FAA Safety Briefing — November/December 2011

The November/December 2011 issue of FAA Safety Briefing takes an in-depth look at the nation’s wide array of public- use airports. Articles highlight the benefits of exploring new places to land as well as help raise awareness of runway safety and wildlife hazards.

Cover photo courtesy of FAA’s Air Traffic Organization (ATO)

Features

So, What i S Part 139?

U.S. Department

BY S US A n P A r SO n

of Transportation

Venturing Further aF ield

Federal Aviation

Administration

BY S US A n P A r SO n

h o W a r un W ay e arn S i t S Stri P e S

ISSN: 1057-9648 FAA Safety Briefing BY T O m H O f f m A nn November/December 2011 Volume 50/Number 6

More than Machinery

Raymond H. LaHood Secretary of Transportation J. Randolph Babbitt Administrator BY J A me S W I l l I A m S Margaret Gilligan Associate Administrator for Aviation Safety John M. Allen Director, Flight Standards Service

S P lat: t he Story o F Snarge

Mel O. Cintron Manager, General Aviation and Commercial Division Susan Parson Editor BY J A me S W I l l I A m S Tom Hoffmann Associate Editor James R. Williams Assistant Editor / Photo Editor

Emanuel Cruz Assistant Copy Editor i t c an h a PP en to a nyone

Jon Raedeke and Jessica Reynolds Art Directors BY B I l l C A S T l en Published six times a year, FAA Safety Briefing, formerly FAA Aviation News, promotes aviation safety by discussing current technical, regulatory, and procedural aspects affecting the safe operation and maintenance of aircraft.

h o M e S W eet h angar

Although based on current FAA policy and rule interpretations, all material regulatory effect. Certain details of accidents described herein may have BY S US A n P A r SO n been altered to protect the privacy of those involved.

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

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

CONTACT INFORMATION

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Departments

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Joh n A l l e n Dir ect or , F ligh t Sta n D a r DS Serv ice

Oh, Say, Can You See?

Whether by dawn’s early light, the evening’s the Amazonian jungle … the dusky swirl of a haboob twilight, or any other time of day, there is no sight … the spectacle of a speeding comet making its way more beautiful — more awe-inspiring — to a pilot across the sky during an otherwise routine aerial than the world we are privileged to see from above. refueling operation. Recalling such sights makes Though we touch on a number of aviation’s technical me marvel all over again about the way aviation aspects in this airport-focused issue of FAA Safety packages time and distance to let us experience the Briefing magazine, I hope you will never lose the grandeur of our world. Put another way, aviation has sense of adventure and discovery that is every an amazing ability to show us how the world can be aviator’s birthright. And there is indeed much to both impressively large and cozily small.

discover and experience as you fly from airport to Closer to Home… airport in this great country of ours, especially at the The same principle holds true for our own altitudes common to recreational general aviation beautiful country. There is no better way to (GA) flying.

appreciate the majesty of America’s natural splendor Big World, Small World than from the cockpit of a GA airplane. And visiting It has been my privilege and pleasure over the as many of this country’s airports as you can is a years to see a lot of the world from the aviator’s wonderful way to experience not only the range lofty vantage point. In my military flying days, I was of beautiful sights, but also fortunate enough to see sights that both exemplify the fascinating diversity of I hope you will never lose the sense and reflect the beauty of planet Earth. I’ve flown over the American people. As of adventure and discovery that is the stark and icy beauty of the polar ice cap, and seen editor Susan Parson writes every aviator’s birthright.

the glimmering turquoise tides against the white in “Venturing Further Afield” sand beaches of the Bahamas. I will never forget the on page 8, you can start by splendor of sunset over the Grand Canyon … the glory taking a flying tour of the public-use airports in of watching the Northern Lights … the impossibly your home state. Whether or not your state has a white sands of Arabia … the lush inviting green of formal airport visitation program, what better way to support aviation (our common passion) and airports (aviation’s essential national resource) while also enhancing your aeronautical experience and skill?

As you fly from airport to airport, you will see a lot, learn a lot, enjoy a lot, and meet a lot of fascinating people who share the passion for flight.

And, in a time when our pilot population is shrinking, perhaps you can use an airport visitation project as a way to perpetuate and grow the aviation world itself. Imagine how effective it could be in helping you spark a friend’s interest in flying. It could inspire a lapsed pilot to come back. Or, it could help you show a student pilot that the rewards of learning how to fly are worth the costs and challenges of flight training.

It’s a beautiful world, and a beautiful country.

Fly it, see it, and enjoy it!

November/December 2011 FAA Safety Briefing 1

Aviation News Roundup

A T I S

Next year, AOPA Aviation Summit heads to Palm Hartford-Hosted AOPA Summit a Success Springs, Calif., Oct. 11–13, 2012.

For three days in September (22–24), thousands of GA community members gathered in Hartford, Conn., Flight Instructor Training AC Finalized to attend the 2011 AOPA Aviation Summit. As with previous summits, there were plenty of opportunities In September, the FAA issued a revised Advisory for anyone seeking education, information, and, of Circular (AC 61-83G), which provides information course, fun in all things aviation. The event included for the preparation and approval of training more than 400 exhibitor booths and dozens of safety course outlines (TCO) for FAA-approved industry- seminars that covered everything from aeromedical conducted flight instructor refresher courses (FIRC).

issues to using iPads in the cockpit. FAA Safety Briefing The AC represents a collaborative effort between editor Susan Parson also presented her Pinch-Hitter the FAA, flight training providers, and several seminar on each day of the event. industry partners. At the heart of the AC is a new Just a short ride from the Summit’s main setup at set of core topics (listed in the appendix) that gives the Hartford Convention Center, Hartford Brainard training providers added latitude and flexibility Airport (KHFD) hosted AirportFest, a static display in how FIRCs are developed. The AC also helps to of more than 100 aircraft and product displays. And better emphasize the educational and professional despite the mostly soggy conditions, the AirportFest value of FIRCs, and the important role they play in mainstage was also host to several musical exposing the instructor to the latest flight training performances and special events. techniques, technology, and safety procedures.

Among the Aviation Summit’s keynote speakers The FAA’s Flight Instructor Refresher Program was FAA Administrator Randy Babbitt who announced was started in 1965 to keep flight instructors the establishment of a new Aviation Rulemaking informed of the changing world of general aviation Committee (ARC) designed to address pilot training flight training, and to enhance aviation safety and testing standards. More information on the through continued refresher training. These ARC can be found in this issue’s “Angle of Attack” industry-conducted training courses are one of department on page 33. several methods by which a flight instructor may If you were unable to make the Aviation Summit renew his or her flight instructor certificate.

in person, many of the segments were recorded and To view the AC, go to www.faa.gov/regulations_ are available on the AOPA Live website at www.aopa.

policies/advisory_circulars and search AC 61-83G..

org/aopalive/..

FAA Seeks Improvements with New “ARC-itecture” FAA Administrator Randy Babbitt (r) with AOPA President Craig Fuller Aviation rulemaking committees (ARCs) recently established by the FAA aim to bring together government and industry partners to tackle several important GA issues. First is the ARC formed in August to help overhaul 14 CFR part 23 rules that pertain to the certification and manufacture of most GA aircraft. Over the past two decades, the shift in complexity towards complex, high-performance airplanes has placed an increasing burden on simple airplane certification and has contributed to a decline of new entry-level products.

Meetings with the public and industry stakeholders Photo by Tom Hoffmann validated these concerns and indicated a need for 2 FAA Safety Briefing November/December 2011 reorganization of the rules to better align production requirements with safety risks, which, for simple and proven airplane designs, are typically low. Specific Photo by James Williams recommendations addressed the ability to make it easier to install more modern avionics as well as install safety-enhancing equipment in older airplanes, like ballistic parachutes and inflatable restraints.

One of the ARC’s primary tasks will be to look at ways to base part 23 rules on airplane performance and complexity versus the existing weight and An FAA study will provide a better description of the many roles and propulsion divisions. The group will also look at functions of GA airports.

ways to categorize certification requirements using a system of tiers. The first tier would contain the national airport plan and play an important role in requirements for low-complexity, low-performance the National Airspace System (NAS). However, with airplanes and act as the basic starting point for all nothing more than the term “general aviation” to other categories. This simple product category would describe these airports, it becomes difficult to assess naturally fall into a lower oversight risk category, the unique values and resources they possess. That’s which in addition to lowering cost barriers for why the FAA began a top-down look at the current manufacturers, would allow the FAA to focus more on general aviation airport system in the U.S. to better the complex, higher performance tiers. This level of describe and explain the many roles and functions flexibility would also help to simplify the certification these airports serve in their respective communities process for future aircraft designs going forward.

and in the national system overall.

The ARC, consisting of several FAA personnel, Known as the Airport System Strategic Evaluation aviation associations, and part 23 airplane and Task (ASSET), the FAA study has gathered extensive equipment manufacturers, has started work on data on airport activity (e.g., takeoffs, landings, IFR its recommendations and is expected to submit a operations), current infrastructure (e.g., available detailed report in late 2012.

Avgas, emergency equipment) and other factors.

Another rulemaking committee being established Special usage roles are also being considered, such as will provide a discussion forum for issues concerning firefighting services, mail delivery, rescue operations, the FAA’s Living History Flight Experience (LHFE) and law enforcement.

policy. The LHFE policy came about in the 1990s as a The FAA is working closely with aviation way to help owners/operators of historically significant industry stakeholders, including associations, state aircraft offset their high maintenance and operation aeronautical agencies, airport directors, airport costs by allowing passenger-carrying flights for authorities, airport planners, local councils of compensation. The intention of the policy was to help governments, and aviation user groups to identify the these historic aircraft stay operational and therefore role GA airports support. These stakeholders agree preserve an important part of U.S. aviation history.

that more descriptive categories are needed in order However, over the years several issues have to help the general public understand the importance to come to light regarding LHFEs, including of these airports and their capital investment needs.

airworthiness and maintenance concerns as well as According to the FAA’s Director of the Office of a number of exemption requests that have asked the Airport Planning and Programming Benito DeLeon, the FAA to go beyond the scope of its policy. In light of FAA has identified five preliminary roles for non-primary that, this ARC will review the LHFE policy and provide airports that will help better define and describe their expert advice and recommendations for revision and/ function in the NAS. “Today, all these airports fall in the or future rulemaking. The ARC will be represented by same bucket,” says DeLeon. “By breaking them out into an assortment of FAA officials, industry associations, these five categories, both the general public and NAS and LHFE exemption holders. Stay tuned for updates users will be able to zero in on the specific roles each and more information.

airport provides as well as help us assess what’s needed for them to continue to serve that role.” GA Airports: An ASSET to Aviation The list of new classifications, along with full details on the study, will be published in a report There are approximately 2,900 general aviation airports in the U.S., all of which are included in the expected in January 2012.

November/December 2011 FAA Safety Briefing 3

S u S A n p A r S o n

So, what is Part 139?

How a Part 139 Airport Gets Certificated

ou are probably familiar with the regulations 4,000 FAA employees, including almost the entire staff pertaining to airman training and certification of the FAA’s Airports Division, a number of the FAA’s Y (14 CFR part 61) and flight operations (14 CFR airport certification safety inspectors remained on the part 91), but did you know that there is also a set of job to ensure the continued operational safety of the regulations for airports? That would be 14 CFR part nation’s part 139 certificated airports.

