FAA Safety Briefing — May/June 2016

FAA Safety

May/June 2016

BRIEFING

Your source for general aviation news and information

New

Technologies

for Pilots, Planes, and ‘Ports

Welcome to the FAA’s Tech Center p. 8 eLogbook Logistics p. 11 Mandate Mythbusting p. 16

faa.gov/news/safety_briefing

Federal Aviation

@FAASafetyBrief

Administration

FAA Safety Briefing is the FAA safety policy voice of non-commercial general aviation.

The May/June 2016 issue of FAA Safety Briefing focuses on the rapidly changing world of technology and the important role it plays in general aviation safety. Articles in this issue cover everything from unmanned aircraft to commercial space operations, to how the FAA helps champion the power of technology in making flying safer and more efficient. We also discuss some of the possible pitfalls of technology, including its ability to distract and disrupt our decision-making skills.

Cover photo by Maj. Robert Bowden, Civil Air Patrol

Features

7 From Prescriptive to Performance-Based FAA Proposes New Part 23 Rule by Jennifer Kileo 8 Welcome to the William J. Hughes Technical Center! The Happiest Place in Aviation Tech by Sabrina Woods 11 eLogbook Logistics Considerations for Moving from Paper Log to Digital Login by Susan Parson 16 Mandate Mythbusting Separating Fact from Fiction for ADS-B 2020 Equipment Requirements by Tom Hoffmann 18 There’s No Place Like the Home ‘Drome Airports of the Future by Sabrina Woods 22 Flying Photobombs Pilots and the Selfie Generation by Paul Cianciolo 25 X-Ray Vision and Alphabet Soup Decoding GA Vision Systems by James Williams 28 Spaceports Launch the Next Frontier in Flight The Basics of Commercial Space Operations by Paul Cianciolo

Departments

1 Jumpseat – an executive policy perspective 2 ATIS – GA news and current events 5 Aeromedical Advisory – a checkup on all things aeromedical 6 Ask Medical Certification – Q&A on medical certification issues 21 Checklist – FAA resources and safety reminders 32 Nuts, Bolts, and Electrons – GA maintenance issues 33 Angle of Attack – GA safety strategies 34 Vertically Speaking – safety issues for rotorcraft pilots 35 Flight Forum – letters from the Safety Briefing mailbag 36 Postflight – an editor’s perspective Inside back cover FAA Faces – FAA employee profile JOHN DUNC A N DIREC TOR, F L IGH T S TA NDA RDS SE R V ICE

Jumpseat

You and UAS

It’s not possible to produce a new technology- this article, the FAA will be close to publishing a final focused issue of FAA Safety Briefing without devot - rule that will establish the criteria for small UAS — ing some space to aviation’s new kid on the block: those under 55 pounds — to participate in U.S. civil Unmanned Aircraft Systems (UAS). So let’s talk aviation for other than hobby or recreational use. As about UAS. originally proposed in February 2015, the rule would allow routine use of small UAS in today’s NAS, and What’s in a Name?

it is intended to be flexible enough to accommodate The media and many others call them “drones,” future technological innovations.

but each word in the term UAS has meaning. First is Airman certification is an important part of the word “unmanned,” which does not mean “un- safely integrating UAS into the existing aviation com - piloted.” Second is “aircraft.” UAS meet the statutory munity. While many UAS owners already hold a tra - definition of aircraft that operate in our complex ditional pilot certificate, UAS is bringing a new set of National Airspace System (NAS). Third is “system.” airmen to our shared airspace. To ensure that every - While they do not have a pilot on board, UAS consist one understands how to play nice in the NAS, the of the person manipulating the flight controls, the air - rule proposes to require certain airman knowledge craft, and communication and control components.

to be eligible for an airman certificate for UAS opera - tions. My Flight Standards Service team is already Airspace and Airmen doing the groundwork on UAS Airman Certification The FAA has a vital role in these areas.

Standards ( www.faa.gov/training_testing/testing/ ) This agency maintains the safest aviation system to develop appropriate test questions.

on the planet. UAS and manned aircraft will share By the time you read this column, the FAA will some of the world’s busiest, most complex airspace.

have also wrapped up an aviation rulemaking commit - For everyone’s benefit, that integration has to be tee (ARC) with industry stakeholders on a proposed accomplished in a safe, efficient, and timely way.

rule for “micro” UAS. The ARC’s task was to develop UAS are inherently different from manned aircraft recommendations for a flexible, performance-based in that “see and avoid” is normally the responsibility regulatory framework allowing this category of UAS of pilots on board an aircraft. So we are taking an to be operated over people when meeting certain incremental approach, enabling as many UAS opera - standards. As part of its strategy for UAS integration, tions as we can right away while working toward a the FAA is also looking at other UAS-related rule and better understanding of broader UAS issues. We are policy updates to support aviation safety for all.

developing rules — see below — but given how rap - idly UAS technology is evolving, we must ensure that B4UFLY they are flexible enough to accommodate progress.

There is a lot going on in the UAS area, so please The FAA also plays a vital role in making sure visit the FAA website to get the full story, including that those who operate aircraft — manned or information on the FAA’s B4UFLY smartphone app unmanned — have the proverbial “right stuff” in for UAS operators.

terms of the knowledge, risk management ability, UAS integration opens the door to a more diverse and skill needed to operate safely with everyone and dynamic aviation future for all aircraft. Regard - else in the NAS. People like to debate whether the less of which type aircraft you fly, you are an airman.

human part of an Unmanned Aircraft System is a Fly responsibly and respectfully, so we can all con - “pilot” or an “operator,” but perhaps we can all agree tinue to enjoy the world’s safest aviation system.

that anyone who operates an aircraft in the NAS is an “airman,” and thus part of our diverse aviation com - Learn More munity. So the FAA has work to do in this area, too.

For UAS information: Rules and Roles www.faa.gov/uas/ If you own a UAS weighing more than 0.55 lbs For ACS information: (250 g), you should already know about the recent www.faa.gov/training_testing/testing/ rule requiring you to register it. By the time you read May/June 2016 FAA Safety Briefing 1

ATIS AV I AT ION NE WS ROUNDUP

tion is to detect and identify these “rogue drones” General Aviation Survey Needs Your Help and their operators. Recently, the FAA partnered The 38th annual General Aviation and Part 135 with DHS and CACI International to explore how Activity Survey (GA Survey) for reporting is now the company’s prototype detection technology underway. As always, your participation is important.

may help detect UAS in the vicinity of airports. The If you receive an invite to participate, please respond, main goal of the partnership is to safely explore even if you did not fly your aircraft in 2015. The GA procedures and processes for deploying and oper - Survey is the FAA’s primary source of information ating detection technologies in and around com - about the size and activity of the general aviation mercial airports.

and on-demand Part 135 fleet. Previous years’ survey CACI’s proof-of-concept system employs radio results can be found at http://1.usa.gov/24QSfh7.

frequency sensors at strategic locations around an Please be assured that your responses are kept airport in high, prominent locations. When the sen - confidential. The information collected will be used sors detect frequencies unmanned aircraft typically only for statistical purposes and will not be released use, it triangulates the signals and determines the in any form that would reveal an individual partici - location of both the UAS and the operator.

pant. Tetra Tech is an independent research firm that From January 25 to February 2, the CACI system conducts the survey on behalf of the FAA. You can was evaluated at Atlantic City International Airport contact them with questions at 1-800-826-1797 or via (ACY), the first UAS detection research in a com - email at infoaviationsurvey@tetratech.com .

mercial airport environment. A total of 141 operations were executed over five days — 72 with a UAS on the Detecting Rogue UAS ground and 69 with different small UAS in flight. In the Each month, the FAA receives more than 100 coming months, engineers from the FAA, DHS, CACI reports from pilots and others who spot what appears and the University of Maryland will work together to to be an unmanned aircraft (UAS) flying close to an compile the data for a final report by August 2016.

airport or a manned airplane. It’s become a serious These research efforts also may contribute to safety concern for the agency, and a potential security keeping the skies safe from “bad actors” who want issue for the Department of Homeland Security (DHS).

to use unmanned aircraft for malicious purposes.

In addition to the FAA’s ongoing outreach and To that end, the agency signed a Memorandum of education efforts, an additional step toward a solu - Understanding with DHS to collaborate on the safe integration of UAS into the U.S. aviation system.

New Student Pilot Application Requirements The FAA issued a new rule that requires student pilots to apply for, obtain, and carry a plastic pilot certificate to exercise the privileges of the pilot certificate. Additionally, it modifies the process by which student pilots apply for a certificate; they must now apply in person at a Flight Standards District Office, through a Designated Pilot Examiner, with an airman certification representative associated with a part 141 pilot school, or with a CFI. Student pilots who currently have a paper student pilot certificate may continue to use it, or can request a plastic replacement for $2. The plastic certificates will not expire, which will give the student unlimited time to complete training without having to apply for another student pilot certificate. For more infor - mation on the rule, which became effective April 1, 2016, go to https://federalregister.gov/a/2016-00199 .

2 FAA Safety Briefing May/June 2016 NTSB Safety Alert for Fly-In Events The National Transportation Safety Board (NTSB) issued aviation safety alert SA-053 (http:// go.usa.gov/cHqgC) earlier this year, highlighting avi - ation safety issues pilots may face arriving at major Photo by Maj. Noel Luneau, Civil Air Patrol fly-in events. Pilots planning on flying in to any of these events, like EAA’s AirVenture in Oshkosh, Wisc., are encouraged to review the alert.

Major fly-in events pose unique challenges including high-density traffic, special flight and communication procedures, a rapidly changing environment, and changes to air traffic control An F-15 intercepts a CAP Cessna during a TFR enforcement training flight.

separation standards. The safety alert provides pilots guidance for dealing with the challenges of Even with all that warning beforehand, four major fly-in events and stresses the need for them errant GA aircraft violated the Super Bowl TFR. Some to review FAA Notices to Airmen (NOTAMs) at upcoming major events that will generate TFRs are www.faa.gov/air_traffic/publications/notices/.

the Republican National Convention, July 18 through “Events like these are a great way to celebrate 21 in Cleveland, and the Democratic National Con - the joy of aviation,” said John DeLisi, Director of the vention, July 25 through 28 in Philadelphia. There Office of Aviation Safety at the NTSB. “A little extra will also be approximately 5,000 sporting events with planning will help ensure a safe arrival.” accompanying TFRs in 2016.

SA-053, along with other NTSB safety alerts can An easy way to see those TFRs is to have ADS-B be found online at ntsb.gov/safety/safety-alerts/ In on your aircraft or go to http://tfr.faa.gov.

Pages/default.aspx .

If you need a refresher on what to do if you are intercepted, download our fact sheet at Be Aware of Major TFRs http://1.usa.gov/1EJ3n4i.

The Temporary Flight Restriction (TFR) over Super Bowl 50 showed us what it looked like to Free Flight Services for GA Pilots be intercepted by military and law enforcement With summertime here and flying season upon aircraft. Go to https://youtu.be/eNEkBc_EEqw to us, the need to have current updated information at watch an F-15 intercept a Civil Air Patrol Cessna your fingertips is essential to the safety of your flight.

during a training flight.

