FAA Safety Briefing — September/October 2012

The Sep/Oct 2012 issue of FAA Safety Briefing explores the critical role of the aviation educator. Articles focus on flight instructor requirements and best practices as well as the many tools and educational resources that can help sharpen your teaching skills.

Features

Climbing to the n ext l evel

U.S. Department

BY T O m H O f f m A nn

of Transportation

Real l ea R ning th R ough Flight Simulation

Federal Aviation

Administration

BY m A r C e l Be rn A r D ISSN: 1057-9648

So You Want to b e a Flight i n S t R u C to R ?

FAA Safety Briefing September/October 2012 Volume 51/Number 5 BY D OU g S T e WA r T Raymond H. LaHood Secretary of Transportation Michael Huerta Acting Administrator

Clea R ed F o R the a pp R oa C h

Margaret Gilligan Associate Administrator for Aviation Safety John M. Allen Director, Flight Standards Service BY J A SO n B l A I r Mel O. Cintron Manager, General Aviation and Commercial Division Susan Parson Editor Tom Hoffmann Managing Editor

F i RC

James R. Williams Associate Editor / Photo Editor Will Daniel Muddsimmons Assistant Copy Editor John Mitrione Art Director BY Je f f re Y Sm I T H Published six times a year, FAA Safety Briefing, formerly FAA Aviation News, promotes aviation safety by discussing current technical, regulatory, and

W aa S h appening!

procedural aspects affecting the safe operation and maintenance of aircraft.

Although based on current FAA policy and rule interpretations, all material is advisory or informational in nature and should not be construed to have BY D A v ID H U g H e S regulatory effect. Certain details of accidents described herein may have been altered to protect the privacy of those involved.

a Cou RS e Set F o R Sa F et Y

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 BY T O m H O f f m A nn their respective owners. All rights reserved.

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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

My Father, My Teacher

You don’t have to be a certificated flight instruc- Passing the Torch tor to be an influential aviation educator. That was It is truly fitting that my dad’s last outing, the one of the many lessons I learned from my father, weekend before Father’s Day, was a trip to the Cyn- John R. Allen, Jr., who recently passed away after a thiana Airport for an EAA Young Eagles event. Cyn- valiant battle with cancer. Because this issue of FAA thiana had been the site of his very first airplane ride Safety Briefing magazine is devoted to the aviation in a Ford Tri-Motor. It was his chance to watch fellow educator’s role and responsibilities, it seemed fitting aviators pass the torch by igniting the spark of inter- to share some of the aviation and life lessons that my est in the next generation of flying enthusiasts.

dad taught through words, deeds, and example.

It was a poignant and powerful day, watching my dad watch cousin Bobby use his airplane to intro- You Have to Believe duce another generation to the wonders of aviation.

My father’s 1940 high school yearbook includes While Bobby flew, his wife Jeana ran the show; my these words: “Wants to be: Aviator.” “Likely to be: brother, his family, and I pitched in. Somehow, my Private in Army.” As it happened, he was both. My dad mustered the courage and resolve to stay for the dad enlisted in the Army in 1940, but it was the entire event. He saw 286 kids get airplane rides that Army Air Corps. For the next two decades, he flew day, most for the very first time.

throughout the Pacific as a flight engineer on C-97s As he and I talked of our many memories on and C-124s. And, though he started as a humble Father’s Day, I told my dad how such a day might not private, my dad retired as a Chief Master Sergeant.

have happened without the spark of interest he had Better yet, he was a “charter chief,” which means ignited for people like Bobby and me.

that he was in the very first group of sergeants to Lesson : Any pilot can help spark aviation inter- earn that newly established rank.

est in future generations, and every pilot has a duty Lesson : Believe in yourself. Believe in your to do so.

dreams. Then go make them come true.

Making (and Preserving) the Memories The Power to Inspire A cherished gift from the last few weeks of my My dad was always humble about his accomplish- dad’s life was the chance to share our aviation mem- ments. Still, he regaled anyone who appeared even ories. On his last Father’s Day, we sat together, qui- half interested with his many flying stories. He prob- etly sharing thoughts on lives so heavily flavored by ably did not realize that he also commanded the rapt fixing and flying airplanes. One of the best aviation and awestruck attention of my cousin Bobby and me.

memories was our time together at EAA AirVenture My dad’s cheerfully-told flying stories sparked 2010. My dad was awestruck by the aviation won- an interest that grew into a lifelong passion for avia- derland, but the most magical memory came from tion. I wound up spending 32 years in the U. S. Air a chance to fly together in the EAA’s Ford Tri-Motor.

Force, flying airlift in the C-141, living experiences And when he met EAA founder Paul Poberezney not unlike his. My cousin Bobby took a different later that day, what an amazing experience it was path, but no less fulfilling and certainly no less to hear these two elder statesman aviators sharing important. He was pulled to the local airport in Cyn- airplane stories.

thiana, Kentucky. Today, Bobby is the proud owner Lesson : Cherish the time you have, and make the of a Cessna 172, and he serves as the non-paid man- most of each moment for the people and the pas- ager of this highly successful little airport bounded sions in your life.

by the Licking River, a set of train tracks, and a farm.

I hope he realized he had made a difference in Lesson : Always remember that your words have this world — as a man, as a father, as an aviator.

the power to motivate and inspire, and never forget who might be listening.

September/October 2012 FAA Safety Briefing 1

Aviation News Roundup

A T I S

avoid complacency, and maintain situational aware- Huerta Greets Hundreds at AirVenture ness at all times.

On Thursday, July 26, 2012, Acting FAA Admin- Huerta also reiterated his commitment to istrator Michael Huerta greeted hundreds of eager NextGen programs, specifically the ADS-B infra- aviation enthusiasts during the traditional Meet the structure, which remains on track for nationwide Administrator forum at this year’s EAA AirVenture coverage by 2013.

in Oshkosh, Wis. Although this was Huerta’s first time at AirVenture, he quickly made a positive FAASTeam Safety Stream Coming Soon impression on those curious to hear his views on general aviation. The FAASTeam is gearing up to launch a new “We see here at Oshkosh the foundations that system for aviation safety outreach called FAAS- have made the United States such a great place,” Team Safety Stream (SS). Beginning this fall, SS will said Huerta, referencing the great amount of experi- provide airmen with access to a continuous stream mentation, innovation, and freedom on display at of easy-to-grasp bytes of aeronautical knowledge AirVenture. custom tailored to their preferences and airman “But with freedom comes a significant respon- certificates. The channels for distributing content sibility. And that’s a responsibility we all have to will vary to best accommodate the message and may ensure safety,” added Huerta. “Our approach is include email, video, and social media outlets.

to work with the GA community to develop non- Safety messages will be divided initially into regulative and proactive strategies.” Huerta went three different streams, one each for pilots, aviation on to state that reductions have been made in three maintenance technicians, and flight instructors.

fatal accident categories: CFIT (controlled flight into Each stream will broadcast three messages per week terrain), loss of control in flight, and approach and to start. Pointers to more in-depth information landing accidents.

on the subject will always be provided should the “But we have to airman want to learn more. A series of webinars on make GA safer,” said aviation safety topics will also be added for those Huerta, citing a small who enjoy a more interactive learning experience.

uptick in total fatal GA “Safety Stream will enable thousands more accidents with 271.

airmen to access our safety messages at any given “Too many accidents time,” says National FAASTeam Operations Lead Photo by Tom Hoffmann are still attributable to Kevin Clover. “The system will also allow us to broad- conscious risk taking, cast season-specific aviation issues, like icing in the for example, trying to winter, or thunderstorms in the summer, as well as beat the weather, or target many of the top ten GA accident causal factors.” not checking fuel prior Stay tuned to www.FAASafety.gov this fall for to takeoff.” more information.

In response, Huerta requested that New Web Portal Launched for Instrument all pilots commit to a Flight Procedures personal safety check The FAA has launched a new portal, Instru- each time they fly.

ment Flight Procedures Information Gateway, that During that check, he lets you search for instrument flight procedures, pro- asks pilots to keep a duction schedules, and coordination information all positive flight attitude, 2 FAA Safety Briefing September/October 2012 in one location (www.faa.gov/air_traffic/flight_info/ For more information on the New York North aeronav/procedures/application/). At press time, Shore Helicopter Route, go to: https://www.federal- a total of 7,684 airports were available in the portal, register.gov/articles/2012/07/06/2012-16667/the- which can be searched by state, region, or service new-york-north-shore-helicopter-route.

area, or by typing the airport identifier into the search field. Searching by state or region makes it easier to FAASTeam LOC Postcards find instrument flight procedures coordination data Check out a new product from the FAA Safety and transmittal letters.

Team — the Maneuvering Initiation Envelope card.

Pilots must create a free account in order to The card was designed as a memory jogger for pilots, receive updates on procedures. Once logged in, you and as an instruction tool for CFIs and Designees, can search for the specific procedures and request to that visually illustrates many of the items to consider be notified of any changes to an airport, state, region, before beginning a flight maneuver. Such items or service area. You can cancel the notifications at include the aircraft envelope, aircraft limitations, any time.

weather, ATC, practical test standards, human fac- For a training video on the portal, go to: www.

tors, and terrain. See your local FAASTeam Program faa.gov/tv/?mediaId=524.

manager for a copy of the card.

Comment Period Extended for Medical Petition The FAA has extended the comment period for a petition of exemption that would allow pilots to fly some GA aircraft without a third-class medical pro- vided they have a valid driver’s license and adhere to certain limitations. Pilots now have until September 14, 2012, to submit comments on the proposal that is estimated to affect more than 39,000 pilots. The petition, filed in March 2012 by the Aircraft Owners and Pilots Association (AOPA) and the Experimental Aircraft Association (EAA), would rely on pilots to take an aeromedical education course as well as self-certify their medical fitness prior to each flight.

The exemption would also be restricted to VFR operations in single-engine fixed-gear aircraft of 180-horsepower or less and with four seats or fewer.

ForeFlight Earns QICP Certification To view the exemption documents and to On July 18, 2012, ForeFlight announced it had submit comments online, pilots can use the Federal earned Qualified Internet Communication Provider eRulemaking Portal at http://www.regulations.gov.

(QICP) certification from FAA. The certification Reference docket number FAA-2012-0350.

means ForeFlight meets the rigorous requirements FAA sets out for Internet weather providers for reli- Training Video Now Online for New York ability, accessibility, and security. This certification North Shore Helicopter Route allows part 121 and 135 operators to list ForeFlight as their approved QICP. It also means that ForeFlight A training video is now available on www.FAASa- may be used as an official weather source. For more fety.gov to help pilots identify and understand the pro- information on the QICP criteria see AC 00-62, avail- cedures associated with new airspace rules in effect for able at: http://rgl.faa.gov/Regulatory_and_Guid- certain helicopters operating along the North Shore ance_Library/rgAdvisoryCircular.nsf/list/AC%20 of Long Island in New York. The training provides 00-62/$FILE/ac00-62.pdf.

additional information related to the route in order to ensure pilots are knowledgeable of the rule require- ments, recommendations to fly the route safely, and what deviation allowances may be available.

September/October 2012 FAA Safety Briefing 3

NTSB Vice Chairman Christopher Hart listens NTSB Photo to testimony at the GA Safety forum.