139, which outlines the standards for certification of As described in detail elsewhere in this issue of the approximately 550 U.S. airports with commercial FAA Safety Briefing , the FAA’s Airports Division also passenger service. Specifically, airports that host conducts extensive ongoing research to identify and scheduled passenger-carrying operations using aircraft deploy new technologies that will improve safety.

originally designed with more than nine passenger These include enhanced markings, runway status seats, or an unscheduled passenger-carrying operation lights, advanced radar systems, and Engineered using an aircraft originally designed with more than 30 Materials Arresting Systems (EMAS). EMAS is a true passenger seats, must be certificated under part 139. “good news” story because the EMAS system has So what does an airport have to do to meet the arrested many aircraft from overrunning the runway, standards of part 139? First, a part 139 airport must have and is credited with saving lives.

an FAA-approved Airport Certification Manual, or ACM, What About the Rest?

that includes all items specified under section 139.203.

As you may know, there are nearly 20,000 landing These include self-inspection procedures, procedures to facilities in the United States, of which more than ensure safety during construction, and procedures for 5,000 are public-use airports. So what about airports controlling pedestrians and vehicles in the movement whose operations do not require certification and area. Part 139 also outlines requirements for airport inspection under part 139? Because they receive rescue and firefighting, emergency plans, and, where federal funding, many of the non-certificated appropriate, a snow and ice control plan. Also, unlike airports that serve general aviation conform to grant many non-certificated airports that simply broadcast assurances prescribed by the FAA for safety and messages warning pilots of “deer and waterfowl in the environmental compliance. Also, local governments vicinity of the airport,” many part 139 airports must also have responsibility for inspection and oversight of have a wildlife hazard management plan. In addition to non-part 139 airports.

these plans, the part 139 certification process ensures To learn more, please visit the Airports section of that the airport has standardized runway safety areas, the FAA Web site: that it conforms to stringent lighting and marking http://www.faa.gov/airports_airtraffic/airports/ standards, and that airport personnel receive proper airport_safety/part139_cert/, and also see Mike training in airport operations.

Brown’s “The Part 139 Advantage” in the November/ Just as the FAA’s Flight Standards Service deploys December 2008 issue of FAA Aviation News (www.faa.

aviation safety inspectors to oversee compliance with gov/news/safety_briefing/2008/media/novdec2008.

standards for pilots and flight operations, the FAA’s pdf) Airports Division employs a small, but very dedicated, staff of airport certification safety inspectors. Their work includes conducting annual inspections of each airport Susan Parson is a Special Assistant in the FAA’s Flight Standards Service certified under 14 CFR 139. To call these employees and editor of FAA Safety Briefing . She is an active general aviation pilot and flight instructor.

“dedicated” is not simply a phrase. During the recent congressional funding lapse that furloughed nearly November/December 2011 4 FAA Safety Briefing

F r e d e r ic k e . T i l T o n, M. d .

F e D e r a l a i r S u r g e o n

Colors of the Rainbow

Most of us take vision—including our ability to Shades of Color Vision see colors—for granted. As you might remember There are several types of color vision deficiency, from ground school, the retina holds two kinds and complete color vision deficiency is quite rare.

of photoreceptor cells: rods and cones. The Partial color blindness can be divided into two types: rods are highly sensitive to light so they help a red-green and blue-yellow. Red-green deficiencies person see in dim light situations but they cannot are caused by a lack of either red or green cones.

differentiate between colors. Three types of Blue-yellow deficiencies are caused by missing or cones (red, blue, and green) provide the ability to defective blue cones. They are far less common, perceive color.

and they tend to have less impact on an individual’s The condition commonly called “color everyday life.

blindness,” more accurately known as color vision Because a pilot’s world is involved with reds deficiency, is usually an inherited condition caused and greens, especially when it comes to night flying, by a defect in one or more of the cones, and it evaluation of an individual’s color vision is a required occurs more commonly in males. However, some part of the aviation medical pathological conditions can also affect a person’s exam. Color vision deficiency Color vision deficiency is a problem, ability to see color.

is a problem, but it is not but it is not necessarily the end of necessarily the end of the road the road for an aspiring aviator.

for an aspiring aviator.

An airman suffering from some forms of color vision deficiency may still be eligible for an unrestricted medical certificate if he or she can pass an operational test. For others, however, it may result in a limitation stating that the certificate is “not valid for night flying or by color signal control.” So, if a person fails to pass the color vision part of their medical examination while in their AME’s office, he or she can appeal to the FAA for additional operational testing. The FAA will work with the airman to determine the extent of the airman’s capabilities in color-dependent situations.

If the airman successfully completes this evaluation, the FAA will issue a Letter of Evidence (LOE) that modifies or removes the limitation.

Wishing you good health, safe flying, and happy holidays!

Frederick E. Tilton, M.D., M.P.H., received both an M.S. and an M.D. degree from the University of New Mexico and an M.P.H. from the University of Texas. During a 26-year career with the U.S. Air Force, Dr. Tilton logged more than 4,000 hours as a command pilot and senior flight surgeon flying a variety of aircraft. He currently flies the Cessna Citation 560 XL.

November/December 2011 FAA Safety Briefing 5

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 option you can complete FAA Form 8500-8 in the privacy and comfort of your home and submit it before your appointment.

The service is free and can be found at:

https://medxpress.faa.gov/

d r . W A r r e n S . S i l b e r M A n

Ask Medical Certification

Dr. Warren S. Silberman and his staff administer the checked and the medication is acceptable to the aeromedical certification program for about 600,000 FAA, then you do not need to notify us until the next holders of U.S. pilot certificates and process 450,000 examination. It is wise not to fly for one to two weeks medical certification applications each year. while your body adjusts to the medication and to see if you are going to have any side effects.

Q: I have been diagnosed with epilepsy (grand mal

Q: I got a DUI in the state of Pennsylvania in the

or clonic-tonic). My last episode was in August 1992.

early 1990s. I took advantage of the state’s program What obstacles would I face if I pursued a pilot’s for those with no former arrest or conviction, which license?

included classes and a short license suspension.

Later the charges and all records were officially

A: The FAA’s policy for epilepsy is that you must

expunged. I became a pilot in the early 2000s. Even be seizure-free for ten years and off all anti-seizure though the records were expunged, my AME still medications for three consecutive years. You will recommended that I answer “yes” on the aviation need to provide us with a good report that relates medical form question on this topic. Is that correct?

your entire history of epilepsy. It should include a description of the seizure, the treatments you

A: Because you have been responding “yes” to

were given, exactly when the last seizure you that question, you should not change your future had occurred, the date when the medication responses to “no.” In our current computer system, was discontinued, and a current sleep-deprived if an airman changes the response to a question on electroencephalogram (EEG)—a test that measures the medical history section, it will trigger that exam and records the electrical activity of your brain.

to “reject” for review by one of our quality assurance We may request other evaluations and testing examiners. Question 18v is a very sensitive question depending on your history.

for the FAA’s Aeromedical Division. It is one of the ways that we use to determine if an airman may

Q: I hold a third-class medical and have

have a substance abuse or dependence problem. I hypertensive issues that have been well controlled always tell airmen that the “truth shall set you free.” with medication for years. My doctor has advised It is much better to be completely truthful on your me that I need to change medications. The new FAA medical examinations; anything less could medication is on the approved list for the FAA. I plan jeopardize your medical certification. Remember, to stop flying during the first few weeks of changing though, that if you develop a medical issue and you medication to ensure that I am stable and have no provide the FAA with the proper medical evaluations side effects. My letter from the FAA states that I don’t or testing, you will very likely be able to get medically need to contact the FAA until renewal of my third- certificated even if it takes some time to work class medical. Does a medication change require me through the process.

to contact them sooner?

A: High blood pressure is one of the conditions

Warren S. Silberman, D.O., M.P.H., manager of FAA’s Aerospace Medical for which the FAA allows your local aviation Certification Division, joined FAA in 1997 after a career in the U.S. Army medical examiner to issue you a medical certificate, Medical Corps. Dr. Silberman is Board Certified in Internal Medical and providing you provide your AME with the required Preventive/Aerospace Medicine. A private pilot with instrument and multi- information at each examination. If you have engine ratings, he holds a third-class medical certificate.

November/December 2011 FAA Safety Briefing 7

Venturing

further

af I eld

U SING A IRPORT V ISITS TO Ex PAN d

Y OUR A VIATION Ex PERIENCE

S u S A n pA r S o n Photo by Susan Parson November/December 2011 8 FAA Safety Briefing the great lessons learned from my airport visitation

“Y ou want me to land here ?!”

experiences.

My client’s incredulous query instantly brought to mind the nearly identical — and equally Plans incredulous — question I had posed to my own You know the cliché exhorting us to plan flight instructor some years ago. In both instances, the flight, and then fly the plan. Though I didn’t the prompting event was the instructor’s request for exactly need a stone tablet and chisel before today’s a landing on a runway that, by comparison to the smartphones and tablet apps so greatly simplified generous length and width of pavement at the home the flight planning process, I did do a lot of what ‘drome, seemed impossibly short and narrow.

today’s pilots politely call “manual flight planning.” A frequent focus of this magazine is proficiency.

It was tedious at times; still, the repeated drill of The lesson, first for me and later for my client, was drawing and measuring the course line, calculating that runways, and airports, come in many sizes.

performance, evaluating weather/NOTAMs, and It pays to be proficient in landing at the smaller consulting the trusty green Airport/Facility Directory ones, and operating safely in the larger and more (A/FD) for the target airport’s vital statistics did a congested ones. Apart from the benefit such practice lot to reinforce — and solidify — the fundamental offers as preparation for emergency situations, it flight planning skills acquired in private pilot ground enhances your skill and comfort level for operations school. And, in the days before GPS moving map into the unfamiliar fields you inevitably encounter navigators became ubiquitous, the process of flying when using your pilot certificate for recreational or to so many unfamiliar airports notched up those business travel.

fundamental navigational skills of pilotage, dead- reckoning, and VOR intercepts and tracking.

An Airport Tour In addition to the lessons learned from planning Wondering how to go about it? If you have the flight and flying the plan, an equally important worked on an instrument rating, you will know that lesson from my airport tours was the experience one of the aeronautical experience requirements is gained from changing the plan to log at least 50 hours of cross-country flight time as on the fly as needed for weather pilot-in-command (PIC), or equivalent time. I admit It pays to be proficient in landing and the range of operational that I initially chafed at that requirement because I at smaller airports, and operating issues that can arise. For just wanted to get on with my flight training plans.

safely in the larger and more example: Lacking a mentor to guide me (see “What Do I Do congested ones.

• A trip to a smaller airport Now?” in the July/August 2011 issue of FAA Safety on a typical summer day Briefing ), I also found the project of accumulating 50 in the mid-Atlantic region gave me a whole cross-country hours a bit daunting. My beginner’s new appreciation for the challenge of spotting approach was therefore a simple one: I took a an unfamiliar airport in the thick afternoon sectional chart, drew circles with 50 and 100 nautical haze. I also learned firsthand what 3-to-5- mile radii, and made a list of all the airports that mile visibility looks like.

landed (so to speak) in the more-than-50-but-less- • On a flight to an air carrier airport in Class C than-100 nm zone.