Safety Enhancement Topics

May: Spatial Disorientation Both Instrument June: Engine Maintenance and Performance and VFR pilots are subject to spatial disorienta - Monitoring Learn more about the pitfalls of tion and optical illusions that may cause loss of inadequate engine maintenance as well as how aircraft control. flight data monitoring can help forecast system/ component problems.

Please visit www.faa.gov/news/safety_briefing for more information on these and other topics.

May/June 2016 FAA Safety Briefing 3 The FAA Flight Service Direct User Access Termi - U.S. Department nal Services (DUATS) II web portal providers, CSC of Transportation DUATS and Lockheed Martin, provide pilot weather Federal Aviation briefings, tailored to your route of flight and offer Administration assistance with flight planning during adverse condi - tions. Plain language and interpretation tools are ISSN: 1057-9648 FAA Safety Briefing available to help describe weather conditions. We May/June 2016 know the importance of recorded briefings. We know Volume 55/Number 3 this is a critical issue to pilots. So, rest assured, by Anthony R. Foxx Secretary of Transportation using either of the DUATS II providers, your briefings Michael P. Huerta Administrator Margaret Gilligan Associate Administrator for Aviation Safety are legal and recorded. You can also request an email John Duncan Director, Flight Standards Service of the briefing to take along on your flight.

James Viola Manager, General Aviation and Commercial Division In addition, electronic flight plan filing is avail - Susan Parson Editor Tom Hoffmann Managing Editor able with easy to use drop down menus. Pilots can James Williams Associate Editor / Photo Editor also register for electronic visual flight rules (VFR) Sabrina Woods Associate Editor flight plan activation, VFR flight plan closures, Paul Cianciolo Assistant Editor John Mitrione Art Director enhanced search and rescue, along with adverse Published six times a year, FAA Safety Briefing, formerly FAA Aviation News, pro - conditions alerting services. By registering for motes aviation safety by discussing current technical, regulatory, and procedural adverse conditions alerting service, you can receive aspects affecting the safe operation and maintenance of aircraft. Although based on current FAA policy and rule interpretations, all material is advisory or infor - crucial information including current weather con - mational in nature and should not be construed to have regulatory effect. Certain ditions, advisories, Notices to Airmen, Temporary details of accidents described herein may have been altered to protect the privacy of those involved.

Flight Restrictions, and airport closures via text or The FAA does not officially endorse any goods, services, materials, or products of email. Each DUATS II provider has different options manufacturers that may be referred to in an article. All brands, product names, company names, trademarks, and service marks are the properties of their respective to help you make easier and safer flight decisions.

owners. All rights reserved.

You can find out additional information by register - The Office of Management and Budget has approved the use of public funds for printing FAA Safety Briefing . ing at www.1800.wxbrief.com or www.duats.com.

CONTACT INFORMATION Expanding the Safe Integration of UAS The magazine is available on the Internet at: http://www.faa.gov/news/safety_briefing FAA established an aviation rulemaking com - mittee with industry stakeholders to develop recom - Comments or questions should be directed to the staff by: mendations for a regulatory framework that would ● ● Emailing: SafetyBriefing@faa.gov allow certain UAS to be operated over people who ● ● Writing: Editor, FAA Safety Briefing , Federal Aviation Administration, AFS- are not directly involved in the operation of the air - 850, 800 Independence Avenue, SW, Washington, DC 20591 craft. The FAA is taking this action to provide a more ● ● Calling: (202) 267-1100 flexible, performance-based approach for these ● ● Twitter: @FAASafetyBrief operations than what was considered for Micro UAS.

At press time, the committee was expected to issue SUBSCRIPTION INFORMATION its final report April 1. Check www.faa.gov/uas/ for The Superintendent of Documents, U.S. Government Printing Office, sells FAA Safety Briefing on subscription and mails up to four renewal notices.

any updates.

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Beginning March 31, 2016, the familiar green Subscription Problems/Change of Address: Send your mailing label with your comments/request to Superintendent of Documents, U.S. Government Printing Airport / Facility Directory will have a new name: Office, Contact Center, Washington, DC 20408-9375. You can also call (202) 512-1800 or 1-866-512-1800 and ask for Customer Service, or fax your information to (202) Chart Supplement U.S. The Airport/Facility Direc - 512-2104.

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4 FAA Safety Briefing May/June 2016 JA ME S F R A SE R , M .D.

F EDER A L A IR SURGEON

Aeromedical Advisory

Always Looking to the Future

In the pages of this issue you will read about CAMI uses a number of simulators to evaluate some of the things FAA is doing to prepare for the technology like Heads Up Displays (HUD), Helmet future or to make the technology we have more Mounted Displays (HMD), and flight envelope useful than it is today. One of the FAA facilities lead - protection systems, to name a few. We also use elec - ing the way forward is the William J. Hughes Techni - troencephalography (EEG) to measure brain activity cal Center near Atlantic City, NJ. But the Tech Center and performance within our ATC and flight simula - is hardly the only FAA facility spearheading tech - tors. Most recently, CAMI has introduced Unmanned nological breakthroughs. The Office of Aerospace Aircraft simulation, including an Unmanned Aircraft Medicine’s own Civil Aerospace Medical Institute System control station simulator.

(CAMI), located in Oklahoma City, works tirelessly Another research tool is our Biodynamics on research that will help bring FAA and aviation Impact Test Track, otherwise known as the “crash into the next generation. test” simulator. Combined with our Anthropomor - phic Test Devices — our very smart version of a crash What is CAMI?

test dummy — this facility evaluates crash surviv - You’ve probably already heard of CAMI even ability and aircraft seat performance, among many if you don’t realize it. When an Aviation Medical other factors.

Examiner (AME) discusses having to call or defer A Look Behind the Curtain to Oklahoma City, he or she is talking about CAMI.

But medical certification work is only part of what Our Aeromedical Research Division is working CAMI does. CAMI works on educational materials on several new projects. These include incorpo - that help train AMEs so that they understand the rating gene expression markers for hypoxia and latest FAA guidance. Additionally, CAMI produces fatigue into accident investigation training materials for airmen and hosts free classes. analysis, the challenges of advanced CAMI produces training materials If you had a chance to experience hypoxia at the robotic prosthetics in FAA aeromed - for airmen and hosts free classes.

FAA Safety Center in AirVenture last year, you can ical certification, and a number of thank the Airman Education team from CAMI for cabin safety issues. The Human Fac - making it possible. Our Airman Education teams tors Research Division is looking at Angle of Attack produce videos and pamphlets on various topics of display requirements, laser eye protection for interest to pilots. pilots, and problem solving/decision making and CAMI also provides toxicological testing for all procedures for unexpected events in GA, including aircraft accidents. Improvements made in this area loss of control. And that list is only the beginning.

have allowed us to have a much better idea of what CAMI helps to guide the Office of Aerospace potentially impairing substances are showing up in Medicine in decision-making for how we handle accident pilots. They have also allowed us to increase medical conditions and medications. It also plays the number of drugs we screen for in fatal accident a key role in explaining those changes to our AMEs toxicology tests. This information provides better across the country so that they are better able to keep insight into the health of accident pilots. you in the air. In summary, CAMI is an absolutely In addition to “medical” testing and research, critical component in the development and future of CAMI conducts research in Human Factors. Some aerospace research.

focuses on pilots, but CAMI also examines Air Traf - fic Controller performance in our ATC Training James Fraser received a B.A., M.D., and M.P.H. from the University of and Performance Laboratory, where scientists can Oklahoma. He completed a thirty year Navy career and retired as a Captain measure the performance of individuals or groups (O6) in January 2004. He is certified in the specialties of Preventive Medicine of controllers. This helps FAA measure the efficacy (Aerospace Medicine) and Family Practice. He is a Fellow of the Aerospace of controller training and improve screening pro - Medical Association and the American Academy of Family Practice.

cesses. CAMI’s ATC simulators allow us to test how the introduction of new technology impacts con - troller workload.

May/June 2016 FAA Safety Briefing 5 P E NN Y GIOVA NE T T I, D.O.

M A N AGER, A EROSPACE MEDIC A L

Ask Medical Certification SP ECI A LT IES DI V ISION

Editor’s Note: The following questions are from differ - In order to fly safely, I believe I will need to: ent people but are under the same general category.

• be able to get in and out, reach all the The answer for Q1 also applies to Q2.

controls, look all around, etc. (Physical therapy should address these issues.)

Q1. I have been diagnosed with spinal stenosis.

• have basic flying skills intact after Can I still fly? I have been doing so for more than some months off. (This is the least of the 50 years.

concerns, given extensive experience and high skill levels.)

Q2. My post-surgery stenosis comes and goes, and cyclobenzaprine seems to give me some • make sure that, post-surgery, I will have relief. Is this medication completely disqualifying enough energy for each flight. (I’ll assess this until it is out of my system (rule of 5 says that 8 based on ability to perform daily activities hours between doses means 40 hours after taking and by endurance when walking.)

it), or is it the case that if I feel okay within that 40 • and the real question — make sure that hours, I’m probably okay to fly, just like driving?

I am neurologically recovered from the The stenosis does not interfere with normal activi - inflammatory response to surgery, as well as ties, it just hurts.

anesthesia and drugs. (Only when my driving is as easy and confident as it was pre-surgery

A1/2. Spinal stenosis is not a disqualifying diagno -

will I get back into the airplane.)

sis; however, pain, muscle weakness, and sensory changes associated with spinal stenosis can become Does this plan cover everything, or is there a safety issue. You should discuss these with your something else I should check? And I renewed my AME if you develop them. We are in the process of medical right before surgery to minimize paperwork.

reviewing some of our wait times on medications in

A3. This is an excellent plan. I would repeat that the

view of new information from our laboratories at the ability to drive a car does not necessarily mean you Civil Aerospace Medical Institute (CAMI). Indications are safe to fly, but as you say, is one reasonable indi - are that we will be able to shorten some wait times.

cator. You need to be sure you are no longer taking However, I need to caution you that there is convinc - any medications that are potentially impairing such ing evidence that, at least with diphenhydramine as pain medications or muscle relaxants. Do not (Benadryl), individuals demonstrate significant underrate pain as a significant distractor. More than impairment even when they report feeling “fine.” just reaching the controls, you need to be sure that Therefore you should stick to the published wait you have the muscle strength to perform emergency times rather than just deciding that you feel “OK.” procedures should that become necessary.

Driving and flying just aren’t the same.

Penny Giovanetti, D.O., received a Bachelor’s Degree from Stanford, a Master’s

Q3. I’ve recently had a five level spinal fusion sur -

in Environmental Health and Preventive Medicine from the University of Iowa gery with a nominal three month recovery to some and Doctorate from Des Moines University. She completed a 27-year career level of functionality. Also, I’m a high time general as an Air Force flight surgeon. She is board certified in aerospace medicine, aviation ATP/CFII, but for obvious reasons, the first occupational medicine and physical medicine/rehabilitation. She is also a flight post-surgery will be with a CFI.