T o m h o f f m A n n

Climbing to the

Next Level

NTSB Forum Puts Spotlight on General Aviation Safety

ith significant flying experience among three Subject matter experts from government, industry, of the five sitting National Transportation and academia served on eight panels. Scheduled over

W Safety Board (NTSB) Board Members, the two days in the NTSB’s auditorium, panels covered

Board’s personal penchant for safety in the skies everything from pilot training and weather-related should come as no surprise. In fact, with the exten- decision making to aircraft design and maintenance.

sive efforts of both the FAA and NTSB over the last “GA pilots are not learning from the mistakes of few decades, civil aviation safety has reached an their pilot brethren,” noted NTSB Chairman Deborah unprecedented level of improvement. Hersman in her opening remarks. “They are not learn- However, one sector of aviation continues to ing lessons that have been learned in the hardest of buck the trend of safety improvement: general avia- ways.” Chairman Hersman also stated that GA safety tion. Even more perplexing is the fact that with GA is “personal,” given the tragic loss of their Chief Medi- there are very few “new” accidents. As NTSB Board cal Officer, Dr. Mike Duncan, in a recent GA accident.

Member Dr. Earl Weener describes in a recent NTSB She and other members observed that over the last 10 video, “the circumstances surrounding these acci- years, the GA accident rate has averaged more than dents are almost always a repeat of previous ones. 1,500 a year — about four accidents a day. GA acci- This must change.” dents also account for 97 percent of all fatal accidents, Given this renewed desire to effect change, the despite the fact that GA flying only accounts for about NTSB organized a two-day safety forum on June half of all flight time in U.S. civil aviation.

19-20, 2012, specifically geared for the issues affect- To address this issue, the FAA has stepped up ing GA. The NTSB’s goals for the forum were to: efforts to make improvements with its Five-Year GA Safety Plan. The plan, as described by FAA executives • Raise awareness of the GA accident rate and Tony Fazio and Mel Cintron during the NTSB safety associated recurring safety issue areas; forum’s opening panel, uses a data-driven, consen- • Promote and facilitate dialogue about these sus-based approach to analyze safety data. Informa- issues; tion from that analysis is then used by the GA Joint • Determine how to effectively address these Steering Committee (a government/industry group) issues to improve the safety of GA operations to develop specific accident mitigation strategies. The for the future.

4 FAA Safety Briefing September/October 2012

current priority focus is on preventing loss-of-control (LOC) accidents, one of the leading causal factors for GA accidents. Fazio told the Board that 23 of the 27 safety enhancements proposed for LOC have been accepted for implementation, the next step.

Another critical focus area of the safety forum

alling

was the role of the flight instructor. Several panel- ists, including FAA’s GA Training and Certification Branch Manager Jim Viola, discussed the vital role

All

of CFIs and how they have a potential to make a significant impact on safety. Viola reviewed the cur- rent requirements for becoming a CFI, explained the

Mechanics

importance of participating in the WINGS program, and mentioned how the FAA will begin looking at the use of risk-based tools to identify CFIs for surveil-

Keep Informed with

lance and/or outreach.

Doug Stewart, executive director of the Society

FAA’s Aviation

of Aviation and Flight Educators (SAFE), joined Viola on the panel and focused on the role of primary

Maintenance Alerts

CFIs, who, according to Stewart, are often low-time neophyte instructors. “We need to instill responsibil- Aviation Maintenance Alerts (Advisory Circular ity to create safer skies with safer pilots,” said Stewart 43-16A) provide a communication channel to regarding the important role instructors play in pri- share information on aviation service experiences.

mary flight education.

Prepared monthly, they are based on information In her closing remarks, Chairman Hersman FAA receives from people who operate and also commented on the importance of sound flight maintain civil aeronautical products.

instruction, stating that its connection to safe pilot- ing is one thing everyone seemed to agree on. Other The alerts, which provide notice of conditions consistent messages: The GA community is not reported via a Malfunction or Defect Report homogenous; we have a lot of data about fatal acci- or a Service Difficulty Report, help improve dents, but better data will enable better decisions; aeronautical product durability, reliability, and and no matter what the technology, the innovation, maintain safety.

or the information, it is up to the general aviation Recent alerts cover: community — pilots, instructors, mechanics, and • cracked seat frame on a Cessna 172P others — to make good use of it. The latter, many would agree, is the biggest challenge to moving the • throttle cable separation on a Piper needle on GA safety, a challenge to ultimately foster a PA44-180 Seminole culture of safety beyond what prevails today. Collab- • blocked fuel tank drains on the orative and thought-provoking discussions like those Mooney M20J at this NTSB safety forum can certainly assist.

Check out Aviation Maintenance Alerts at: http://www.faa.gov/aircraft/safety/alerts/ Tom Hoffmann is an editor of FAA Safety Briefing . He is a commercial pilot aviation_maintenance/ and holds an A&P certificate.

Learn More The forum was streamed live and an archived webcast is currently available at www.capitolconnection.net/ capcon/ntsb/ntsb.htm . For more information, photos, and copies of the presentations from the forum, go to www.

ntsb.gov/news/events/2012/GA_safety/index.html.

September/October 2012 FAA Safety Briefing 5

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

The All-Seeing C-F-Eye

However eager they are when they take the medications could be debilitating in the aviation first steps toward achieving their dreams of flight, world. Asking the question reinforces the concept most aspiring pilots are not aware of many of the that medical certification goes beyond the visit to requirements necessary for certification. One of an AME, and also that serious self-evaluation (using those requirements is medical certification. For most tools such as the IM SAFE checklist) is important.

pilots, understanding and knowledge of aviation And — you knew it was coming — that goes for medical standards revolves around their own medi- you, too. No instructor likes to cancel a flight because cal certification. But the aviation educator must go of a common cold, but how can you give the student beyond individual circumstances and take on the your best in terms of safety and instructional value crucial role of mentor and guide who can shepherd when you’re not at your best? And, what lesson are the new pilot through all the things that experienced you teaching when you tell the student to be mindful pilots regard as routine. In short, you are not just a of the safety implications of flying when the pilot is CFI, but a “seeing eye” for everything from opera- physically under the weather, but you model behav- tions, to minor maintenance issues, to medical certi- ior inconsistent with that point?

fication requirements. When it comes to educating students on aero- That’s why your aeromedical knowledge should medical topics, the FAA does not expect you to be go above and beyond. You must know how to clearly an AME, but it does expect that you will spend more explain the basic qualifications and duration for than just a few minutes on the topic in one of your each class of medical certificate, and make sure your lesson plans. To help you hash out the key points, student understands the conditions and limitations the FAA’s Office of Aerospace Medicine offers a for the class of medical certificate he or she needs. number of resources at little or no cost. You also The aviation educator should also be conversant have this magazine, which always includes a sec- with the basics of special issuance. This obligation tion that allows you to ask questions about specific includes not just being able to teach (or preach?) medical topics. Additionally, you can find many of about sound aeromedical practices, but also to those resources at: www.faa.gov/pilots/training/ model and exemplify aeromedical discipline. airman_education/ and www.faa.gov/pilots/safety/ pilotsafetybrochures/.

Medical Role Model and Educator Another source is the Federal Air Surgeon’s I can’t stress enough the importance of the role Medical Bulletin (online: www.faa.gov/library/ model responsibility you have as an aviation educa- reports/medical/fasmb/). While the bulletin’s pri- tor. If you see something questionable and don’t mary audience is AMEs, it covers a lot of information speak up, the student will assume the behavior in that a flight instructor would find useful. The FASMB question is appropriate. Whether it’s medication use is published quarterly, and can provide insight on (prescription or otherwise) or fatigue, your students what is coming and why we make certain decisions.

will interpret your silence as acceptance or, worse Spending time reviewing these resources will yet, approval. In your quest to develop your students’ not only help you with your own medical certifica- self-awareness and judgment, start by asking ques- tion, but it will also help you be a better CFI.

tions. If your sniffling student pulls out a pill bottle during the preflight, it’s a good time for you to make Frederick E. Tilton, M.D., M.P.H., received both an M.S. and an M.D. degree gentle inquiries; “Did you ask your AME about flying from the University of New Mexico and an M.P.H. from the University of on those meds?” It could be something as simple as Texas. During a 26-year career with the U.S. Air Force, Dr. Tilton logged an over-the-counter cold medicine. A new pilot will more than 4,000 hours as a command pilot and senior flight surgeon flying a probably not understand that side effects of such variety of aircraft. He currently flies the Cessna Citation 560 XL.

6 FAA Safety Briefing September/October 2012

Ask Medical Certification

and a low white blood cell count. After some tests, a

Q: My neurologist has talked to me about various

hematologist diagnosed me with hemochromatosis treatments available for Multiple Sclerosis, includ- and refered me to a liver specialist. The liver spe- ing Tysabri and Gilenya. What are the prospects and cialist determined that I have non-cirrhotic portal possible timelines for FAA approval of these drugs?

hypertension. The liver biopsy also showed fatty

A: While there are a number of medications that

liver, but no cirrhosis. I also had grade II esophageal can be used for Multiple Sclerosis that are compat- varices which were banded and eradicated. I am ible with safe flying, neither of these drugs are.

taking 20 mg of Nadolol one time daily to reduce However, if your treating physician feels these medi- portal hyperten- cations are absolutely needed, you will have to make sion. After almost Send your questions to SafetyBriefing@faa.gov.

the appropriate decision.

a year of phleboto- We’ll forward them to the Aerospace Medical mies, my iron levels

Q: I hold a third-class medical with an Airplane

Certification Division without your name and are now normal, Single-Engine Land (ASEL) private pilot and IFR publish the answer in an upcoming issue.

and so are my liver rating. A few months ago I had a stress electrocar- enzymes. My liver diogram (EKG) which showed a series of extra beats function is also normal. My medical doesn’t come which were originally interpreted as ventricular. I up for renewal until October 2013. Is it likely that I was cathed on the next day and my coronary arteries will still be able to get my third-class medical?

were normal. I was referred to an electrophysiologist who arranged a 30-day Holter monitor. This showed

A: People with hemochromatosis have been able to

no abnormality. Repeat EKGs have been normal.

qualify for their medical certificate. In your case, the Review of the stress EKG by the electrophysiologist most concerning issue for flying would be the history showed that I had premature atrial contractions of esophageal varices. You will need to provide us at that time, but they have not recurred. I am on with good documentation of the banding procedure no medications and am very active physically. I have and a current status report from the physician who had a repeat stress EKG which is normal. What infor- performed it. We will also require the reports of all mation do I need to have ready for my next third- tests and treatment records related to the hemochro- class medical?

matosis and a current status report from your treat- ing physician.

A: You will need to present us with copies of all the

records related to these events, including the heart catheterization report and the actual tracings from Dr. Scott is the Manager of the Aerospace Medical Certification Division in your stress test. You also need to submit to us an Oklahoma City, Okla. He is board certified in aerospace medicine and has echocardiogram report. Lastly, please provide a cur- extensive practice experience in civilian, and both military and non-military rent (within 30 days of your exam) Cardiovascular government settings.

Evaluation which your treating physician should be able to provide for you.

Q: I had some routine blood work done for my

health insurance and they discovered low platelets Get FAA Safety BRIEFING news at your fingertips.

