particularly those who know the local of skills and being prepared to handle a host of area—is useful. Online courses are good, such as situations. Proficiency is a way of thinking; it is a way the ones on www.FAASafety.gov and on the AOPA of behaving. Most important, being proficient is a Air Safety Foundation Web site (www.AOPA.org/ responsibility. asf/). Participating in FAA’s Flying is a privilege. Each one of us has the WINGS pilot proficiency Never become complacent if you responsibility to ensure we can fly safely every program is a great way to defy gravity.

time we climb into a cockpit. This applies across challenge yourself and the aviation community. We must be proficient expand your knowledge, especially during the long whether we fly full time for a living, whether we fly winter months. In addition, flight training devices part time for enjoyment, or whether we work for are getting better and better.

the FAA and oversee others who fly. I stay current. Those are the tools. Yet, proficiency is personal Also, in the Flight Standards Service we require that and highly individual. Some pilots require more all of our operations inspectors validate their flying practice. Others need to understand more about the proficiency before we hire them. Then, they must “what” and “why” of aerodynamics. Also, we all have maintain their flying currency. different learning styles.

Recently, I was at Hangar 6 at DCA and saw Every airman should take proficiency seriously the FAA Cessna Citation taxi in. In the left seat and be introspective. Figure out what you need, how was Administrator Randy Babbitt working on to get it, and do it. Then, do it again and again. Never his proficiency as he returned to Washington become complacent if you defy gravity.

on a business trip. Now, if there’s someone with an armload of excuses for being too busy to stay proficient—meetings, commitments, memos and papers to read—he’s the guy. Yet, as leader of the federal agency whose mission is to provide the safest, most efficient aerospace system in the world, it’s important that he know the National Airspace System “up close and personal.” What a plus that September/October 2010 FAA Safety Briefing 1

Aviation News Roundup

A T I S

difficulty reports (SDR). To stress how important No More Waiting for Line Up and Wait it is for operators and AMTs to report these Effective September 30, 2010, the familiar ATC malfunctions, on June 17, 2010, FAA issued instruction “taxi in position and hold” will no longer Information for Operators (InFO) bulletin 10007.

be used. Instead, expect to hear “line up and wait” The bulletin said, “Identification of service when ATC issues an instruction for a pilot to taxi onto difficulties, equipment malfunctions, abnormal a departure runway and wait for takeoff clearance.

operations, and other safety issues will be The change is to help simplify and standardize ATC increasingly important as light aircraft avionics phraseology, as well as to comply with International systems continue to increase in complexity and Civil Aviation Organization (ICAO) standards. The variation of design.” FAA recommends pilots phrase, both in its current and future form, is used and AMTs voluntarily report equipment failures, when takeoff clearance cannot immediately be issued, abnormalities, and other safety issues associated either because of traffic or other reasons.

with glass-cockpit systems on the FAA’s SDR site at Why “line up and wait?” The phrase has been http://av-info.faa.gov/sdrx/Default.aspx. For more in use by a majority of ICAO contracting states for information, go to http://www.faa.gov/other_visit/ many years. It has proven useful with many non- aviation_industry/airline_operators/airline_safety/ native English speakers who can sometimes confuse info/all_infos/media/2010/InFO10007.pdf.

“position and hold” with similar-sounding phrases like “position and roll,” “position at hold,” or “hold Off to the Races position.” Misinterpretation of this instruction can have serious consequences. Using “line up and wait” With fall just around the corner, it’s time to start helps avoid ambiguity and keeps the global aviation thinking about cooler weather and the upcoming community accountable to the same standard.

holidays. For those with aviation in their blood, Additional details will be communicated via it’s also a time for world-class air racing and hot- updates to the Aeronautical Informational Manual air excitement. Mark your calendars: The National (AIM) and Pilot/Controller Glossary , both located Championship Air Races and Air Show in Reno, under the Air Traffic section of www.faa.gov.

Nevada (September 15-19), and the Albuquerque Other changes to the standard ATC lexicon International Balloon Fiesta in Albuquerque, include air traffic controllers no longer using the New Mexico (October 2-10). Both events offer term “taxi to” when authorizing an aircraft to taxi to opportunities to witness precision airmanship at an assigned takeoff runway. Effective June 30, 2010, its best.

controllers must issue explicit clearances to pilots This year’s theme for the Reno Air Races is crossing any runway (active/inactive or closed) “The Next Generation,” a tribute to the rise of new along the taxi route. In addition, pilots crossing competitors, new aircraft, and new speed records.

multiple runways must be past the first runway they Talking about speed—some of the aircraft at Reno are cleared to cross before controllers can issue the race at speeds of more than 500 mph—the fastest- next runway-crossing clearance.

moving machines in motor sports. Contrast that with the much slower, but graceful, operations of hot-air and gas balloons at Balloon Fiesta and you see the FAA Recommends Pilots/AMTs wide range of experience aviation offers to all.

Report Glass-Cockpit Malfunctions The FAA conducts surveillance and sets high In a recent study, NTSB found that many instances operational and regulatory standards to ensure the of glass-cockpit avionics malfunctions went safety of both pilots and spectators at these events.

unreported and did not result in any service 2 FAA Safety Briefing September/October 2010 Photo by Mario Toscano For more information, see www.airrace.org and www.balloonfiesta.com.

FAA Makes Restriction Changes to DC Special Flight Rules Area (SFRA) Beginning September 1, 2010, there are a few changes to the restrictions that govern the DC SFRA. Among the most significant changes are those that affect pilots who lose radio contact with controllers while flying VFR after departing from an airport located within the SFRA (a circle of airspace extending 30 miles out from DCA). Under the current rules, those pilots must squawk 7600 on their transponders and immediately leave the SFRA by the most direct route. The new rule will allow pilots to return to their departure airport if it is closer than the SFRA boundary. Pilots who lose radio contact after departing from an airport located within the Flight Restricted Zone (FRZ)—an inner ring extending 15 miles out from DCA—may return to that airport if it is within 5 nautical miles. If neither condition applies, pilots must leave the SFRA by the most direct route.

To improve safety, the FAA added a speed limit of 180 knots within the SFRA for aircraft flying VFR.

This complements the existing 230-knot speed limit for aircraft flying VFR in airspace extending 30 miles beyond the outer ring of the SFRA. The agency made several clarifications to make it easier for pilots to Check out the mass ascension at the Albuquerque International Balloon Fiesta.

file flight plans and understand radio requirements.

The FAA added a phone number (866-225-7410) for National Aeronautical Services (AeroNav Services) is pilots to call to file flight plans for the FRZ. Pilots will redesigning covers of its charts and publications.

be asked to use their confidential pilot identification The first products to receive cover redesigns codes or their waiver numbers.

were the Airport/Facility Directories, Alaska Chart The FAA also clarified that aircraft flying within Supplement, and the Pacific Chart Supplement, the SFRA must be equipped with a functioning which were implemented for the July 29, 2010 two-way radio capable of communicating with editions. The VFR Sectional Aeronautical Charts, controllers on the appropriate frequencies or World Aeronautical Charts, Terminal Area Charts, UNICOM. The agency strongly recommends pilots Enroute Low Altitude Charts, Enroute High continuously monitor VHF frequency 121.5 or UHF Altitude Charts, and the U.S. Terminal Procedures frequency 243.0 for emergency instructions while Publications cover redesigns will be implemented flying in the SFRA .

for the September 23, 2010 editions.

For more information, search NOTAMs 0/9477 It’s only the covers that are changing. Everything and 0/9463 on http://tfr.faa.gov. The online DC SFRA else remains the same. For more information, go Awareness Training course atwww.FAASafety.gov is to: http://avn.faa.gov/index.asp?xml=aeronav/ scheduled to be updated with these new changes by safety_alerts. Pilots may also provide feedback on the September 1.

new covers by e-mailing AeroNav Services at 9-amc- aerochart@faa.gov.

Makeover for Navigation Chart Covers Beginning in September 2010, you may notice something different on your new FAA navigation charts. To provide a cleaner and more colorful look while complying with branding guidelines, FAA September/October 2010 FAA Safety Briefing 3

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/

F R ede R IC k e . T ILTON , M. d .

fa a f eder a l a ir s urgeon

(Don’t Be) Asleep at the Switch

On a daytime flight, a commercial airliner with OSA Symptoms, Diagnosis, and Treatment three crewmembers and 40 passengers flew past Symptoms suggesting OSA include: loud and its destination airport after both the captain and excessive snoring; difficulty concentrating, thinking, first officer fell asleep. The pilot awoke and landed or remembering; daytime sleepiness, fatigue, and the safely. NTSB determined the captain’s undiagnosed need to take frequent naps; and obstructive sleep apnea (OSA) was a factor in this headaches and irritability.

Once it is diagnosed, obstructive incident.

The only way OSA can be sleep apnea is highly treatable.

diagnosed is through a sleep Not Just an Inconvenience study. Once diagnosed, OSA is highly treatable, Apnea is a medical term that means “being without either with surgery or non-surgical approaches.

respiration.” OSA is characterized as a repetitive Non-surgical approaches include: upper-airway obstruction during sleep, as a result of Making behavioral changes, such as a • narrowing of the respiratory passages.

different sleeping position or environment, OSA is recognized as a major contributor to many and a diet to lower body fat.

health-related ailments. According to some estimates, Using dental appliances that thrust the lower • OSA affects 4-7 percent of middle-aged people, most jaw forward and open the airway.

of whom are overweight and have higher deposits of fatty tissue in their respiratory passages. Gravity can Using a Continuous Positive Airway Pressure • cause this tissue to obstruct a person’s airway. (CPAP) machine or Bi-level Positive Airway Pressure (BiPAP) machine. These machines Snoring can result when the airway is partially obstructed. With further tissue obstruction of the use air pressure to hold tissues open during airway, there may be complete occlusion. Whether sleep. The newer machines—and the one the obstruction is partial (hypopnea) or total required by the FAA—have a computer device that keeps track of the number of hours and (apnea), the person struggles to breathe and is aroused from sleep. These sleep interruptions are days that you are compliant.

often unrecognized, even if they occur hundreds Taking medications approved by the FAA. • of times a night. A real danger is OSA sufferers may Surgical methods can be significant and do not not recognize the condition and may only know that always succeed. They should be used only after non- they typically wake up feeling sleepy and tired.

surgical methods have failed. If you experience one Losing sleep is more than an inconvenience.

or more symptoms of OSA, consult a physician. OSA Sound sleep is essential for good health and clear treatment has a high success rate and, if your OSA mental and emotional functioning. OSA is also is treatable, you can maintain your airman medical associated with reduced blood-oxygen levels certificate and continue to enjoy aviation.

feeding the brain, which, of course, is a major health concern. Repetitive decreases in blood-oxygen levels Dr. Tilton received both an M.S. and a M.D. degree from the University of associated with OSA may eventually increase blood New Mexico and an M.P.H. from the University of Texas. During a 26-year pressure, strain the cardiovascular system, and career with the U.S. Air Force, Dr. Tilton logged more than 4,000 hours as a increase the risk of heart attack or stroke.

command pilot and senior flight surgeon flying a variety of aircraft. He cur- The implications for pilots are significant, rently flies the Cessna Citation 560 XL.

because people with mild-to-moderate OSA can show performance degradation equivalent to 0.06 to 0.08 percent blood-alcohol levels, which is the measure of legal intoxication in most states.