I freely admit that I was wrong to balk at the airspace, the controller abruptly cancelled my landing clearance and turned me away 50-hour cross-country requirement. It was not from the airport to allow an MD-80 airliner long before I realized that many educational and to zoom past. The inevitable “caution, wake proficiency benefits accrue from flying to unfamiliar airports. Though I had flown to a few of the fields on turbulence” instruction that followed was a powerful incentive to remember all the my list in the course of training for my private pilot wake turbulence avoidance procedures certificate, most were new territory.

from ground school. And then came the The same was true when I participated more recently in Virginia’s Aviation Ambassadors Program challenges of a last-minute runway change, followed by navigating the concrete maze ( see sidebar ), which cleverly promotes aviation and on the ground — so very different from the the state’s 66 public-use airports by using an awards single-runway simplicity of my home airport.

program to encourage pilots and other aviation enthusiasts to visit each one. Here are just a few of I did not hesitate to request progressive November/December 2011 FAA Safety Briefing 9 An aerial view of Salisbury-Ocean City Wicomico Regional Airport (KSBY) Photo by Susan Parson taxi instructions from the friendly ground homemade ice cream and a trove of “there-I-was” controller; better for both of us to avoid my hangar flying stories — on hand every weekend for becoming a runway incursion statistic. anybody who happened to stop by. Another airport operator made a point of photographing each visiting • A mountain-surrounded airport I visited on plane and pilot as part of his comprehensive airport another hot summer day reinforced lessons history project.

about density altitude. Because its runway was And then there are the airport pets. I’ve met a also shorter than the one at my home base, few airport cats, but I’ve lost count of the number of that airport also provided a good reminder airport dogs who have offered a welcome waggin’ to of how important practical performance itinerant pilots.

calculations are to safe operations.

People (and Pets) Places One of the best, and most unexpected, benefits Just as pet owners know that no two dogs have of venturing to different airports was the opportunity the same personality, plane people know that no to meet such a variety of airport people. Like the two airports are truly the same. The larger air carrier airports themselves, airplane junkies come in many airports are an amazing and meticulously organized shapes and sizes. The one thing they typically have maze of heavily painted concrete with multi-colored in common is an outsized enthusiasm for aviation, lights and signs. ( For a review of basic airport airplanes, and fellow aviators. Friendly faces prevailed anatomy, see Tom Hoffmann’s “How a Runway Earns at even the bigger airports, but what fun to meet so Its Stripes” on page 12 of this issue. ) Smaller airports many people whose idea can have some of everything — which is why it pays of weekend fun includes to consult the A/FD before you launch. During the a nd then there are the airport pets.

hanging out at the local VA Aviation Ambassador trips, for instance, my I’ve met a few airport cats, but I’ve lost airport. Especially during flying companions and I experienced everything count of the number of airport dogs who my quest to achieve status from bowl-like runways with a noticeable dip in the have offered a welcome waggin’ to as a Virginia Aviation middle to basic mountain-top strips (e.g., KGDY) to itinerant pilots.

Ambassador, these kind ski-slope runways with unidirectional takeoff and souls invariably offered both encouragement and landing requirements.

education on local flying conditions and quirks. There And don’t forget to check for airport amenities.

was also plenty of education and entertainment Though few general aviation airports could compete from the quirks of the people themselves. I especially with the mall-like “shopportunities” that abound remember a small airport whose charmingly eccentric nowadays in major airports, you will find a wide operator kept a prepared lunch — complete with range of pilot shops and, better yet, aviation-themed 10 FAA Safety Briefing November/December 2011 restaurants that contribute to an airport’s unique vital network of general aviation airports. If your state character. A few airports also host aviation history has a formal airport visitation program, sign up – and museums. let us hear from you, so we can publish a list of such programs in a future issue of FAA Safety Briefing . No Planes problem if there is no program, though — your state’s Speaking of museums … for those who aviation department can likely offer a list of its public- participate in the sport of plane-spotting, what better use airports, and many states also publish a state- way to feed the habit than to visit new airports?

specific aeronautical chart. Also, your inquiry — or Even without a museum on site, airports are a great suggestion! — might prompt someone in your state to place for aviation enthusiasts to see a wide variety establish its own airport visitation program.

of aircraft types. I’ve stumbled upon warbirds, an If you are an instructor or flight school operator, astonishing variety of experimental/amateur-built an airport visitation program is a great way to put planes and, best of all, a number of old friends. I was scenario-based training into practice. Those in states delighted, for instance, to see the C150 once owned with an airport visitation program could enhance by my flying club on the ramp at its new home base the student’s training experience by using it for both in Delaware. I’ve sighted several of the steeds I flew dual and solo cross-country flights. It also offers an in primary training days at airports around the mid- incentive for structured “post-graduate” flying, both Atlantic. And, since learning the significance of the for proficiency and for earning higher certificates late 1990s-vintage C172 Skyhawks with the “ES” and ratings. If your state lacks a formal program, tail number (see “The Legacy of Echo Sierra” in the why not create your own? Your local GA airports will January/February 2010 issue of FAA Aviation News ), appreciate your support, and there is no limit to how I have enjoyed looking for those airplanes around much you can learn and enjoy in the process.

the country.

A More Creative Approach Susan Parson is a Special Assistant in the FAA’s Flight Standards Service The bottom line: a pilot proficiency plan based on and editor of FAA Safety Briefing . She is an active general aviation pilot and flight instructor.

visiting a range of airports offers a number of aviation educational and enjoyment opportunities with the added benefit that it can help support our country’s States e ncourage a irport Visitation At least two states in the mid-Atlantic region have established formal airport visitation programs.

i n Virginia, the Virginia Department of Aviation’s Aviation Ambassadors Program is designed to encour- age pilots to visit all of the state’s 66 public-use airports as well as visit aviation museums and attend safety seminars. As noted on Virginia’s website description, the program lets pilots and aviation enthusiasts see the valuable asset provided by the state’s airport system and learn more about the Commonwealth of Virginia. t he Virginia Aviation Ambassadors Program provides Bronze, Silver, and g old level recognition for pilots and passengers who visit (via flying or driving) Virginia airports and aviation museums, participate in one of the DOAV/FAA safety programs, and attend the Virginia r egional Festival of Flight. For more informa- tion, see: http://www.doav.virginia.gov/vaap.htm i n Maryland, the Maryland Airport Managers Association has just established its “ e xplore Maryland by Air Program.” Similar to the structure of the Virginia Department of Aviation’s program, Maryland’s activ- ity provides Fledgling, Albatross, and Ace levels of recognition for pilots and passengers who visit its 36 public-use airports, its aviation museums, and participate in one or more FAA safety programs. For more information, see: http://www.marylandairportmanagers.org/ explore-maryland-air Does your state have an established airport visitation program? i f so, let us hear from you! u se your smartphone to scan the Q r Code for a VF r -direct trip to our mailbox. We will gladly publish a list of state airport visitation programs in a future issue of FAA Safety Briefing .

November/December 2011 FAA Safety Briefing 11

T o M h o F F M A n n

How a Runway

s

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ip

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t

s

ns its

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Taking the mystery out of

airport sign language

s a student pilot trainee at Long Island’s regularly review airport surface operations and Mac Arthur Airport (KISP) in Islip, NY, my regard them with the same importance as any

introduction to navigating around an airport other phase of flight. A

was eye-opening, to say the least. Besides reviewing Expect the Unexpected my newly purchased Cessna 152 manual in the early With the excitement of the destination in your days of my training, I was also instructed to become head, the chatter of anxious passengers, and the thoroughly familiar with the KISP airport diagram.

ubiquitous changes that crop up, it’s understandable The task seemed manageable, but on my first few that pilots can become distracted and sometimes flights I was more intent on listening for my call sign complacent during taxi. Throw in an unexpected taxi and straddling the yellow taxi line than trying to clearance, some marginal weather, and/or a heavy decipher the array of multi-colored lines, letters, amount of aircraft activity, and you’ve got a recipe for and numbers all clamoring for my attention.

a potentially deadly runway incursion on your hands.

Thankfully, my instructor threw me a lifeline Take, for example, the following narrative from and spent time helping me make sense of the the FAA’s Daily Event Report on pilot deviations (PD) airport’s sprawling expanse of taxiways, runways, that shows just how close a disoriented Cessna came and ramp areas. With four runways and air carrier from being an accident statistic: jets taxiing to and fro, I quickly learned that KISP was no place to wind up somewhere you weren’t At Collin County Regional Airport (KTKI) in supposed to be.

McKinney, TX, a Cessna 172 pilot was issued Despite that initial intimidation, I soon felt taxi instructions to Runway 35 via Taxiway comfortable taxiing my way safely around the Alpha which was read back correctly. The C172 airport and was glad I invested extra time to learn taxied off the ramp, failed to make the turn the ins and outs of airport sign language. However, southbound on Alpha, and taxied instead across as I have learned after several periods of inactivity, Alpha. The Cessna then crossed the hold short keeping yourself up to snuff on airport signage line on Taxiway Delta for Runway 35 and came shouldn’t be limited to just your primary flight in conflict with another Cessna coming in for a training days. With an average of three runway touch and go on the same runway. In this case, incursions (RI) each day in the United States, the closest horizontal separation reported was along with the occasional change to taxi clearances less than 100 feet.

and airport markings, it’s always a good idea to 12 FAA Safety Briefing November/December 2011 The good news is that preparation and a solid and two dashed. The dashed lines face the runway knowledge of airport signage can significantly while the solid lines are on the taxiway side. When mitigate the risk in these types of situations—even approaching the runway, do not cross the runway at airports with more taxiways than letters in the holding position marking without ATC clearance alphabet. Although it may seem like there are an at a controlled airport, or without making sure infinite number of differences between airports, you’ll of adequate separation from other aircraft at find that markings, signage, and lights are similar uncontrolled airports. A memory aid I’ve found and standardized, and used even more consistently helpful is to “stop for solid, dash through the than the road signs you might see on your drive to dashes.” the airport. And for those who may think you know To further alert a pilot that he or she is all there is to know about signage and markings, I approaching a runway safety area, all part 139 encourage you to read on. You’d be surprised to learn airports now use enhanced taxiway centerlines.

how a clear majority of RIs are caused by a simple These enhanced taxiway lines are dashed lines on mistake with the basics of airport navigation. either side of the centerline 150 feet from the holding position marking. (see Fig. 1) You may also see Crossing the Line surface painted holding position markings with a red There are a series of different painted airport background and white inscription. These markings markings that can help pilots safely navigate and are designed to supplement the signs at a holding identify different elements of an airfield. Let’s position and are usually found where the holding start with taxiways, which use a continuous yellow position on the taxiway is greater than 200 feet.

centerline stripe and may include edge markings.

One final note on hold short lines: with Double dashed edge markings mean a pilot can use intersecting runways at an airport, you may also see that shoulder portion of the adjoining pavement (e.g.

holding position markings on the runway when it is an apron), while a continuous double line defines a used for Land and Hold Short Operations or taxiing boundary that should not be crossed.

operations. If ATC clears you to a land on a runway While taxiing, you may also encounter several without specific instructions to hold short of an types of hold short position markings, all of which intersecting runway, you are cleared to use the entire deserve careful attention. The first is a taxiway runway length and disregard any holding position holding position marking, which is a single dashed markings on the runway.

yellow line usually found before the intersection of another taxiway. ATC may direct you to hold short here depending on the amount of traffic at your airport. Another is the holding position markings for Instrument Landing System (ILS) critical areas, which resemble a horizontal ladder and span the width of the taxiway.

Then there is the runway holding position marking, which is by far one of the most critical markings on the airport. Sadly, however, it is also one of the most misunderstood and/or overlooked markings as indicated by their mention in hundreds of runway incursion reports each year. In fact, an FAA analysis of runway safety quiz scores administered during Flight Instructor Refresher Courses (FIRC) in 2010 showed only 66 percent of the quiz takers were able to correctly identify the Photo by Susan Parson hold short line marking. While the FAA’s education campaign on hold short lines has successfully increased awareness of this critical marking in recent months, it remains an important focus item.