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September/October 2012 FAA Safety Briefing 7

m A r c e l B e r n A r d

Real Learning through Flight Simulation

The a B c s of at Ds

Photo Courtesy of Frasca International he dawn of flight training awakened more than visual capability, and it is possible to earn a type pilots, instructors, and airplanes. It also brought rating (e.g., MD-80, B-737-800, BE-500) in the more T to light a need for ground trainers that would sophisticated simulators without flying the actual enable the safe and effective practice of particular aircraft. All levels of FFSs are objectively evaluated procedures. Industry has responded, and aviation against airplane specific validation data (typically ground trainers have evolved significantly over the aircraft flight test data) to ensure that the FFS’s aero- years, along with their aerial counterparts. dynamics, flight controls characteristics, and ground The regulatory structure for aviation ground handling characteristics represent a specific make, trainers has evolved as well. At present, the FAA model, and series of aircraft. A type rating is required assigns these devices into three main categories: for operating aircraft that are turbo jet powered or flight simulators, flight training devices, and aviation over 12,500 pounds. maximum certified takeoff training devices . From airline training and corporate weight. Many FAA-approved Part 142 schools use flying to the private pilot in general aviation aircraft, simulators to train professional pilots for type ratings almost every pilot will eventually use at least one of and to deliver the recurrency training required by these devices to practice and improve pilot skills or regulation and insurance companies.

to help transition to another aircraft. As most pilots Flight t raining Devices (F t D)* : These devices are will attest, flight simulation of any variety is often the designed to represent a specific aircraft configuration quickest route for learning to fly. and, depending upon the FTD’s qualification level, may include an enclosed cockpit and realistic visual Today’s Training Devices references. They are not always motion capable, but Full Flight Simulators (FFS)* : The more capable are sophisticated enough to provide training in prepa- (and most expensive) aviation training devices fall ration for commercial and airline transport pilot cer- in to this category. FFSs must include motion and tificates, as well as other ratings. FTDs are extremely 8 FAA Safety Briefing September/October 2012 popular with aviation-oriented universities and tive of a category and class of aircraft flight deck. The colleges. The airline industry also uses these devices AATD does not need to replicate a specific aircraft extensively to train new hires or provide for upgrades make and model, although many devices do.

(First Officer to Captain) and transition training (e.g., These features allow the FAA to authorize an B-737 to B-747 aircraft), or for recurrency training. AATD for the following training and proficiency *Note: Full Flight Simulators and FTDs (col- credits.

lectively called Flight Simulation Training Devices • Private pilot certificate - maximum of 2.5 – FSTDs) come under the guidance, evaluation and hours approval of the FAA National Simulator Program in • Instrument rating - maximum of 20 hours Atlanta and are regulated under 14 CFR part 60.

• Instrument Proficiency Check - per FAA-S- Aviation Training Devices (ATD) 8081-4E (circle-to-land not authorized) ATDs are by far the most common option for • Commercial pilot certificate - maximum of 50 general aviation flight training, and GA has benefited hours greatly from the development of these very capable • Airline Transport Pilot certificate - maximum devices. Many Part 141 and Part 61 flight schools of 25 hours use these devices to train students in preparation for • 14 CFR part 141 as limited by the applicable private, multi-engine, instrument, and commercial appendices, or under a special curriculum certificates.

approved under 14 CFR section 141.57 The FAA’s General Aviation and Commercial Division (AFS-800) manages the evaluation and A quick way to remember the difference approval of ATDs, which are categorized into basic and between basic and advanced is that the advanced advanced training devices. To do so, AFS-800 uses the version must be more representative of the aircraft requirements for performance and capability specified cockpit design. It must also include a GPS and auto- in Advisory Circular (AC) 61-136, which was published pilot configuration.

in July 2008. This document describes how the FAA Real Training, Real Learning approves ATDs, along with providing a summary of If you are looking for a flight school, it might how pilots may use these devices. Let’s take a look.

be worth your while to consider a flight school that Basic Aircraft Training Device (BATD) has an FAA-approved aviation training device. Such A BATD generally has hardware and software a school will have an FAA letter of authorization features that allow the FAA to authorize it for cer- (LOA) that accompanies the device. The FAA only tain training and proficiency credits. These credits allows credit for 2.5 hours towards the certification include: • Instrument rating - maximum of 10 hours under 14 CFR section 61.65(i) or 14 CFR part 141, appendix C • Instrument Proficiency Check - per FAA-S- 8081-4E (circle-to-land not authorized) • Use in accomplishing instrument recency of experience requirements of 14 CFR section 61.57(c)(2) • Not more than 2.5 hours of training under 14 CFR section 61.109(k)(1) on introduction to operation of flight instruments (except as limited by 14 CFR part 141 appendices) Advanced Aircraft Training Device (AATD) An AATD must meet BATD-approval criteria, but it must also incorporate additional features and systems fidelity that provide ergonomics representa- Photo Courtesy of Frasca International July/August 2012 FAA Safety Briefing 9 minimum required for private pilot certification, but undesirable breaks that can hamper your ability to there is no prohibition on additional use of these practice and retain certain skills. Teaching is also devices in training. On the contrary! According to much more productive in an ATD, where distrac- recent FAA records, the national average to complete tions such as noise and turbulence can be kept to a the private pilot certificate is approximately 75 hours minimum. The ability to hit the pause button and of flight time. Some flight schools use FTDs and then explain or review a certain training skill on the ATDs to practice the maneuvers and procedures spot is another huge advantage. Last but not least, in advance of the flight training portion of their ATDs permit practice of emergencies and other curriculum. Doing so allows students to graduate demanding skills with a level of safety that might not sooner with less total flight time needed to complete be possible in actual aircraft.

their training. Using aviation training devices will save time, Here’s the bottom line: Even if you can’t log money, and the environment, and allow everyone to every hour spent in an ATD to count toward your fly more safely.

certificate or rating, training in an ATD can maxi- mize your training time and minimize the money Marcel Bernard is an FAA Aviation Safety Inspector and the Aviation you spend by enabling you to learn basic proce- Training Device Manager with the General Aviation and Commercial Division dures in the ATD, and then master them in the in Washington, D.C. Marcel currently holds an ATP and Flight Instructor actual aircraft. Another advantage is the ability to certificate with Multi-Engine and Instrument privileges. His experience train when the weather is not cooperating or if an includes managing an FAA-approved Part 141 flight school along with having aircraft is not available. This advantage prevents conducted more than 20,000 hours of flight instruction.

Full Flight Simulator (FFS) − A replica of a specific type or make, model, and series aircraft cockpit. This includes the assemblage of equipment and com- puter programs necessary to represent aircraft operations in ground and flight conditions, a visual system providing an out-of-the-cockpit view, a system that provides cues at least equivalent to those of a three-degree-of-freedom motion system, and the full range of capabilities of the systems installed in the device as described in 14 CFR part 60 and the Qualification Performance Standards (QPS) for a specific FFS qualification level.

Flight Training Device (FTD) − A replica of aircraft instruments, equipment, panels, and controls in an open flight deck area or an enclosed aircraft cock- pit. It includes the equipment and computer programs necessary to represent aircraft (or set of aircraft) operations in ground and flight conditions having the full range of capabilities of the systems installed in the device as described in 14 CFR part 60 and the Qualification Performance Standard (QPS) for a specific FTD qualification level.

Aviation Training Device (ATD) − A replica of aircraft instruments, equipment, panels, and controls in an open flight deck area or an enclosed aircraft cock- pit. It includes the equipment and computer programs necessary to represent aircraft (or set of aircraft) operations in ground and flight conditions having the full range of capabilities of the systems installed in the device as described in AC 61-136 for a specific Basic or Advanced qualification level.

Photos (top 2) Courtesy of Frasca International, (bottom) Courtesy of Redbird Flight Simulations 10 FAA Safety Briefing July/August 2012

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/.

faa.gov/ and electronically complete FAA Form 8500-8. Information entered into MedXPress will be available to your AME to review prior to and at the time of your medical examination, if you provide a confirmation number.

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/

ATTENTION: Beginning Oct. 1, 2012,

pilots must use MedXpress

to apply for a

Medical Certificate.

July/August 2012 FAA Safety Briefing 11

d o u g S T e w A r T

So You Want to Be a

Flight Instructor?

Photo by Raymond G. Stinchcomb ow would you respond to a help wanted advertisement that stated, in part: “… applicant must be very responsible and of the highest integrity; must H have effective communication skills; must be capable of human, mechanical, technical and meteorological analysis; must be adept in managing risk; a continuing education program is mandated; proficiency in working in cramped spaces is required?

Work hours can be long. No guarantee of a climate-controlled work environment. Pay commensurate with experience. Benefits include: high respect from your clients; a lofty perch from which to view the world; travel to exciting places; and the knowledge that your job is the most important job of all those available in this field of endeavor. ” 12 FAA Safety Briefing September/October 2012 Sound good? Well, I have just such a job. I am a Respect is next on my list, and it has three parts.

full-time flight instructor. True, there are more lucra- First is respect for the responsibility that they have tive ways of earning a living in aviation, but I assert been entrusted with. Second is respect for their cli- that there is no other aviation endeavor that is as ents. Third is respect for themselves as instructors.

rewarding and satisfying as sharing the gift of flight Respect for our responsibility is somewhat by teaching others to be safe, knowledgeable, and self-explanatory, but also addressed above as the proficient pilots. And those flight instructors who first item on my list. Respect for clients includes a teach primary flight students undoubtedly play the number of professional attitudes and behaviors, most important role of anyone in aviation. starting with the concept that we will always have The reason that the primary flight instructor has a syllabus, lesson plan, or curriculum and that we this most critical position is because of the immu- ensure our clients are aware of it. We show respect table law of primacy — the things we learn first are by being punctual. We show it by communicating the things we retain — and also the hardest things not in aviation jargon, to change. To this day, I remember my first flight but in language they can The flight instructor is the single most lesson. It was pretty much a “kick the tires, light the understand as novices.

important element in creating safe pilots.

fires” kind of experience, certainly not a great way Most beginning flight to lay the first stones of the foundation. And even students don’t understand aviation-speak and, to this day, after many thousands of hours of flying, though they will learn it as they progress, respect I have to consciously overcome some of the bad means meeting them where they are when they habits I acquired on that first flight. That’s why the arrive. Another important way to show respect is to primary flight instructor has the most important job adjust our teaching style to the way they best learn.

of anyone in aviation, bar none. Another immutable rule — the rule of karma — comes into play regarding respect. As the saying Do You Have the Right Stuff?

goes, what goes around, comes around. If respect With this point in mind, what qualities and attri- is shown for the responsibility one holds as a flight butes should be instilled, developed, nurtured, and instructor, and if respect is shown to clients, it will embraced by those who teach flight, especially by come back one thousand fold to those who show it.

those who will be teaching primary flight students?

You will quickly realize that being a flight instructor Here’s my list.

is a vocation that you can, and should be exceedingly Responsibility is at the very top of the list. The proud to practice.

flight instructor is the single most important element in creating safe pilots. The flight instructor bears responsibility for ensuring that clients embrace not only solid stick-and-rudder concepts and skills, but just as importantly the elements of risk management critical to being safe pilots. The flight instructor is the person who sets the stage for the rest of the entire flight career of each primary flight student.

That’s why the most important thing we need to instill in the minds, hearts, and souls of flight instructors is to ensure that they not only under- stand the critical responsibility they are being entrusted with, but also to make certain that they buy into that responsibility. They need to under- stand that even if they are only going to use the flight instructor certificate as a means of building hours so that they can move on to air carrier flying, they still have an immense responsibility during every hour logged in the right seat of a training air- plane. It is no exaggeration to say that these hours matter enormously not only to their clients, but also to the future of general aviation.