September/October 2010 FAA Safety Briefing 5

Ask Medical Certification

Dr Warren Silberman and his staff administer the will need to obtain information and a blood-test aeromedical certification program for about 600,000 result from your treating physician in order to be holders of U S pilot certificates and process 450,000 considered. You will also need to provide annual applications each year status reports and test results as long as you want to hold a medical. While FAA accepts most of the oral

Q: I understand that the U.S. Food and Drug

blood sugar-reducing medications, you may not be Administration (FDA) is about to approve two new permitted certain combinations of some diabetic oral drugs—the chemotherapy drug cladribine and medications. You may consult with your AME, the immune-suppressing drug fingolimod—for Regional Flight Surgeon, or the Aerospace Medical treatment of multiple sclerosis (MS). What are the Certification Division about your medication prospects for the FAA to approve these drugs, and regimen.

how soon might they be approved for pilots?

For more information, see:

A: MS is a disease that attacks the central nervous

http://www.faa.gov/about/office_org/headquar- system (brain, spinal cord, and optic nerves). It ters_offices/avs/offices/aam/ame/guide/dec_cons/ usually occurs in young adults and predominantly disease_prot/diabetes_med/ females. It affects nerve-cell communication with one another. Cladribine (or trade name Mylinax)

Q: Will a liver transplant prevent me from

was previously used in cancer treatment. While obtaining a medical?

studies have shown it to have positive effects with

A: Liver transplants are acceptable for medical

the relapsing form of MS, it has not received FDA certification. Obtaining medical certification will approval.

require an Authorization for Special Issuance of As for fingolimod, or Gilenia (proposed trade a Medical Certificate. In issuing the waiver, FAA’s name), it is in an entirely new drug category and concern is understanding what caused the liver was recently approved by the FDA. The FAA Office failure. The FAA will want your AME to provide of Aerospace Medicine has a policy that it does documentation on why the liver failed, when the not consider the use surgery occurred, and will also need a copy of the of new medications in Send your question to SafetyBriefing@ operative and pathology reports as well as current airmen until the effects faa.gov . We’ll forward it to Dr. Silberman status. The pilot will need to have adequately of the medication can be recovered from the surgery and stabilized on without your name and publish the observed in the general the post-surgical medication regimen, which is answer in an upcoming issue.

population for one year.

generally six months. The FAA accepts most of the FAA consideration of accepting these medications immunosuppressive (organ-rejection) medications.

could not occur until 2011, at the earliest. Also, For more information, see: I must stress that in aerospace medicine it is the http://www.faa.gov/about/office_org/head- medical condition that is the first consideration, then quarters_offices/avs/offices/aam/ame/guide/ the medication. Only airmen with the mildest form app_process/exam_tech/item38/amd/conditions/ of multiple sclerosis can obtain a medical certificate.

Q: Can I get a medical with Type II insulin-

Warren Silberman, D.O., M.P.H., manager of FAA’s Aerospace Medical dependent diabetes?

Certification Division, joined FAA in 1997 after a career in the U.S. Army Medical Corps. Dr. Silberman is Board Certified in Internal Medical and

A: Yes, you can. The FAA accepts airmen with this

Preventive/Aerospace Medicine. A private pilot with instrument and multi- condition for all classes of medical certificates. You engine ratings, he holds a third-class medical certificate.

must obtain an Authorization for Special Issuance of a Medical Certificate (waiver). This means you 6 FAA Safety Briefing September/October 2010

Photo by James Williams

Practice

Practice

By S USA N P A R SON

makes makes

Proficient

Proficient

n his 2008 book, Outliers: The Story of Success , author Malcolm

I Gladwell ponders the characteristics that put some people head and

shoulders above the rest of the pack in their chosen field. Threaded throughout are references to what Gladwell calls the 10,000-Hour Rule. Based on a study by Florida State University professor Anders Ericsson, this “rule” holds that success in a given activity is based not so much on talent, but rather on practice… lots of practice. If you care to do the math, 10,000 hours of practice equates to something along the lines of 20 hours of practice per week for 10 years.

September/October 2010 FAA Safety Briefing 7 Photo by James Williams Wow. As much as we might like to do so, most of assuming that a specific quantity of flying time general aviation pilots have neither the time nor the translates automatically to the quality of experience resources to devote 20 hours a week to flying. On the you should expect from a pilot who has attained the contrary, many of us spend most of our time at jobs “Ph.D.” of aviation.

that let us earn money for the level of flying we can The same logic applies to other certificates and afford to do after paying for such non-discretionary ratings. That’s why the regulations governing pilot trifles as food and shelter. So, what is a conscientious certification do not simply specify a total number pilot to do? of hours. Rather, the regulations address quality by dividing the total minimum hours required for Make It Count a given certificate or rating into various categories Though somewhat counter to the research giving of aeronautical experience. These typically include rise to the 10,000-Hour Rule, the notion that quality cross-country time (with a specific definition of what counts more than quantity is ingrained in the constitutes cross-country flight), instrument-flying collective wisdom. There’s a good reason for that: time, and dual-instruction time.

Quality does matter, and quantity alone does not When you are working toward a pilot certificate necessarily result in expertise.

or rating, especially with a limited budget, you Let’s take an aviation example. Generally, quickly learn to make every hour of your flying time pilots need a total of 1,500 hours to qualify for the and money count toward your goal. There is no airline transport pilot (ATP) certificate, and there is reason you can’t use the same make-it-all-count a tendency to assume that a pilot with 1,500 hours strategy when you are flying “only” for proficiency.

of flying experience must be a pretty good stick. Yet, A conscientious pilot should always be aiming what if that pilot accumulated 1,500 hours of visual for greater proficiency, which means assuming flight rules (VFR) flying within 35-nautical miles of a mindset of making every hour count—in other home base? That pilot might qualify as an expert on words, imbuing the quantity of all your flying, VFR operations in that one small area, but you can however limited, with quality.

probably agree that this example illustrates the folly 8 FAA Safety Briefing September/October 2010 The Civil Air Patrol (CAP) also publishes a list of its approved pilot-proficiency profiles. You don’t have to be a CAP member to print the list and use it as a guide to developing your personal proficiency plan.

The second part of your ongoing aeronautical health plan is to establish goals you want to achieve as a pilot. The obvious achievement goals are to add a certificate, rating, or endorsement for a new operating privilege, e.g., tailwheel, to your qualifications. Consider, too, the possibility of specialty training, such as a focused upset/ spin recovery course or a few sessions of aerobatic training. You might also set a goal of gaining enough proficiency to lower your personal minimums in one or more of the listed categories.

There is another important item to plan, which is the quantity—the frequency—of your flying. We all get busy, and it is easy to let proficiency flying slide in favor of more pressing things. Having a specific numerical goal of flying “x” number of hours per month can help you stay on track.

Make It Interesting If you’re bored with the basics, branch out!

Learning new skills and stretching your wings is an important element of proficiency flying. Also, keeping it interesting and challenging can provide some of the motivation to keep it up once you have Make It Planned your aeronautical health and improvement plan One of the most effective ways to get the most out established.

of your flying time is to make a personal piloting We have already mentioned new certificates, proficiency plan. Just like a flight plan, your personal ratings, endorsements, and specialty training as ideas proficiency plan should be based on a “destination” for adding the spice of variety to your proficiency or goal. When conducting a flight review, I address flying. You do not have to be earning the certificate proficiency planning by asking the pilot two questions: to tackle some of the high-performance maneuvers What aspect of your flying do you most need • in the commercial-pilot syllabus. Mastering these to improve ?

maneuvers will enhance your proficiency in What do you most want to • achieve through precision-aircraft control, energy management, your flying?

situational awareness, and much more.

The answers guide not only the flight review, but Still another idea for making your proficiency flying more interesting is to fly outside the range of also the development of an ongoing “aeronautical your usual practice area. To encourage this kind of health plan” for pilot proficiency and skill flying (as well as visits to its public-use airports), development. See the links at the end of this article for examples on how to approach this process. the Virginia Department of Aviation established the Virginia Aviation Ambassadors Program. There are For the first part of your ongoing aeronautical several levels of achievement, but pilots who obtain health plan—improvement—the Personal a “passport stamp” from all 66 of the state’s public- Proficiency Practice Plan in FAA’s Conducting an Effective Flight Review lists tasks and maneuvers for use airports and fulfill a few other requirements, e.g., visit aviation museums, attend a safety seminar, and basic VFR proficiency. Consider devoting at least attend the state’s annual Festival of Flight, get the top one flight every 4-6 weeks to flying through this list.

prize along with the satisfaction of being a “gold”-level If you feel too rusty to try them all on your own, hire a qualified flight instructor to go along for the first Virginia Aviation Ambassador. Reaching this level was part of my personal-proficiency plan for this year.

flight or two.

September/October 2010 FAA Safety Briefing 9 Photo by H. Dean Chambelain Several states have programs similar to professional intervention in the form of a qualified Virginia’s, but even if your state doesn’t have a formal flight instructor, but you can—and you should— program, there’s no reason you can’t include a develop your ability to self diagnose the deficiencies visit-all-the-state-airports goal in your aeronautical- that undermine your proficiency.

achievement plan. For tips on how to build this important skill, check out chapter 5 (Assessment) in the FAA Make It Better Aviation Instructor’s Handbook (FAA-H-8083- Practice makes a proficient pilot, but only if you pay 9A). One technique for effective post-flight self attention, learn from your mistakes, and resolve assessment includes four distinct steps: to do better every time you fly. Perfection may Replay • the flight in your mind, taking note seem to be an unattainable or unrealistic goal, but of what you did well and what you need to aiming to be the best will get you a lot farther up the improve.

proficiency ladder than settling for “good enough.” Reconstruct • the maneuvers where you made Getting better with every flight requires you to mistakes, considering what you could have understand where you fell short on the last one, done differently.

why it happened, and how you can fix it next time.

Reflect • on the most important lesson(s) you Persistent (or mysterious) mistakes may need learned from this specific flight.

Redirect • those lessons to your planning for the For More Information next flight.

Conducting an Effective Flight Review – Appendix 8, You may not be able to accumulate 10,000 hours, Personal Proficiency Practice Plan but a quality-focused approach to every hour you do www.faa.gov/pilots/training/media/flight_review.pdf have in the cockpit can go a long way to making you Civil Air Patrol Approved Proficiency Flight Profiles a better and more proficient pilot.

(PROFILE #7) www.capmembers.com/media/cms/CAPR_601_ Profiles_2A62D0A690C1A.pdf Susan Parson (susan.parson@faa.gov) is a Special Assistant in the FAA’s FAA Aviation Instructor’s Handbook (FAA-H-8083-9A) Flight Standards Service. She is an active general aviation pilot and flight www.faa.gov/library/manuals/aviation/aviation_instructors_ instructor.

handbook/media/FAA-H-8083-9A.pdf 10 FAA Safety Briefing September/October 2010

S US A N P A R S ON

Checklist

Aeronautical Proficiency Checkups

Though we all gripe about congested airspace and Instrument Proficiency Check Guidance increased security requirements, the truth is that Similarly, FAA worked with industry to develop general aviation pilots in this country enjoy an an optional online guide to conducting the IPC.

amazing level of flexibility and freedom. Airline, To ensure the IPC serves its intended purpose, the corporate, and military flight operations are all Practical Test Standards (PTS) for the instrument strictly regulated, and each uses a significant degree rating (FAA-S-8081-4E) stipulates that the flight of internal oversight to ensure compliance.

portion of an IPC must include certain aeronautical GA has relatively few of these regulatory tasks specific to instrument flying. The online encumbrances. As a result, safety depends heavily IPC guide offers additional guidance with special upon the development and maintenance of each emphasis on ground review and on IPCs in aircraft individual pilot’s basic skills, systems knowledge, with advanced avionics. The goal is to help the CFI-I and aeronautical decision-making skills. The ability determine that a pilot seeking an IPC endorsement to maintain our freedom depends on maintaining has both the knowledge and skills for safe operation the proficiency necessary to ensure the safety of our in all aspects of instrument flying.

passengers, the public, and ourselves.