Figure 1. As you can see here, the enhanced taxiway centerlines provide an To review, a runway holding position marker important warning that you are approaching a holding position marking.

is a combination of four yellow lines, two solid November/December 2011 FAA Safety Briefing 13 width of certain runways. One layout just uses eight The More Paint, the More Precise parallel stripes, while the number of stripes used in Once you cross onto the runway, several the other corresponds directly with runway width. In more markings can provide pilots with helpful this latter case, four stripes equals 60 feet, six stripes information on runway size as well as what type equals 75 feet, eight stripes is 100 feet, 12 stripes is of approaches are used. There are three types 150 feet, and lastly, 16 stripes is used for a 200-foot of markings for runways: visual, non-precision wide runway.

instrument, and precision instrument. Simply put, It’s also worth noting that because of an the more paint on the runway, the more precise obstruction or construction near the end of a runway, operations you’ll have. For instance, a basic VFR a threshold may be relocated or displaced. When runway may only have centerline markings and relocated, the threshold not only closes a set portion runway numbers. Runways with a non-precision of the approach end, but also shortens the length of approach add on a threshold and aiming point the opposite direction runway. A displaced threshold markings, which are two white stripes 1,000 feet reduces the runway length available for landing, from the threshold that can serve as a helpful however, this area can be used for taxiing, takeoff, or reference point for landing aircraft.

landing rollout from the opposite direction.

A precision instrument runway contains all the above, plus side stripes that delineate the edge of the Here’s Your Sign… runway, and touchdown zone markings, which are rectangular white bars that aid in instrument landings In conjunction with surface markings, there are six types of signs you’ll find at an airport: mandatory, and are coded to provide distance information in 500 location, direction, destination, information, and foot increments. See Fig. 2 for examples.

Beside helping identify the beginning of a runway distance remaining. Each plays a specific runway that is available for landing, the long white role in providing pilots and vehicle operators with the information and directions they need to safely threshold markings (depending on which of the two navigate around an airport. Fig. 3 shows examples of configurations is used) can also indicate to pilots the each sign and their purpose.

A few helpful memory aids when it comes to deciphering signs include: “Black square, you’re there” for a location sign, “Yellow array points the way” for a direction sign, and “Red and white, runway’s in sight” for a runway holding position sign.

Lights, Please A discussion about airport navigation wouldn’t be complete without mentioning lighting. Similar to runway markings and signs, airport lighting systems depend on the volume and complexity of operations at a given airport. And, like signs and markings, airport lighting systems are standardized using similar colors.

Runway edge lights are white, except on instrument runways where they turn to yellow on the last 2,000 feet or half the runway length, whichever is less. Centerline lights alternate red and white starting 3,000 feet from the end, and are solid red starting 1,000 feet from the end. Taxiway edges are marked with blue lights or reflectors and some airports will have green taxiway centerline lights.

At a towered airport, ATC controls the lighting, whereas lights at a non-towered airport are controlled by a timer, or sometimes by the pilots by using the radio microphone. Keying the mike Figure 2. Airport runway and taxiway markings and surface lighting.

14 FAA Safety Briefing November/December 2011 Figure 3. Airport signs three, five, or seven times in five seconds will according to the pilot’s position on the glidepath.

set the lights to low, medium, and high intensity The easiest way to remember you’re on glidepath is respectively. Check the Airport/Facility Directory for “red over white, you’re alright.” Another common more information about a particular airport’s pilot- glidepath system is the precision approach indicator, controlled lighting operations. or PAPI. It’s similar to VASI, except the lights are If available at your airport, be sure to also make installed in a single row.

use of any approach light systems, which besides Show Me a Sign providing IFR pilots a means to transition to visual Advances in new technology have greatly flight, can also aid a VFR pilot on a day or night influenced the FAA’s ability to develop safer and approach. Visual glidepath systems like the two- more efficient means of airport signage and lighting.

bar Visual Approach Slope Indicator (VASI) are among the most common. This system uses a pair While there has been considerable focus on many of the major part 139 airports, the FAA is also hard at of light bars (one near, one far) that change color Photos by Tom Hoffmann A raised-lighted “ x ” indicates a runway is temporarily closed. Taxiway edges are marked with blue lights or reflectors.

November/December 2011 FAA Safety Briefing 15 work with efforts to advance safety at many smaller provide an instant safety enhancement for users.

and predominantly GA airports. For example, a To date, researchers have developed solar-powered component of the Runway Status Lights system LED systems to illuminate wind cones, elevated (a highly successful warning system that will be Runway Guard Lights (commonly referred to as Wig- installed at 23 major airports by 2016) has been tested Wags), and low intensity taxiway and runway lights.

and used effectively at a smaller airport to help warn With initiatives to make our nation’s airports more pilots when a runway is unsafe for landing. “green,” the FAA is hopeful that this leading edge Known as Final Approach Runway Occupancy research will reduce an airport’s carbon footprint Signal (FAROS), the system uses an inductive loop and at the same time improve its safety.

embedded in the runway asphalt that will flash Continuing Ed the PAPI lights to warn pilots on approach that Although technology is an important part of an aircraft has been detected on the surface. An advancing runway safety, education awareness advisory circular is underway with details on how and outreach remain the cornerstone of promoting this system may be applied in the near future at safe surface operations. In line with that education airports with medium to low traffic density.

effort is a new pilot informational tool developed Another area under review is the use of by the FAA’s Office of Runway Safety: Runway solar-powered and LED airport lighting. Due to Safety — A Best Practices Guide to Operations and their greatly reduced Communications . The new guide contains dozens installation and of helpful tips and images and is available on the maintenance costs, d id you know… the letters “I” FAA’s Runway Safety website: www.faa.gov/go/ these technologies can and “O” are not used to designate runwaysafety. Also, a new chapter on preventing provide opportunities for taxiways because they could be runway incursions is near completion and will be safe lighting at airports mistaken for a runway number.

available in the next update to the Pilot’s Handbook that would otherwise of Aeronautical Knowledge .

be inhibited by system “Overall, it’s a matter of raising the pilot’s complexity and cost.

awareness of what he or she should be doing on the Solar-powered lights have already been tested at ground,” says FAA Safety Engineer Chris Pokorski, some airports in Alaska and a few states in the lower who works in the Office of Runway Safety. “You’re 48, and according to FAA Airport Safety Technology not flying per se, but you are flying the airplane on Manager Jim Patterson, have worked well in serving the ground and you have to be paying attention.” as a visual aid to pilots.

“Many remote airports do not have the money or the means to install lighting circuits used with Tom Hoffmann is associate editor of FAA Safety Briefing . He is a commercial pilot and holds an A&P certificate.

traditional lights,” explains Patterson. “As a result, pilots are often left without any visual aids.” A viable option for many remote airports is to install self-contained LED/solar fixtures, which l earn More a dvisory Circular ( a C) 150-5340-IJ — Standards for Airport Markings www.faa.gov/airports/resources/advisory_circulars/index.cfm/go/document.current/documentNumber/150_5340-1 a dvisory Circular ( a C) 150-5340-18 f — Standards for Airport Sign Systems www.faa.gov/airports/resources/advisory_circulars/index.cfm/go/document.current/documentNumber/150_5340-18 a eronautical Information Manual ( a IM) Chapter 2 — a eronautical l ighting and Other a irport Visual a ids www.faa.gov/air_traffic/publications/atpubs/aim/chap2toc.htm a OP a a irport Signs and Marking Quiz www.aopa.org/asf/asfquiz/2011/110826airportsigns/index.html faa r unway Safety Challenge www.faa.gov/airports/runway_safety/eQuiz/ 16 FAA Safety Briefing November/December 2011 November/December 2011 FAA Safety Briefing 17

J A M e S W i l l i A M S

More than Machinery

a N I N S I d e l O O k at a I r P O r t a P P r O a C h l O g I S t I C S Photo courtesy of U.S. Air Force hy can’t my airport have an LPV approach?” The FAA is committed to aggressively expanding “W Such is the common lament of instrument- the number of LPV approaches available, but there rated pilots longing for more reliable all-weather are real requirements behind those approaches.

access to their home airports. It was much easier to A quick look at Terminal Instrument Procedures understand the answer to the previous question— (TERPS) will demonstrate that creating an “Why can’t my airport have an ILS?” As most instrument approach procedure (IAP) is far more pilots realize, the cost of the equipment, its initial complicated than simply sketching courses and installation, and the pricey ongoing maintenance altitudes on paper. In fact, the real challenge starts at (including recurring certification) is too daunting for the pavement.

smaller airports to justify. But these new GPS-based The Runway Environment approaches, like an LPV, are just lines on a chart, right? Sorry, but not quite.

The virtual lines on your approach plates require So, what gives?

some physical ones on the runway. The runway 18 FAA Safety Briefing November/December 2011 Precision Instrument Runway Markings Localizer Performance with Vertical Guidance (LPV) approaches THRESHOLD MARKINGS DESIGNATION AIMING POINT CONFIGURATION ‘A’ MARKINGS MARKING A new class of approach procedures that provide vertical guidance, but without meeting ICAO Annex 10 requirements for THRESHOLD SIDE STRIPES TOUCHDOWN ZONE MARKING precision approaches, has been developed to support satellite navigation use for aviation applications worldwide. These new procedures are categorized as Approach with Vertical Guidance (APV).

THRESHOLD MARKINGS CONFIGURATION ‘B’ The LPV —localizer performance with Number of stripes related to runway width vertical guidance — is the initial APV. The LPV approach takes advantage of the high accuracy Nonprecision Instrument Runway Markings guidance and increased integrity provided by the Wide Area Augmentation System (WAAS).

THRESHOLD MARKINGS DESIGNATION MARKING AIMING POINT MARKING WAAS-generated angular guidance allows the use of the same TERPS approach criteria used for ILS approaches. The resulting LPV approach procedure minima may have a decision THRESHOLD PAVEMENT EDGE altitude as low as 200 feet height above touchdown, with visibility minima as low as one-half mile when the terrain and airport Visual Runway Markings infrastructure support the lowest minima.

DESIGNATION MARKING AIMING POINT MARKING LPV minima are published on RNAV (GPS) approach charts.

The FAA has currently published 2,675 LPV approaches, more than 500 of which have THRESHOLD PAVEMENT EDGE a height above touchdown of 200 feet.

marking elements vary, but the most basic paved GA the lowest possible minimums. When it comes runways are only required to carry their designation to approach lighting, the most extensive is the (i.e., runway number) and a centerline. To be eligible High Intensity Approach Lighting System with for a non-precision approach, the runway must have Sequenced Flashing Lights. This array consists threshold and aiming point markings. Still more of 247 steady lights of three different colors and markings are prescribed for a precision approach, 15 flashing lights, better known to pilots as “the which requires touchdown zone and side stripe rabbit.” This system extends 2,400 feet from the end markings. of the runway. The approach and runway lights So, now our runway is appropriately striped. provide pilots with visual information not only on We’re done, right? Not so fast. runway alignment, but also on perception of height, The next step is for runway lighting and some roll, and horizontal reference.

type of approach lighting system, which are needed Few GA airports can justify the high intensity to allow round-the-clock use of the procedure and array. A less costly system is the Medium November/December 2011 FAA Safety Briefing 19 Intensity Approach Lighting System with Runway Alignment Indicator Lights (MALSR). Because the MALSR is compatible with a decision height of 200 feet AGL, MALSR lights the runways at approximately 900 airports versus 155 times for its big brother. Incidentally, the FAA is testing an LED (Light-Emitting Diode) MALSR system to lower the maintenance cost of the system. A study determined that replacing all MALSR incandescent lamps with LEDs would pay for itself in two years.

Imagination, Please With the runway properly marked and brightly lit, what else is required?

You might scoff at the use of the word “imaginary” in connection with something as serious as an instrument approach procedure.