Photo by H. Dean Chamberlain September/October 2012 FAA Safety Briefing 13 Integrity follows in the list of qualities crucial important that the concept of continuing education to being a flight instructor with the right stuff. It is be instilled not only in the neophyte instructor, but integrity that dictates being honest when answering even more importantly in the earliest hours of a stu- questions. That includes admitting when we don’t dent pilot’s engagement with aviation. The aviation know the answer, but promising to do research educator must inculcate the mentality and instill the before the next meeting and deliver the answer then, habit of continuing education into every client, lead- without fail. It is integrity that dictates declining to ing them to understand that training doesn’t end provide training in aircraft or avionics unfamiliar to at the conclusion of regulatory minimum require- you. It is integrity that mandates a flight review be a ments. Rather, lifelong learning is a core part of genuine review, and not just a short hop to a nearby being a pilot. If we succeed in this area, then we will airport for lunch and back. It is integrity that drives a have gone an immeasurable way toward reducing “do as I do” mentality, understanding that the flight the GA accident rate.

instructor is a role model for the primary flight stu- Mentoring is an important element of continu- dent, and that every observed action will most likely ing education. How nice (and how beneficial) it be modeled by the client. would be if every beginning flight instructor had a And it is integrity that mandates a high level of mentor to consult for advice and counseling. It is situational awareness. This means that the instructor interesting and noteworthy (but not in a good way) is not only aware of the client’s wants and needs, but that the United States is one of the few countries, is constantly aware of, and diligent in managing, the if not the only country, where a low-time CFI is risks of flight. An instructor who is truly effective in granted the authority to recommend a pilot for a this area is teaching the elements of risk manage- certificate or rating. Most other countries mandate ment (at a level that the client can understand) right an apprentice period for low-time instructors, much from the very first lesson. as air carriers do for new hires and new captains, as Communication is another quality integral to a way of ensuring that continuing education occurs being a proficient aviation educator. Understanding and develops experience. I strongly believe it would that communication is a sharing of information — a be advantageous if we in the United States volun- two-way endeavor and not just a one-sided lecture tarily adopted this mentality.

— is vital to success both for instructor and client.

It’s Worth It You need to have (or develop) the knowledge and So, you’d like to be a flight instructor? Yes, it can skills to communi- be daunting. Yes, it requires high levels of respon- cate in a variety of It quickly becomes evident to anyone who sibility, respect, integrity, communication and fashions, including starts to teach that the true learning begins continuing education. Yes, it means that you will be non-verbal, and to once the teaching starts … and it never ends .

working in environments that at times are less than recognize that effec- conducive to teaching/learning. But it also means tive communication can be highly dependent upon that you will be fulfilling one of the most critical roles the situation at hand. A good educator must be able in aviation — that of creating safe pilots. It means to teach with regard to the myriad learning styles, that you will be gaining the respect and friendship of preferences, and experiences that clients bring to those you teach. It means that you will be part and the table. A flight instructor must also learn that pro- parcel of the sustenance of aviation as we know it.

active communication is essential, as is the ability And if you are doing it right, it means that at the end to deliver critical messages in a way that does not of the day you will have a marvelous sense of satis- demean, demoralize, or demotivate.

faction in knowing that your job is the most impor- Continuing Education is another item on my list tant of all those to be had in aviation!

of “right stuff” qualities for the aviation educator. It very quickly becomes evident to anyone who starts to teach that the true learning only begins once the Doug Stewart is the 2004 National CFI of the Year, a Master CFI and a DPE.

He operates DSFI, Inc. (www.dsflight.com) based at the Columbia County teaching starts… and it never ends . After providing Airport (K1B1), and he serves as Executive Director of the Society for Aviation more than 10,300 hours of flight instruction, I can and Flight Educators (SAFE).

truly say that part of the excitement of my job is that I can look forward to learning more on virtually each and every encounter with a client. It is critically 14 FAA Safety Briefing September/October 2012

S u S A n P A r S o n

By the Book

What Are the Requirements for CFI?

If some of the articles in this issue have inspired you to consider becoming a flight instructor, 14 CFR 61.183 lists the regulatory requirements you’ll need to meet. As always, read the rules for definitive guid- ance, but here are the basics: You Need to Be … • At least 18 years of age • Able to read, write, and speak the English language • Holder of a commercial pilot certificate or ATP certificate with aircraft category and class rating appropriate to the flight instructor rating being sought Photo by Susan Parson • Holder of an instrument rating (see 14 CFR 61.183(c)(2) for additional details) instructional knowledge on everything from aerody- You Need to Obtain … namics to zero-fuel weight. Applicants must show the • Logbook endorsement on fundamentals of ability to not only recognize and analyze errors, but instruction listed in 14 CFR 61.185 also to demonstrate and explain the key elements of • Logbook endorsement on areas of operation required tasks.

listed in 14 CFR 61.187(b) Please don’t skim lightly over “little things” • Logbook endorsement indicating competence like, say, endorsements. Instructional knowledge of and instructional proficiency in stall awareness, endorsements and other documentary requirements spin entry, spins, and spin recovery and, at is an important part of the flight instructor’s job. To the examiner’s discretion, demonstrate such make that point, one examiner I know hands every instructional proficiency on the practical test.

CFI applicant a blank copy of a student pilot • At least 15 hours logged as PIC in category and Please don’t skim lightly over certificate with the class appropriate to the flight instructor rating “little things” like endorsements.

instruction to “make me sought.

legal for solo.” You can You Need to Pass … (and you should) use appropriate references (e.g., • Knowledge test on fundamentals of instruction AC 61-65E) for such a task, but you should be familiar ( see 14 CFR 61.183(e) for alternatives to this with both the basics and the basic references. And requirement ) if you are going to work as a flight instructor, please • Knowledge test on aeronautical knowledge learn (and teach) the distinction between certificates areas listed in 14 CFR 61.185(a)(2) and (a)(3) and ratings, and make sure you can also explain how appropriate to the flight instructor rating sought endorsements fit into the picture.

• Practical test appropriate to the flight instructor Certificated or Certified?

rating being sought What does the “C” in CFI really stand for? The You Need to Know … FAA has not published definitive guidance on this point, and the regulations often use the term “autho- A lot! No, you won’t find those words in the rized” instructor. Since 14 CFR part 61 usually frames regulations, but any and every instructor will attest to references in terms of entities or aircraft “certifi- the truth of the sentiment. Remember that an avia- cated” by the FAA, the term “certificated” flight tion instructor is supposed to have more than mere instructor is most accurate.

knowledge of the required subject areas. As stated in the Flight Instructor PTS, the requirement is for September/October 2012 FAA Safety Briefing 15

J A S o n B l A i r

Cleared for

the Approach

(But What h appens When the a pproach i sn’t c lear?!)

Before the first instrument flight lesson, even the greenest candidate for an instrument rating knows that the most basic goal when flying by reference to instruments is to avoid hitting anything (or anyone). We accomplish this task by maintaining position awareness based on IFR certified instruments, maintaining constant contact with ATC, and operating only in protected airspace. This airspace is protected by a variety of rules and regulations for minimum weather standards, distances, and altitudes to maintain at certain positions, and the general adherence to these rules by other pilots. This system works as long as everyone follows the rules.

Photo by Susan Parson 16 FAA Safety Briefing September/October 2012 But it is also important for you as an instrument slower aircraft playing a second fiddle. In this case, instructor to convey to any and every IFR client — the generosity of the Beechjet driver made the situa- whether for the initial rating, approach practice, or tion much better than it could have been. He courte- Instrument Proficiency Check (IPC) — that a pilot ously offered to take a hold and let us go first on the can never, ever, ever relinquish responsibility for approach, keeping us from having to spend signifi- situational awareness. cant time in the clouds where icing was a possibility.

Here’s a story I now use to illustrate and instruct With his more capable aircraft, he was willing to on that very point. In my travels to Sun ‘n Fun last wait. Memphis consented, and continued vectoring year, I think I came as close to a mid-air collision as us toward the final approach fix while the Beechjet I ever have in my many years of flight experience. I pilot set up for the hold at 4,000 MSL.

am not entirely sure how close it was; we were in IFR Act Two conditions and I never spotted the other aircraft. But As we continued with the approach, we began to it was certainly as close as I ever want to come.

experience very light rime icing. While we were eval- Setting the Stage uating this development, the Beechjet pilot made The weather for the trip was mostly IMC (instru- an attention-getting query: “Memphis approach, ment meteorological conditions) from Michigan to Beechjet 1234, we were just wondering if you were almost the Gulf Coast. Some areas to the south had working two aircraft toward the final approach fix strong storms, but our first leg looked like general at Bowling Green.” My full attention went instantly IFR with a good chance of being able to fly VFR on to processing this information and listening as top most of the way. Our first stop was in Bowling Memphis replied that they were only working with Green (KBWG), Kentucky, a non-towered airport. “the Cherokee” (us) and the Beechjet. Memphis Approximately 40 miles out, we picked up the had received some intermittent replies in the area weather, noting that the 700-foot ceiling certainly before, but was no longer observing them. To this, was going to require us to fly the ILS. With cloud tops the Beechjet pilot replied, “Okay, but as we look at around 3,300 feet mean sea level (MSL), only the our TCAS (traffic collision avoidance system), we are approach portion of the procedure was really going seeing two transponder replies, one at 3,000 and one to be in IMC. I typically love approaches where I at 2,400 converging.” Now I was really “interested,” know I am going to break out, and where I won’t be to put it mildly. We were at 3,000 MSL, just about to spending a long period of time in the clouds prior to begin our descent toward the final approach fix.

the final approach fix. I immediately asked Memphis if they had any Temperatures were hovering near the freezing further information. They didn’t. Unwilling to con- level, so we had some concern about heading into tinue with such scant but scary information, we the clouds with icing potential. While temperatures asked permission to leave the frequency and inquire at altitude were slightly above the freezing point, on the local Common Traffic Advisory Frequency many times the dive back into the clouds can result (CTAF) if there was any other traffic in the area.

in lower temperatures since those clouds block heat Permission granted. We made the call. And — lo from the sun. Icing is definitely not a condition I and behold — we heard from a Cessna 172, whose want to encounter in a Cherokee not equipped for pilot reported that they were “on the ILS for Bowl- flight into known icing. ing Green.” We queried further: “Are you on an IFR clearance and working with an approach control- Act One ler?” The answer: “Well, um, gee, we are out here Memphis Approach began setting us up for the shooting the approach ….” procedure, vectoring us south of the airport to come Act Three back in on the ILS to Runway 3. As we began our setup, a friendly Beechjet driver contacted Memphis I was as stunned as I was intensely concerned.

approach on the same frequency. His fuel stop was Here we were, in actual IMC, about to descend, and also KBWG. His situational awareness as we both we find out — solely through the good fortune of approached the airport may be the reason I’m still having an alert fellow pilot who was paying attention here. But more on that in a moment. and willing to speak up — that there was another Normally I would expect an approach control- aircraft on the approach, in IMC, shooting the ler to work the jet into the sequence first, with our approach without any coordination with air traffic September/October 2012 FAA Safety Briefing 17 Photo by James Williams control. And did I mention that ice was already form- mind that the Beechjet pilot’s willingness to consider ing? If we saw it, they must be experiencing it as well. the overall situation, taking into account both ATC Our next transmission was to ask the C-172 to data and the data he had at his disposal in his own “exit the approach procedure” and allow our flight, aircraft, and to speak up about what he saw, saved us which was operating with an ATC clearance, to from being closer to a disaster or, worse, experienc- continue and also to accommodate the the Beechjet ing one first hand.

now holding for the same approach. Fortunately for His actions make the point that situational all involved, he complied. I may never know exactly awareness isn’t just about making sure your own where the C-172 went, but I know we broke out aircraft is safe, but also about helping to keep other around 700 AGL, right aircraft safe as well. My Cherokee doesn’t have about where the cloud TCAS. When I am in IMC, I am depending on ATC Situational awareness of your own position, bases were reported. to provide separation. I am depending on myself to and your position relative to that of other It requires no mental operate in protected areas using known procedures, aircraft in your area, can help keep us math to conclude IFR routes, and IFR altitudes. And I am depending all safe. This story also illustrates the definitively that the on everyone else to follow the same rules. In this importance of speaking up when something C-172 was wandering case, another pilot was careless enough and reck- around in IMC, just less enough to ignore those rules. His actions, which doesn’t look, sound, or feel right.

off the approach path, at the very least demonstrate lack of discipline and without any clearance or communication with ATC professionalism, created a hazard that could have for some undetermined additional period of time. cost lives.