Check Out the Checkups Though many pilots regard them as “tests” to be dreaded and survived, the flight review required in While intended primarily to assist flight instructors, 14 CFR section 61.56 and the instrument proficiency both the flight review and IPC guidance documents check (IPC) required in 14 CFR section 61.57 are both are available to anyone who wants to know what to expect and how to maximize the opportunity to intended to be proficiency checkups for the pilot.

learn. Each includes handouts and worksheets.

Flight Review Guidance You might also consider taking the online flight The flight review provides a regular opportunity to review prep and/or IPC prep courses available focus on improving your knowledge and skills. It also through the online course catalog at www.faasafety.

offers pilots the opportunity to design a personal gov. Both are designed to be consistent with the currency and proficiency program in consultation online flight review and IPC guides. They also with a certificated flight instructor (CFI). In effect, provide a structured review of the regulations and the flight review is the aeronautical equivalent of procedures that a proficient pilot should know.

a regular medical checkup and ongoing health- improvement program.

Susan Parson (susan.parson@faa.gov) is a Special Assistant in the FAA’s To better accomplish these objectives, the Flight Standards Service. She is an active general aviation pilot and flight FAA worked with industry to develop an optional instructor.

guide for conducting an effective flight review.

The guide provides tools for helping pilots For More Information develop a personalized currency, proficiency, risk Conducting an Effective Flight Review – Appendix 8, management, and “aeronautical health maintenance Personal Proficiency Practice Plan and improvement” program. A key part of this www.faa.gov/pilots/training/media/flight_review.pdf process is developing risk-management strategies Instrument Proficiency Check (IPC) Guidance and realistic personal minimums.

www.faa.gov/pilots/training/media/IPC_Guidance.pdf Aviation Instructor’s Handbook (FAA-H-8083-9A) www.faa.gov/library/manuals/aviation/aviation_instructors_ handbook/media/FAA-H-8083-9A.pdf September/October 2010 FAA Safety Briefing 11

Photo by Paul Greer By P AUL G R ee R

Come F ly Come F ly

with Me…

with Me…

(But, Let Me Check the Rules (But, Let Me Check the Rules

before You Pay Me) before You Pay Me)

ou made it! You finally earned your for just piloting an aircraft. However, you also seem private pilot certificate and now you’re to remember your flight instructor saying that there ready to really start flying. As Susan are some exceptions to that general rule, but that you Parson discusses in Practice Makes should be very cautious if you ever accept anything Y Proficient (page 7), you recognize from anyone for piloting an aircraft.

the need to practice to keep your skills sharp, but Wondering what those exceptions are, you take you also know that this flying stuff can get pretty out your well-worn copy of the regulations and expensive. Like most new pilots, you begin to quickly notice in part 61 that a sport, recreational, wonder if there’s any way to get some help whittling or private pilot may receive some compensation down the cost of staying sharp—and grabbing that from passengers for a flight. But the pilot must cover $100 hamburger. Perhaps there is, but you need to at least his or her pro rata share of the operating be careful. expenses of a flight with passengers—and those From your training, you remember that a operating expenses can only involve fuel, oil, airport private, sport, or recreational pilot generally can’t expenditures, or rental fees.

act as pilot in command of an aircraft carrying Even if you get a tailwind on both legs of a flight passengers or property for compensation or hire. and give your friends the “experience of lifetime,” Nor can he or she generally receive compensation you still have to pay for your share of the flight 12 FAA Safety Briefing September/October 2010 Photo by Tom Hoffmann regardless of how much your passengers insist that What about business trips?

you don’t open your wallet. Also, be wary if your Looking at section 61.113, you notice that the passengers try to buy you a fancy dinner or hand private pilot certificate allows you to receive you the key to the beach house for the weekend, if compensation for some other activities. You the value exceeds their pro rata share of the costs for can receive compensation for acting as pilot the flight. You also can’t receive reimbursement for in command in connection with a business or the shared expenses from someone other than your employment. But, this, too, is a very limited passengers, such as an employer.

exception. Wading through the details of the regulation, you determine Common Purpose Is Key that the flight must be Be careful about offering your piloting Underlying the concept of sharing expenses is the incidental to that business skills to the public.

notion that you and your passengers are taking or employment; that is, the flight for a “common purpose.” You and your you can’t be in the business of flying and you can’t passengers must be taking the flight for a common carry passengers or property for compensation or purpose; otherwise, you can’t even share the hire. So, you can get paid by your employer when expenses of the flight with them. Whether a bona fide you fly yourself on Old Bessie for that occasional common purpose exists, however, depends on the business trip, but you can’t be paid for taking your specific facts of the situation. This doesn’t mean that co-workers.

you can’t ask people to fly with you and share some of the costs, but the sole purpose of your flight can’t It’s for charity!

be just to transport your passengers from one point As you delve deeper into section 61.113 and the to another.

complexities of flying for compensation or hire as a Asking your flying buddies if they want to split private pilot, you find out that you can also receive the costs of flying to Oshkosh with you and flying compensation for flying in certain charitable, with friends to that resort on the coast you’re all nonprofit, or community events, and you can be going to share and sharing the flying costs—those reimbursed. However, both you and the event would be okay. However, sharing expenses with sponsor must comply with the detailed requirements a passenger on a flight to a place you would not of section 91.146, which could easily be the subject otherwise be flying to would be a problem.

of another article.

You can also be reimbursed for some expenses when flying in certain sanctioned search-and- location operations. There are provisions for aircraft salesmen and persons who tow gliders or ultralight September/October 2010 FAA Safety Briefing 13 only be achieved when the operation is conducted by at least a commercial pilot flying under the provisions of an operating certificate.

All pilots need to understand the difference between those operations that can be conducted under the general operating rules of part 91 and those that must be conducted under part 135. Generally, if you’re being compensated for providing a service to another person and have “operational control” of the aircraft in which that service is provided, you’re going to have to be issued a certificate to conduct that operation under part 135 (or part 121 or 125 if larger aircraft and even more complex operations are involved). So, be particularly careful if you’re both the pilot and provider of an aircraft to someone for compensation—and remember the FAA will look at the actual nature of the relationship and not just at any written agreements you may have.

Photo by James Williams Exceptions Are Limited There are some exceptions to the general rules requiring the issuance of operating certificates for vehicles, too. But, let’s get back to where we started: commercial operations. But again, these exceptions saving a few dollars grabbing that hamburger.

are limited and apply to activities such as flight Commercial certificate is the cure, right? instruction, certain types of sightseeing flights, and aerial work operations. You can find these By now, you may be starting to wish you had a exceptions in section 119.1 of part 119, which commercial pilot certificate like that dashing young aviator lurking behind the sunglasses with an eye contains the regulations governing operations for compensation or hire.

firmly focused on a seat at Those kinds of operations that require an a major air carrier. Surely Just because you have a commercial operating certificate under part 135 typically involve that god/goddess of the pilot certificate doesn’t mean that you sky can really be paid to some form of common carriage (holding out to can be paid for all of the flying you do.

carry persons or property for compensation or fly for anything they do.

hire), however, an operating certificate can also be Not so fast, ace! One of required for operations involving private carriage (a the facts that many new commercial pilots don’t quite understand is that even though they may “limited” holding out to carry persons or property for compensation or hire) and non-common carriage have commercial pilot privileges and can be paid to (no holding out involved but persons or property are carry passengers or property for compensation or carried for compensation or hire).

hire, they can’t act as an air carrier or commercial operator without also obtaining an operating Hold the Line on Holding Out certificate. A commercial pilot certificate does “Holding out” can be as complex as publishing a not authorize a person to become a commercial flight schedule for a major airline or as simple as operator .

posting a notice on an FBO bulletin board (or the All of this sounds pretty limiting and, frankly, it Internet) telling everyone you’re the one who will is. Basically, when a member of the public provides fly them to that prime vacation resort and make compensation for your services in piloting an their dreams come true. Many FAA inspectors also aircraft, the public has an expectation that both like to fly for pleasure, and they read those bulletin the pilot and the operator will meet a standard of boards, too. They might not be too happy with your competence and provide a level of safety higher advertisement for Old Bessie ’s “charter service” when than that provided by a private pilot operating solely they find out you don’t have a part 135 certificate, under the general operating requirements of part 91.

but at least they won’t take you to task for promising In most instances where compensation is provided, to make your prospective client’s dreams come true.

the FAA has determined that this level of safety can 14 FAA Safety Briefing September/October 2010 Many pilots believe that they can easily avoid the might be able to deny coverage for any claims made compensation or hire restrictions of the regulations against your policy. That’s never a good result of by making other arrangements. The FAA, however, trying to get paid to fly.

interprets “compensation” very broadly. For If delving this deeply into the regulations makes example, the FAA has long held that logging flight your eyes glaze over, you may want to check out time for the conduct of a flight is compensation. FAA’s Web site or call your local FSDO inspector if Most of us, and especially those of us seeking that you have any questions. Importantly, since there coveted left seat at a major air carrier, know how are so many variations on the issue of flying for valuable flight time can be. So, if someone requests compensation or hire, this article is not a formal that you use your superior piloting skills to take them legal opinion from the FAA (apologies to all you to that resort of their choice and you decline any hangar lawyers). You can, however, search the FAA’s monetary payment, but still log that flight time while legal interpretations in this area at: http://www.faa.

not paying the costs of operating the aircraft, you’ve gov/about/office_org/headquarters_offices/agc/ received compensation. pol_adjudication/agc200/Interpretations/.

Goodwill obtained from providing a flight has If you still have a question about how the also been determined to be compensation. Everyone regulations apply to your specific situation, you knows how valuable a favorable news article or can make a formal request to the Regulations celebrity endorsement can be. Bartering can be Division in the FAA’s Office of the Chief Counsel considered compensation, too. You may want to think in Washington, DC, for a legal opinion. Again, the twice before you take someone flying in exchange for caution is “be careful” if you’re going to accept spending a weekend at their beach house. anything for your flying.

A pilot may also be considered to be conducting Flying and getting paid for it has been a dream a flight for compensation even if someone else that most pilots have had at one time or another.

receives the compensation for the flight. How It’s been done by generations of pilots, but it’s also would you like to be cited with a violation of the an area ripe with opportunities for new (and even compensation or hire provisions of the regulations older) pilots to run afoul of the regulations. In short, and not even receive any payment? Pilots should before you hang out that “Will Fly for Food” sign also be aware that not only will the FAA be unhappy please make sure you know the rules.

if you conduct a commercial operation without an operating certificate, but if you are involved in an Paul Greer is an attorney in the FAA Office of the Chief Counsel. He holds com- accident or an incident, your insurance company mercial pilot and flight instructor certificates. He rarely flies for compensation.