But Imaginary Surfaces play a big part in keeping airplanes safe from encroaching obstacles. Most pilots are familiar with 14 CFR parts 61 and 91 and, depending on their training and work environment, with parts 141, 135, or 121. 14 CFR part 77 is probably not on most pilots’ reading lists. But that’s where you will find the regulations covering obstructions to navigable airspace.

Specifically, 14 CFR section 77.25 covers t he faa is committed to aggres- Civil Aviation Imaginary sively expanding the number of l PV Surfaces. These surfaces approaches available, but there are real protect the approach path requirements behind those approaches.

and areas surrounding the airport. These surfaces are defined in depth in 14 CFR section 77.25, but the area of greatest relevance to this topic is the approach surface. For runways that enable nothing more than a visual approach, that surface can be as short as 1,250 feet. It grows to a length between 2,000 and 4,000 feet for a non-precision approach and to 16,000 feet for a precision approach. The expansion from roughly one-fourth of a statute mile to roughly Photo courtesy of ATO three statute miles makes a huge difference in the amount of area that must be surveyed for potential obstacles. That’s why the FAA recommends that airports survey for every potential type of IAP they might develop right from the start, so as to plan appropriately for future growth.

Who Pays, and Who Decides?

With so many (expensive) requirements, you might think things are just as hopeless for your GPS-based precision approach dreams as they were in the days when ILS was the best available.

20 FAA Safety Briefing November/December 2011 An example of a precision instrument approach runway Photo by Raymond G. Stinchcomb But, don’t despair. Though complex, the process of that come with an AIP grant (e.g., commitments to developing a GPS-based approach is still much less keep the airport open to the public and to prohibit onerous. Even better, the FAA has been pressing discrimination against any potential safe users)?

ahead to develop approaches for as many qualifying And, of course, it is necessary to determine whether runway ends as possible. In the revision cycle ending the airport can qualify August 25, 2011, the FAA published 148 new LPV for an AIP grant. Lighting t hough complex, the process of approaches. That development brings the total improvements and obstacle developing a g PS-based approach is number of LPV approaches to 2,675 nationwide.

removal or mitigations still much less onerous than the task of When combined with Localizer Performance would generally qualify for Approaches (LPs), the total number of GPS-based fielding an I l S.

funding since both improve procedures in the U.S. is now more than double the airport safety and efficiency number of ILSs.

in bad weather.

With respect to who pays, that’s where the FAA For more information on the AIP, please see: comes in again. The FAA’s Airport Improvement http://www.faa.gov/airports/aip/overview/. And Program (AIP) allows public-use airports to apply to see if your airport is on the list for development for grants that can cover up to 95 percent of the of a GPS-based IAP, visit http://avnweb.jccbi.gov/ costs of an airport improvement project. The grants schedule/production. If it is not on the list, then can cover everything from planning and design, to maybe it’s time to start working with your fellow lighting and weather stations — in short, anything airport users to amend it and, ultimately, improve that improves the airport’s safety or efficiency.

access to your home airport.

If you’re interested in exploring possibilities for a GPS-based IAP at your airport, the first step is to James Williams is FAA Safety Briefing’s assistant editor and photo editor.

discuss the idea with airport management and your He is also a pilot and ground instructor.

fellow airport users. Is the IAP right for you and the airport? Are you willing to accept the restrictions l earn More a C 90-100 a , u .S t erminal and e n r oute a rea Navigation ( r N a V) Operations http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/list/AC%2090-100A/$FILE/AC%2090-100A.pdf November/December 2011 FAA Safety Briefing 21

Red-tailed hawks are an increasing threat around airports

Splat

The Story of Snarge

“ a ccidental” Meetings Between a irplanes and Wildlife

Photo by John R. Weller J A M e S W i l l i A M S narge: ( snärj ) n. It’s the word used for what is A Growing Concern left of a bird after it strikes an aircraft. It’s not Just how big is the problem?

S pretty…and neither are the results of most

“Wildlife strikes are probably the most pressing bird collisions with aircraft, which seem to be issue we face in the airports world,” says Brian increasingly common. Anecdotes abound. On a Rushforth, manager of the FAA’s Airport Safety and recent road trip with an old friend, who happens Operations Division. Over the past 20 years, the to be a regional jet captain, talk turned to hangar problem of wildlife strikes has only gotten worse.

flying. “I seem to be having a lot of bird strikes lately,” According to the U. S. Department of Agriculture he said. In the wake of US Airways Flight 1549’s (USDA), 13 of the 14 largest bird species have shown miraculous landing in the Hudson River, public significant population increases. These include attention focused sharply on one of aviation’s most Canada geese, white and brown pelicans, sandhill chronic problems: wildlife strikes. As my friend cranes, wild turkeys, and bald eagles. Populations reported, “One strike on landing was so bad we had of many other hazardous species, such as turkey to take the aircraft out of service and ferry it back vultures, snow geese, red-tailed hawks, ospreys, great to the manufacturer, unpressurized. The birds did blue herons, double-crested cormorants, and white- enough damage to the pressure vessel that we didn’t tailed deer also have increased dramatically. Adding want to risk it.” to the challenge is the fact that most of these species That was a wise decision. During an accident have adapted to living in urban environments, investigation training course I attended a few including airports.

months ago, instructors described a 2008 accident Experts put the total losses for wildlife in Oklahoma. Two minutes after takeoff from Wiley strikes at $625 million per year in direct damage Post Airport in Oklahoma City, a Cessna Citation and associated costs, and over 600,000 hours of entered a steep decent and crashed, killing all five aircraft downtime. In an industry that runs on on board. The National Transportation Safety Board razor thin margins at virtually every level, those (NTSB) determined that the cause of the accident losses could be crippling. Financial losses pale in was wing-structure damage from a bird strike, which comparison with the loss of life that occurs in some resulted in loss of control.

wildlife strikes.

22 FAA Safety Briefing November/December 2011 While birds make up 97 percent of those strikes, accounted for 67 percent of reported civil aircraft they aren’t the only problem. Between 1990 and destroyed or damaged beyond repair due to wildlife 2009, there were 964 reported deer strikes in the U.S. strikes from 1990 to 2008.” In 2009, there were 9,253 reported bird strikes. That “Despite reporting gaps, both the quality and works out to more than one strike per hour, every quantity of strike reports being submitted have day of the year. And that’s not counting the fact that steadily increased,” says Weller, “but we can still do experts believe that more than 60 percent of bird better.” Weller points out strikes go unreported. that species identification Wildlife strikes are probably the “Although strike reporting has increased is only provided in about most pressing issue we face in the significantly during the last two decades, there are 45 percent of all reported airports world.

reporting gaps from certain airports and airlines strikes and that the that need to be filled,” says FAA’s National Wildlife estimated and/or actual Biologist John Weller. “Larger part 139 airports, cost of the strike event is typically not provided.

and those with well-established wildlife hazard According to Weller, both are “critical pieces to management programs, have reporting rates about understanding a complicated puzzle.” four times higher than other part 139 airports.” With this in mind, Rushforth has laid out steps “Furthermore,” Weller says, “GA airports that that the FAA has taken to help improve the reporting are part of the National Plan of Integrated Airport process. “We’ve worked hard to make reporting a Systems (NPIAS) comprise only 6 percent of the strike as easy as possible. We’ve got a website, and overall strikes reported into the database, yet have we have now made it possible for you to report Exploding Canada geese populations have become a huge problem for airports Photo by John R. Weller November/December 2011 FAA Safety Briefing 23 One mitigation strategy is to use tame natural predators for drive away threats.

Photo courtesy of U.S. Air Force wildlife strikes directly from your smartphone. We If we all pitch in and help improve the data, we are trying to get the word out to pilots as much as can create safer skies through better mitigations.

possible.” James Williams is FAA Safety Briefing’s assistant editor and photo editor.

What Can I Do?

He is also a pilot and ground instructor.

Anecdotes are not enough to get a handle on the true magnitude of the issue. As Rushforth observes, one of the biggest challenges that wildlife managers at airports face today is the lack of good data.

To improve that data, the FAA has worked to t he faa has made make reporting wildlife strikes much easier. Simply navigate to: http://wildlife.faa.gov and click “report a it possible to report strike.” As noted earlier, you can even do it from your wildlife strikes directly smartphone.

from your smartphone.

The form also includes instructions for safely collecting remains whenever possible. Though admittedly distasteful, the remains are critical to helping airport wildlife managers create better mitigation strategies. These strategies differ according to species. For instance, the methods used to drive off a hawk are different from those l earn More that would be effective against a starling. As g uidebook for a ddressing a ircraft/Wildlife h azards outlined on the website, the remains—generally at ga a irports feathers—should be sent to the Smithsonian, which http://onlinepubs.trb.org/onlinepubs/acrp/acrp_rpt_032.pd provides identification services free of charge to U.S.- registered aircraft owners and operators. If feathers are not available, even a swab of the biological material (a.k.a. snarge) can help experts determine the species through DNA.

24 FAA Safety Briefing November/December 2011

S u S A n pA r S o n

Checklist

Going Green

“Have you checked the AF/D?” But there’s a lot more material packed in. For instance, My primary flight instructor and I were preparing the A/FD includes airport elevation, hours of operation, to launch for my very first trip to another airport, and types of fuel, and level of maintenance / repair facilities part of my preparatory homework assignment was on site. On a cross-country flight from Virginia to his instruction to check “all available information” as Arizona several years ago, my flying companions and required by the regulations (14 CFR 91.103). I consulted the A/FD to find an airport that could As I had learned in ground school, the FAA’s replenish our oxygen supply.

distinctive green-covered Airport/Facility Directory Other useful items l earn More (A/FD) is the go-to source for some of the vital include telephone numbers t o report a / fd errors or changes, go to: information I needed about my destination, Virginia’s for the FAA, Flight Standards 9-ATOR-HQ-AIS-AIRPORTCHANGES@faa.gov Winchester Regional Airport (KOKV). Published every District Offices (FSDO), and d igital a irport/ f acility d irectory website: 56 days in a seven-volume set, the A/FD provides data air traffic control facilities in http://avn.faa.gov/index.asp?xml=aeronav/ on all airports, seaplane bases, and heliports that are the region covered by each applications/d_afd open to the public. It also includes information on volume. Again on the trip to joint-use military facilities and, where specifically Arizona, my flying friends requested by the Department of Defense (DOD), data and I used this information to contact ATC about on selected private-use airports. recommended or preferred routing for a trip that would For the flight from my home airport, Leesburg take us through busy Class B airspace. And, speaking Executive (KJYO) to KOKV, the A/FD helpfully of preferred routes, one of the A/FD appendices offers informed me that I could expect to find the Winchester a list of ATC-preferred routes and, where applicable, Airport 3 miles southeast of the city. Supported by a routing for tower en route control routes (TEC).

simple but information-rich airport sketch, the text Still more chart-related information is the A/FD’s reported that KOKV’s runway 14-32 is 5,498 feet long Aeronautical Chart Bulletin on mid-cycle changes to by 100 feet wide, and that the traffic pattern altitude is aeronautical sectional, terminal area, and helicopter 1,706. I further found the frequencies I would need to route charts.

get weather information and communicate my position Go Green — Go Digital on the common traffic advisory frequency (CTAF).

Recognizing that many pilots increasingly prefer When I trained later for night and instrument flying, electronic data, the FAA has also made the A/FD I went to the A/FD for information on how to activate available as a digital download in PDF format. The runway lighting, get an IFR clearance, recognize digital A/FD includes everything you find in the paper the runway lighting array, and tune the appropriate version, with the general information, directory legend, navigational aids (NAVAIDs).

and supplemental information pages printed as multi- With respect to NAVAIDs, that’s the “facility” part of page PDF files. As the FAA website notes, there will be the publication’s title. If you need the frequency of a very- a time near the end of each 56-day airspace cycle in high-frequency omnidirectional range (VOR) facility, which both current and future editions of the digital A/ you will find it listed alphabetically as a separate entry.