How close did we come to a mid-air? I am not Curtain Call — Applause to the Beechjet entirely certain. I do know that when we were on the Pilot!

ground, the Beechjet pilot, who had landed shortly I can’t say enough to thank the pilot of the after we did, told us that at one point his TCAS Beechjet, who may have saved us from a horrible showed the “blips” overlapping with just a mere few accident. His willingness to engage in what he saw hundred feet of altitude separation. I know that at developing shows that situational awareness on the one point, the C-172 was at 2,400 MSL while we were part of all pilots in the air can help provide additional at 3,000 MSL. That alone put us as close as 600 feet safety throughout our entire flight system. Whether apart, in IMC. Scary? You bet.

you are a flight instructor, a student, or a rated pilot, Final Act I hope you will take heed of his actions and repay his The obvious lesson — certainly one I am sure professionalism by modeling it in your own instruct- you teach and stress to all your IFR clients — is ing and flying.

Bottom line: Most aviation accidents result from that flying in IMC without a clearance in controlled airspace is both illegal and extremely dangerous. I a combination of factors. In many cases, they are would like to think that is a lesson that pilots already avoidable if we all work together and make good know and don’t need to learn, but of course the decisions. The lesson is to always maintain situ- ational awareness, for yourself and for others. Good C-172 pilot near KBWG that day demonstrated con- clusively that at least one pilot needs a refresher. decision making, good situational awareness, and a But there is another point here, one well worth willingness to speak up to clarify potential conflicts stressing at every opportunity: Situational awareness can help avoid accidents.

of your own position, and your position relative to that of other aircraft in your area, can help keep us Jason Blair is an active instructor, FAA Designated Pilot Examiner, and the all safe. And this story also illustrates the extreme Executive Director of the National Association of Flight Instructors. He regu- importance of speaking up when something doesn’t larly flies using general aviation aircraft for business and personal travel, look, feel, or sound right. There is no doubt in my typically for more than 400 hours each year.

18 FAA Safety Briefing September/October 2012

T o m h o f f m A n n

Nuts, Bolts, and Electrons

Going the Distance

AMT Distance Learning Test Takes Flight

As part of a multistep initiative to enhance menting DL programs at other AMT schools.

Aviation Maintenance Technician training and “If the data supports the use of distance learn- education, the FAA has announced it will begin ing, our plan is to use it across the board,” says beta testing the integration of distance learning, or Bailey. “Not having a rulemaking requirement tied to e-Learning, with initial AMT training programs. The this initiative will also allow for a swifter integration agency has selected four U.S. maintenance schools of this exciting new learning method.” to participate in the test, which began in July 2012 Among the advantages of AMT distance learn- and is scheduled to run through July 2013. Students ing is the flexibility it offers to accommodate the in these programs will have the ability to complete needs of AMT candidates whose regular jobs may select portions of the AMT curriculum requirements not allow them the time to commit to the classroom (found in Title 14 Code of Federal Regulations (14 hours needed for an Airframe and Powerplant (A&P) CFR) part 147) by using a computer from home or certificate. A&P candidates currently must satisfy a with other alternative delivery methods outside the 1,900-hour curriculum requirement as outlined in traditional classroom environment. 14 CFR part 147, Appendix B. For students involved with the DL beta test, gaining credit towards those Greater Access hours will require their attendance and/or participa- “This represents a major step forward for the tion to be identified and documented. They must FAA to address the accessibility of AMT schools and also pass a final test of the covered material with a to enhance and enrich the learning experience for minimum score of 70 percent.

AMTs,” says Marty Bailey, General Aviation Branch Eight core subject areas have been identified Manager of FAA’s Aircraft Maintenance Division.

as eligible for the DL program. These include basic “The beta test will allow us to see what works well electricity, aircraft drawing, materials and pro- and what issues need to be corrected for this to be a cesses (lecture only), math, maintenance forms and successful program.” records, basic physics, maintenance publications, Bailey, who is also a co-chair of the project’s and maintenance privileges and limitations. While Distance Learning (DL) Review Team, works closely most of the DL content is theory- and lecture-based, with the selected schools as well as the regional FAA there are still some areas that allow for hands-on offices and local Flight Standards District Offices to practical application. For example, AMT students review best practices and challenges during the test can study electricity with the use of a portable elec- period. The AMT schools will report quarterly to tronic test bed that can interface with a computer.

the DL Review Team with specifics on the number Bailey acknowledges that there are still many of users, project and test scores, and feedback from challenges to overcome before the program can be both participating students and school personnel.

fully deployed, including how to effectively verify and An analysis of this quarterly data, along with validate active participation and how to ensure Part a final report provided by each school at the con- 147’s time requirements are properly satisfied. Despite clusion of the test period, will compare findings these obstacles, Bailey and the DL Review Team between traditional and online learning methods of remain optimistic that their hard work in developing the Part 147 curriculum.

the program’s initial standards, together with a care- Provided the analysis and feedback can validate fully conducted beta test, will lay the groundwork for a distance learning as an effective learning method successful DL program for AMTs in the near future.

for AMT training, the FAA will consider developing guidance documentation, including an advisory Tom Hoffmann is associate editor of FAA Safety Briefing. He is a commercial circular that will address the requirements for imple- pilot and holds an A&P certificate.

September/October 2012 FAA Safety Briefing 19

J e f f r e y S m i T h

FIRC

a n ew l ook at a Familiar Program Photo by Tom Hoffmann

ost instructors, as well as other pilots, are ably guessed, one of those methods includes the familiar with the FIRC acronym. But there completion of a FIRC.

M are some things you may not know about Once the instructor has completed a FIRC, he

FIRCs. For instance, not all FIRCs are the same, and or she can submit the course completion certificate, FIRC standards have changed in the past year. For along with a renewal application, to the FAA. Assum- the non-instructor, a brief introduction to a topic ing all the necessary boxes are checked, the result pertinent to your favorite trainer has benefits for you is the issuance of a new instructor certificate with a as well. So, let’s just see what is really is behind that fresh 24-month validity period. There are even provi- FIRC acronym. sions for keeping the same expiration month as long Let’s start with the basic information. FIRC as the renewal is done within three months preced- stands for Flight Instructor Refresher Course. The ing the month of expiration. So, attending the FIRC sponsors who provide these courses serve a vital a little early can take away the fear [insert ominous function to aviation through their role in flight music] of the dreaded reinstatement checkride with- instructor certification. Unlike a pilot certificate, the out any penalty on the new expiration date.

certified flight instructor (CFI) certificate is issued Enough about the technical aspects of the CFI with an expiration date that is typically 24 calendar renewal. What exactly is a FIRC? Some key informa- months after the date of issue. If the certificate is tion appears in the title of the program’s governing allowed to expire, the only method of reinstatement Advisory Circular 61-83G, Nationally Scheduled is successful completion of another CFI practical FAA-Approved, Industry Conducted Flight Instruc- test. While there may be some who enjoy taking tor Refresher Course. As the title notes, these checkrides, it is probably safe to say that most courses are intended to be utilized by instructors instructors would prefer to retain their CFI privi- from any location. They are typically planned in leges without the extra visit to a designated exam- advance, have been given FAA approval, and are iner or inspector. Fortunately, a flight instructor conducted by the flight training community. The AC can renew his or her CFI certificate anytime within further indicates that “[the] FIRC is intended to keep that 24-month period. The methods of renewal are flight instructors informed of the changing world of listed in 14 CFR, section 61.197 (a). As you prob- General Aviation (GA) flight training, and to enhance 20 FAA Safety Briefing September/October 2012 aviation safety through continued refresher training of the flight instructor cadre.” As you might expect, all FIRC providers must meet certain criteria before the FAA will give its stamp of approval. These include at least 16 hours of course curriculum, testing standards, and a series of required core topics that must be covered by all providers. Despite a certain level of standardization, Photo by H. Dean Chamberlain FIRCs are not all alike. The three main types of FIRCs you will find are in-person, online, and distance Those who have taken FIRC courses previously learning; each may have an aspect that appeals may notice a difference between the approved directly to you.

courses of today and those of the past. Many of these An in-person FIRC is one that is conducted changes stem from the update of the aforemen- live with an instructor or series of instructors and tioned AC 61-83 from version F to version G. This presenters. These courses are typically conducted in latest edition, released in the fall of 2011, was the the classroom setting, often over a two-day weekend product of industry and FAA collaboration. An easy (although some may be spread over several weeks).

change to note is the acronym itself, moving from The advantage to this type of FIRC is the personal Flight Instructor Refresher Clinic to Flight Instruc- interaction between the presenters and the FIRC tor Refresher Course. [And anyone who has been enrollee, as well as discussions among classmates around aviation for any length of time knows that during breaks in the presentations.

changing an acronym is never done frivolously!] This An online FIRC is just that: a FIRC delivered change was made to correspond to the regulations through the ones and zeros of the internet. An appeal and to convey the concept that FIRCs are indeed of the online FIRC is that the course material can professional learning events for those serious about be viewed at your own pace and convenience. Also, aviation safety. Speaking of professionals, FIRC pro- an online FIRC can be completed from any location viders are compelled by the latest AC to interweave where you have an internet connection. With today’s concepts of professionalism, ethics, decision making, mobile technology, that means that you can have and safety throughout their entire courseware.

FIRC availability just about anywhere.

Another notable change from the previous FIRC Distance learning FIRCs are the third type of guidance concerns the required core topics. These program offered. These courses differ from online subject areas, listed in Appendix A of AC 61-83G, programs in that internet is not the sole means for have been designed so the attendee receives the tools the material presentation. Additional methods of necessary to operate in today’s aviation environment.

communication, either in the form of printed materi- The information offered during the FIRCs can benefit als, CD-ROMs, or DVDs, or any combination thereof, even the most active instructor, so why not consider may be presented to the enrollee. The advantages participating in a FIRC more frequently than the of being able to progress at your own pace are still minimum required for renewal? Perhaps a different there, and the course provider can convey course type of FIRC, or one from another provider, could information through a variety of means.

generate a slightly different perspective on a certain In addition to the various types of FIRCs, you topic. Also, the FIRC can be valuable to pilots of all should note that some providers cater their presenta- certificates and skill levels. So when you sign up for tions and elective topics to a particular type of opera- your next FIRC, invite some of your students, instruc- tion. For example, some FIRC providers have courses tor colleagues, and fellow aviators to do the same!

geared toward rotorcraft or glider aircraft. While these Now that you have the details behind the acro- courses will have information that is applicable to all nym, the next step is to find the FIRC that is right airmen, those operating in these specific categories for you.

may especially benefit from the tailored discussion.