September/October 2010 FAA Safety Briefing 15 15 FAA Safety Briefing

Vertically Speaking

An Ounce of Prevention

Benjamin Franklin, printer, scientist, diplomat, in all phases of flight. One of the first questions is signer of the Declaration of Independence, among whether the preflight planning was sufficient? Did his many wise sayings, coined, “An ounce of the pilot adequately consider the enroute weather?

prevention is worth a pound of cure.” At other times, the pilot’s incorrect judgment or That aphorism perfectly characterizes the work reaction during flight turns a manageable situation of the International Helicopter Safety Team, or IHST, into an accident. For example, an improperly that Mark Schilling wrote about in the July/August executed autorotation following power loss as well 2010 Vertically Speaking column. That column as attempts to fly to the destination airport after a introduced IHST’s work to reduce the worldwide hydraulic system failure, rather than landing at the helicopter accident rate by 80 percent by 2016. The first suitable area, has led to accidents.

approach: Rigorously analyze accident data and Since the pilot is the single-greatest factor then develop mitigations based on the analysis. affecting accidents, improving pilot judgment and The U.S. Joint Helicopter Safety Analysis performance offers the greatest area for improvement.

Team (JHSAT) is the IHST element that analyzes The JHSAT’s strongest recommendation was for U.S. helicopter accidents. JHSAT includes improved pilot training, specifically for “training on members from FAA and NASA, helicopter and cues critical for safe flight.” engine manufacturers, operators, and helicopter While the pilot has the last opportunity to affect associations. The team does not determine a given flight’s outcome, the pilot’s organization probable cause; that’s the role of the U.S. National has the first opportunity to affect the safety of all its Transportation Safety Board (NTSB). Yet, JHSAT flights. This involves, of course, the organization’s uses the significant amount of information gathered commitment to safety, both in general and in terms through NTSB investigations to probe deeper than of its specific commitment to operate under a Safety the probable-cause finding. For example, for a Management System (SMS). That’s what the JHSAT helicopter accident earlier this year, NTSB stated the found to be the second greatest problem area: the probable cause as: “The pilot’s failure to maintain lack of an organizational SMS.

control of the helicopter during takeoff.” An effective SMS incorporates both organizational That is the probable cause, but, it alone, does and individual risk management. For example, an not provide the needed information to develop an organization with an SMS provides clear guidance on effective ounce of prevention. That’s the point of whether a flight occurs or not. An organizational SMS the JHSAT’s work—better understanding the factors can include standard operating procedures on such that lead to accidents in order to develop the most topics as weather minimums, crew-rest requirements, effective interventions. landing-zone requirements, and oversight of remote Over recent months, JHSAT analyzed 523 operations. To address this problem area, the IHST helicopter accidents from the NTSB accident docket provided an SMS toolkit that helicopter operators can for U.S.-registered type-certificated helicopters. use to develop their own SMS.

The product: Thoroughly researched findings on This is a snapshot of a major work in progress.

the leading problem areas in U.S. helicopter safety The JHSAT will continue to analyze what it hopes will and recommended interventions. It should be be fewer helicopter accidents and provide additional no surprise that the analysis affirmed what many recommendations on prevention strategies.

already know—the biggest safety challenge is addressing “pilot judgment and actions.” Jim Grigg, Co-Chair of the Joint Helicopter Safety Analysis Team, is an The judgment of a pilot is often the initiating Aviation Safety Engineer at the FAA Rotorcraft Directorate in Ft. Worth, Texas.

event in the accident sequence and comes into play 16 FAA Safety Briefing September/October 2010

Ready

By S USA N P A R SON

for the

Soup?

Tips on Maintaining

IFR Proficiency

Photo by James Williams f asked to list three requirements a pilot must What is proficiency? According to one definition, meet to fly in instrument meteorological proficiency is “the quality of having great facility and I conditions (IMC) or under instrument flight competence.” When it comes to instrument-flying rules (IFR), most pilots who have earned these proficiency, for some pilots, e.g., those who have a qualifications could easily name two. First, it’s pretty wealth of IFR experience that includes many hours obvious that the pilot must hold an instrument rating of flying in IMC, meeting the currency standard on his or her pilot certificate for the category and outlined in the regulation may be enough to ensure class of aircraft to be operated. Since instrument that they maintain “great facility and competence” flying skills—like any other skill—are perishable in the full range of instrument-flying knowledge and when they aren’t used, the second requirement is skill. For others, however, and I include myself in this for the pilot to be instrument current by meeting group, maintaining facility and competence, a.k.a.

the requirements stated in Title 14 Code of Federal instrument proficiency, requires some extra effort.

Regulations (14 CFR) section 61.57.

The Proficiency Triangle How about the third requirement? It isn’t spelled For those of us in the “needs extra work” group, out in the rules the way that the requirements for I offer the three-sided “proficiency triangle” as a instrument rating and instrument-flying currency practical way to think about the elements involved in are, but instrument-flying proficiency is definitely a maintaining IFR proficiency.

requirement for flying safely under IFR, especially If you pause for a moment to remember your when you are also operating in IMC.

initial IFR training, it was likely conducted in three “Current” vs. “Proficient” basic segments. The first was learning to physically Some will argue that proficiency is included in control the airplane solely by reference to instruments.

the regulatory requirement for instrument-flying Textbooks call it “basic attitude flying.” For this currency, and I would certainly agree that the goal of discussion, we’ll call it aircraft-control performance .

IFR-currency requirements is proficiency. However, When you think about instrument training, I part company with those who believe that an IFR currency, and practice, it’s likely that your first pilot who is IFR current in accordance with 14 CFR thoughts and strongest memories involve the second section 61.57 is automatically IFR proficient as well. element of instrument proficiency, which is the September/October 2010 FAA Safety Briefing 17 minimums, but don’t fly to the edge without being truly up to snuff in the performance and procedures sides of the IFR proficiency triangle. If you don’t have personal minimums, your IFR proficiency plan should include taking the time to develop a basic list of what you will and will not attempt.

Think of personal minimums as the human factors equivalent of a fuel reserve: The idea is to establish a safety buffer, or “reserve,” between the pilot skill and aircraft capability required for a given operation, and the pilot skill and aircraft capability available through factors such as training, experience, currency, and equipment.

world of instrument-flying procedures . These include o ptions. The planning part of the IFR proficiency regulations and operating principles for IFR, as triangle also means taking the pilot’s “always-have- well as instrument-approach procedures, standard an-out” mantra very seriously. Internet planning instrument-arrival procedures, and instrument- tools with graphical weather have dramatically departure procedures (standard instrument- simplified tasks such as identifying the direction of departure procedures and obstacle-departure VFR weather and selecting alternates that are not procedures).

only legal and in range, but also viable in terms of Because instrument training and practice the flying mission you are trying to accomplish.

sessions normally focus on pilot performance, i.e., basic attitude flying and adherence to procedures, Performance — Practicing Aircraft Control the third element, planning, does not always get the This side of the IFR proficiency triangle addresses attention and respect that it deserves.

your ability to keep the blue side up, even when the all-white view outside makes you wonder if you’re Planning —The Trip Starts Here flying through a milk bottle. Being truly proficient Weather is the reason for instrument flying. Though in performing the basic task of airplane control by solid performance and procedural knowledge are reference to instruments is a critical, but extremely essential to instrument proficiency, planning— perishable, set of skills: especially as it relates to obtaining, evaluating, and applying weather information to the specific pilot/ i nstrument scan (cross-check). The basic IFR scan aircraft combination and intended mission—is involves constant cross-checking of the instruments.

Is your scan sharp? Could you honestly say that it is the foundation and, indeed, the starting point of sufficiently ingrained through training, habit, and instrument flying “facility and competence.” In the July/August 2010 issue of FAA Safety practice to be “automatic?” If you move between Briefing , we focused intensely on these issues. “steam gauge” round dials and glass-cockpit instruments, are you comfortable in both systems?

To recap briefly, a proficient IFR pilot should Do you practice partial panel on a regular basis?

understand that there are really just three ways that weather affects an aviator. Weather can: i nstrument interpretation. How proficient are Create wind • you in interpreting the results of your instrument Reduce ceiling and visibility • cross-check scan? Even in an aircraft with glass- cockpit instrumentation, partial panel can offer Affect aircraft performance • challenges for interpretation. Having experienced Reduced ceiling and visibility are the issues a vacuum-system failure, I can personally attest most relevant to a discussion of instrument-flying to the confusion it can generate for instrument proficiency. Proficiency requires good planning. For interpretation purposes. IFR proficiency requires any trip under IFR, especially if it takes place in IMC, keeping your interpretation skills sharp and good planning, in turn, requires a careful evaluation practicing abnormal and emergency situations on a of issues such as: regular basis. Today’s simulation technology offers a Personal minimums. Your IFR ticket gives you the wide range of opportunities to practice these skills.

legal right to “take a look” or shoot approaches to 18 FAA Safety Briefing September/October 2010 Photo by Susan Parson a ircraft control. This skill involves using the procedures, instrument-approach procedures, and information you obtained through cross-check missed approaches—to the standard you met when and interpreted to make the airplane do what you you passed your instrument check ride?

want it to do. A pilot who is proficient in performing The proficient IFR pilot is always working for the aircraft-control task is one who has mastered precision; that skill is even more important in the two important skills. Attitude plus power equals era of RNAV GPS navigation. The greater precision performance, so a proficient IFR pilot knows the offered by modern navigation allows for narrower numbers—the pitch, bank, and power settings— approach courses. That allows designers to create necessary for the various phases of IFR flight. The instrument-approach procedures for locations that second skill is using constant small corrections to would not previously have qualified, but it means that maintain desired altitudes, headings, and airspeeds. you have to fly the procedures more precisely, too.

Whether VFR or IFR, practice makes a proficient Procedures: Putting It All Together pilot and a proficient pilot is a safer pilot.

The third side of the IFR proficiency triangle is the part you probably practice most: procedures.

Susan Parson susan.parson@faa.gov) is a Special Assistant in the FAA’s Proficiency with procedures involves both Flight Standards Service. She is an active general aviation pilot and flight knowledge and skill. First, you need to have a rock-solid understanding of not just instrument- For More Information approach procedures (IAP), but also the range of IFR “rules of the road.” One of the most important Instrument Flying Handbook (FAA-H-8083-15A) and, unfortunately, most overlooked rules of the www.faa.gov/library/manuals/aviation/ instrument_flying_handbook/ road involves use of obstacle-departure procedures, or ODP. If you are operating in IMC from a non- Instrument Proficiency Check Guidance towered airport located in mountainous terrain, www.faa.gov/pilots/training/media/IPC_Guidance.pdf understanding this subject is critical not only to Instrument Procedures Handbook (FAA-H-8261-1A) proficiency, but more fundamentally, to staying alive.

www.faa.gov/library/manuals/aviation/ The skill part is, of course, related to aircraft instrument_procedures_handbook/ control. Can you consistently fly the required Best Practices for Mentoring in Aviation Education procedures—departure procedures, course www.faa.gov/training_testing/training/media/mentoring_best_ practices.pdf intercepts, holds, standard instrument-arrival September/October 2010 FAA Safety Briefing 19

Getting

Back

in

By T OM H OFFM A N N

the

Game

r etracing Footprints Left in the Sky

Photo by H. Dean Chamberlain These are all understandable reasons for a

aybe you’re married, have

pilot to hang up the headset for a while, but they don’t have to mean a permanent grounding. If the

M kids, and consider 20

flying flame still flickers within, the opportunity to minutes of free time a vacation.

soar once again is yours for the taking. You may be surprised how easy it can be to get started again.