Fellow of the Aerospace Medical Association and a licensed private pilot.

6 FAA Safety Briefing May/June 2016

FROM

Prescriptive to Performance-Based:

FAA Proposes New Part 23 Rule

J E N N I F E R K I L E O The FAA proposed one of the most extensive The team’s task was not easy. They reviewed and revisions to its regulations in history on March 14, challenged recommendations from a 2008 Part 23 with the publication of the Part 23 Notice of Public Certification Process Study, a 2010 Part 23 Regula - Rulemaking (NPRM) available at https://federalreg - tory Review, and the Part 23 Reorganization Aviation ister.gov/a/2016-05493. Rulemaking Committee, which provided input from The proposed revision addresses general avia - industry and international regulatory stakeholders tion (GA) airworthiness standards for normal, utility, in support of globally harmonized small airplane acrobatic, and commuter category airplanes with a regulations. The team also sought to satisfy congres - maximum seating capacity of 19 passengers and a sional mandates outlined in the bipartisan Small maximum takeoff weight of 19,000 pounds. Airplane Revitalization Act of 2013 and the FAA Aiming to streamline the approval of new tech - Modernization and Reform Act of 2012 to streamline nologies in type-certificated airplanes, the proposal the approval of safety advancements.

establishes a new performance-based regulatory “This streamlines a manufacturer’s ability to structure utilizing consensus-based industry stan - incorporate safety-enhancing technologies into dards as the methods of compliance. The proposal aircraft as quickly as possible while increasing safety also includes new certification standards that and flexibility for future innovation in GA airplanes,” address flight in icing conditions and loss of control said Part 23 Reorganization Program Manager accidents, the leading cause of GA accidents. Lowell Foster.

The current part 23 airworthiness standards For more on the benefits of the proposed rule, are largely prescriptive, meaning that they describe check out the following video: https://youtu.be/ detailed design requirements, and are based on Ft2Rw21e7SY . The comment period is 60 days from airplane designs from the 1950s and 1960s. As a publication in the Federal Register and closes on result of this prescriptive framework, the FAA often May 13, 2016.

requires manufacturers to provide onerous docu - mentation in order to incorporate new technology.

Jennifer Kileo is a communications specialist with the Aircraft Certification These requirements act as barriers to certification Service Small Airplane Directorate in Kansas City, KS. Since joining the FAA and innovation of technologies that could enhance in 2002, Jennifer has held positions in the FAA’s Offices of International safety, and they are costly to the FAA and industry.

Affairs and Rulemaking.

“We took a ‘clean slate’ approach to part 23… Photo courtesy of Garmin to see how we could encourage innovation while maintaining and improving the level of safety that the system we have in place has been able to achieve,” said Associ - ate Administrator for Aviation Safety Peggy Gilligan.

The Part 23 Rulemaking Team, which included representatives from the Aircraft Certification Ser - vice (AIR), the Flight Standards Ser - vice, and the Offices of Rulemaking, Aviation Policy & Plans, and Chief Counsel, worked tirelessly to intro - duce performance- and risk-based standards to balance the need for acceptable levels of safety across The FAA hopes these changes will help manufacturers introduce new technologies the broad range of part 23 airplanes. like advanced cockpits that can provide better information more clearly to pilots.

May/June 2016 FAA Safety Briefing 7 S A B R I N A WO O D S

Welcome to

the William J. Hughes Technical Center!

The Happiest Place in Aviation Tech

Photo by Tom Hoffmann hat do retrofitted aircraft, crushable concrete, sizes. It was enough to make my inner geek swoon experimental fuels, virtual reality, portable with unabashed glee. Moreover, it was very apparent W radar control centers, fire suppressing foam, that every person we had a chance to talk to was a and brain scanners have in common? Well, not consummate professional with immense pride in much actually — except for that fact that these are what they do.

just a few of the wonderful observational studies, Off and Running experiments, and research projects going on at the First up, we got the chance to talk with the William J. Hughes Technical Center located near people who run the research and development Atlantic City, New Jersey. As the FAA’s center for (R&D) flight program. The group currently maintains aviation research and development, the men and and operates six “flying laboratories” to include a women of the Tech Center dedicate their lives to Piper Navajo , two Convair 580s, and a Sikorsky S-76.

making sure that any and everything that comes in They are the “end of the line” before projects enter contact with the National Airspace System (NAS) has the NAS. The R&D team is one-of-a-kind in the fact been analyzed, tested, and vetted to ensure it is the that its members interface with almost every other safest and most efficient product it can be.

department at the Tech Center, throughout the FAA, Tom Hoffmann, the managing editor for FAA and even with industry in some cases.

Safety Briefing , and I had the opportunity to run (and Armando Gaetano is the manager of the flight I do mean run) around the Tech Center for a day in program and he says that being the last line of what turned out to be a head-on-a-swivel, drinking defense before a project hits the NAS is a rewarding from the fire hose tour of some of the coolest stuff and exciting experience. “You would be surprised supporting our NAS. This 5,000 acre virtual theme — we see long vetted, extensively tested programs park for aviation techies (complete with campus that will still have one or two kinks by the time it maps!) has its own powerplant test cells, flight deck gets to us. These are the things you want to find now simulators, aircraft fire training sites, a drop test rather than later.” facility, and experimental aircraft of all shapes and 8 FAA Safety Briefing May/June 2016 Currently, this highly motivated team made up is the impetus for all of the advancements in meteo - of test pilots, engineers, and aviation maintenance rological information presentation — such as the technicians are putting Automatic Dependent standardization of colors and symbology.

Surveillance-Broadcast In and Out systems through Back to those crafty engineers — the team is the paces and providing valuable data back to the responsible for building up each of their simula - project administrators. They are also helping to bring tors to meet the the Aviation Safety Information Analysis and Sharing requirements of The men and women of the Tech Center (ASIAS) program to rotorcraft. To read more about the project. In just dedicate their lives to making sure that any what ASIAS program manager Cliff Johnson and his the short week and everything that comes in contact with the team have been experimenting with, check out this between my visit National Airspace System (NAS) has been edition’s “Vertically Speaking.” and the writing analyzed, tested, and vetted to ensure it is the of this article, a Off the Rails Redbird Advanced safest and most efficient product it can be.

The R&D team has also been helping the fuels Aviation Training group test the leading candidates for a 100LL Device has had its out-of-the-window visuals com - replacement. Coincidentally, the fuels department is pletely revamped and enhanced; all handcrafted in where Tom and I were headed next.

house by team members. The savings are astronomi - The fuels laboratory understands that one of the cal.

biggest questions in the GA community is “when are “The thing about this place,” chuckles Al, “is we going to get a new fuel?” Dave Atwood and Ken that people arrive here and never want to leave.

Knopp oversee an amazingly diligent and meticu - The work is interesting and challenging.” We totally lous team determined to find a suitable, sustainable agree, hence the “we got off schedule” part. After fuel, and to ensure as smooth a transition as possible a dizzying (but ridiculously cool) moment in an for the GA fleet. Their timeline is aggressive — the Airbus 321 mock-up, we were off again — this time goal is to complete testing by 2018.

to check in with the air traffic control interface and The team has whittled 17 submissions from human factors team.

nine companies down to two candidates from two This incredible group afforded us the oppor - companies. Shell and Swift Fuel are now providing tunity to “play” with some of their snazziest tools larger quantities of their fuels for the three test cells to include an Oculus virtual reality (VR) headset to tackle. Among the characteristics the fuel team TM and a human simulation software program (Jack ) looks for is how well the fuel suppresses detonation, designed to predict ergonomic and layout issues the shelf and service life, how compatible it is with with new control facilities. The Oculus wearer can other aircraft components, and overall sustainabil - walk through the VR scene and gather data on line- ity. Within their own facility the team is able to test of-sight, natural lighting vs. sun glare issues, sound the fuels at ground level and at an altitude of up to control and mitigation, Americans with Disabilities 20,000’ . Not an easy task!

Act compliance, ergonomic design, man-machine Although we were learning a lot, our well-orga - nized tour was starting to go off the proverbial rails a bit. There was just too much information, too much to see, and too many buttons to push!

Virtually Magnificent What an amazing difference a few crafty engi - Photo by Tom Hoffmann neers in a relatively small working space can make!

Al Rehmann, supervisor for the Tech Center’s Flight Deck Simulation Facility, showed us simulator after simulator — to include a Cessna 172 — each dedicated to ferreting out one aspect or another of enhanced flight information transfer and manage - The FAA’s Piper Navajo has been instrumental in ment. One of the key projects Al’s team has worked testing candidate fuels for 100LL replacement as on is the Weather Technology in the Cockpit (WTIC) well as ADS-B signal integrity.

program. This program is near and dear to GA and May/June 2016 FAA Safety Briefing 9 platform to explore, integrate, and evaluate NexGen concepts. They do this through high-fidelity, real- Photos by Tom Hoffmann time simulation. The team carefully integrates legacy systems with future technologies to see how these systems will interact in the NAS. They use a variety of UAS to determine if new technology or procedures are safe enough before advancing to manned air - craft. In the NIEC, every single aspect of the NAS can be reproduced and integrated all in one area, and all within line-of-sight of each other and the program manager. These are things that just can’t happen in Flight deck simulators and Oculus headsets are just some the real world. Currently, the lab is testing out the of the virtual reality tools used at the Tech Center.

operational concerns GA and commercial aircraft have in regards to see/detect and avoid with UAS.

Housed next to the NIEC was the Surveillance and Broadcast Services (SBS) program office. This team is the one responsible for monitoring the health of all SBS systems to include Traffic Information Ser - vice – Broadcast (TIS-B), Flight Information System – Broadcast (FIS-B), and of course, Automatic Depen - dent Surveillance – Broadcast (ADS-B) systems. Cur - rently, there are over 645 ground stations with efforts to expand into Mexico and out onto oil rigs, and plans to incorporate space-based ADS-B all on-going.

Tammy Willson and Stuart Searight showed us a dazzling array of everything the SBS team is tracking in the entire national airspace. Literally hundreds of tiny airplanes symbolizing ADS-B Out equipped aircraft, and little Dorito-like (yes, the chip) symbols interface and so much more!

representing radar tracked aircraft dotted an elec - I will never, ever tease my Second Life loving tronic map of North America.

friends again. Ever.

“We make sure the ADS-B system functions as Finishing Strong intended and are continuing to develop ADS-B In In an attempt to get the day back on course, we to increase safety and efficiency in the NAS,” says sprinted off to a round-table discussion with some Stuart, the branch manager for the SBS lab.

of the team leads for various programs. Among the Both facilities were awe-inspiring and totally many programs Tech Center personnel are responsi - worthy of a day trip unto themselves. Upon entering, ble for is ongoing research on Angle of Attack indica - Tom and I knew there was no way we would ever tors and wing stall prevention, bird strike mitigation get back on our tour schedule so we simply resigned for rotorcraft, lithium battery and thermal runaway ourselves to having to return some day. It wasn’t a research, and projects using unmanned aircraft as a tough decision!

testing platform.