FD are available. To facilitate finding the correct file, the Though somewhat less critical in the age of moving map hyperlinks include effective dates for each cycle.

GPS navigators that use latitude/longitude coordinates Regardless of the format you choose, the A/FD and satellites to find VOR facilities, the NAVAID entry is an invaluable resource for aviators. Don’t leave the also includes a list of unusable and/or unreliable radials.

pattern without it!

But Wait — There’s More!

Even if the A/FD contained just the above content, Susan Parson is a Special Assistant in the FAA’s Flight Standards Service and editor the FAA’s little green book would be a golden resource.

of FAA Safety Briefing . She is an active general aviation pilot and flight instructor.

November/December 2011 FAA Safety Briefing 25

b i l l c A S T l e n

It Can Happen

to Anyone

Lessons Learned from a Runway Incursion

he following story is inconceivable to me, but unfortunately, it is true. The short story is that I crossed a hold short line at Atlanta’s

T Hartsfield-Jackson Airport — the busiest airport in the world —

without a clearance. How could this have possibly happened? I am a well-experienced instrument airplane flight instructor. I was well equipped with charts, avionics, and knowledge of the environment.

I am oh-so-sensitive and careful in teaching my clients not to get in a hurry. I tell clients that when you start to feel rushed, you had best recognize it as a yellow flag and perhaps a red flag with respect to safe operations. So, how could this have possibly happened?

Atlanta Hartsfield-Jackson International Airport Photo courtesy of ATO 26 FAA Safety Briefing November/December 2011 This story includes irony upon irony. I love to fly and I enjoy teaching flying and safe operations. Thus, I have a lot of fun doing what I do. I am an FAA Safety Team Representative, so I produce and present safety seminars under the auspices of the Birmingham FAA Flight Standards District Office. When the Society of Aviation and Flight Educators (SAFE) organized a symposium on the topic, “Securing the Future of General Aviation through Pilot Training Reform” to be held near KATL, I registered to attend and volunteered to assist. Because the symposium hotel is almost within walking distance of Atlanta’s GA FBO, I decided to fly into ATL and save the cost of a rental car and have the fun of experiencing ATL activity.

Figure 1. I had made a lot of notes on the Airport d iagram that I had in my lap.

Flying with the Big Guys I started preparing for the trip several days in advance by reviewing the STARs, the IAPs, the DPs, I checked the ATIS: “Information Q, wind 310/8 and especially the airport diagram. I paid special visibility 10 few at 7,000, temp 16, DP 7, altimeter attention to the latter and even used a yellow marker 3005 departing runways 26L, 27R, and 28 . . . “ I to highlight the four airport hot spots (HS) and I called Clearance Delivery and was “cleared to 0J6 knew that I would certainly be taxiing through HS 1 via the Atlanta 5 DP, vectors to SOTWO, CSG, direct, and perhaps HS 2 and HS 4 also (see Fig. 1).

climb and maintain 4 expect 8 within 10, Departure My arrival on Tuesday, May 3, was in visual on 121.0, squawk 4170.” I read it back and then meteorological conditions (VMC) and was totally changed to Ground. He cleared me to 27R “via not noteworthy to all, except me in the cockpit of a Taxiway Dixie, hold short of Runway 26R.” I read Cirrus SR-22. I was pumped! I quickly responded to that back including the hold short requirement and all instructions from Atlanta Approach, followed them started moving out of the North Ramp on Dixie.

to the letter and then was handed off to Tower as I The following is part of what I wrote in the ASRS was turning final on the ILS 26R behind a B-737. I was (Aviation Safety Reporting System) report.

cleared to land and cautioned for wake turbulence.

It Only Takes A Moment’s Lapse I stayed precisely one dot high on the glideslope to avoid the 737’s turbulence, kept my speed up until As I approached 26R, Ground instructed me to just short of the runway, touched down a little beyond monitor Tower on 119.1. I changed to 119.1 and, for the glideslope touchdown point, used light braking, some reason, the instruction to change to the tower turned off at Taxiway Dixie as I had anticipated and frequency got translated in my mind as a clearance Tower had advised, and taxied to the ramp. After I to cross the runway. I heard the Tower give an air cleared the runway, I looked back to see how close carrier a go-around due to someone on the runway the following traffic was. It was an air carrier jet — I and I immediately knew I had blown the clearance; I couldn’t tell what model from the front — and he was did an immediate 180 and crossed back to the north just short of the threshold. I felt really good that I had side of the hold short line.

been able to fit in with all the “Big Dogs” and be a This was an absolutely stupid mental lapse. I had good aviation citizen. the airport diagram in my lap. I knew exactly where I spent Tuesday evening, Wednesday, Thursday, I was; in fact, I had previously used a yellow marker and Friday morning being a productive helper to all to mark the hot spots (I was at HS 1). I only go into the very significant participants at this conference. KATL about once every year or so. I know it is a By the time I left the hotel, about 10 a.m. on hyper-busy air carrier airport, thus I had thoroughly Friday, I again felt that I had succeeded in being a reviewed the charts before the flight. My goal was good aviation citizen. I had filed for an 11:15 a.m. to be a good aviation citizen and work smoothly in departure and arrived at the FBO with plenty of the system. I was alert and spring loaded to move time. I was totally relaxed and refreshed. What could quickly and not delay the air carrier traffic. That go wrong? mindset was my downfall. As I approached the hold November/December 2011 FAA Safety Briefing 27 short line, I saw the landing traffic and it appeared If I had used such a score sheet, two things to me to be quite far out so I half expected the Tower would have happened. First, just filling out the sheet to ask me to expedite across 26R. As I said above, would have led me through a structured approach to when Ground told me to change to tower frequency, internalizing what the taxi situation was likely to be that message somehow got translated in my mind as at KATL. Second, my score would have been an 11!

“cleared to cross.” (See Fig. 3.)

I could have developed this quantified Best Practices and Lessons Learned understanding before I ever left home, and thus How could this have possibly happened? And, would have had a much clearer picture of what to what have I learned? Although I studied the airport expect during my taxi for departure. Just listing the diagram, I did not capture the implicit as well as the ground and tower frequencies in the order that I explicit information. If I had done so, I would have could expect them to be issued would have been a been prepared for multiple frequency changes on great help in “putting my head in the game.” In my my taxi route. The airport diagram clearly shows post-event self-critique, I used this score sheet on a separate tower frequency for each runway and a other airports I go into, both in the Atlanta area and different ground control frequency for each runway elsewhere with the following results: pairing. In my case, that would have meant starting with Ground on 121.9, then Tower on 119.1, then P dk : 5; ft Y: 2; t P a : 4; tlh : 2; PNS: 3 perhaps back to Ground on 121.9 or Tower on 125.32, then perhaps back to Ground on 121.9 or So, with this metric, the second highest score straight to the last Ground on 121.75, and then finally of the airports I use regularly is less than half that of to Tower on 123.85.

KATL. Oh, how I wish I had done this analysis prior In retrospect, it should have been clear to me to leaving home!

that each runway crossing would be handled by its I close with a final irony and suggestion. On own Tower frequency, and thus multiple frequency page 4 of the May/June 2011 issue of FAA Safety changes and some amount of pause at each hold Briefing there is an article on runway incursions, short line should have been expected. It would have “If You Cross the Line, You’ve Crossed the Line.” been easy to write down the sequence of frequencies It contains four specific good recommendations, in the order they might occur in advance—as I just one of which is: “Review procedures for airport did above. So, I offer the following “score sheet” in surface operations at your local airport and the Figure 2 for use as an aid in raising awareness on the airports you frequent . . .” I would add that we have potential for runway incursions.

a special obligation to review the surface operation procedures at airports that we visit less frequently, and even more so at airports with complex runway Complexity f actors t ally Complexity f actors t ally and taxiway configurations and multiple radio frequency requirements. As a part of this airport n umber of runways to be n umber of runways to be 2 crossed while taxiing crossed while taxiing review, I suggest looking at the FAA’s Runway Hot Spot Safety List at www.faa.gov/airports/runway_ n umber of charted Hot Spots n umber of charted Hot Spots 2 along taxi route along taxi route safety/hotspots/hotspots_list/.

n umber of t ower/ g round n umber of t ower/ g round 5 What I did in this incident was contrary to frequency changes expected frequency changes expected what I teach as a CFI and to the way I have lived Multipliers Multipliers and performed in my aviation career. How could i MC i MC this have possibly happened? I will be asking that question for some time… but please learn from my n ight n ight mistake and don’t repeat it!

High airport traffic count High airport traffic count 1 u nfamiliar airport u nfamiliar airport 1 Bill Castlen is a Cirrus Standardized Instructor Pilot, an FAA Master Pilot, an t otal t otal 11 FAA Gold Seal Instructor, a Master CFI, and the FAASTeam Lead Rep with the 1 to 2: Low Vulnerability 1 to 2: Low Vulnerability Southern Region Office.

3 to 5: Medium Vulnerability 3 to 5: Medium Vulnerability 6 and g reater: High 6 and g reater: High X Vulnerability Vulnerability Figure 2. A score sheet for Figure 3. KATL ground operations are systematically evaluating airport very complex! d uh!

complexity.

28 FAA Safety Briefing November/December 2011

S u S A n pA r S o n

hOM e S W eet h a N gar

Update on Residential

Photo by H. Dean Chamberlain

Through the Fence

or those who love aviation, it’s not a stretch to imagine that your idea of a dream house might F well be, or at least include, a dream hangar .

Though personal finances are not likely to cooperate in my case, I have often looked enviously at some of the beautiful private airparks I’ve spotted around the country. Since I live an hour’s drive from my home airport – longer in tougher traffic – the idea of living just steps away from my airplane and yards away from the runway is appealing indeed.

That very understandable appeal has led over time not just to the establishment of totally private air parks (i.e., where tenants also own the airport), but also to so-called “through-the-fence” arrangements between private entities, such as private residential airparks located adjacent to public use airports. Through-the-fence (TTF) is typically defined: An agreement that permits access to the public landing area by independent entities or operations offering an aeronautical activity or to owners of aircraft based on land adjacent to, but not part of, the airport property.

In the case of residential through-the-fence, or RTTF, this arrangement generally involves a residential environment in which a private party constructs a residence that includes an aircraft hangar, and the RTTF arrangement provides the owner with “through-the-fence” access to the airport infrastructure.

So What’s the Beef?

As you may be aware, there is considerable controversy over RTTF. From the FAA’s perspective, the agency’s longstanding policy is to discourage RTTF access to federally-obligated airports. That is because the FAA believes that RTTF arrangements could compromise an airport sponsor’s ability to retain the characteristics expected of a public-use November/December 2011 FAA Safety Briefing 29 airport. Among other concerns is the possibility that RTTF arrangements may undermine an airport’s utility and limit future airport development.

That said, the FAA recognizes the diversity existing within the GA airport community, including

alling

various RTTF arrangements. In March 2011, the agency published its interim policy on residential t he interim policy addresses the

All

through-the-fence access to faa ’s concerns, preserves the access federally obligated airports.

of homeowners with existing rttf The interim policy creates

Mechanics

a moratorium on new arrangements, and establishes the next RTTF arrangements, and it step in an ongoing learning process.

requires airport sponsors with existing RTTF arrangements to develop access

Keep Informed with

plans. The access plan must explain how the airport meets its obligations to operate as a public-use airport, and it must detail how the airport sponsor

faa ’s a viation

meets standards for control of the airport, safety of

Maintenance

operations, self sustainability, protection of airport airspace, and land-use compatibility. Beginning on

a lerts

October 1, 2012, access plans will be due before the beginning of the fiscal year in which the sponsor will request an AIP grant.