Perhaps a recent operation or

With a solid plan and determination, along with the benefits of some exciting developments, you can

medical condition has you worried

easily shake off that rust and get back to enjoying the freedom only flying can offer.

whether you’re fit to fly. Or, maybe

Your first question is likely: With so many changes to consider, how do I even get started?

the dust on your logbook triggers

There’s no doubt getting back into flying after a long

anxious thoughts of policies and

break can be daunting. I know. Last September marked my first flight since…let’s just say my

procedures that have changed and

sectionals still depicted a magenta-checkered ARSA pattern around my home airport, Long Island now must be relearned.

20 FAA Safety Briefing September/October 2010 Photo by Tom Hoffmann MacArthur Airport (ISP). Looking through my old flight bag made me feel like Rip Van Winkle waking Assessing your fitness is up from a nap (thankfully, without the white hair). I as important as assessing your aircraft’s fitness.

had my work cut out for me, but I knew it would not be long before I could return to the skies.

A Personal Preflight Check Whether it’s been decades or just a couple of years, the best way to get back in the game is to start with a plan. Begin by exploring why you stopped flying.

I highlighted a few reasons earlier, but among the most common relate to time, money, and medical issues.

Ask yourself what it is that’s drawing you back.

Are you returning to complete an unfinished rating?

Maybe there are career or volunteer opportunities calling your name. Or, perhaps you simply would like to enjoy the freedom of flight once again. Depending on how long it’s been since you’ve flown, you may be unaware of some changes that could make the prospect of returning to flight less overwhelming than you think. Let’s take a look at some scenarios to documentation your AME will need to process see how they might apply to your situation.

your case. According to Dr. Silberman, only 0.1 percent of airmen have their applications denied.

Medical Policy Makeovers Of those, a majority of the denials are due to a lack The first step for many returning pilots is an of proper documentation. He says most applicants assessment of personal health and fitness. According eventually go on to get a medical.

to Dr. Warren Silberman, manager of FAA’s To get more information on disqualifying Aerospace Medical Certification Division, there have medical conditions, contact your local AME or go to been many favorable changes in the last 15 years to the medical certification section of www.faa.gov.

help pilots retain a current medical certificate. “What may have been disqualifying ‘show-stoppers’ years Lighten Your Load earlier may now be acceptable with revised waiver A big change that opened doors for more pilots to and special-issuance guidelines,” says Silberman.

regain the freedom and fun of personal flying was Among the conditions that are no longer the Sport Pilot/Light-Sport Aircraft (SP/LSA) rule, automatic disqualifiers are high blood pressure, implemented in 2004. Under this rule, pilots may cardiac conditions, as well as insulin-dependent operate aircraft that fall within certain reduced diabetes. The FAA Office of Aerospace Medicine weight and speed parameters, and are required now permits special-issuance medical certificates only to have a valid U.S. driver’s license to validate for airmen who are being treated with certain medical fitness. One caveat, however: If you anti-depressant medication. The impact of this previously held a medical certificate, your most change is substantial, as it could affect hundreds of recent certificate must not have been denied, thousands of pilots currently diagnosed with mild revoked, or suspended.

to moderate depression.

One aspect of SP/LSA is that it offers those When meeting with your Aviation Medical watching their pennies a more affordable option Examiner (AME), be upfront and honest about to return to flight. Many LSA aircraft, like the new any medications you are taking or any changes Cessna Skycatcher , can be rented wet for under to your health. It’s also a good idea to work a $100 an hour. You’ll save on gas, too, as they with a physician before your medical to try to typically burn 3-5 gallons per hour, much less gas resolve any issues, as well as gather the necessary September/October 2010 FAA Safety Briefing 21 Photo courtesy of Mooney Airplane Company than a standard single-engine trainer. If you already Area (SFRA) and Flight Restricted Zone (FRZ). An have a private-pilot certificate, you can legally fly online training course on www.FAASafety.gov is now an LSA provided you are current and it is in the required to fly under VFR in the DC SFRA.

same category you’re checked out in. An important There’s also the matter of Temporary Flight safety precaution: LSAs can have different handling Restrictions (TFR), which, since September 11, 2001, characteristics so it’s a good idea to get checked out are used routinely to restrict airspace for 30 miles for with an instructor first. presidential visits or world-leader meetings, such as the G8 Summit. TFRs can pop up unexpectedly so Relearn Your ABCs before any flight, be sure to research NOTAMs and An important task for anyone returning to flying is check the FAA TFR list (http://tfr.faa.gov/tfr2/list.

getting up to speed on regulatory changes. “Whether html) for updates.

you’ve been out for 20 Now, for those who recall Ronald Reagan or years, or just two, you’ll George H. W. Bush as being in office during your last The best way to get back in the game want to brush up on your flight, you’ll need to take time to review the changes is to start with a plan.

airspace knowledge,” that resulted from the FAA’s reclassification of the says Tom Adams, chief flight instructor at Dulles U.S. airspace system in 1993. The changes removed Aviation, Inc., an FBO and flight school at Virginia’s terms like TCAs and control zones, and replaced Manassas Regional Airport (KHEF). “Squawking them with the ICAO-compliant titles that range from 1200 in the wrong area may invite some unwanted Class A to Class G airspace. For more information, guests.” To avoid any visits from your local F-16 see chapter 3 of the Aeronautical Information fighter squadron, be sure to study up on airspace Manual (AIM) or chapter 14 of the Pilot’s Handbook changes, especially in areas like Washington, D.C.

of Aeronautical Knowledge .

that have adopted a permanent Special Flight Rules 22 FAA Safety Briefing September/October 2010 As far as regulations go, Title 14 Code of Federal Better yet, make unlocking the benefits of GPS a fun Regulations (14 CFR) part 61 went through some incentive for you to continue with your flying.

significant changes as well over the years, including: Flight Review and Done?

Changes to duration of medical certificates for • It’s been said that a pilot certificate is a license to pilots under 40 (61.23) learn, and whether you’re an active pilot or one on Tailwheel aircraft endorsement requirement • hiatus, this couldn’t be more accurate. Much like a (61.31) checkride for a new rating, a flight review shouldn’t Logging of PIC time (61.51) • mark the end of your learning process.

“Don’t be content with just passing your flight Changes to instrument currency and rating • review,” says Dan Williams, requirements (61.57, 61.65) a Maryland-area private Some proposed changes to 14 CFR part 61 to be Successful reentry to flying requires the pilot who is familiar with on the lookout for include replacing the 10 hours of guidance of a good instructor.

returning to flying after a complex time required for a commercial certificate few dry spells. “Make an with 10 hours of advanced instrument training as effort to expand and test your knowledge in all areas.

well as allowing student pilots to train and apply And, if you’re not asked to do it on your check, ask for a private pilot certificate and instrument rating for it to be reviewed. This will help you feel more concurrently.

confident when you’re on your own again.” Staying proficient on the ground is important, Fill the Right Seat with the Right Person too. This is where FAA’s WINGS pilot proficiency Successful reentry to flying requires the guidance of program can help. Designed to help encourage a a good instructor; don’t overlook this important step.

commitment to safety education, the program has Find an instructor who understands your situation attracted more than 48,000 airmen who can earn and is willing to take extra time to help you get back in credits by completing online courses and attending your game. Be clear about your intentions and work safety seminars. Those who achieve the basic phase together to set attainable training goals. Since you may will get credit for the flight review requirements have a lot of ground to cover, don’t be afraid to ask covered in 14 CFR part 61.

questions or request a review of any segments of flying you feel out of touch with, like stalls or steep turns.

I’m in a Holding Pattern and Can’t Get Out!

When it’s time to start flying, don’t be too hard Was this article about you—with a burning desire to on yourself if you seem a bit out of form. My first get back in the cockpit, but in a current holding pattern landing after my long absence was a greaser, but due to family and/or career commitments? That’s on the next try, I bounced around worse than a bull okay. While the timing might not be ideal now, that rider. A few bumps can be hard to swallow, but that’s could soon change. The key is to maintain the interest to be expected when such a highly coordinated skill and enthusiasm in flying by keeping up with aviation is put on hold for a while. The key: Remain patient news and training, whether through periodicals, like and keep at it.

this one, and/or aviation Web sites, such as www.

A good exercise to help get you primed before FAASafety.gov and www.aopa.org. You can also you even flick the master and turn the key is to spend attend local air shows or fly-ins, perhaps to lend some some extra time with your pre-flight check. Follow time and expertise as a volunteer. Check with your your aircraft’s checklist carefully. Spend some time state aviation authority for events in your area.

in the left seat reviewing instrument and comm/nav Staying involved and immersed in aviation in switch locations, especially since some pilots might be whatever capacity possible will be the next best in for quite a surprise once they climb in the cockpit.

thing to being airborne and it’ll keep your engine This is because steadily replacing the classic “six primed for when you return. Don’t worry, the sky is pack” of basic instruments are shiny new glass-panel waiting!

displays that host a suite of new features, which is made possible by the advent of GPS technology.

If this is completely unfamiliar to you, consider Tom Hoffmann is associate editor of FAA Safety Briefing . He is a commercial getting your “air” legs before tackling a Garmin 1000. pilot and holds an A&P certificate.

September/October 2010 FAA Safety Briefing 23

Putting it all

Putting it all

Together

Together

Planning your next Cross-Country Flight

Planning your next Cross-Country Flight

By Ja mes W illi a ms elaborate than calling Flight Service for a briefing all is a good time to travel.

and filing a VFR flight plan.

F The daily worry of summer While you don’t need a lot of planning to do

a few touch-and-go landings or to hop over to a

thunderstorms has faded; winter

nearby airport for the fabled “$100 hamburger,” you do need to invest more time in planning for a

weather is still in the future for much

real cross-country flight. If you have never made a long-distance flight, or if your flight-planning skills

of the country. You may have children

for such an endeavor are a bit rusty, this article is for you.

who are back in school and work

Break the Flight into Bites

has yet to pick up. With newfound

Where do you start? There is no single correct

freedom, where do you want to go? answer, but some pilots start with a large-scale

planning chart. Others might find a mapping Like any proficient pilot, you know you can’t program, such as Google maps, more helpful.

just hop in the airplane and take off. The amount I’ve always liked using the freely available DUATS of preparation varies depending on where you’re programs (www.duat.com or www.duats.com ) going and how familiar you are with the trip. It’s to plot a great circle line between my proposed not unlike getting into your car for a run to the departure and arrival points. If you’re an AOPA grocery store. You probably don’t get on Google™ or member, you can use its flight planning tools online MapQuest® for directions. at: www.aopa.org/flight_planner/. The point is to It can be similar in an airplane when you start with the big- picture view, just as you do when are traversing a familiar route. I used to make getting weather information.

a Florida “milk run” flight between Melbourne The “direct-to” line gives you a great starting and Lakeland, which are about 80 miles apart. point, but now comes the task of making Because it was not far, but even more because it adjustments. First, break the direct-to line into was familiar, the planning was not much more bits and bites that you and your airplane can 24 FAA s afety Briefing September/October 2010 answers to these questions may suggest some modifications to each individual flight bite.

How about fuel? What is your airplane’s range, using the most conservative estimate of its fuel consumption? Remember, legal reserves are just a starting point, so factor in a comfortable margin.