The entire experience was incredible and there Whew! And the most outstanding part of all of just wasn’t enough time (or enough space in this this is that these professionals take special care to article) to see and interact with everything the Tech ensure the protection of intellectual property. Mean - Center has going on. It truly is the nation’s premier ing that if someone from the FAA or industry comes air transportation system laboratory and it is my and wants to put an idea through the ringer, the Tech great honor to present to you just a fraction of the Center provides that support while remaining objec - work that they do.

tive and ensuring non-disclosure of the results.

Afterwards, we were delivered into the hands Sabrina Woods is an associate editor for FAA Safety Briefing . She spent 12 of the NextGen Integration and Evaluation Capabil - years as an aircraft maintenance officer and an aviation mishap investigator ity (NIEC) facility. The NIEC is the FAA’s research in the Air Force.

10 FAA Safety Briefing May/June 2016 S U S A N PA R S O N Loe eLogbook Logistics:

Considerations for Moving from

Paper Log to Digital Login

hen I enrolled as a flight student in the electronic record keeping, there are a number of fac - summer of 1991, my newly-assigned flight tors to consider. Let’s take a look.

W instructor handed me a small, gray-zippered

Legalities bag filled with items that now seem like archeologi - We’ll start with the proverbial fine print of the cal artifacts. There was a thick and heavy textbook, legalities. A review of 14 CFR section 61.51, Pilot Log - albeit one with glossy pages and full-color photos to books, shows that FAA regulations focus on what the illustrate things like piston engine parts. There was pilot must “document and record,” either to meet the a clear plastic plotter that looked like a souped-up requirements for a certificate, rating, or flight review, version of my high school geometry class protractor.

or to meet the regulatory requirements for flight There was an odd and, at the time, utterly inscru - experience. The logbook entries portion (14 CFR table circular slide rule that was pretentiously and section 61.51(b)) lists the specific information to be improbably known as the “E6B Flight Computer.” recorded for this purpose.

There were crisp new copies of the sectional and ter - With respect to how , though, the regulations say minal area charts for my home airspace. And there only that the pilot must document and record infor - was a little rectangular book of pristine green pages mation “in a manner acceptable to the Administrator.” that sported a sturdy black cover and bright gold let - Since there is no statement or regulation that deems tering proclaiming itself to be a Pilot Logbook.

electronic documents and records un acceptable The advent of the Internet, portable electronics for this purpose, it is perfectly legal to maintain the devices, and the app-for-everything age has rendered required information in almost any format you choose.

pretty much everything in that once-treasured gray Though most pilots do use standardized formats for bag obsolete. I quickly and enthusiastically moved both paper and electronic logbooks, you are free to use from textbooks to eBooks, and I eagerly embraced almost anything — a spiral notebook, an Excel spread - the convenience of online flight planning and digital sheet, or whatever else you choose as your preferred charts — especially after they began to include the means of documenting required flight time.

magic blue dot denoting geo-referenced positioning.

That’s the easy part. For many, the vexing ques - But whither the paper logbook? Whether you tion is how to handle endorsements. The suggested are just starting out as a pilot in training or are a wording for endorsements is in Appendix 1 of Advi - longtime pilot contemplating the convenience of May/June 2016 FAA Safety Briefing 11 sory Circular (AC) 61-65F, Certification: Pilots and now have the means to capture an appropriate elec - Flight and Ground Instructors , which also specifies tronic signature. A precise description of ways and that the endorsement should be legible and include means is beyond the scope of this article, so suffice it such things as the instructor’s signature and instruc - to say that you should carefully review (and follow) the tor certificate number and expiration date along particulars for the specific logbook app you are using.

with the date of signature. My paper logbooks are Modalities full of instructor endorsements and signatures, and Apart from the ability to capture and maintain over the years I have put pen to paper to make and any necessary electronic signatures, there are several sign endorsements in many a pilot’s paper logbook.

characteristics to evaluate in the course of selecting I have not yet sought to add an instructor’s endorse - an electronic logbook app. Because data entry can ment to my own electronic logbook (more on that require a significant investment of your time, it is shortly), nor have I been asked to provide a signed worth the effort to review and find the best electronic endorsement in another pilot’s electronic logbook.

logbook app for your specific needs before you even I know that day is coming, though, so I did some think about the first entry. Here are a few of the ele - research on how the agency views this topic.

ments to consider.

The go-to document is AC 120-78, Acceptance Functionality : Electronic logbook apps today offer and Use of Electronic Signatures, Electronic Record - everything from basic spreadsheet-style recording to keeping Systems, and Electronic Manuals . AC 120-78 highly customizable capability. Logging for personal provides guidance on the acceptance and use of purposes might drive a simpler selection. If you are electronic signatures to satisfy certain operational just starting out in aviation, and especially if you and maintenance requirements. It specifies that the intend to pursue a professional flying career, you term “electronic signature” refers to either electronic will probably want to select a more sophisticated signatures or digital signatures, with the specific elec - electronic logbook app. In addition to the ability to tronic signature used contingent on the end user’s capture and record electronic endorsements and preference and the system application. An electronic signatures, you will want an app that allows you to signature may take any of the following forms: easily enter and sort the data you need to document.

• A digital signature Having many times painfully picked my way through • A digitized image of a paper signature row after row of paper entries to pull the data needed • A typed notation for a particular Form 8710 Application for Airman Certificate or Rating, I can tell you that almost any • An electronic code electronic sorting functionality beats the manual • Any other unique form of individual iden - method that a paper logbook condemns you to by tification that can be used as a means of default. Still, some apps sort better than others.

authenticating a record, record entry, or document Backup : You will definitely want to ensure that your precious logbook data is thoroughly backed up. Con - While this article focuses on pilot use of electronic trol freak that I am, I use several methods. First, I con - logbooks, let me note that the material in AC 120-78 tinue to keep a paper logbook, both for backup and for is just as applicable to maintenance records. Whether sentimental purposes (more on that below). Second, I for pilots or for planes, the FAA’s main concerns with make use of my electronic logbook app’s cloud storage respect to electronic signatures are accuracy, security, features. Third, I keep yet another full copy of my log - “non-repudiation,” and traceability. An electronic book data in my own cloud storage account. Overkill?

signature must be accurate, and it should be provided Perhaps. But in view of how long it took me to accu - in a way that makes it difficult for anyone to duplicate mulate those hours in the first place and to convert or change it. It should prevent the person signing from the paper entries to an electronic format later on, I am denying that he or she affixed a signature to a specific quite happy to have multiple backups in place.

record, record entry, or document, and it should Security : Most electronic logbook apps allow you to provide “positive traceability” to the individual who set a password for added security on your account.

signed a record, record entry, or any other document.

It’s not a bad idea to protect this important infor - Early electronic logbooks may have lacked some mation, so be sure your app has the capability and or all of the necessary capability, but a quick review then make use of it.

of several more recent logbook apps shows that most 12 FAA Safety Briefing May/June 2016 Portability : Does the app allow you to import and data to the new app. While the summary entry export data without the documentary equivalent method will not allow you to sort with the level of of aerobatic maneuvering? Most electronic log - detail you might want, this problem will dissipate book apps enable use of “CSV” (comma spaced over time as your electronic logbook entries grow.

values) and/or Microsoft Excel formats as a means Also remember that for insurance and most other of importing or exporting existing electronic data. reporting purposes, you rarely need to go back Don’t even think about using an electronic logbook more than 12 months anyway.

that does not allow you to export your data into one Sentimentalities of these formats. That said, please don’t assume that Even an acknowledged techno-geek like me having a CSV or MS Excel file from one electronic has to admit that there is something special about logbook makes it easy to import that data into paper logbooks. A pilot’s paper logbook has an another electronic logbook app later on. I speak from unmistakable look and feel, and I always found experience: At the time of this writing, I am just start - great satisfaction as well in the visible accumulation ing the painful task of trying to import the CSV data of entries. The length and style of some “remarks” from one electronic logbook app to another.

entries can also provide Proustian involuntary Practicalities memory triggers that let you relive aspects of a par - The practical benefits of an electronic logbook ticularly good (or bad) flight. However convenient are obvious. Especially if stored in the cloud with they are, digital entries in an electronic logbook syncing capability, the data from your electronic aren’t quite the same — which is why I chose to logbook is securely backed up and accessible to continue making pen-and-ink entries in a paper you almost anytime or anywhere. As I mentioned logbook along with every electronic entry to my already, an enormous benefit is the ability to sort cloud-based logbook.

your logbook data and generate virtually any kind That said, the growing multimedia capability of of report for insurance or other purposes. Need to apps — including electronic logbooks — can make know how many hours you have in a specific tail these documents far more colorful and memorable number? Check. Number of approaches in IMC? than even the most carefully written remarks sec - Check. Remind me when my next flight review, tion in a paper logbook. Some offer the ability to add medical, or IPC is due? Check. You’re all set. pictures or short videos, and even to export data to The catch is that unless you were fortunate something like a Google Earth map. Sentimentality enough to have started your flying days with an and documentary value are clearly in the eye of the electronic logbook, you somehow have to convert beholder and, however much I like some of my his - all those pen-and-paper entries into a digital format torical paper entries, I look forward to experimenting before you can enjoy the benefits of electronic with some of the ways that new logbook technologies record-keeping. I know it can be overwhelming. will enable the storage of all the new flying memories When I first made the switch, I spent time every I intend to make.

night for several weeks painstakingly digitizing If you have particular tricks or techniques you’d about 15 years’ worth of logbook entries. Tedious it like to share in connection with electronic logbooks, was, but the benefits are well worth the cost — and multimedia or otherwise, let us know. We’ll share in it was often fun to take a trip down memory lane the next issue’s Forum as well as on our Facebook and by reliving some of the flights immortalized by log - Twitter (@FAASafetyBrief) feeds. Happy logging!

book data entries.

There are various ways to proceed if you aren’t Susan Parson (susan.parson@faa.gov, or @avi8rix for Twitter fans) is editor of up for doing it all yourself. You can hire a service to FAA Safety Briefing . She is an active general aviation pilot and flight instructor.

do it for you. From what I’ve determined, it is not cheap (somewhere around $200 for 500 entries), Learn More but your time may be valuable enough to make it worthwhile. Another option is to total the exist - Advisory Circular 120-78, Acceptance and Use of Electronic Signatures, Electronic Recordkeeping ing entries in your paper logbook and make one Systems, and Electronic Manuals large summary entry to get your electronic records http://1.usa.gov/1USX6Kr going. I am seriously considering a variation on this method to transfer my current electronic logbook May/June 2016 FAA Safety Briefing 13

the

Battling Attraction

o f

S U S A N PA R S O N Photo by Adrian Eichhorn while back — in the January/February 2014 Manage the Machines issue of this magazine, to be precise — I offered Technology and automation applied to an

A a confessional piece called “The Lost Art of

actively-managed flight can magnify its safety and Paying Attention.” I wrote about how painfully easy efficiency, but when applied to a non-managed it is to succumb to the subtle tyranny of technology.

flight, they can very efficiently get you into very big Our glorious glowing gadgets tempt us to shirk not trouble. Regardless of how good they are, today’s only our see-and-avoid responsibilities, but also a avionics and handheld devices do not have sufficient vast swath of the flight management work. They lull intelligence to do more than exactly what we com - us away from the discipline of critical thinking and mand them to do. If we issue the wrong commands true situational awareness, a term that implies far because of inattention or incomplete understanding more than a position check on the moving map.

of the technology, the flight will potentially go off And, as Sabrina Woods wrote in “Surprise!” track in every possible way.