Further, all FIRC providers have a certain amount of latitude in the topics they elect to present, so you may Jeffrey Smith is the manager of the Airmen Certification and Training Branch in the General Aviation and Commercial Division. He is also an active GA wish to check with multiple sponsors for an idea on pilot and a volunteer aircrew member of the Civil Air Patrol.

what topics they intend to cover.

September/October 2012 FAA Safety Briefing 21

dA v i d h u g h e S

WAAS

Happening!

Are You Up to Speed on LPV Approaches?

hen Mike Hall pilots his Mooney to his home tion to an accuracy around eight feet on the terrain airport in upstate New York, the Wide Area map generated by the installed database, the preci- Augmentation System (WAAS) capability sion WAAS provides is the reason why nearly 60,000 in his avionics display allows him to see and, with aircraft, or around 60 percent of IFR capable general appropriate ATC clearance, join the RNAV (GPS) aviation aircraft fleet, are now equipped with WAAS- 32 instrument approach procedure when he is still capable avionics.

around 30 miles from touchdown. Showing his loca- 22 FAA Safety Briefing September/October 2012 Photo Courtesy of Mike Hall Mike Hall As he closes in on Runway 32 at Ithaca Tompkins Regional Airport (KITH), Hall knows that the airport Photo Courtesy of Mike Hall is equipped with both a conventional Instrument Landing System (ILS) and a WAAS-enhanced RNAV (GPS) approach that includes Localizer Perfor- mance with Vertical Guidance (LPV) minimums.

Though minimums for the LPV are almost identical Max Trescott to those for the ILS, he almost always requests the LPV approach. As Hall observes, the LPV approach is just as accurate at 30 miles as it is over the runway threshold. ILS, by comparison, becomes less accurate as distance from the runway increases.

Moreover, while ILS guidance can waver with any Courtesy of Max Trescott disruption to the ILS signal, LPV remains rock solid.

Before the advent of LPV approaches at KITH, any ILS outage left pilots with few viable options in instrument meteorological conditions (IMC). As Hall GPS and area navigation (RNAV), including WAAS, observes, the only other approach to Runway 32 is a due to their benefits,” she adds.

VOR procedure with minimums very close to those Another fan of LPV is Max Trescott, CFI and for VFR flight (2,500’ ceiling). In an area plagued aviation educator/author who teaches pilots in by winter snow and low visibility, having an out-of- Silicon Valley how to fly LPV approaches in their service ILS meant Hall and his fellow pilots often had high-performance single and twin engine aircraft no luck getting into home base. Since he flies around with glass cockpits. Trescott logs about 500 hours 250 hours a year on business and personal trips, the a year in instruction time and has written several LPV option is a very positive improvement.

books on today’s avionics to fly LPV approaches.

Hall, a retired Air National Guard major gen- Trescott focuses on training pilots to properly set up eral and F-16 fighter pilot who served in Operation the GPS avionics for an LPV approach because, as Desert Storm, serves on the airport’s governing he and Hall both observe, body. He was an early advocate of getting LPV it’s just like flying an ILS approaches developed and published for KITH, and The FAA has published more than 2,800 after that. And just like notes that around 25 of the GA aircraft based at the LPV approach procedures for use at Hall and his fellow pilots field are now equipped to fly LPV approaches. These in New York, Trescott’s nearly 1,400 airports since WAAS was procedures can also benefit the two commuter California clients have carriers serving this airport once they equip their enabled for operational use in 2003.

benefited immensely aircraft to do so.

from WAAS capability. For instance, Half Moon Bay Ithaca is not alone in enjoying the benefits of Airport (KHAF), located near a Pacific Ocean beach WAAS. The FAA has published more than 2,800 LPV in San Mateo County, was often inaccessible using approach procedures for use at nearly 1,400 airports non-precision approach procedures because cloud since WAAS was enabled for operational use in 2003.

bases at 800 to 1,000 feet often restricted access to The agency intends to publish another 2,500 proce- the airport. With the new LPV approaches, however, dures by 2016, which will allow every runway in the aircraft can easily fly into Half Moon Bay on cloudy nation that qualifies for an LPV to have one.

days. Trescott also notes that LPV has made Reid- Of these 2,800 approach procedures, over 50 Hillview Airport (KRHV), a reliever for San Jose percent are published at airports that lack a ground- International Airport, more accessible.

based ILS system. In fact, some of these airports If you’re not familiar with WAAS-enabled don’t have any approach procedures using ground approaches, including those with LPV minimums, based navigation aids. That’s another reason that it’s a great option. Try it — you’ll like it!

LPV procedures are such a big hit with pilots, says Heidi Williams, vice president of Air Traffic Services and Modernization for the Aircraft Owners and David Hughes is a writer/editor with the FAA’s Office of NextGen Pilots Association (AOPA). “Our members embrace Performance and Outreach.

September/October 2012 FAA Safety Briefing 23

T o m h o f f m A n n

A c ourse Set

for

Safety

F aa r unway Safety i nitiatives Prepared for t akeoff

orth Perry Ground, Cessna 1234A is at to cross 36R at the same time another Cessna was the flight school ramp with automated departing 18L on the opposite end. The departing “N weather, VFR southbound, ready to traffic flew directly over the disoriented Cessna pilot taxi to Runway 18 Left.” with only about 150 feet to spare.

“Cessna 1234A, this is North Perry Ground, Despite vast improvements to the nation’s over- Runway 18 Left, taxi via taxiway Lima, Echo, hold all aircraft accident rate, eye-opening events such short of Runway 36 Right.” as the one described in the above runway incursion The taxi instructions relayed to the Cessna 172 (RI) report occur at an alarming average of three departing North Perry Airport (KHWO) in Hol- times every day. The example also shows just how lywood, Fla., were read back and acknowledged by easy it is for a pilot to wind up in the wrong place at the tower precisely as issued. However, what ensued the wrong time. Through the end of July 2012, pre- a moment later was not at all according to plan. The liminary data shows the total number of RIs in the Cessna pilot, likely confused by the multiple runway United States was 895, an 11-percent increase over and taxiway intersections at this location on the air- the same span in 2011. FAA has made runway safety port (which incidentally is one of the three runway a top priority, with a specific focus on developing “hot spots” identified at this airport), proceeded new and more effective RI avoidance strategies.

What is a Runway Incursion?

A runway incursion (RI) is any occurrence at an aerodrome involving the incorrect presence of an aircraft, vehicle, or person on the protected area of a surface designated for the landing and take off of aircraft.

24 FAA Safety Briefing September/October 2012 arate PHAK appendix on FAA.gov, but will be added Digging Into the Data as a chapter during the next revision cycle. The new A further look at RI data shows that pilots cause chapter has extensive coverage of taxi route planning approximately 65 percent of all RIs. And of those and procedures along with several detailed photos pilot-induced RIs, 75 percent are caused by general and graphics that can help pilots properly identify aviation pilots. Three areas in particular that lead to airport signs, lights, and markings designed to help RIs are: them maintain situational awareness. There are also • failure to comply with ATC instructions several pilot/controller communication samples that • lack of airport familiarity highlight the correct use of phraseology, including • nonconformance with standard operating the recent introduction of “line and up wait” instruc- procedures tions. Both the RI appendix and PHAK are available at www.faa.gov/library/manuals/aviation/.

A GA pilot operating solo in a complex airport c hange to Practical t est Standards : Effec- environment can easily fall victim to these causal tive June 1, 2012, practical test standards (PTS) for factors. With that in mind, the FAA took a hard look the Private Pilot and Commercial certificates will at several airman guidance and training materials, as include a required RI avoidance task. For a copy of well as testing and enforcement procedures, to see the revised PTS, go to www.faa.gov/training_testing/ where they could make improvements.

testing/airmen/test_standards/. The CFI PTS has After several months of researching and analyz- also been updated with a new RI avoidance task, but ing runway safety data, the FAA collaborated on won’t be in effect until Dec. 1, 2012. You can access several new runway safety initiatives, many of which the revised CFI PTS with the previous link.

have already been implemented. Here are a few of u pdates to t axi o perations a dvisory c irculars : the current efforts that have been completed or are Revisions to AC 91.73, Part 91 and Part 135 Single- underway: Pilot Procedures during Taxi Operations and AC Pilot h andbook of a eronautical Knowledge 120.74, Parts 91, 121, 125, and 135 Flightcrew Proce- (P ha K) : A new chapter devoted entirely to runway dures During Taxi Operations have been approved safety and runway incursion avoidance was added to and should be published by the end of 2012.

the PHAK in April 2012. It is currently listed as a sep- Photo by James Williams September/October 2012 FAA Safety Briefing 25 Path Indicator (PAPI) lights. FAROS has been tested Runway Safety Tip: extensively and found to be an effective tool in pre- Consider lining up slightly to the left or right venting RIs. Stay tuned for more information on this of the runway centerline (about three feet) when exciting initiative.

holding in position at night so landing aircraft can The FAA also leverages technology through a distinguish your aircraft from runway lights.

special runway safety page on its website (www.FAA.

gov/airports/runway_safety). Here you’ll find regular updates to airport hot spots, airport construction ri r emedial t raining : A new revision to FAA notices and diagrams, best practices, educational Order 8900.1 will outline procedures for required videos, safety quizzes, and much more.

remedial training for any pilots involved in a RI. This Education is the Key includes providing standardized ground training and Another critical component of improving requirements for the satisfactory demonstration of runway safety is the role of the CFI. As Doug Stewart knowledge of runway safety topics. Pilots involved states in his article, “So You Want to Be a CFI” on in certain RIs may also be required to complete an page 12, “the things we learn first are the things additional flight training component. The change is we retain… and also the hardest things to change.” currently being phased in and should go into effect As such, the stage is set for CFIs to impress good later this fall.

habits upon their primary students when it comes n ew c ollaboration with Designated Pilot to learning situational awareness and runway safety.

e xaminers (DP e ) : With the goal of having DPEs Although beginner students are most impression- more involved with up-to-date runway safety prac- able, instilling good runway safety habits shouldn’t tices, a new collaborative effort was initiated to be limited to just primary flight training. For CFIs, better facilitate information sharing among the FAA stressing the need for sound runway safety practices Runway Safety Regional should be an ongoing endeavor throughout all Offices, Flight Stan- FAA has made runway safety a top priority, phases of flight training — including the flight review dards District Offices, with a specific focus on developing new (as required under 14 CFR section 61.56).

and DPEs. This can be Often, the flight review may be a pilot’s only and more effective RI avoidance strategies.

especially effective at opportunity to interact with another pilot as well the local level, where as identify and correct any bad habits they’ve accu- experts can discuss safety issues at specific airports mulated. Besides including runway safety as part of within a DPE’s jurisdiction. One of the first steps of the flight review lesson plan, CFIs should also show the effort will involve participation among the three pilots how and where to access educational tools like groups during DPE initial training.

those listed in this article.

Part 91 r ule c hange For t axi c learance : The FAA stands committed to improving the cur- With a final rule change that became effective May rent safety culture and will continue to collaborate 14, 2012, the FAA removed some contradictory with aviation stakeholders to explore ideas that pro- language regarding abbreviated taxi clearances.

mote safe practices.