Also, be sure to check your flight segments for fuel availability along the way and adjust the route accordingly.

How about pilot and passenger comfort? We all have physiological needs, but there is also a fatigue factor. Consider adjusting the segments to fly longer legs when you are most rested and shorter legs as the flying day progresses.

Food and Shelter Another factor to consider in adjusting the length Photo by Tom Hoffmann and direction of your individual route segments is availability of services.

Fuel is important for the airplane’s health, but food is important for the well-being of its pilot and passengers. Adjust the “flight bites” as necessary to allow options other than grabbing a bite from the airport vending machine.

Adjust the day’s final segment to ensure that comfortably “chew.” The size of each “flight shelter is available in the form of hotels or other bite” depends on your airplane’s range and the lodging. Don’t forget that you will need a way to get physiological range of its occupants, but a good rule there: Is there a courtesy car or a car-rental facility?

of thumb for many light GA airplanes is 200-300 What about FBO business hours?

miles. Use a plotter or an online measurement tool Maintenance availability might also be a to measure and mark the segments.

consideration in adjusting the direction and length The next step is to analyze each segment. The of your flight segments. If you are flying with great-circle route a flight-planning program draws supplemental oxygen, you’ll also want to plan stops for you will rarely be practical across its entire length.

at facilities that can service the tanks appropriately.

Here are some of the factors to consider in your The Internet provides a nearly infinite range evaluation of each individual flight bite.

of ways to get this kind of long-distance planning information. A good place to start is AOPA’s airport Plane and Pilot Performance directory at: http://www.aopa.org/airports/ (open to For those in the Southeast and Mid Atlantic where the public) or www.airnav.com. These sites are good the ground is flatter and the mountains more benign places to evaluate your potential stops. They include than their western cousins, airplane performance information on surrounding businesses, hotels, isn’t usually a factor. But, if you venture into car rentals, and other services. Also, they generally unfamiliar terrain, you’ll need to make it a factor contain information from the FAA’s Airport/Facility from the start. For example: Directory , but, remember, they aren’t a substitute for Are there flight segments that include high its information about aeronautical infrastructure.

terrain? If yes, does your airplane have the Once you’ve reviewed all this information, you performance capability to fly over them, even with can rank the factors most important to you and a high density altitude? Is the terrain high enough adjust your route accordingly. For example, airport to require supplemental oxygen for the pilot and/ A may have a slightly shorter runway, but be open or passengers? What are your options in case of longer or have better services than airport B.

weather or mechanical difficulties? Is there another way that might work better? Are there airspace constraints or temporary flight restrictions? The September/October 2010 FAA Safety Briefing 25 Photo courtesy of Cessna mountains. He was able to provide insight and The Best Laid Plans … guidance that made a big difference in our trip.

Survival kits are generally not necessary for everyday Remember, you can also serve as a resource.

flying, but as you venture farther away from home When I learned that a friend was planning a trip to base consider bringing some kind of survival kit, an airport unfamiliar to him, I realized I knew a pilot along with knowledge on how to use its contents.

who had flown that exact trip many times. Through The FAA offers survival videos online at www.faa.

the magic of connections, my friend was able get gov/library/online_libraries/aerospace_medicine/ some key information that made his trip a little easier.

aircrew/aircrewsurvivalvideos/. In addition, FAA If you can’t think of anyone in your aviation offers a free one-day basic post-crash survival class circle that might be of assistance, remember the FAA through its Civil Aerospace Medical Institute (CAMI) Safety Team, or FAASTeam. In addition to online in Oklahoma City (http://www.faa.gov/pilots/ courses, resources, and WINGS offerings, your local training/airman_education/survival_training/). The FAASTeam manager and FAASTeam representatives bottom line is that you’d rather have it and not need can provide advice. Check the FAASTeam Directory it, than need it and not have it.

at www.FAASafety.gov to find the folks in your home Phone a Friend area as well as in the places you’re going. It’s not One of the best—but often overlooked—resources just a corny joke: The FAASTeam folks are from the for long-distance flight information and advice is government and they are here to help you.

the pilot community. Aviation is a small world. Tell Stretch Your Wings!

your fellow pilots what you’re up to (so to speak), Flying is fun, and using your flying skills to go places and chances are good that someone will have just is even more fun. Using these tips, you can safely the kind of advice and experience you need. Fellow stretch your wings, broaden your skills, and increase pilots can provide useful information and bring up your proficiency as a pilot.

points you might not have considered. For example, when I flew out west with my father a few years ago, other pilots gave us some important and useful James Williams is FAA Safety Briefing assistant editor and photo editor. He advice on leaning the engine at higher altitudes to is also a pilot and ground instructor.

get the best performance. A fellow pilot also served as our consultant for safely crossing some of the 26 FAA Safety Briefing September/October 2010

T OM H OFFM A N N

Nuts, Bolts, and Electrons

Keeping the Batteries Charged

h ow to Maintain Proficiency as an a M t

What does it mean to be proficient? The dictionary of the William (Bill) O’Brien Aviation Maintenance defines it as being highly competent, skilled, or Technician Awards Program is to provide incentives adept. For example, you might be proficient at for AMT employees and employers to make training basketball, playing the flute, or food shopping on more integral to a mechanic’s job. Through the a tight budget. Yet, as everyone in aviation knows, awards, the FAA recognizes eligible technicians and being proficient is more than just being “good” at employers by issuing awards to those who receive something. It is an inherent expectation as well as a or promote initial and recurrent training. Training lifelong professional commitment—a commitment earned toward an AMT award falls into one of two you clearly expect from an Aviation Maintenance categories: mandatory and eligible training.

Technician (AMT). The mandatory core training, found on www.

Long before glass cockpits or composite FAASafety.gov, must be completed by all AMTs to materials, Jerry Lederer, Flight Safety Foundation receive a certificate-of-training award. This training founder (and the man who inspected Lindbergh’s focuses on aviation-maintenance-accident causal Spirit of St. Louis before its transatlantic flight), wrote factors, special-emphasis the Mechanic’s Creed. Who knew that Lederer’s items, and FAA regulatory Keep an open manual and an open words would transcend decades and still be displayed issues. Eligible training mind, especially when it comes to new in hangar break rooms and shop floors around the includes additional hourly and innovative ways of learning and world? As the creed deftly states, “I pledge myself training that applies practicing your profession.

to never undertake work or approve work which I toward the program.

feel to be beyond the limits of my knowledge.” That It must be aviation-maintenance-career-related st leads directly to the challenge for 21 century AMTs: training in such categories as technology, human How to keep your knowledge batteries charged and factors, and certain courses from an accredited trade operating at peak performance. school or university.

“The quest for expanding knowledge goes Today’s AMT hand-in-hand with professionalism,” says Assistant In an industry that changes almost daily, staying FAA Safety Team Manager Phil Randall. “We are proficient is not easy. Today, many AMTs lack big advocates of the AMT awards program since it formal training with complex electronic and promotes a culture that keeps AMTs mentally sharp digital equipment as well as with new composite with industry knowledge and stresses on-the-job materials used in airframe components. With no true safety fundamentals.” “recurrent training” requirements, it often falls on Look Outside the Tool Box individual mechanics to keep themselves up to date on the latest advances in aviation maintenance and With a little ambition and creative thinking, you to fulfill recent-experience requirements. can find many ways to stay proficient. FAA Aviation Those requirements, listed in 14 Code of Federal Safety Airworthiness Inspector Kim Barnette says Regulations (14 CFR) section 65.83, stipulate what sometimes you have to look outside the box. “Check a mechanic must do to keep his or her certificate out programs at community colleges and trade valid. In a nutshell, within a preceding 24-month centers. Attending a local night class might be more period, a mechanic must (for at least six months) affordable than traveling and having to shut down supervise other mechanics or perform maintenance the shop for a day.” in accordance with the certificate and rating. Attending local air shows and fly-ins can In 1991, FAA created an AMT awards program to have maintenance benefits. Many offer hands-on promote continuing training and education. The idea workshops that help improve skills in welding, sheet- September/October 2010 FAA Safety Briefing 27 Photo by Tom Hoffmann important to be organized and stay on top of all your training requirements. Ensure that maintenance logs and/or work orders are filled out properly and clearly. This helps maintain the discipline needed for both safety and professionalism.

Keep an accurate log to document all completed training and recent-experience requirements.

Consider maintaining a separate log to track errors and lessons learned. Reviewing this log periodically will help you evaluate trends for tasks you regularly perform. And, keep all your training certificates.

This will help with obtaining credit in the AMT awards program and could be helpful in career advancement.

Looking to the Future The future of the AMT profession promises many changes. As aviation safety consultant and former NTSB board member John Goglia wrote recently in AMT Magazine : “Tomorrow’s mechanics are as likely to show up at the aircraft with a laptop as with a toolbox.” To help address this gap between technology and AMT skill sets, the FAA formed an Aviation Rulemaking Advisory Committee to recommend changes to AMT initial-training requirements. “The group’s objective,” says FAA Aircraft Maintenance Division Manager Carol Giles, “is to make the metal work, fabric covering, and kit-aircraft building.

curriculum for mechanics-in-training more fluid Some workshops are FAA-approved for credit and more in line with addressing modern topics and towards IA renewal requirements and the AMT procedures.” awards program.

The learning process never ends. In addition Consider a change of scenery. Mechanics can to keeping an open manual, it’s important to keep reap benefits from working with different airframe an open mind, especially to new and innovative and engine components. One way is to use exchange ways of learning and practicing your trade. As programs where maintenance shops swap tools the Mechanic’s Creed says, “…the safety and lives and personnel to allow mechanics to work on of others are dependent upon (your) skill and different specialties. This provides the added benefit judgment.” of challenging AMTs to work outside their normal comfort zones. Hands-on training at another facility Tom Hoffmann is associate editor of FAA Safety Briefing. He is a commer- might cost some time and goodwill, but the safety cial pilot and holds an A&P certificate.

dividends are invaluable.

Yet another way to build proficiency is through volunteering. “Organizations like the Civil Air Patrol and Coast Guard Auxiliary units can always use extra help,” adds Barnette. “Also, consider visits to a local For More Information high school with an aviation program. The students will benefit, and so will you.” FAA Advisory Circular 65-25E AMT Awards Program http://www.faa.gov/regulations_policies/advisory_circulars/ Cleanliness is Key index.cfm/go/document.list/parentTopicID/121 Organization is another major element in keeping FAA Safety Team Maintenance Hangar proficient. While there are no recent-experience http://www.faasafety.gov/content/TabLanding.

recordkeeping requirements for AMTs, it is aspx?tab=mechanics 28 FAA Safety Briefing September/October 2010

Photo courtesy of Garmin

The Need

for Speed …

But Which One? By J A SON B R y S

ost people who become pilots already have True Airspeed

M experience driving a car; the only thing

True airspeed, or TAS, is a measure of the physical an automobile driver needs to do to be a “speed speed of the aircraft in relation to the air around reader” is to glance at the speedometer. Since it. Just as differences in wind velocity affect it is a natural tendency to look for the familiar, groundspeed, differences in air density affect true fledgling pilots generally assume that the airspeed airspeed. At the same engine power setting, e.g., 75 indicator is simply the airplane equivalent of percent power, an airplane can move faster through an auto speedometer. Yet, when it comes to air that is less dense. That’s why higher altitudes can airplanes, measuring speed is a deceptively simple translate to higher true airspeeds.

concept—but one that is important for a proficient Like aircraft groundspeed, TAS cannot be pilot to master. As we will see in this article, it is measured directly. Rather, the pilot uses outside important for both performance and safety reasons air temperature (OAT), pressure altitude, and to understand how values, such as groundspeed, calibrated airspeed CAS (see below) to calculate true airspeed, indicated airspeed, and calibrated this value.

airspeed, are calculated and used.