(FAA Safety Briefing – March/April 2016), the cockpit Know Your Equipment is becoming quite a busy place as more and more You need to know the equipment cold. When I technological upgrades become teach the use of GPS moving map navigators, I stress available. Dazzling electronic and the importance of knowing how to precisely navigate No pilot is immune from the LCD flight deck arrays are replac - both the mechanical structure (aka the “knobology”) ing traditional analog gauges. potentially fatal attraction of and the library structure — that is, how to efficiently Electronic flight bags (EFB) can distraction, especially when it find and display the information you need for any tell you almost everything you comes to dealing with technology.

given phase of flight. You need to know its normal want to know with the swipe and abnormal operations, so you can avoid those of a finger. ADS-B In and Out monitor traffic. Once pesky and potentially dangerous “what’s it doing” you’ve hit that desired altitude and cruise speed, an situations. You need to know its limitations — what autopilot can take over, leaving you to sit back, relax, the technology can do for you and, equally impor - and observe the progress of your flight. Everything is tant, what functions are simply beyond its capability.

perfect … until suddenly nothing makes sense.

No pilot is immune from the potentially fatal Set the Tripwires attraction of distraction, especially when it comes to As Kenny Rogers sang in “The Gambler,” you dealing with technology. New technologies are the need to “know when to hold `em, and know when focus of this issue, but you can also be distracted by to fold `em.” If you find yourself baffled, confused, the vagaries of older gadgets, or by the quirks of a or in any way uncertain about what the technology “FrankenPlane” aircraft with new avionics stitched is doing, it’s time to turn it off and reorient yourself.

in beside the original equipment. So we thought that That certainly applies to the autopilot, but it also some of the cautions offered before bear repeating.

includes panel-mount, hand-held, or tablet-based 14 FAA Safety Briefing May/June 2016 navigators if you don’t understand where they are • Record those changes in an abbreviated taking you — or if you have any doubts as to the navigation log. The act of speaking and writing safety of the suggested course. Never forget that the bolsters your awareness.

magenta line can guide you direct to anywhere … • Announce any change to navigation source including direct through regulatory obstacles (e.g., (e.g., “switching from GPS to VLOC”) and restricted/prohibited/controlled airspace), man- autopilot modes. I encourage pilots to read each made obstacles, or natural ones such as terrain.

item on the autopilot status display aloud every time there is a change stating which modes are Stay Focused armed and which modes are engaged.

If you are lucky enough to have a good autopilot, Today’s technology provides the foundation for it’s great to have “George” tend to the basic flying an unprecedented level of situational awareness. We chores while you — at least in theory — focus on more just have to use it for that purpose, and pay atten - important things like positional awareness and, more tion in order to repel the all-too-human attraction broadly, overall situational awareness (e.g., status of to technological distractions that could detract from weather, fuel, engine indications). The challenge, of flight safety.

course, is to actually direct that freed-up mental and physical capacity to those more important positional and situation awareness considerations. That means Susan Parson (susan.parson@faa.gov, or @avi8rix for Twitter fans) is editor of overcoming the very human tendency to lapse into FAA Safety Briefing . She is an active general aviation pilot and flight instructor.

“fat, dumb, and happy” complacency that could cause you to miss something like an abnormal indication on Learn More an engine gauge. Find ways to keep yourself continu - “The Lost Art of Paying Attention,” FAA Safety Briefing, ously in the loop. For example: Jan/Feb 2014, p. 8 • Use callouts to maintain positional awareness www.faa.gov/news/safety_briefing/2014/media/ (e.g., “crossing WITTO intersection, next JanFeb2014.pdf waypoint is MITER intersection”).

“Surprise,” FAA Safety Briefing, Mar/Apr 2016, p. 18 • Announce changes to heading, altitude, and www.faa.gov/news/safety_briefing/2016/media/ MarApr2016.pdf frequency.

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May/June 2016 FAA Safety Briefing 15 T O M H O F F M A N N

MANDATE MYTH-BUSTING

Separating Fact from Fiction

for

ADS-B 2020 Equipage Requirements

Photo courtesy of Garmin

Part 1 of 2

s of the publication date of this issue, there will allowing certain qualifying air carriers and operators only be 44 months remaining before the FAA’s to use GPS equipment that may lack two specific A ADS-Out equipage deadline set for January 1, navigation parameters contained in the rule for a 2020. And yet, as this deadline fast approaches, there limited time. These operators must still be ADS-B Out are still many aircraft owners who are unsure, unde - equipped and meet all of the remaining performance cided, or just confused about what equipment they requirements. For more details on this exemption, may or may not need to comply. including a fact sheet and an operations bulletin, visit To help shed light on some common ADS-B www.faa.gov/nextgen/equipadsb/exemption .

misconceptions, the FAA Safety Briefing staff sat As for the DOD, they have identified some down with two of FAA’s leading experts in the area platform compatibility issues — in particular with of ADS-B equipage: James Marks from the Aircraft certain fleets that will soon retire — but they are hard Maintenance Division’s Avionics branch, and Alex at work to get their aircraft equipped by the deadline.

Rodriguez of the Aircraft Certification Service’s Com - In fact, the installation numbers for the military have munications and Surveillance Technologies section recently picked up.

(and no, not the New York Yankees!) Together they And as far as progress on equipping ADS-B Out were able to tackle some important questions and outside the United States is concerned, our foreign debunk many of the myths about ADS-B equipment partners are actually following suit with our regula - choices, specifications, and installation procedures. tion and will likely be only a few months behind.

Their responses, presented in a two-part series, Myth : The longer I wait to equip, the cheaper the should hopefully clear up some of the confusion prices will be and the more technically advanced of the ADS-B Out requirement and get folks on the options I’ll have.

proper path toward compliance.

With regard to cost, we did see a period of sig - Myth : Since the airlines and the military are get - nificant price drops for ADS-B boxes within the last ting a free pass beyond 2020, the FAA will wind up two years, but those have really stabilized since. It’s extending the deadline for everyone. Why should I worth pointing out that it costs a certain amount of bother installing now? And aren’t our international money to produce these units and that we may have partners behind schedule too? already realized the bottom in terms of pricing. Fur - There are no plans for the FAA to extend the thermore, as the demand for ADS-B boxes continues mandate for ADS-B Out equipment beyond the to rise, it’s rational to think the prices will go up as existing 2020 deadline date. We realize there is some well. So waiting around might not bring about the confusion about certain segments of industry getting cost advantage you were hoping for.

exemptions from the rule. That is simply not true. To As far as waiting for the technology to advance, be clear, we’re not giving anyone a free pass; airlines we’re not seeing anything new or novel in the tech - or Department of Defense, and both have plans to nology for the near future. What’s coming down the equip. Part of the confusion is that when people pipeline is pretty much identical to what’s out there hear exemptions for airlines they think it’s a blanket already. The manufacturers are mainly just modify - exemption for ADS-B. What we are actually doing is ing things for certain platforms or are changing a 16 FAA Safety Briefing May/June 2016 feature or two. We don’t see anything increasing situational awareness benefits that ADS-B In offers massive functionality or that will significantly drive (i.e., traffic and weather displays). Those owners may costs down. Our Equip ADS-B website ( www.faa. prefer an integrated system with both -In and -Out gov/nextgen/equipadsb ) has a list of approved capability and that has a built-in display or is Wi-Fi ADS-B Out devices and a searchable database of capable so you can display information on your tablet.

devices provided to the agency by the equipment Another important consideration is the airspace manufacturers. We will update this page regularly to you fly in. If you fly at or above FL 180 (18,000 ft.), or keep you apprised of any changes. internationally, you’ll need a 1090 system. If you don’t fly at or above FL 180, you At last check on the FAA’s website, there were 12 can choose either a 1090 or There are some important differentiating ADS-B Out vendors, with about 45 models. With UAT system. Although some factors, and configuration and compatibility so many options, models, and manufacturers to people may never intend to issues you’ll want to consider with ADS-B choose from, where does an owner even start?

fly in 1090-required airspace, Out equipment before just settling on the What are some of the differentiating factors for they are still opting for a option with the lowest price tag.

these systems? And if they are all designed to the Mode S system in case they same set of performance standards, could I not get change their mind or want to beef up their aircraft’s by with just picking the cheapest one?

resale value.

For starters, it’s possible you may not need As we mentioned earlier, there is also the real to equip with ADS-B at all. But assuming you do, possibility for some aircraft owners to not have to there are some important differentiating factors, equip at all. There is a vast amount of airspace under and configuration and compatibility issues you’ll 10,000 feet where ADS-B Out is not required. On the want to consider before just settling on the option other hand, if you’re based at an airport within Class with the lowest price tag. To understand this better, B or C airspace, the rule will definitely affect you.

let’s review for a minute. With any certified ADS-B An easy way to remember this is that if you need a Out system, you’ll need A), a position source (there transponder to fly now, you’ll need ADS-B Out when are options, but a WAAS GPS is clearly the most the mandate takes effect. If you’re still not sure, have common) and B), a compatible means of transmit - a look at the FAA’s “Do I Need to Equip?” flow chart ting that position information. There are two types at www.faa.gov/nextgen/equipadsb/equip/ . You’ll of transmitters you can choose from: the Mode-S also find a clear breakdown of ADS-B rule airspace transponder with Extended Squitter (1090 MHz), or requirements at www.faa.gov/nextgen/equipadsb/ the Universal Access Transceiver (978 MHz). Both of airspace/requirements .

these are certified to a set of standards for each and so in terms of meeting the prescribed performance How can ADS-B Out system installations be requirements, they operate the same way. approved?