These clearances previously allowed pilots to cross all runways that intersected the taxi route to their departure runway. With the new rule, 14 CFR 91.129 Tom Hoffmann is the managing editor of FAA Safety Briefing . He is a com- (i) was changed to align with current air traffic pro- mercial pilot and holds an A&P certificate.

cedures which require pilots to have explicit runway crossing clearances.

Learn More t echnology : The FAA is currently evaluating a stand-alone visual warning system designed to FAA Runway Safety Website help reduce RIs at small- to medium-sized airports.

http://www.faa.gov/airports/runway_safety/ The Final Approach Runway Occupancy Signal “How a Runway Earns Its Stripes” – FAA Safety Briefing (FAROS) system uses inductive loops embedded Nov/Dec 2011, p. 12 in the asphalt to detect an aircraft or vehicle on the www.faa.gov/news/safety_briefing/2011/media/NovDec2011.

pdf runway. If either is detected, the system will indicate to pilots on final approach that the runway is occu- pied by immediately flashing the Precision Approach 26 FAA Safety Briefing September/October 2012

J A m e S w i l l i A m S

Angle of Attack

What to Do with a Flight Review?

As all pilots know, one of the basic require- process was time consuming because AC 61-98A was ments to exercise the privileges of your certificate is about 20 years old and there were a lot of new things to satisfy the flight review requirement outlined in to consider and incorporate.

14 CFR 61.56. Although the regulation provides for “One thing we tried to stress is that flight several means of meeting this requirement, most reviews should be conducted in the aircraft that best pilots think of the flight review as a session with a represents the kind of flying you do most, or the most flight instructor involving at least one hour of ground challenging aircraft you regularly fly.” Morra says.

review and one hour of flight time. While the regulations allow you to receive a flight But what do you do with those two hours of time? review in any aircraft in which you are rated, the AC The conduct of what a flight review should be is the emphasizes the importance of representative experi- subject of much debate and speculation from both ence. “If your regular ride is a Beechcraft Baron , a those giving, and those receiving the review. The goal flight review in a Cessna 152 would cover you as far is to ensure that flying knowledge and skills remain at as the regulations are concerned, but is that really a a level appropriate to the certificate and to the kind of good check of your abilities as they will normally be flying an individual pilot typically does. The regula- used?” Morra asks.

tions give the aviation instructor a lot of discretion In addition, AC 61-98B discusses the conduct with respect to what happens on a flight review. The of the review and the importance of setting out same principle applies to the Instrument Proficiency expectations before beginning. The CFI should ask Check (IPC) required under 14 CFR section 61.57. questions to determine what level of review will be needed and what areas of operation should be To Review Before the Review covered. For instance, the CFI should ask what type To provide additional (but optional) guidance, of flying the pilot normally does, and ascertain the several years ago the FAA published a web-only level of recent experience. These questions also help document on Conducting an Effective Flight Review .

determine whether the CFI is qualified to conduct Developed in collaboration with members of the the review. If you, as the CFI, have no experience in government/industry General Aviation Joint Steering the pilot’s aircraft type, safety and professionalism Committee, this document provides optional guid- require you to consider whether you are the right ance and suggestions on how the instructor should person to conduct the review. Another important approach and administer the flight review.

part of setting expectations is to discuss time needed Instructors and pilots now have an additional for an adequate review. Although the regulations resource — a long-awaited update to Advisory Circu- set minimum times, a pilot who has been away from lar 61-98, Currency Requirements and Guidance for flying for several years will probably need more than the Flight Review and Instrument Proficiency Check .

one hour of ground review and one hour of flight Available on the FAA website ( see link below ), AC time to meet the intent of the flight review.

61-98B incorporates material from Conducting an If you are planning to either give or receive a Effective Flight Review as well as material from the flight review, be sure to take a look at AC 61-98B.

optional Instrument Proficiency Check guidance pub- And remember that the flight review is not just a box- lished on the FAA website as a companion document checking exercise, but an opportunity to learn and to Conducting an Effective Flight Review .

improve your flying skills.

As revised, AC 61-98B refocuses on its primary goal. “We wanted to provide a more usable and James Williams is FAA Safety Briefing’s assistant editor and photo editor.

realistic document,” says Joseph Morra, an Aviation He is also a pilot and ground instructor.

Safety Inspector who worked on the revision. “The September/October 2012 FAA Safety Briefing 27

m AT T r ig S B y

Vertically Speaking

Baby, It’s Cold Outside!

Cold Weather Precautions for Rotorcraft

After an unusually cold and snowy December perature falls below 5°C [41°F]. Pilots encountering night in north Texas, the day pilot reported to the such conditions should immediately seek warmer medical crew that the snow and ice would have locations or altitudes. Note that warmer altitudes to melt from the main rotor blades and tail before may not always be lower altitudes.

they could respond to emergency calls. Though the To further reduce risk, the FAA urges pilots to snowy weather had cleared, the frigid temperatures take the following steps when snow and ice condi- remained. tions exist: Around noon, a flight request came into the • Review the Aircraft Flight Manual carefully, hospital. The pilot, and, shortly thereafter, the medi- with special attention to Limitations and cal crew, performed walk-around checks before they Operations guidance for snow and ice.

boarded and started the engines. Snow and ice were • Use basic airmanship. Preflight by evaluating reportedly no longer on the blades or the aircraft’s tail.

current and predicted weather obtained from The aircraft had climbed about 50 feet above the Flight Service and supplemented by self- helipad when two warning horns sounded. The nose briefings. Recommended web sites include: yawed to the left. The pilot lowered the collective Icing tool: http://weather.aero/icing, and and attempted to return to the the Helicopter Emergency Medical Services helipad as safely as possible.

No matter how cold or wet the (HEMS) flight tool: http://weather.aero/hems.

The aircraft still hit the pad weather, nothing beats a careful and • Install inlet and exhaust covers when the hard enough to spread the detailed pre-flight inspection aircraft is on the ground and engines are shut skids and bounce. The pilot down.

and medical crew survived the accident, but sus- • Before starting engines, remove the inlet/ tained significant lower back injuries.

exhaust covers and perform a complete inlet/ Winter Precautions exhaust inspection, using a flashlight. The Flying can be dangerous when ice and snow inspection should include surfaces inside the accumulate in or near the airframe engine inlet, inlet, the cowl area forward, around the inlet, whether the rotorcraft is on the ground or in the air.

and the area behind the particle separator or By taking some simple precautions, pilots can reduce screen, if installed. Remove all accumulated the risk of an in-flight engine shutdown.

snow or ice .

Snow and ice can build up in the engine intakes • caution : D o not remove ice or snow by and plenums when the rotorcraft is on the ground, chipping or scraping! Use heated air or deicing and when the engine or engines are off or operating at fluid as appropriate, in accordance with low power. When a pilot increases engine power, such the manufacturer’s procedures. In freezing as during takeoff, the accumulated snow and ice can temperatures, pay particular attention to sheet separate from the airframe inlet surface. The engine ice on the bottom and forward of the inlet. This can ingest this icy debris, resulting in decreased ice can also form behind particle separators.

power or engine failure. Some of the older turbo shaft Engine preheating may be required.

engines with axial inlets are particularly susceptible to • Review the article “The Icing Factor” in the loss of power from ice and snow ingestion.

Helicopter Operations section of Transport Remember that most helicopters are not Canada’s Aviation Safety Letter (Issue 4/2007) approved for flight-into-known-icing (FIKI) condi- available at: http://www.tc.gc.ca/civilaviation/ tions. Pilots can expect icing when flying in visible publications/tp185/4-07/winter-operations.

moisture, such as fog, rain, or clouds, when the tem- htm#heli-ops continued on page 30 28 FAA Safety Briefing September/October 2012

S u S A n P A r S o n

Checklist

Arc hitecture for Improvement

Politely stated, many people think there is room instructors, DPEs, and training providers on what for improvement in the FAA’s knowledge test ques- the FAA expects in terms of knowledge, skills, and tions and associated guidance documents (e.g., Air- attitudes. Third, the new ACS, once developed, will plane Flying Handbook ). The FAA agrees. That’s why help the FAA align and streamline guidance mate- the agency decided to seek expert advice on shaping rial and develop targeted test questions.

the content, process, methodology, and priorities Process – Stakeholder Body for these critical materials to enhance GA safety.

The ARC’s first recommendation offers the To that end, in September 2011 the FAA assem- means to bring the ACS to life with a view to real- bled a group comprised of more than a dozen people world training, testing, and operation. Specifically, whose names and/or organizations you would rec- the ARC recommended that the FAA establish a ognize as “the” experts in the GA education, training, stakeholder body consisting of subject matter experts and test preparation fields. Officially chartered as from industry and relevant FAA policy offices to an “ARC,” or Aviation Rulemaking Committee, that develop and review can recommend both regulatory and non-regulatory the ACS, undertake changes, the group met for the first time in early The core concept is the ARC’s the review and devel- October 2011. The Airman Testing Standards and opment of handbook recommendation for the FAA to transition to a Training ARC submitted its report and recommen- content, and assist single “Airman Certification Standards” (ACS) dations — essentially, a blueprint for building better with the develop- document for each certificate and rating.

knowledge tests — to the agency in April 2012. The ing and “boarding” FAA has made this document available on its website (review) of knowledge test questions. In a related (www.faa.gov/aircraft/draft_docs/arc/), but here’s a point (Recommendation 6), the ARC also recom- summary of its key proposals.

mended that the FAA revise its internal processes to Content – Airman Certification Standard ensure that all relevant FAA policy offices participate Though not listed first (it is actually Recom- meaningfully in the development and review of mendation 3), the core concept is the ARC’s rec- airman testing standards and training materials.

ommendation for the FAA to transition to a single Methodology – Question Development and “Airman Certification Standards” (ACS) docu- Review ment for each certificate and rating. Under this Given that the ARC arose from concerns about approach, the aeronautical knowledge topics enu- the quality and relevance of FAA knowledge test merated in 14 CFR part 61 will be clearly aligned questions, its members devoted considerable time with, and integrated into, the appropriate Areas of to discussing options and ideas for improvement.

Operation in the existing Practical Test Standards Although development of the ACS ( see above ) offers (PTS). The ARC also recommended adding task- the principal means to a stable and long-term reso- tailored sections on risk management to each Area lution to existing concerns, two of the ARC’s recom- of Operation.

mendations (4 and 5) address members’ views on This approach has several benefits. First, it will test question development — that is, what kinds of help the FAA identify and eliminate “irrelevant” questions the FAA should seek to develop. Though questions, because it will provide the framework recognizing that some knowledge areas require rote needed to clearly align and map specific areas of memorization, the ARC urged the FAA to incorpo- aeronautical knowledge and risk management to rate scenario-based questions wherever appropri- the stick-and-rudder skills needed for safe operation ate and, in all cases, to ensure that questions are: in today’s National Airspace System (NAS). Second, pertinent to safe operations, necessary for sound it will offer one-stop-shopping guidance to students, September/October 2012 FAA Safety Briefing 29 airmanship, and relevant to the way pilots operate Priorities – What’s Up First?

in the real world.

Recognizing that the FAA must set priorities, the As you may have seen in press reports on the ARC recommended that the stakeholder body focus ARC’s work, ARC members also recommended that initially on developing the ACS and associated guid- the FAA return the knowledge test item data bank ance and testing materials for three “foundational” to the public domain. Though the FAA concurs certificates and ratings: private pilot certificate, with the spirit and intent of this recommendation, flight instructor certificate, and instrument rating.

which is to use a test development process open Stay tuned as the FAA and stakeholders work to enough to benefit from expert input and review, the advance from blueprint to building.