Aviation Maintenance Alerts (Advisory Circular 43-16A) provide a communication Next Steps channel to share information on aviation The interim policy also states that the FAA will initiate a policy review in 2014 based on the service experiences. Prepared monthly, information learned from reviewing access plans as they are based on information FAA receives well as from an FAA GA airport study that is currently from people who operate and maintain civil underway. In the meantime, the interim policy aeronautical products.

addresses the FAA’s concerns, preserves the access of homeowners with existing RTTF arrangements, The alerts, which provide notice of safeguards the GA community’s ability to protect conditions reported via a Malfunction airports from encroachment or undue restrictions or Defect Report or a Service Difficulty on airport access, and establishes the next step in an Report, help improve aeronautical product ongoing learning process for the FAA and all parties durability, reliability, and maintain safety.

with an interest in RTTF arrangements.

r ecent alerts cover: Susan Parson is a Special Assistant in the FAA’s Flight Standards Service • cracked flap nose rib on the and editor of FAA Safety Briefing . She is an active general aviation pilot and Beechcraft A36 Bonanza flight instructor.

• failed landing gear power pack on the Piper PA-28- rt 201 Arrow IV • failed fuel pump on the Lycoming l earn More i O-360-L2A engine faa Issues r esidential t hrough-the- f ence Policy http://www.faa.gov/news/updates/?newsId=62676&omniRss=n Check out Aviation Maintenance Alerts ews_updatesAoc at: rttf a ccess t oolkit http://www.faa.gov/aircraft/safety/alerts/ http://www.faa.gov/airports/airport_compliance/ aviation_maintenance/ residential_through_the_fence/ a irport Improvement Program ( a IP): Interim Policy r egarding a ccess to a irports f rom r esidential Property http://edocket.access.gpo.gov/2011/pdf/2011-6346.pdf 30 FAA Safety Briefing November/December 2011

T o M h o F F M A n n

Nuts, Bolts, and Electrons

Are You Actively Engaged?

In August 2011, the FAA released a notice of extends to those who provide technical or executive policy that clarified the term “actively engaged” for supervision of maintenance activities. In each of an IA (Inspection Authorization). Current regulations these cases, however, the FAA has determined that state (among other requirements) that an IA must IAs may need to provide evidence or documentation be actively engaged in maintaining aircraft for a two- of the work they perform. This includes employment year period before obtaining or renewing an IA. The records showing performance or supervision of following series of questions and answers are designed aircraft maintenance, return to service documents, to provide further explanation of the changes. and/or copies of maintenance record entries.

Previously, the FAA did not consider an IA Why was there a change made?

involved solely in an academic environment as For many years, the meaning of the term being actively engaged. However, now a technical “actively engaged” has confused both ASIs and or part 147 school instructor, who engages in aviation maintenance personnel alike. Adding to the maintenance of aircraft (or aircraft-related the confusion is the term’s lack of definition in Title instruction equipment) can be considered actively 14 of the Code of Federal Regulations (14 CFR) and engaged. Furthermore, individuals employed its inconsistent application in various guidance as a manufacturer’s technical representative, materials. To prevent further confusion, the FAA maintenance coordinator, or maintenance auditor issued a notice of proposed policy in November can also be considered actively engaged depending 2010, and after careful consideration of nearly 1,000 on the activity demonstrated.

comments, issued an official notice of policy in I am a retired IA, but do occasional mainte- August 2011 that provided clarification of the term nance on several different WWII-era vintage actively engaged.

aircraft in different parts of the country. Can Was this a rule change?

I still be considered actively engaged?

No. The notice of policy issued was a clarification Yes, provided you are able to show that the of an existing rule, not a rule change. The only proper documentation and/or evidence of the changes were made to FAA Order 8900.1, which maintenance you perform demonstrates that you provides guidance for aviation safety inspectors (ASIs) are actively engaged. The FAA recognizes and values to issue an initial or renew an existing IA.

individuals with special expertise (wood structures, fabric coverings, radial engines, etc.) and those that What does this mean to me as an IA? What inspect rare or vintage aircraft in rural areas not will be different when it comes to renewal?

serviced by an abundance of IAs. Incorporating the If you have been successful in meeting the need for these specialized skill sets allows the FAA biannual requirements for IA renewal based on the to better value the substantive nature of experience FAA’s original understanding of actively engaged rather than base a determination of IA renewal (i.e., employed full time in inspecting, overhauling, eligibility strictly on quantity and frequency of repairing, preserving, or replacing parts on aircraft aviation maintenance activities.

consistently), no changes are needed.

By broadening the definition of actively What if I have a situation that doesn’t exactly engaged, however, IAs can now meet the actively fit the parameters of actively engaged under engaged requirements with part-time or occasional its revised definition?

aircraft maintenance activities, regardless of In developing the policy statement, the FAA employment status or if the activities are performed could not list out every situation that could be infrequently. The actively engaged clarification also interpreted as being actively engaged. That approach November/December 2011 FAA Safety Briefing 31 may exclude situations that an ASI would otherwise Why can’t attending training satisfy the determine as meeting the requirements. Instead, requirements for being actively engaged?

ASIs will have the ability to examine any supporting While an IA can satisfy the 14 CFR section 65.93 documentation and/or other evidence to determine two-year renewal requirements with eight-hour if a certain situation meets the requirements for training classes and/or oral exams, he/she must being actively engaged.

still meet the requirements of 14 CFR section 65.91 (1)-(4), which includes being actively engaged for Does this affect me if I am an AMT, at least the two-year period prior to the renewal.

but not an IA?

The requirements for being actively engaged are The parameters for being actively engaged only designed to provide IAs (and IA candidates) with a apply to those either renewing, or applying to be an level of knowledge and active experience needed to IA. For an AMT pursuing an IA, he/she may now perform in a safe and professional manner. While apply the broader definition of actively engaged to training is an excellent method of sharpening a satisfy the two-year eligibility requirement as stated mechanic’s knowledge base and helping him/her in 14 CFR section 65.91(c)(2).

learn about new technologies, by itself it cannot What type of documentation must I present replace the skills and hands-on experience gained to prove I meet the requirements of being by being directly involved with aircraft maintenance actively engaged? activities. Therefore, being actively engaged (while having been expanded to include those with When required, documentation could include specialized experience or those performing in a records showing performance or supervision of supervisory or instructor capacity) must still entail aircraft maintenance, return to service documents, direct involvement in aircraft maintenance activities and copies of maintenance record entries (e.g., Form beyond just training.

337, maintenance logbook entries, equipment lists).

The actively engaged issue is complex, but The FAA expects documentation will establish an going forward, the FAA hopes to continue to applicant’s continued contributions to the aviation foster a professional emphasis for the IA as the industry and ability to demonstrate compliance with backbone of general aviation maintenance. For more 14 CFR section 65.91(c)(1) -(4).

information, you can view the new notice of policy When will this change take effect?

on the Federal Register at: www.gpo.gov/fdsys/pkg/ The FAA will make this policy effective for FR-2011-08-04/pdf/2011-19741.pdf.

the next inspector renewal cycle in March 2013 to allow IAs and aviation safety inspectors adequate Tom Hoffmann is associate editor of FAA Safety Briefing . He is a commercial time to participate in the required activity. IAs are pilot and holds an A&P certificate.

issued for two years and expire on March 31 of odd- numbered years.

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32 FAA Safety Briefing November/December 2011

T o M h o F F M A n n

Angle of Attack

Chartering a Safe Course

Aviation Rulemaking Committee Looks to Improve Pilot Testing

In front of more than a thousand pilots and aeronautical knowledge standard for each industry experts gathered at this year’s Aircraft certificate and/or rating should set forth Owners and Pilots Association (AOPA) Aviation the overall precepts that will conceptually Summit in September, FAA Administrator Randy frame, guide, and justify its specific technical Babbitt announced the establishment of an subject areas.

Aviation Rulemaking Committee (ARC) that will • Methods for regular industry participation seek to address concerns about the relevance of the in the planning, development, production, FAA’s airman testing and training standards. This and review of technical initiative is part of the agency’s five-year plan to information (e.g., training t he ar C is part of the agency’s improve GA safety and, like other parts of the plan, handbooks, knowledge five-year plan to improve ga will be accomplished in partnership with the GA test guides, and community. safety and, like other parts of supplements) intended to The ARC will provide a forum for key players the plan, will be accomplished convey the elements of the in the general aviation training community to offer in partnership with the ga knowledge standard.

their experience and expertise and recommend ways community.

• Precepts for development to improve airman testing and training policies.

and appropriate review of “The people who work day in and day out updated knowledge tests that will accurately on the flight lines of aviation safety, training, and reliably measure the airman’s mastery of and assessment are the ones who know where the aeronautical knowledge standard. This the shortfalls are, and where we’re a little thin task should include recommendations on in training procedures,” said Babbitt during his types of questions to be included.

speech at the AOPA Summit. “They can also provide To help facilitate progress on these initiatives, the best insight on what kind of knowledge pilots the ARC may propose forming standing committees need to operate safely in today’s national airspace or working groups among its members. It may also system.” form specialized workgroups that will be able to Reflecting a truly diverse and collaborative invite subject matter experts from industry and effort, the ARC’s membership will include government as needed. The ARC will submit a report participants from AOPA, the National Association of with its final recommendations within 12 months.

Flight Instructors (NAFI), the Society of Aviation and “We don’t have all the answers for GA safety so Flight Educators (SAFE), and the AOPA Air Safety we need your help,” said Babbitt. “Together, we’re Institute, along with several training providers, going to work to find ways to improve the system.” universities, and professional associations. The Be on the lookout for progress with the ARC in ARC will be co-chaired by the General Aviation future issues.

Manufacturers Association (GAMA).

Once convened, the ARC will create a list of five airman certificates and/or ratings to focus on, and Tom Hoffmann is associate editor of FAA Safety Briefing . He is a commercial submit this list within 60 days of its initial meeting.

pilot and holds an A&P certificate.

In addition, the ARC will develop and recommend: • An aeronautical knowledge standard for the selected certificates and ratings. The November/December 2011 FAA Safety Briefing 33

J A M e S W i l l i A M S

Vertically Speaking

Are You Ready for the Winter?