Where the differences come in for the manufac - Initial ADS-B Out system pairings (transmitter/ turers from one to the other are the features they offer. GPS) must be approved for installation using the Some units have integrated features (a WAAS GPS Type Certificate (TC), Amended TC (ATC), or Sup - and ADS-B transponder combined in one unit) while plemental Type Certificate (STC) process. Consult others are separate. The best option for you really your Aircraft Certification Office to determine the depends on what type of equipment already exists in appropriate approval process for these initial instal - your aircraft and what type of flying you expect to do. lations. Once the performance of the initial pairing For aircraft owners that have more of a bare bones set has been established, the FAA considers follow-on up when it comes to avionics, they might lean more installations of the same pairing to be approved.

toward those all-in-one units for a couple reasons: Approved pairings can be installed under the having everything they need in one box saves both Field Approval process, or if certain conditions are space and weight. Others might love their existing met, installed without further approval from the Mode C transponder and don’t want to get rid of it. FAA. A recent policy memo, Installation Approval of In that case, they can then just upgrade their GPS (if ADS-B OUT Systems, dated March 2, 2016, contains needed) and install a UAT device to satisfy the ADS-B more information on this change. This document part of rule. In fact, some manufacturers have a drop will soon be available at www.faa.gov/nextgen/equi - in replacement for an older Mode C transponder — a padsb/installation/.

nice convenience that prevents you from having to Be on the lookout for part two of this article in tear out the entire transponder interface. Just be wary the July/Aug 2016 issue.

of the unit’s interoperability with your GPS.

Then there are those that want to get the biggest Tom Hoffmann is the managing editor of FAA Safety Briefing . He is a com - bang for their buck and take full advantage of the mercial pilot and holds an A&P certificate.

May/June 2016 FAA Safety Briefing 17 S A B R I N A WO O D S Photo courtesy of Library of Congress

There’s No

Place Like the

Home ‘Drome

Airports of the Future

any aviators and aviation enthusiasts look Anyone There?

upon their local airport and FBO as their While on approach to your destination, you

M “home away from home.” The idea of having

might just encounter a remote air traffic control a fixed location that could provide a whole host of tower. Advances in high definition cameras, ground services to include aircraft fueling, parking, access detection systems, microphones, meteorological to flight instructors, and aircraft maintenance, sensors, and a super high speed internet link make began to take root after the First World War. Eager your conversation with a remote controller just like “Aces” scooped up the sudden military surplus of any other … except that he or she might actually be aircraft and used them to traipse from town to town.

located hundreds of miles away.

Some even made a bit of a name for themselves as One “pro” of the system is that remote tower entertaining “barnstormers” — notable perform - support at lower volume or seasonal airports is more ers included Charles Lindbergh, Glen Curtiss, and cost effective than staffing a permanent tower, and Bessie Coleman. With business booming, the avia - another is that multiple camera feeds can project a tors of the 1920s needed a place to beddown perma - clearer image of the facility grounds and eliminate nently and, with the passage of the Air Commerce line-of-sight and blind spot issues that some manned Act of 1926, these “fixed-base operators” became a towers might have. This new technology has been fixture in the community.

deployed in Sweden where a remote tower currently These airports, which in the 1920s were little controls a commercial airport, but it could come to a more than a strip of grass, a wind sock, and a little GA airport near you in the not-too-distant future. Cur - wooden building, haven’t stopped evolving. Airports rently, the Leesburg Executive Airport in Virginia has today have so much more to offer a general avia - partnered with Saab (the security company) and the tion pilot than they did in Lindbergh’s day. The FAA Virginia Small Aircraft Transport System, Inc. (VSATS) Airport Organization’s Office of Safety and Standards to test and evaluate a remote tower at this bustling GA continues to focus on building safer airport opera - airport later in 2016. Another such venture is at Fort tional environments. Here are just a few of the excit - Collins – Loveland Municipal Airport in Colorado.

ing technological advancements that may be coming And of course while on approach to your airport to a ‘drome near you soon.

of choice, your freshly equipped ADS-B In and Out 18 FAA Safety Briefing May/June 2016 systems will have identified your position to ATC the brakes failed during landing. It skidded off the (Out) and will alert you to encroaching traffic. As an runway and into the overrun. The occupants of the added bonus, it will broadcast weather or NOTAMS Cessna walked away completely unscathed and directly to your cockpit (In). damage to the airframe was relatively minor.

Even more recently, on January 26 of this year, Light Up My Life a Falcon 20 came safely to rest in the overrun of Frequent readers of FAA Safety Briefing may Chicago Executive Airport shortly before it would remember “Nightlights,” an article Tom Hoffmann have departed the airfield entirely and ended up on authored in the November/December 2015 night- a four-lane highway running adjacent to the airport.

themed edition ( www.faa.gov/news/safety_brief - Once again, no one was hurt in the mishap and the ing/2015/media/NovDec2015.pdf ). This article Falcon sustained minor damage.

introduced advances in approach lighting systems These two incidents could have easily gone a known as the visual approach slope indicator (VASI) much different, much more tragic direction. How and precision approach path indicator (PAPI) lights.

was it that man and machine escaped virtually Supplementary to these illuminating devices, engi - unharmed? It is all thanks to a wonderful substance neers at the FAA’s William J. Hughes Technical Center called crushable concrete, and its brilliant applica - have been working with LED and solar lighting in an tion by some savvy engineers.

effort to lower operational costs and environmental EMASMAX® arrestor beds are composed of impacts of landing, runway, and taxi light systems.

blocks of lightweight, crushable cellular cement Self-contained solar powered LED lights are just material designed to safely bring anything that comes right for GA airports where resources to pay for light - in contact with it to a near immediate stop. This ing equipment is more limited, and where the higher “crushable” concrete is made up of visibility requirement of larger certificated airports foamed silica — a recycled glass and Airports today have so much more is just not necessary. These smaller lights use little a high-strength plastic mesh that has to offer a general aviation pilot solar cells to recharge their own batteries, also elimi - been poured into lanes and covered than they did in Lindbergh’s day.

nating the need to run power supply lines all over a with a cement layer and sealant. The relatively small area. The benefits are invaluable.

air bubbles created in the process are what collapse In addition to the power that goes into lighting on impact and form the arresting mechanism.

up your favorite landing strip, pilot controlled light - The arrestor bed is installed in cubes that break ing is a delightfully wonderful and ever-evolving away and absorb the energy of the aircraft. Even “thing.” For the airports (typically non-towered) better is that the block style installation means easier that have it installed, with just a key of the mic you removal and re-installation after EMAS does its job.

can now activate PAPI, VASI, runway end identifier This application is perfect for those airports that lights, and taxiway lights to safely guide you home.

Photo by Tom Hoffmann These are in addition to the runway lights you may be the most familiar with. To recap, the lights typi - cally remain illuminated for about 15 minutes and even the intensity can be controlled to keep the level within your desired limits. Level of intensity corre - sponds to the number of mic keys you input — three for low, five for medium, and seven for high inten - sity. Just be aware that if two airports are relatively close together (such as in the heavily congested air - space in the DC metropolitan area) different airports probably have a discrete radio frequency for cueing the lighting systems so that you aren’t accidentally wreaking havoc at Airport Alpha while you are trying to land at Airport Bravo.

Any Landing You Can Walk Away From … ® EMASMAX arrestor beds are composed of blocks of lightweight, On November 3, 2011, a Cessna 550 Citation crushable cellular cement and installed in blocks.

II crashed at Key West International Airport when May/June 2016 FAA Safety Briefing 19 simply can’t expand their runway safety areas due they lay out new airports and modify existing ones.

to man- or nature-made obstacles (think: San Fran - The new taxiway-runway interface geometry advo - cisco International Airport). A typical EMAS installa - cated by AC 150/5300-13 helps to increase visual tion is set about 75 feet from the runway end and is cues for improved situational awareness. Taxiway between 400 to 600 feet in length. entrances are being redesigned so that you can EMAS has already found a home at several com - quickly access and react to critical information signs.

mercial airports so the next step is retrofitting GA Planners are also encouraged to limit the number of airports. Greenville, South Carolina and Reading, taxiways crossing a runway. The idea behind this is Pennsylvania are leading the way in this technology that less intersecting surfaces amplify safety for air - at smaller fields. port operations, especially at non-towered airports.

Both planners and designers are now more aware Geometry 101: Every Angle Covered of the benefits of avoiding the placement of taxiways at In addition to effectively turning a “bad land - “high energy” intersections — these are runway zones ing” into just another event you can walk away from, where airplanes are transitioning from ground to air recent updates to airport design in Advisory Circular or vice versa — and are avoiding the use of “dual pur - (AC) 150/5300-13 (http://go.usa.gov/csEcV) have pose” pavements (i.e., taxiing on a runway). A more improved guidance on runway and taxiway layouts.

efficient and safer system results when the taxiway The AC also addresses the inclusion of safety areas to geometry provides indirect access from an apron to a minimize runway incursion.

runway. It enhances situational awareness and elimi - FAA’s Office of Airport Engineering provides nates the likelihood of two objects trying to occupy the critical guidance for the design of runway profile and same space avoiding a runway incursion incident.

line-of-sight requirements. Line-of-site requirements A lot of amazing engineers, technicians, safety among aircraft, and between aircraft and vehicles analysts, planners, and ground operations personnel that operate on active runways, are essential to safe take great care in determining ways to safely and effi - operations at towered and non-towered airports. One ciently increase the abilities of your home away from of the new technologies the Office of Airports is eval - home. With these guys keeping innovation to the uating will provide broadband wireless communica - forefront, the future of airports looks bright.

tion on the airfield. The technology will allow sensors to remotely control airport lighting, elevated signs, Sabrina Woods is an associate editor for FAA Safety Briefing . She spent 12 and NAVAIDs with minimal (or no) underground years as an aircraft maintenance officer and an aviation mishap investigator trenching for control cabling. This will tremendously in the Air Force.

reduce construction costs at airports of the future.

Planners and designers are also revamping how 20 FAA Safety Briefing May/June 2016 SUS A N PA R SON

Checklist

It Just Works. Seamlessly.

Design is not just what it looks like and feels like. must know (aeronautical knowledge), consider (risk Design is how it works. - Steve Jobs management), and do (skill) to pass the knowledge and practical tests for a certificate or rating. It con - Regular readers know I am an unabashed fan girl nects knowledge and risk management to specific when it comes to Apple’s array of iDevice technolo - skills. That helps applicants, instructors, evaluators, gies. I love the way I can pick up an iDevice and find and other stakeholders understand what the FAA that “it just works” without much effort on my part.

expects in each phase of the certification process, I intuitively know how to use it. It seamlessly moves and how it all works together. The ACS coding — data from one gadget to another. In addition, Mr. Jobs anchored in the standard rather than in references and his chief designer, Jony Ive, worked to make prod - like today’s Learning Statement Codes (LSCs) — ucts that are appealing from an aesthetic standpoint.

enables the FAA to align standards for knowledge, Apple sales data shows that this integrated approach risk management, and skill with guidance hand - to technology design is a hit with global consumers.

books and knowledge test questions, and to main - The Apple Test tain that alignment.