Indicated Airspeed Groundspeed The airspeed indicator in the cockpit displays—you Let’s start with the obvious one. Since most people guessed it—indicated airspeed (IAS). IAS matters a perceive flying as a speedy means of moving from lot for actually flying the airplane. All the operating point A to point B, one of the first questions a pilot speeds for the airplane, is likely to hear from a non-pilot or passenger is a such as stall speed, Measuring speed is a deceptively simple variation of “how fast does it fly” or “how long does maneuvering speed, concept—but one that is important for a it take” between any two points. Pilots quickly learn performance speeds, and proficient pilot to master.

that the value needed to answer this question is other limiting speeds, are not necessarily the number shown on the airspeed generally provided as indicated airspeeds. It thus indicator. Unlike the speed of a ground-bound car, indicates to the pilot the bounds of the airspeed the groundspeed of an airplane is substantially limitations to operate the aircraft in.

affected by factors such as wind, and it varies To provide this important aerodynamic speed accordingly. A pilot cannot answer “how fast” or information to the pilot, the airspeed indicator takes “how long” questions with any precision without information from the pitot-static system. The pitot- knowing the groundspeed for a particular day, static system includes the pitot tube and a static air time, and route. Although modern avionics, e.g., in source. Both are connected to the airspeed indicator.

glass cockpits, do provide groundspeed readings, The airspeed indicator measures the pressure those avionics (like pilots using the more traditional difference between the ram, or impact, air from the analog gauges) use wind information to calculate pitot tube and the still, or static, air from the static groundspeed from a value called “true airspeed.” September/October 2010 FAA Safety Briefing 29 Photo by Tom Hoffmann

e Need

for Speed …

source. The airspeed indicator then displays this without the use of software. Because position error pressure difference to the pilot as IAS. has an impact on the accuracy of indicated airspeed, manufacturers therefore define a “calibrated Calibrated Airspeed airspeed” (CAS) to correct IAS for position error.

We have already established that speed in an airplane In most airplanes, you can determine the is substantially more involved than for a car. So you accuracy of the airspeed system and the magnitude won’t be surprised to learn that IAS is not the end of of the remaining position error simply from the story. Here’s why. As with any mechanism, the reviewing the airplane flight manual (AFM) or pitot-static system on an airplane is not perfect, and owner’s manual (some aircraft were not required to it may have errors. As a rule of thumb, the location of have AFMs). In the AFM or owner’s manual, you will the airplane’s static source is to blame for most of the find a chart that converts the indicated airspeed to system’s errors, commonly referred to as position error.

calibrated airspeed.

Airplane manufacturers go to great lengths Why It Matters to minimize pitot-static system error. Even in the computer age, where Computational Fluid Dynamics It’s not hard to understand why it matters to (CFD) programs perform thousands of complex understand the difference among values like calculations to determine groundspeed, TAS, and IAS. However, you may now the best location for the be wondering why you need to pay attention to The reason for understanding the pitot tube and static port, the relationship between calibrated and indicated difference between IAS and CAS is to chances are good that the airspeed. The answer may not be that obvious. It avoid inadvertent operations that exceed airplane manufacturer can, however, make a difference. You might notice the airplane’s published limitations.

will still have to make that on many airplanes for speeds below the defined some modifications during aircraft development. For approach speed (which should be close to 1.3 times example, the manufacturer might vary the depth of the stall speed for the approach configuration), the the static port, change the shape or location, or even difference between the IAS and CAS may increase.

add an additional static port on the opposite side For example, some airplanes will stall at an indicated of the aircraft in order to meet aircraft certification airspeed of zero—not because the machine is defying requirements. Still, the system is rarely perfect the laws of gravity and aerodynamics, but rather 30 FAA Safety Briefing September/October 2010

because of the difference between IAS and CAS.

Take another example: While the airspeed indicator on a particular airplane might show a stall at an IAS of 50 knots, the airplane is in fact stalling at a CAS of 58 knots. Because of this it might appear to the pilot that the airplane is flying at a speed substantially lower than the published calibrated stall speed, whereas the airplane is really at the same speed.

alling

Be aware, however, of the quirks in your particular airplane. In aircraft certified before

All December 1978, the airspeed markings on the

airspeed indicator were required to be marked in CAS. In these aircraft, the colored arcs and lines on

Mechanics

the airspeed indicator may not correspond exactly to the airplane’s IAS. On airplanes with indicators marked in CAS, flying just at the edge of these markings may not be the best way to fly the airplane.

Keep Informed with

For instance, the start of the caution range in one common general aviation aircraft is 210 miles

FAA’s Aviation

per hour (mph) calibrated airspeed. The caution

Maintenance Alerts

range is marked by a yellow arc starting at 210 mph.

If the pilot is flying 210 mph IAS in this particular Aviation Maintenance Alerts (Advisory Circular airplane, though, the CAS is actually 214 mph, which 43.16A) provide a communication channel to share means the pilot may be unknowingly exceeding the information on aviation service experiences.

airplane’s limitations. The reason for understanding Prepared monthly, they are based on information the difference between IAS and CAS is to avoid FAA receives from people who operate and inadvertent operation at higher or lower speeds than maintain civil aeronautical products.

desired, or operations that exceed the airplane’s published limitations.

The Alerts , which provide notice of conditions Know Before You Go reported via a Malfunction or Defect Report or a As always, the basic message is that being a Service Difficulty Report, help improve aeronautical proficient pilot means knowing the airplane you are product durability, reliability, and safety.

flying. Prior to getting into an airplane you should review the published speeds. When you review Recent Alerts cover: your AFM or owner’s manual look at the speeds • Cracked isolator mounts on the given and be sure you understand whether these Air Tractor AT301 are indicated or calibrated airspeeds. Don’t make • Cracked main gear on the Cessna 402C, any assumptions, because even on older airplanes, 414A, and 421C takeoff and landing performance data is typically • Cracked cylinder head on Continental given in terms of IAS rather than CAS. Determine if IO-550-N25 engine the markings on the indicator are in CAS or IAS by looking on the type certificate data sheet (found at http://rgl.faa.gov) or in the AFM or owner’s manual.

Check out Aviation Maintenance Alerts at: If the speeds are listed in CAS, consider making a http://www.faa.gov/aircraft/safety/alerts/ “cheat sheet” to convert those speeds to IAS for ready aviation_maintenance/ reference. By flying the right speed, you can ensure that you are flying within the approved safe envelope of the airplane.

Jason Brys is a Flight Test Engineer at the FAA Wichita Aircraft Certification Office. He is a private pilot with instrument privileges and holds an A&P certificate.

September/October 2010 FAA Safety Briefing 31

T OM

Hot Spots

NASA’s Aviation Safety Reporting System:

g athering data to improve safety

air traffic controllers. Comments received—on everything from airport lighting issues to engine problems—all feed into the heart of the system, which is the ASRS database. With nearly a million reports received since the program’s start, the ASRS database is considered the largest source of voluntary aviation safety information in the world.

“Safety hazards and incidents may occur regularly in the NAS,” says Jay Pardee, FAA Chief Scientist and Technical Advisor for Vulnerability Discovery and Safety Measurement. “Without the firsthand flight-crew perspective offered in ASRS reports, many of these system-safety problems would go unnoticed and unresolved.” Consider the following ASRS report, which describes a Cessna 172 pilot who becomes disoriented while taxiing at night, resulting in a runway incursion on each of the airport’s three runways: I expected my taxi clearance would take me You can submit ASRS reports by mail or online at http://asrs.arc.nasa.gov/.

down the west side of Runway 2, but realized later that this route did not exist Ground When most people think of NASA, images of gave me an unexpected clearance of D3 to D exploding supernovas and spiraling galaxies come to to D1 I decided to taxi down it until I saw mind. But for airmen who use the National Airspace Delta Once on D3, however, the confusion System (NAS), NASA’s significance takes on a much of lights and the odd angles of runway and different meaning. For the past 35 years, NASA has taxiway intersections confused me and I been the backbone of the Aviation Safety Reporting found myself taxiing down Runway 2 with System (ASRS), a program that relies on candid no immediate way off I notified Ground feedback from airmen to promote the quality and that I was ‘lost’ and needed some help safety of the nation’s aviation system. Yet, despite Experiencing a sort of 2-dimensional spatial its positive influence on aviation safety, there are disorientation among the lights, I made still many questions and misconceptions about another false start onto Runway 6 and in the program that keep it from being used more the darkness, overshot the somewhat faded frequently. A closer look can reveal just how easy- hold line for Runway 31 by about 10 feet to-use and effective this system is in promoting safer skies for you and your fellow airmen.

Keeping it Confidential The success of the ASRS program is directly Despite its many benefits, it’s understandable attributed to the users of the NAS whose reports on how an airman might be hesitant to submit an unsafe conditions and self disclosures help identify ASRS report on an unsafe condition, especially if it discrepancies and deficiencies in all facets of involves a possible violation of federal regulations.

aviation operations. The program accepts comments For this reason, FAA designed the program to from pilots, mechanics, dispatchers, ground safeguard the anonymity and confidentiality of the personnel, flight attendants, and most recently, reporter. This explains NASA’s involvement: The 32 FAA Safety Briefing September/October 2010 agency acts as a non-regulatory third party to receive A Win-Win for Aviation Safety and analyze the reports, and to ensure they are de- During the last 20 years, ASRS reporting has steadily identified before being passed on.

increased and now averages more than 4,000 reports To further encourage a free flow of information, a month. General aviation reports contribute to the program also offers immunity from disciplinary nearly 30 percent of total ASRS reports. For FAA action under certain circumstances. The conditions Aviation Safety Analytical Services Manager Vivek required to have immunity from a penalty or Sood, these certificate suspension include: thousands of Help improve safety—use ASRS to reports represent An ASRS report form submitted within 10 days • report safety incidents.

more than just of the event numbers. “They translate to real opportunities to A violation that is inadvertent and not • improve safety and monitor trends that can benefit deliberate everyone in the system.” A violation that does not involve a criminal • One way reports are leveraged to promote safety offense or accident is through an alert messaging system. The alerts An airmen who is qualified or competent to • relay safety information about a potentially unsafe hold his/her certificate situation, e.g., a confusing approach procedure, to the appropriate FAA office or aviation authority The person who submits the report has not • for evaluation and corrective action if needed.

been involved in an FAA enforcement action and found in violation of federal aviation regulations Another ASRS product is CALLBACK , a popular within the previous five years monthly newsletter that incorporates information from reports in an insightful and thought-provoking style. The issues are at: http://asrs.arc.nasa.gov/ How Does It Work?

publications/callback.html.

To submit an ASRS report, use ARC Form 277B, The concept of ASRS-type reporting isn’t limited (or simply the “NASA form”). Visit your local Flight to the United States. Brazil, China, Spain, and more, Service Station or Flight Standards District Office have adopted their own versions. Industries like (FSDO) for hard copies, or you can request one by medicine and railroad safety have also adapted the mail from NASA. Airmen can also submit a report ASRS model to help them identify problem areas.

online at http://asrs.arc.nasa.gov/report/electronic.