ARC report also recognizes the FAA’s obligation to safeguard both the real and perceived integrity of Susan Parson (susan.parson@faa.gov, or @avi8rix for Twitter fans) is its testing process. The FAA is exploring a range of editor of FAA Safety Briefing . She is an active general aviation pilot and options for meeting both objectives.

flight instructor.

Vertically Speaking continued from page 28 Back to the north Texas accident; video surveil- If you need to keep the rotorcraft on the ground lance footage for the 24 hours before the flight showed for extended periods, such as waiting for clear that the helicopter had been parked outside for about weather, shut down the engine or engines and install five hours in blowing snow. No plugs or covers were covers. No matter how cold or wet the weather, noth- installed over engine inlets or the exhaust. The plugs ing beats a careful and detailed pre-flight inspection, and covers were later installed, but the helicopter paying special attention to engine inlet areas and remained outside in temperatures ranging from 16° F aerodynamic surfaces. You’ll be glad you did, and so to 34° F for the next 19 hours. The video also revealed will your passengers.

that at no time did anybody look at the exhaust stack or the right side engine intake, or open any access Matt Rigsby is a Transportation Industry Officer and Accident Investigator in panels before operating the helicopter. The National the FAA Rotorcraft Directorate. He is an A&P, as well as a fixed and rotary Transportation Safety Board determined the prob- wing pilot, who has worked in the helicopter community for 20 years. He has able cause of this accident was the pilot’s inadequate participated in more than 90 helicopter field accident investigations, both preflight inspection and the momentary loss of engine domestically and internationally.

power due to snow or ice ingestion.

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Flight Forum

Using NVGs is not something to be taken lightly and Weather Code doing so without proper training and certification is Are you serious?! With high pilot workloads both against the regulations and unsafe.

and safety being such an important factor, why code the weather and make it even harder for the Mountain Flying low-time, inexperienced pilot to understand, and After 58 years in the field rescuing and picking possibly make a deadly mistake in deciphering? It’s up bodies out here in the Cascades, I would like to fast? It took me 16.3 seconds (I timed it) to read the add a sentence or two to Susan Parson’s story. Do uncoded version you presented. It took 10.0 seconds not (like NEVER) fly directly at a high mountain or for the coded version. That’s a savings of 6.3 whole ridge from the downwind side. There have been seconds. Now that’s worth a person’s life?

several airplanes stuck on the side of our high moun- Why is it you can’t take six seconds more to read tains out here. The pilot thought he would fly over a couple additional words, for a correct and unques- the top from the downwind side. Little airplanes tionable interpretation of the weather?

like we fly just do not have enough power to climb - Anonymous through the downdraft.

I enjoyed your article in the May/June 2012 FAA In addition to the rotor winds Susan mentioned, Safety Briefing about Weather Code and it is so true.

sometimes just the downdraft from the wind going However, I am one of those individuals that learned over the top of the mountain is more than the aircraft the “old” symbol code (pre-ICAO) as a student pilot can fly through. Little brother found that even a Pan- 30,100 hours ago and still use it. To me, ceiling and ther jet photo recon aircraft almost couldn’t climb visibility come first and winds — maybe somewhere over Fuji one time when he had to take pictures with down the line after temp and dew. Somehow it creeps a forward firing camera of a C-47 impacted on the into my script when I copy down the weather during a downwind side of Fuji. He just barely cleared the top pre-flight briefing or when I’m recording the weather at full power and the plane needed serious repairs observation in the log on board my boat. It just works.

from the turbulence when he got back to base. Take Code is indeed cool and so are your articles.

that 45 degree approach seriously!

- Mike Oswald - Lynn Buchanan Thanks to both of you for writing and sharing Thanks very much for taking the time to write your opinion. The point in choosing that topic was about the mountain flying article, and especially for simply to share opinions and personal preferences. As the additional thoughts.

noted at the end, the great thing is that we now have plenty of choices with respect to the format for receipt FAA Safety Briefing welcomes comments. We may edit letters for style of weather information. It’s certainly not a universal and/or length. If we have more than one letter on a topic, we will select a point, as evidenced by the diversity of opinions on representative letter to publish. Because of publishing schedule, responses either side of the weather code debate.

may not 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 Night Vision Goggles concern with an immediate FAA operational issue, contact your local Flight Is flying a helicopter that is not modified for Standards District Office or air traffic facility. Send letters to: Editor, FAA night vision goggles, while using NVGs, against [the Safety Briefing , AFS-805, 800 Independence Avenue, SW, Washington, DC regulations]?

20591, or e-mail SafetyBriefing@faa.gov.

- Via the internet Let us hear from you — comments, suggestions, The short answer is yes. There are requirements and questions: e-mail SafetyBriefing@faa.gov for both the pilot and the aircraft to use Night Vision or use a smartphone QR reader to go “VFR-direct” Goggles (NVGs). If you are interested in using NVGs to our mailbox.

please contact your local Flight Standards District Office.

September/October 2012 FAA Safety Briefing 31

S u S A n PA r S o n

Postflight

Lights, Camera, ACTION!

Not long after I started working as a flight Monday morning staff meetings by replaying his instructor, I began using a debriefing technique son’s latest aeronautical achievements.

that eventually evolved into the “4-R collaborative And, as I recently discovered, there’s also an critique” approach I’ve outlined in several articles app for that. A (free) app called CloudAhoy allows and contributed to the current edition of the FAA’s you to use the internal GPS in your iPhone or iPad Aviation Instructor’s Handbook : R eplay, R econstruct, to record a flight, which you can later replay over R eflect, and R edirect. Since an important part of my Google Earth on your iPhone, tablet, or desktop. The role as a flight instructor is to help trainees calibrate app currently offers both a more analytical “picket” and refine their perceptions into accurate judg- view and a gee-whiz cockpit view, which allows ments about their flights, it just made sense to start you to literally replay the flight as it unfolded. I was not by reading my laundry list, but rather by having instantly enthralled by the instructional possibilities the trainee verbally replay the flight while I listened, that CloudAhoy and other such apps offer. For most compare the trainee’s conclusions to my own obser- pilots, and especially for those who have grown up vations, and guide him or her through a structured in the digital age, an app-based debriefing is likely to self-evaluation represented by the remaining “Rs.” be a lot more fun, a lot more interesting, a lot more There are several clear benefits to this approach. accurate, and a lot less threatening than the more First, the trainee quickly develops the habit of traditional postflight critique.

paying attention. Second, it allows the instructor to To my fellow technophiles, I offer two caveats.

accurately gauge the development of the trainee’s First, please be mindful that not everyone loves to judgment and situational awareness. It provides have a starring role in his or her own Movie of Mis- incredibly useful insights on why a fledgling flyer takes. Gauge the level of interest and, more impor- might have done something that was otherwise tant, acceptance before you add this technological completely baffling. Third, letting pilots start by cri- element to your postflight debriefing. If the trainee tiquing themselves makes them a lot less defensive is not comfortable with actual video replays, please — and a lot more receptive — when it is my turn to don’t push the point. The potential value of the tool talk. Many find that my evaluation is a lot more gen- is lost if fidgeting discomfort ruins the trainee’s abil- erous than their own. ity to focus on the flight debrief. In that case, stick to the verbal replay technique.

For the Record … Second is the hazard that arises anytime two Having grown up at a time when cassette tapes technophiles team up in the airplane. As with any were common rather than quaint, I originally framed aviation technology, there is danger if flight record- the first “R” as “replay the tape.” Though I never ing is allowed to drive activities or worse, distract expected pilots to literally record and replay their from flight operations and safety. It can also be flights, today’s technology offers a wide range of detrimental if it is allowed to dominate the learning ways to do just that. YouTube is replete with pilots’ process. Used as a supporting tool, though, adding self-made digital flight records, and I know several visual replay capability can be an invaluable tool to pilots who regularly fly with a camera.

accelerate development of critical insights. And for These days there are dozens of inexpensive added fun, it adds new meaning to the memory aid recording devices, some specifically intended for many pilots use for the final pre-departure check: aviation. In fact, one of my bosses uses such technol- Lights — Camera — ACTION!

ogy to record not just his own flights, but also the instructional flights he makes with his student pilot Susan Parson (susan.parson@faa.gov, or @avi8rix for Twitter fans) is editor of son. I hope I am not spilling secrets by disclosing FAA Safety Briefing. She is an active general aviation pilot and flight instructor.

that the proud father/instructor often spices up our 32 FAA Safety Briefing September/October 2012

T O M H O F F M A N N

f AA f aces

v an Kerns FAA Regulatory Support Division Manager

The Regulatory Support Division also impacts airman training through its development and man- agement of FAA knowledge handbooks. These tools NTSB Photo (available at www.faa.

gov/library/manuals/ The more a pilot is prepared, the better his/her aviation/ ) include the chances are of having an enjoyable, success- Pilot’s Handbook of Aeronautical Knowl- ful, and safe flying experience.

edge and the Aviation Instructor’s Handbook , both vital resources in an aviation educator’s instructional toolbox.

Remaining up to date with the changes and chal- lenges of the GA and flight instructor community is a top priority for Kerns and his team, as shown by their sponsorship of the recent Airman Testing Standards and Training Aviation Rulemaking Committee (ARC).

“The ARC provided an exciting opportunity to get very specific feedback from the aviation community, Van Kerns and the group made a number of recommendations to improve FAA testing,” says Kerns.

One of the recommendations was to establish a “A teacher affects eternity; he can never tell standing stakeholder where his influence stops.” Although this quote from body from industry to American journalist and historian Henry Adams Remaining up to date with the changes and provide input to key predates the era of modern flying, it is remarkably fit- challenges of the GA and flight instructor processes and products ting for today’s aviation educators. And it particularly community is a top priority for Kerns and his such as airman testing resonates for Van Kerns, manager of the FAA Flight team, as shown by their sponsorship of the standards, handbooks, Standards Service’s Regulatory Support Division in and knowledge tests. recent Airman Testing Standards and Training Oklahoma City.

According to Kerns, Aviation Rulemaking Committee (ARC).

“The overwhelming majority of accidents trace to this will provide a some form of pilot error,” says Kerns. “The more a pilot much needed mechanism for ongoing communica- is prepared, the better his/her chances are of having tion between the GA community and the FAA. As an enjoyable, successful, and safe flying experience.

such, it will ensure the highest quality products with That process starts with sound flight instruction.” the most up-to-date content.

As the Regulatory Support Division manager, “I am really excited about the direction we are Kerns has responsibility for several areas that impact moving with recommendations from the ARC,” says general aviation and the role of the flight instruc- Kerns. “We believe this collaborative approach will tor. One of the most obvious is through airman have a major positive impact on general aviation.” standards and testing activities. In partnership with For more information on the FAA’s Regulatory other FAA divisions, the Regulatory Support Division Support Division, visit www.faa.gov/about/office_org/ manages the practical test standards (PTS) used by headquarters_offices/avs/offices/afs/afs600/ . And examiners for all categories and classes of airman check out this issue’s Checklist department on page certification. Many of these standards, including 29 for more on the Airman Testing Standards and the PTS for flight instructor certification, have been Training ARC.

recently updated. The division also develops, man- ages, and administers the knowledge exams required for airman certification, and it oversees designated Tom Hoffmann is the managing editor of FAA Safety Briefing. He is a com- pilot examiner (DPE) policy.

mercial pilot and holds an A&P certificate.

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