Along with a diverse and highly-qualified group Look and Feel of aviation industry experts, we in the FAA Flight The ACS also improves the look and feel aspects Standards Service are hoping that our integrated “it of certification system design. As noted, it offers a just works” approach to enhancing the Practical Test comprehensive presentation of the knowledge, risk Standards (PTS) will be a hit in the aviation training management, and skill requirements for an airman community starting this June.

certificate or rating. It streamlines document man - Since 2011, the FAA has been working with agement by integrating the test guides (FAA-G-8082 industry on the Airman Certification Standards series) and the knowledge testing authorization (ACS) framework, which is essentially a souped-up requirements matrix into the ACS. Once the FAA has version of the PTS. It adds task-specific knowledge the ability to report ACS codes on the Airman Knowl - and risk management elements to each PTS Area of edge Test Report, the ACS will eliminate the need Operation and Task.

for today’s Learning Statement Reference Guide. In Seamless Functionality addition, the ACS “defragments” PTS information by The ACS started as a long overdue effort to fix the consolidating scattered material in the PTS introduc - airman knowledge tests, which were roundly criticized tion and Task notes into topic-focused appendices (e.g., “Safety of Flight”).

for being disconnected from, well, everything. Too many knowledge test questions were outdated or It Just Works irrelevant to the knowledge and skill needed to operate For all these reasons, the FAA participants and in today’s National Airspace System (NAS). The ever- our industry partners believe the ACS meets the lengthening list of “special emphasis” items was not “Apple Test” for design and functionality. We are eager connected to any PTS Area of Operation or Task. And to make the Private Pilot-Airplane and Instrument- since there was no clearly defined standard for knowl - Airplane rating ACS available to applicants, instruc - edge or risk management, there was no structured way tors, evaluators, and other stakeholders this June, and to keep standards aligned with guidance handbooks we hope you will find that it just works — seamlessly.

and test questions, or with the practical test.

That all changed when our industry partners — collaborating with us through a series of formal Susan Parson ( susan.parson@faa.gov , or @avi8rix for Twitter fans) is editor of FAA Safety Briefing . She is an active general aviation pilot and flight instructor.

Aviation Rulemaking Advisory Committee working groups — recommended that we explicitly define the necessary knowledge and risk management ele - Learn More ments for each certificate and rating, and add them FAA Airman Testing web page to the skill elements in the PTS.

www.faa.gov/training_testing/testing/ The ACS provides seamless functionality in several ways. It clearly defines what an applicant May/June 2016 FAA Safety Briefing 21 PAU L C I A N C I O L O

Flying Photobombs

Pilots and the

Selfie Generation

Photos of some #StudentPilot followers from Twitter f you’re a pilot, you like to let people know you’re a Preflight your Gadgets pilot. That’s what you do.

Planning ahead so you don’t get distracted

I

And if you’re a Millennial Generation pilot, by your mobile device during critical phases of you take photos of yourself flying. That’s what you do.

flight should be part of your preflight checklist. It These selfie photos and videos serve to entertain, is especially important if you want to record from inform, instruct, and record an astonishing diversity the outside of your aircraft. Regulations prohibit of pilots, planes, and places. Personal gadgets and the attachment of non-approved devices to a type- gizmos can up the fun-factor of personal flying, but certificated aircraft, which means you will need to don’t let them distract you from the flying part.

get FAA approval on a case-by-case basis to attach Using a cell phone, tablet, or camera in flight your camera to the outside of your aircraft.

can distract a pilot from his or her primary duty — The method of mounting the camera, whether to fly the aircraft by permanent installation or attachment, matters in first. The NTSB Fiddling with camera settings while trying to terms of what kind of FAA approval is required. Most agrees and has cameras used by GA pilots are self-contained, por - juggle the many responsibilities you have as added “Discon - table, and sufficiently lightweight to have no appre - pilot in command puts you at risk of departing nect from Deadly ciable effect on handling the aircraft or affecting controlled flight, missing ATC radio calls, Distractions” to its airworthiness. For mounts that strap-on or secure blundering into the wrong airspace, or colliding 2016 Most Wanted with a common screw, a minor alteration is typically with traffic you failed to spot.

List for operators approved, and an entry in the aircraft logbook is of all modes of transportation. The agency cites a made by a qualified maintainer.

2011 helicopter crash caused by fuel exhaustion as On the other hand, if the mount is permanently part of its rationale for emphasizing the dangers of attached to the aircraft by hard-point mechanical distraction. The pilot, flight nurse, flight paramedic, methods or it interfaces with aircraft navigation or and patient were killed. One of the four contribut - electrical systems, it becomes a major alteration ing factors was “the pilot’s distracted attention due because it may appreciably affect airworthiness. This to personal texting during safety-critical ground kind of installation requires the use of other FAA- and flight operations.” approved data or a field approval evaluation.

22 FAA Safety Briefing May/June 2016 Title 14 Code of Federal Regulations (14 CFR) part 43 stipulates that an aircraft may not return to service after an alternation until approved by a certif - icated mechanic. And a pilot flying under 14 CFR part 91 may not operate an aircraft after maintenance has been performed, which includes minor and major alterations, until approved for return to service.

Mounting methods such as glue, suction cups, or duct tape are typically not acceptable. Failure to stay secured could cause harm to the aircraft or persons and property on the ground in the case of an in-flight detachment, which would be considered a “careless operation” under 14 CFR section 91.13 and section 91.15 for dropping an object from an aircraft.

The bottom line is that all attachments require some sort of approval. Each must be evaluated for its application and complexity to ensure safety. If you have a question, start by calling your local Flight Standards District Office (FSDO).

Secure your Gear If the camera is a secondary portable unit hand carried onboard (inside the aircraft), the FAA typi - cally will not get involved. Ensure that all devices used for in-flight photography are safely secured.

Never place a camera, GPS, or any other mobile must not be operated while such aircraft are device in a location where it could literally be a flying airborne (not touching the ground). When any hazard (e.g., freely flying around the cockpit in the aircraft leaves the ground, all cellular telephones event of turbulence). Even if an unsecured device on board that aircraft must be turned off.

doesn’t hit anything, it inevitably creates a distrac - This rule is why cell tion from flying duties.

Regulations prohibit the attachment of phones and tablets have Fiddling with camera settings while trying to an “airplane” mode, non-approved devices to a type-certificated juggle the many responsibilities you have as pilot in which disables the aircraft, which means you will need to get FAA command puts you at risk of departing controlled cellular connection to approval on a case-by-case basis to attach flight, missing ATC radio calls, blundering into the comply with FCC rules.

your camera to the outside of your aircraft.

wrong airspace, or colliding with traffic you failed to It does not, however, spot. Keep your priorities in order and secure that disable selfie-taking capability.

selfie gear before getting in the air.

Since connecting to a cellular data network while in the air is not an option, do be wary of succumb - Uploading your Selfie ing to get-home-itis in that rush to post the perfect Getting a great photo or video posted on your picture. Adding filters and hashtags is much easier on social media channel of choice is the aspiration of the ground anyway. #FlySafe every “good” Millennial . However, your role as a pilot Sharing photos of your flights with family and always comes first. Trying to connect to the cellular friends is a great way to bolster a positive relation - network below you is not worth the distraction — it’s ship between the public and general aviation com - not legal either. The Federal Communications Com - munity. Keep flying fun, but keep it safe. Preflight mission (FCC) restricts connecting to all “cellular your selfie gear and plan for photo ops.

radiotelephone systems” while in the air according to 47 CFR section 22.925: Paul Cianciolo is an assistant editor and the social media lead for FAA Cellular telephones installed in or carried aboard Safety Briefing . He is a U.S. Air Force veteran, and a rated aircrew member airplanes, balloons or any other type of aircraft and search and rescue team leader with the Civil Air Patrol.

May/June 2016 FAA Safety Briefing 23 24 FAA Safety Briefing May/June 2016 J A M E S W I L L I A M S

X-Ray Vision and

Alphabet Soup

Decoding GA Vision Systems

may be part of the last generations to remember the ads for X-ray glasses that appeared in the back of comic books and

I magazines aimed at young people. These mail-order novelties

usually sold for a few quarters, or dollars in the later years. Of course they weren’t exactly legit, but who wouldn’t be willing to risk a few bucks for even the slightest chance for such power?

Well, as it turns out, the power of “X-ray” vision is not so much of a far-fetched novelty anymore — at least in aviation.

Photo by Maj. Robert Bowden, Civil Air Patrol May/June 2016 FAA Safety Briefing 25 Photo courtesy of Avidyne Synthetic vision displayed on a cockpit display.

We now have two technologies that allow us to but that’s usually limited to military action. These literally see through the dark and the clouds. While GPS issues are not a fault with SV and apply to any there is some overlap in this technology, this article system that uses GPS.

will focus on Enhanced Vision (EV) and Synthetic The other potential issue is the quality and Vision (SV), rather than night vision. For more infor - currency of the database used to create the virtual mation on night vision, please see the articles listed world your aircraft is relying on for safe navigation.

in the Learn More section. EV and SV use very differ - While terrain is pretty much static, obstacles are ent approaches and technologies to give you a bright constantly changing. This is probably the biggest and clear picture of the outside world, no matter how issue with SV, because what you’re seeing may not dark or cloudy the sky may be. Naturally, each of be a 100 percent accurate depiction of the actual these approaches has its advantages and drawbacks. world outside. In other words, your SV system is only as good as the its foundational database. So it is Synthetic Vision worth investigating how adept a system is at creat - SV is by far the more accessible in terms of cost ing and updating that database.

and equipment. It relies on marrying technologies But perhaps the best advantage SV has is its rela - already included in many avionics tively low cost. You can add it to many popular flight suites and even some hand-held instrument systems or even utilize systems built into EV allows a pilot to see through systems. SV uses a detailed and high accessories like a portable GPS unit, or an app on darkness, smoke, haze, smog, quality database of terrain features your tablet. There are many variables, so it’s worth dust, light fog, and even rain.

and obstacle data to create a virtual investigating which one best suits your needs.

‘world.’ The SV system uses an accurate aircraft posi - Enhanced Vision tion provided by an on-board GPS to display this vir - tual world around your aircraft. The advantage of this EV may seem like a close cousin of Synthetic system is that regardless of the weather or light con - Vision, but it’s actually a very different technology. EV ditions, you will have a “clear view” out of the front of uses sensors on the aircraft to “see through” weather the aircraft. You could literally paper the windshield or darkness. While this sensor comes in a variety of of the aircraft (not a suggestion, mind you!) and still forms, by far the most common is infrared (IR), which see outside. It’s important to remember that SV is not senses temperature differences and produces a high a navigational system. SV designed to improve situ - quality real-time image of the outside scene. EV ational and terrain awareness and is not intended, or allows a pilot to see through darkness, smoke, haze, authorized, to be used as a navigational system. smog, dust, light fog, and even rain. In heavier condi - There are two potential faults though — location tions, EV may lose some of its ability relative to SV, data and database information. While GPS is usually but what it shows you is what’s actually out there, not very reliable, its weak signal is vulnerable to inter - what the database says should be out there.

ference. Although, the FCC has done a great job of There are a wide variety of EV systems on the shielding GPS frequencies, the possibility exists that market and prices vary greatly, for good reason. The someone transmitting on or near those frequencies older and more advanced systems use a super cooled could potentially jam the GPS. And of course there’s IR sensor to allow the sensor to more easily detect the potential for active interference or spoofing, the temperature differences. However, these systems 26 FAA Safety Briefing May/June 2016 require a mechanical means of cooling, which limits the number of aircraft that can support this added Photo courtesy of ForeFlight equipment and which can add significantly to the installation cost. Previously, EV was the purview of high-end business jets as an installation could run close to a million dollars. Even on the cheaper end it probably was between $250,000 and $500,000. More recently, new systems have come onto the market that don’t require mechanical cooling. With this new generation, we’re looking at a ballpark figure of $25,000. While still a significant investment, this price point brings EV to the realm of possibility for GA.