“The ASRS concept is simple, but its impact on html. Pilots should select the General form.

aviation safety is far-reaching,” says Pardee. “This Each form has a tear-off portion that contains trusted system has demonstrated for decades the the submitter’s name and contact information, ability to help prevent avoidable accidents by relying as well as a section for details about the event or on its biggest asset and best source for information— situation. When NASA receives the report, the the eyes and ears of frontline users.” tear-off section is removed, time-stamped, and returned to the submitter as a receipt. Going a step further to protect anonymity, NASA also deletes all Tom Hoffmann is associate editor of FAA Safety Briefing . He is a commercial details elsewhere in the form that could potentially pilot and holds an A&P certificate.

identify the submitter. The only exception to this de-identification of personal data is with criminal offenses and accidents which are reported, in full, to the Department of Justice and NTSB.

FAA is also bound to uphold this non-punitive For More Information agreement by Title 14 Code of Federal Regulations (14 CFR) section 91.25, which prohibits using ASRS FAA Advisory Circular 00-46D reports in any enforcement action, except with http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAdviso- regard to accidents and criminal offenses. The FAA’s ryCircular.nsf/list/AC%2000-46D/$FILE/AC00-46D.pdf level of commitment and continued support of this NASA ASRS Web site program speaks volumes about how much it values http://asrs.arc.nasa.gov/ the safety information gained by these reports. There ASRS Electronic Report Form for Pilots has never been a breach of confidentiality in the http://asrs.arc.nasa.gov/docs/general.pdf ASRS program’s history.

September/October 2010 FAA Safety Briefing 33

Got Safety?

Are you planning a cross-country flight?

Do you want to expand your knowledge

on maintenance procedures? Are you

looking for local safety/TFR information?

At www.FAASafety.gov, the FAA Safety

Team has a host of safety resources:

online learning center, information

about safety events and seminars, and

much more. Log on today!

www.FAASafety.gov

Cessna photo

Flight Forum

super-Mare, Somerset, England As we noted in the Correction July/August 2010 Vertically Speaking column, the I am a meteorologist and former Flight Service worldwide number of helicopter accidents is relatively Specialist. I read your article (“The Whither and constant at around 600 per year The FAA and the Whether of Flying in Weather,” July/August 2010 International Helicopter Safety Team (IHST) are FAA Safety Briefing ), and while it covered some working on several fronts to improve that record basics of METARs and TAFs, there was one error. You IHST, in particular, has been gathering precise and mentioned that “temperatures in METARs, TAFs, and accurate data as an early step It is data that is most winds and temperatures-aloft reports.” The error is effective at putting to rest old myths and fears—and that TAFs do not forecast temperatures. There are helps everyone in aviation address the real issues five elements to a TAF. They are: wind, visibility, Further, this issue’s column addresses your very point, weather, sky conditions, and wind shear, which is “It is the person flying…who needs to be properly only forecast if it is expected to occur.

taught ” John Coppola, FAA New York En Route Center Radio Requirements Thanks much for the clarification I read Meredith Saini’s article about the future Air Transportation System with interest in the May/June Anticipating Trouble 2010 FAA Safety Briefing . I would feel a great deal You asked for comment on your new column safer flying, if the FAA would make it a requirement (Vertically Speaking, May/June 2010 issue)…I have that all aircraft in the system must have two-way spent more than 40 years trying to preach to people radio communication capability and use it.

young and old that helicopters are not more difficult Charles Hohos or dangerous to fly than fixed-wing aeroplanes, The only area of the National Airspace System they are just different. Yet, in your very first column where no radio communications are required is in you raise the old myths and fears again for budding Class G airspace Currently, the regulations require pilots…When lay people talk to me about “how hard two-way radio communications in Class A, B, C, it is to fly a helicopter” I remind them of how hard and D airspace Class E requires two-way radio it was when they first learned to drive their auto...

communications if you are on an IFR flight gears, clutch, even steering until one day, magic, it became second nature. It is the same with a helicopter, except that some time in your life you will FAA Safety Briefing welcomes comments. We may edit letters for style back your auto out of the garage and scrape the fence and/or length. If we have more than one letter on a topic, we will select a post because you weren’t paying attention…Yes, it representative letter to publish. Because of publishing schedules, responses may not appear for several issues. While we do not print anonymous letters, is true that the many of the missions for which the we will withhold names or send personal replies upon request. If you have a helicopter is superbly fashioned require levels of skill concern with an immediate FAA operational issue, contact your local Flight and concentration from the crew but, as the statistics Standards District Office or air traffic facility. Send letters to: Editor, FAA show, that doesn’t make the aircraft dangerous. It is Safety Briefing , AFS-805, 800 Independence Avenue, SW, Washington, DC the person flying it who needs to be properly taught, 20591, FAX (202) 267-9463, or e-mail SafetyBriefing@faa.gov.

both to fly and not to take risks.

Elfan ap Rees Point taken Elfan ap Rees is an aviation writer, historian, helicopter pilot, and collector of all things rotorcraft at The Helicopter Museum in Weston- September/October 2010 FAA Safety Briefing 35

S U S A N PA R S O N

Editor’s Runway

Sim Stories

Unless I win the Powerball® lottery or figure out years beyond the green-screen versions that helped how to make my mortgage payment go away, me become a proficient instrument pilot. There my economic ability to power up an aircraft and is much you can learn from them—tips follow accelerate the accumulation of aeronautical below—but today’s general aviation pilots are also experience will continue to be limited for the blessed by the birth of remarkably realistic training foreseeable future. But, though most of us may never devices (colloquially called “simulators,” even be able to fly airplanes as much as we would like, the though the term accurately applies only to certain advent of smart phones, apps for everything, and hi- high-end devices). The combination of high-quality fi simulation technology has provided an incredible graphics, large wrap-around screens, and cockpit- range of affordable ways to maintain and enhance like enclosures can generate a very realistic training proficiency. experience even without movement.

However, affordable training devices that Hold On!

provide some limited motion have burst onto the GA When I was working on my instrument rating in the training and proficiency landscape in the last year or early 1990s, smart phones were still the stuff of Star two. Available at a fraction of the cost you pay these Trek, and the Internet was still mostly a gleam in days for an hour in even the most modest GA aircraft someone’s eye. My trusty home computer, though, trainer, these devices can all help you learn and could run whatever version of Microsoft® Flight master procedures as well as develop or maintain Simulator was hot back then. So, I started using it instrument proficiency in a very cost-effective way.

to practice certain instrument procedures between Caution Lights lessons.

With the purchase of add-on software for the As with everything else in aviation (and life), proper Washington, DC, metropolitan area, I suddenly use of these tools is important. Training devices with had a dirt-cheap way to dramatically increase my super-sized screens, gee-whiz graphics, and motion proficiency in the dark art of holding-pattern entries are usually confined to school facilities and flown and other instrument-procedural skills. It became with instructors who can keep pilots on the proper my habit to use Flight Simulator to re-run my path to proficiency. I used to shudder, though, weekend flying lessons every day when I got home when brand-new students bragged about having from work. In addition to rehearsing the lesson as logged 2,000 hours in Flight Simulator because I had flown it in the airplane with my instructor, that sometimes meant that I had 2,000 hours of I practiced holding and instrument procedures faulty learning to fix. The key to success with home- at other local airports. The cost was minimal, and simulation devices—whether housed on your PC, the benefit to developing my understanding and your smart phone, or your iPad—is to use them first proficiency between lessons was, as the commercial to practice and reinforce the lessons learned with says, “priceless.” Also priceless was making my your instructor. You can branch out to self-created instructor wonder how on earth I could make so scenarios as your understanding and skills develop.

much progress with so little time in the airplane, but Whether in a training device or an airplane, keep that can be our little secret, right? working for safe flights and happy landings!

Move It!

Susan Parson (susan.parson@faa.gov) is a Special Assistant in the FAA’s The quality and capability of today’s flight simulation Flight Standards Service. She is an active general aviation pilot and flight “games” for home computers, smart phones, and instructor.

ultra-portable netbook and tablet devices are light- 36 FAA Safety Briefing September/October 2010

J A M e S W ILLI A MS

FAA Faces

Just Fly the Airplane

“We’re getting away from the basics,” says Steve Moore. “All of today’s improvements are great and Photo courtesy of Steve Moore should improve safety. Yet, let’s not forget where we came from.

“Our first task is still to fly the airplane.” Moore knows what he is talking about. A long- time pilot and an FAA general aviation principal operations inspector with the North Florida Flight Standards District Office in Orlando, Florida, Moore is a passionate GA pilot.

He first soloed in 1974 at the age of 17. Growing You can never know too much about aviation,” up near Canton, Ohio, Moore knew from an early Moore adds. “It includes everything from reading age that he wanted to fly. “Both my parents were manuals, talking to other pilots, and getting a new pilots,” Moore explains. He was already interested in rating. It’s about working toward being a better, safer, flying so when a friend invited him to join him at the more competent pilot.” airport, “It was $5 for the instructor and $15 for an Moore has remained in training as an instructor old Cessna 150 so I said, ‘sign me up.’” and check pilot for the FAA Flight Program in the From that Cessna 150 Moore moved on to fly Beechcraft King Airs the agency uses for its inspectors Cessna 172s, Piper Arrows, and the J-3 Cub. He to maintain currency. It was that involvement that quickly turned to flight instruction earning his CFI took him to an earthquake-ravaged Haiti earlier this three years after he first soloed. “Most of my flying year. “I was asked to reposition one of the FAA’s King career has centered on flight training.” Moore says.

Airs to Santo Domingo, Dominican Republic. For “I continued instructing when I moved to Orlando two weeks we flew FAA personnel and supplies into in 1984. In 1991, I joined Comair Aviation Academy Port-au-Prince to help the Haitian government with (now Delta Connection Academy) and eventually airport and airspace logistics problems. In that time, became the director of training.” the airport went from 17 operations a day to over 200.” As director of training, Moore was responsible Moore sees the biggest challenge ahead for GA for an operation that comprised about 550 students, is to keep in touch with the skills that make us pilots 125 instructors, and 110 aircraft spread across three while taking advantage of new technology. “ADS-B is campuses. While at Comair, Moore became active great,” he says. “Let’s go forward [with technology], in what is now the FAA Safety Team (FAASTeam).

but not forget where we came from.” “I spoke at many events, including Sun ’n Fun, on Be as proficient as you can in your primary GA safety issues,” Moore explains. “I wanted to aircraft, Moore advises. “But, also try something new, support the FAASTeam’s vital role in this country’s like flying a glider or a tailwheel aircraft. These are outstanding aviation safety record.” good experiences to improve your basic flying skills.” Moore’s FAA career began in 1998 when he A career in flight training has taught Steve Moore became a Principal Operations Inspector assigned to that the first lesson of aviation is just as critical in several part 141 flight schools and part 135 air carriers.

today’s age of ADS-B and glass cockpits as it was in the Moore later became the FAA Training Center Program days of the Wright brothers: “Let’s just fly the airplane.” Manager for Embry-Riddle Aeronautical University and SimCom Training Center in Orlando.

Training is never far from Moore’s mind. “The James Williams is FAA Safety Briefi assistant editor and photo editor.

best thing any GA pilot can do is to keep learning.

He is also a pilot and ground instructor.

U.S. Department of Transportation Federal Aviation Administration 800 Independence Ave., S.W.

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

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