Flying in the winter offers some unique formation of water, cold weather additives, and challenges for the rotorcraft community. miscellaneous components, “apple jelly” can clog Temperatures drop, the days get shorter, and snow/ fuel filters and other portions of the fuel system. The ice/sleet become a real possibility for much of the best countermeasure for avoiding this gloppy mass United States. To prepare for this change in season, is to ensure that you regularly sump fuel tanks on the consider making a few changes that apply to both you aircraft to keep water from getting into the fuel.

and your aircraft to ensure safe winter operations. During your hands-on preflight, there are a couple of additional things to check during the The Aircraft winter. First is to ensure that the engine’s anti-ice Just as there are things you can do to get your system is working. This system is generally required airplane ready for the winter, there are things you for cold-weather operations and it is not likely to can do for your helicopter. While what you might have been checked during the warmer months. Also, find will vary from helicopter to helicopter, there ensure that intake filters are clear of ice or frost. Even is one fact that is almost universal: It is rare for a a thin covering could possibly choke the engine’s helicopter to be equipped for flight into known ability to “breathe” and produce power. Many icing conditions (FIKI). One of the items you might helicopters also require preheating so components find, though, is a deflector, which keeps the intakes and engine oil are warm enough to work properly.

from being clogged with blowing snow. A simple, Finally, there is the issue of making sure the aircraft but sometimes overlooked item is pitot heat. Some isn’t stuck to the ground. It may sound odd to a helicopters also require the addition of a continuous fixed-wing pilot, but since helicopters sometimes ignition system.

operate from remote locations, it is possible. And, if Another concern during winter operations is one skid is frozen more than the other, this condition rotor icing. Even though the rotor blade is moving could create potential for a dynamic roll over.

through the air rapidly, it can still accumulate ice. As The Flying with fixed-wing aircraft, the best anti-icing strategy is to avoid potential icing when possible. For any pilot in the winter, it’s a good idea to sharpen up your night-flying skills and situational The Preflight awareness. Another area to brush up on is aircraft The preflight really begins before you even get limitations and procedures, and to take note of to the aircraft. You can use tools like the National any updates and changes. One such change is the Weather Service’s aviation icing forecast tool required use of engine anti-ice. Unlike some fixed- to help inform your go/no-go decision (http:// wing aircraft, many helicopters require the use of aviationweather.gov/adds/icing/icing_nav.php).

engine anti-ice throughout the flight. It’s important You should also check out the experimental Health to remember, though, that the engine anti-ice is an Emergency Medical Services (HEMS) tool at: http:// anti-ice system, not a de-ice system.

weather.aero/tools/desktopapps/hemstool. Before Hopefully this is a good start for your rotorcraft you even get to the airport, though, a review of the winter flying checklist. Let us know what other things helicopter flight manual is well warranted. Some you like to include on your personal winter checklist.

helicopters have different limitations, especially with Safe flying!

regard to flight in blowing snow.

Checking fuel is an even bigger concern as James Williams is FAA Safety Briefing’s assistant editor and photo editor. He the temperature drops. With the addition of cold is also a pilot and ground instructor.

weather additives comes a new threat, known to the rotorcraft community as “apple jelly.” A gelatinous 34 FAA Safety Briefing November/December 2011

Flight Forum

While Dr. Silberman’s answer was informative, The Compleat Aviator it would have been relevant to also explain that the The Compleat Aviator suggests I could improve person who wrote the question can qualify for a my pilot skills and enjoy the process by getting more commercial pilot certificate (or an Airline Transport ratings. I can’t do that because I am in the “Dead Pilot certificate, for that matter) with a third-class End” of pilot growth created by the new Sport Pilot medical. That person cannot perform duties of a PIC rule. I have held a private pilot certificate since 1971, without the appropriate medical certificate, but the but I do not have a medical certificate. I’d love to get person can earn and obtain the certificate.

an instrument rating, multi-engine, or other such Sebastian (Vince) Massimini, D.Sc.

thing. But the FAA thinks those things can’t be safely The MITRE Corporation done unless the aeromedical bureaucrats bless my health. So the article should have been addressed Thanks for pointing that out; you are correct.

to those pilots still in the good graces of the medical CFI Training bureaucrats instead of seeming to include “Dead I am training two CFI candidates from different Enders” like me.

aviation schools. I have used numerous articles from Paul Mulwitz Camas, WA FAA Safety Briefing to help introduce and illuminate certain subjects. “Getting it Right: Maneuvering Thanks for your feedback. Although lack of a Flight” (M/A 2010) was especially helpful. Thanks for valid pilot medical certificate does limit the privileges all your great work!

an airman can exercise as pilot in command, it does David St. George, DPE, MCFI not create a barrier to training for the purpose of We’re glad you find the articles useful, and we are improving proficiency or personal enjoyment. In fact, we know several pilots who follow the “Mount Everest” always happy to hear suggestions for future topics of interest or benefit to the flight training community.

principle — “because it’s there!” — as a rationale for adding certificates, ratings, and endorsements.

With regard to the effect of the Sport Pilot rule, we FAA Safety Briefing welcomes comments. We may edit letters for style and/or respectfully disagree with the characterization of its length. If we have more than one letter on a topic, we will select a represen- impact. As we see it, the rule added to the diversity of tative letter to publish. Because of publishing schedule, responses may not options that pilots have to enjoy aviation.

appear for several issues. While we do not print anonymous letters, we will withhold names or send personal replies upon request. If you have a concern Type II d iabetes Mellitus with an immediate FAA operational issue, contact your local Flight Standards Good magazine. I would like to comment on District Office or air traffic facility. Send letters to: Editor, FAA Safety Briefing , Dr. Silberman’s answer to the question below in the AFS-805, 800 Independence Avenue, SW, Washington, DC 20591, or e-mail September/October 2011 issue. Here is the question SafetyBriefing@faa.gov .

and answer: “I am an instrument-rated private pilot. I have type II diabetes mellitus. I have a special issuance third-class medical certificate now. I would like to Let us hear from you—comments, suggestions, know if I would qualify to obtain a commercial pilot and questions: e-mail SafetyBriefing@faa.gov certificate. I have no other health issues. Answer: If you are being treated with any type of insulin for your OR diabetes, the FAA only grants a waiver for private pilot or third class.” Use a smartphone QR reader to go “VFR-direct” to our mailbox.

November/December 2011 FAA Safety Briefing 35

S u S A n p A r S o n

Postflight

Airport Appreciation

Aviation aficionado that I am, I have always staff cheerfully provided whatever service was loved airports. One of my enduring childhood needed and invariably expressed interest in the memories is the overwhelming sense of wonder and status of my VA Aviation Ambassadors passport excitement I experienced when my family went to stamp collection quest.

the Greensboro Airport’s observation deck to await That was even more true at smaller airports, the arrival of a visitor’s flight. I loved watching the where I often found at least one or two other airplanes come and go, and I had to be dragged away passport stamp collectors who were eager to when our guest eventually turned up. While normal compare progress and trade stories. The most kids might have petitioned their parents for trips common question was, “Have you been to Grundy to the playground, I pestered mine with pleas for (KGDY) yet?” The follow-up question was typically, another stint on the GSO observation deck. “How about Falwell (W24)?” I heard enough about Though changes occasioned by the events of both to do my homework before launching … if September 11 have sapped some of my enthusiasm you’re curious, read the entries in the Airport/ for the larger air carrier airports, I still love airports. Facility Directory , or consider a virtual visit via And I don’t entirely jest when I describe a certain Google Earth.

general aviation (GA) airport In addition to renewing my faith in the good in Northern Virginia as my nature and basic kindness of people everywhere, It’s important for us “regulars” to second home. Much like the aviation passport collection tour inspired — and extend a warm welcome when the tavern in the long-gone reminded — me how important it is for us “regulars” strangers call at our home airport, “Cheers” sitcom, my home to extend a warm welcome when strangers call at and ensure that their experience airport is populated by a home base and ensure that their experience is both clutch of regulars, and it’s a positive and memorable. As authors Joseph Pine and there is both positive and memorable.

place where everyone knows James Gilmore write in their book on The Experience your name. More to the point, it’s a place where Economy , “It is the positive personal interaction that everyone knows your plane . makes a visit memorable enough to prompt repeat As I wrote in “Venturing Further Afield,” I business.” And even though most of us are not in recently participated in the Virginia Department of the FBO business per se , the overall decline in the Aviation’s Virginia Aviation Ambassadors program. pilot population and constant economic pressure on The idea is to visit each of the state’s 66 public-use our beloved home base airport means that it is very airports, and document the visits by collecting an much our business to support, promote, and thus airport-specific stamp for each one in the official protect them in any way we can. So, next time you passport booklet. One of the best discoveries was see an unfamiliar face at your home airport, extend finding that my home state is full of airports like the a hand, make a friend, and create a fan who will one I call home — places where pilots gather not just appreciate your airport as much as you do.

to fly, but also to hang out with like-minded friends.

I also discovered that my home state’s GA airports Susan Parson (susan.parson@faa.gov, or @avi8rix for Twitter are warm and welcoming to visitors. Starting with fans) is editor of FAA Safety Briefing and a Special Assistant in the FAA’s the friendly line service staffer who marshaled me Flight Standards Service. She is an active general aviation pilot and flight to a transient tie-down, I found the camaraderie of instructor.

kindred spirits everywhere. At larger places, FBO 36 FAA Safety Briefing November/December 2011

T O M H O F F M A N N

FAA Faces

Amy Anderson

Amy Anderson, FAA Wildlife Biologist

If there’s one person who could benefit from 50 percent of all wildlife strikes at GA airports. This is having the parlance powers of the venerable Dr. mainly due to many small airports being in proximity Dolittle, it would certainly be FAA Wildlife Biologist to rural forested areas, a haven for deer.

Amy Anderson. Although lacking any telepathic But, it’s not just birds and deer that are hazards.

skills (except maybe with her dog Phoebe), Anderson can cite reports of alligators, coyotes, Anderson does take great pride in her work to moose, and yes, even a fish strike! Apparently an maintain a harmonious balance between two osprey flying over Rhode Island got spooked by a uniquely different worlds: wildlife and aviation. US Airways jet and dropped the fish it was carrying.

For Anderson, growing up in central Michigan The fish hit the jet’s radome and did considerable helped spark an early interest in nature. She spent damage.

much of her time outdoors and was fascinated by “When it comes to creating effective wildlife the diversity and interaction of the natural world. hazard mitigation strategies, pilots are a big piece th And, after a 7 -grade biology report on dolphins, of the puzzle,” says Anderson. “By reporting wildlife she seemed destined for a career involving wildlife. strikes, pilots can help airports become more aware After studying Marine Science and Biology at of wildlife issues they may have, and create more Coastal Carolina University, Anderson spent time effective mitigation programs.” Reporting also helps working at both an aquarium and science museum alert fellow pilots of hazardous conditions and can before beginning a career in environmental science. help show whether mitigation strategies are effective.

For 10 years, Anderson worked with wetland and For those pilots who may be hesitant to report wildlife monitoring. She also became involved a strike, Anderson recommends filing the report with wildlife hazard assessments and management anonymously. “What’s important is to learn the plans, which eventually led to her involvement with specifics of what and where an event occurred, airports. “I found it to be a very interesting field,” not who is reporting it.” Anderson adds that the says Anderson. “It combined wildlife and their reporting process has been made easier, and can habitats, two of my favorite things!” now be done using a smartphone. (See “Splat” on That combination forms the core of her current page 22 for more.)

responsibilities as one of two wildlife biologists When it comes to future of wildlife strike employed by the FAA. Among her specific duties mitigation at small GA airports, Anderson are assisting the regional FAA offices with wildlife is optimistic about improvement. “The next issues at airports, writing policy and guidance generation of wildlife safety strategies should on reducing wildlife hazards, and leading the GA be exciting, especially as more components of wildlife hazards initiative. NextGen come on line.” Anderson foresees tapping “I feel I bring a unique perspective to this in to the capabilities now offered with avian radar position because of my airport experience in the to an onboard system that can give pilots a more private sector,” states Anderson. “Now that I work real-time warning of a wildlife hazard.

for the FAA, I can see both sides of the challenges In the meantime, says Anderson, it’s important that small airports face with wildlife hazards.” to remain educated about wildlife hazards at all One of the tasks Anderson is most passionate times. Staying smart about wildlife will help ensure about is her role in educating the public about there’s room for both animals and airplanes to wildlife risks to aviation. While birds are the biggest safely share the skies.

contributor to aviation wildlife strikes overall, deer are actually the biggest risk at GA airports. According Tom Hoffmann is associate editor of f AA Safety Briefing . He is a commercial to Anderson, deer strikes account for more than pilot and holds an A&P certificate.

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