The key advantage of EV is that what you see is what’s actually outside. There’s no concern about the Synthetic vision displayed on an iPad.

location inaccuracies or the database being out of date. That being said, the very significant cost differ - is a compelling argument for combining them.

ence, many thousands of dollars vs. a few hundred, Although you could operate these independent sys - means that EV isn’t nearly as accessible as SV.

tems side by side, a more powerful solution is what’s What Difference Does One Little Letter Make?

called a Combined Vision System. “A CVS is based on a combination of different Some eagle-eyed readers may have noticed I’m technologies that may include both using EV in lieu of Enhanced Flight Vision Systems SV uses a combination of high (EFVS) or Enhanced Vision Systems (EVS). You real-time and computer-generated quality location data and a database may have also noticed I didn’t mention anything images,” Terry King, an Engineer - of topography and obstacles to ing Psychologist and FAA expert about the operational credit that is given to EFVS on create a virtual representation of explains. “While no CVSs are cur - approaches. This was intentional. While it may seem like the only difference is one little letter, it’s not — at rently approved for operational what is around the aircraft.

least as far as FAA regulations are concerned. First credit, the regulations make provi - sion for the FAA to approve ‘for credit’ operations for and foremost, the regulations permit a qualified future CVSs that might be certified and operationally EFVS to be used in lieu of natural vision to descend below DA/DH or MDA down to an altitude of 100 approved for these operations.” King adds, “Depend - feet above the touchdown zone elevation provided ing on the operation, this may require an operator to obtain authorization to conduct these operations.” all of the requirements of 91.175(l) are met. Those Each system has its limitations and advantages.

requirements include enhanced flight visibility, visual reference, and other operating requirements. Used independently or in combination, these sys - Second, to qualify as an EFVS, the sensor image must tems will improve situational awareness and safety.

If your budget can justify it, Synthetic Vision and be displayed on a Head Up Display (HUD) along Enhanced Vision can give you those X-ray glasses with the other required flight information and flight symbology specified in 91.175(m). The EFVS imagery you always wanted, but didn’t get as a kid.

and other cues which are referenced to the imagery and external scene topography, must be presented James Williams is FAA Safety Briefing’s associate editor and photo editor.

so they are aligned with and scaled to the external He is also a pilot and ground instructor.

view. EVS does not meet these requirements. This becomes a big issue for fitting an EFVS in most small GA aircraft. So while the information presented on Learn More an EVS might be very similar to that of an EFVS, the “Brushing Back the Dark,” FAA Safety Briefing, Jan/Feb lack of a HUD will prevent the EVS from using the 2014, p. 20: operational credit that an EFVS would receive.

http://go.usa.gov/csEYj “T=Terrain Avoidance” FAA Safety Briefing, Nov/Dec Like Peanut Butter and Jelly 2015, p. 28: Some things just go together. While we’ve largely http://go.usa.gov/csEg4 compared these two systems independently, there May/June 2016 FAA Safety Briefing 27

Spaceports Launch the

Next Frontier in Flight

The Basics of Commercial Space Operations

PAU L C I A N C I O L O aily launches of spacecraft through our National Airspace System (NAS) may become the norm in a few years. While

D that might elicit visions of falling reentry vehicles and

dodging high-powered rockets for some members of the general aviation (GA) community, don’t fret! It’s the FAA’s job to make sure that space operations don’t jeopardize public health and safety, and that the air traffic system functions smoothly for all of its users.

Let’s take a look into the new frontier of government and industry collaboration making this a safe reality.

Photo courtesy of Spaceport America Early morning colors at Spaceport America.

28 FAA Safety Briefing May/June 2016 Unlike NASA, which is a civil research and development agency, the FAA is a regulatory agency responsible for providing a safe and efficient aero - space system. This responsibility includes regulating Photo courtesy Mojave Air and Space Port commercial space transportation. That’s where the FAA’s Office of Commercial Space Transportation (AST) comes into play.

The FAA is responsible for regulating all private launch and reentry activities and the operations of launch and reentry sites. This task includes all com - mercial launches or reentries within U.S. borders or outside of our borders when conducted by U.S.

entities. All commercial launches and reentries must be licensed by the FAA, but suborbital reus - able rockets and launch vehicles have the option to operate under an experimental permit. Launch and reentry site operators must also be licensed in order to operator their commercial “spaceports.” Airports of the Future FAA licensed launch and reentry sites are com - monly referred to as spaceports. Each spaceport is specifically licensed according to the type of launch and reentry operations conducted, (e.g., a vertical rocket launch or a horizontal space-plane takeoff and landing.)

Every spaceport is different, and each is typi - cally designed to support specific types of vehicles.

Consequently, the FAA considers each request for approval on a case-by-case basis to ensure public safety and proper integration into the NAS.

Some spaceports, like Mojave Air and Space Port (KMHV), are collocated with a public airport.

Others, like Spaceport America (9NM9) in New Mexico, are built for a specific purpose.

There are currently 10 active spaceports with FAA launch site operator licenses, which are located in Florida, Texas, California, New Mexico, Alaska, Vir - ginia, and Oklahoma. An operator license authorizes launches or reentries from one site within a range of operational parameters of the same family of vehicles that are transporting specified classes of payloads or performing specified activities. An operator license remains in effect for five years from the date it’s issued.

Flying into Space Though the FAA does not offer an astronaut certificate or rating, crew are required to have vehicle training tailored to the specific operation. When a piloted vehicle is travelling through the NAS to and from a spaceport, the pilot or remote operator A spaceport is marked with a magenta rocket symbol on VFR must have at least a FAA private pilot certificate with aeronautical charts.

May/June 2016 FAA Safety Briefing 29 VSS Unity is Virgin Galactic’s new SpaceShipTwo and is the second vehicle of its design ever constructed.

Photo by Jack Brockway/Virgin Galactic an instrument rating — the spacecraft will always stood by a space flight participant with no specialized traverse Class A airspace, and it will require contact education or training.

with air traffic control (ATC).

An operator must also train each space flight par - “Currently, we accommodate space operations ticipant before flight on how to respond to emergency by blocking off, or ‘sterilizing,’ a large amount of situations, including smoke, fire, loss of cabin pres - airspace,” notes Teri Bristol, FAA’s Air Traffic Organi - sure, and emergency exit. Security requirements to zation Chief Operating Officer, in a recent message prevent any space flight participant from jeopardizing to employees. “This approach the safety of the flight crew or the public must be also works today because there implemented — participants may not carry on board Though the FAA does not offer an are so few operations and any explosives, firearms, knives, or other weapons.

astronaut certificate or rating, crew most take place from only a What Goes Up, Must Come Down couple of coastal locations. are required to have vehicle training A suborbital reusable launch vehicle (RLV) is the But as commercial space tailored to the specific operation.

spacecraft of choice for the new private space indus - operations increase, this try because of significant cost savings. The FAA may could potentially create lengthy delays or reroutes issue an experimental permit rather than a license for other aircraft. We’re going to have to move from for the launch of and reentry of reusable suborbital accommodation to integration, meaning that we rockets or RLVs for: take into account the needs of all airspace users — just as we are doing with unmanned aircraft.” • Research and development to test new design A spacecraft pilot must also have training on concepts, new equipment, or new operating techniques; the specific launch vehicle flown. Crew require - ments are detailed in Title 14 Code of Federal Regu - • Showing compliance with requirements as lations part 460.

part of the process for obtaining a license; or • Crew training prior to obtaining a license for Hitching a Ride a launch or reentry using the design of the There are also requirements for any human rocket for which the permit would be issued.

along for the ride into space or near-space. Non-crew Unlike orbital launches that need to gain a sig - members are designated as space flight participants, nificant horizontal velocity, most suborbital RLVs which is legally different from the status of a pas - essentially fly straight up. Once they reach space, senger on a certificated aircraft. Before receiving the laws of physics bring the vehicle back down to compensation or making an agreement to fly a space Earth after giving the occupants several minutes flight participant, a spacecraft operator must inform of microgravity. Because RLVs are specifically each participant in writing about the risks of the designed to return to Earth for reuse, the FAA issues launch and reentry, including the safety record of RLV mission licenses that combine a launch and the launch or reentry vehicle type and obtain writ - a reentry license into one. Let’s take a look at the ten informed consent. An operator must present this different ways launch and reentry vehicles travel information in a manner that can be readily under - though the NAS.

30 FAA Safety Briefing May/June 2016 One concept is the familiar rocket with a capsule when SpaceX’s Dragon spacecraft comes in for its on top, like Blue Origin’s New Shepard . There are no next reentry mission, which should be around the control surfaces to maneuver the rocket, so other publish date of this article.

traffic must be clear of the area during launch. Air - “Through SDI, we’ll be able to automate the space, including the areas where the booster rocket operational procedures that air traffic controllers and capsule will eventually come down, must be currently perform for space operations,” explains cleared around the spaceport to minimize risks to Bristol. “We’ll be able to determine the right other aircraft. amount of airspace to block off for these opera - Another concept launches horizontally. An tions and more efficiently release the blocked example is XCOR Aerospace’s Lynx, which is similar airspace so it’s available for other airspace users.

to a typical airplane in that it takes off horizontally We’ll also be able to adapt to contingencies. For from a runway — but it does so under rocket power. instance, if we know that a reentry is coming in off After a controlled ascent reaching Mach 2.9, its course, we can block off new airspace and release momentum carries it the rest of the way into space. the old airspace.” Then the spacecraft glides back down and lands at a These efforts are helping the FAA plan and pre - spaceport as a glider on reentry. pare for the safe and efficient integration of com - And a third suborbital RLV concept involves the mercial space operations into the NAS. Space flight combination of two aircraft, such as Virgin Galactic’s is a an exciting new chapter in aviation history, and SpaceShipTwo . The spacecraft is attached to and car - one the FAA remains committed to keeping safe for ried by the mothership into Class A airspace, where pilots at any altitude. And if you haven’t already, it is released at 50,000 feet. The spacecraft then equip your GA aircraft with ADS-B so you can be accelerates to Mach 4 to reach space. The spacecraft part of the FAA’s enhanced network that will pro - returns to Earth as a glider and lands on a runway of vide safe separation from all airspace users, includ - a commercial spaceport. ing spacecraft. Stay tuned as we accelerate into the future of commercial space travel!

Tracking Stardust To help with automating airspace integra - Paul Cianciolo is an assistant editor and the social media lead for FAA tion with spacecraft, the FAA is prototyping a tool Safety Briefing . He is a U.S. Air Force veteran, and a rated aircrew member called the Space Data Integrator (SDI). A real-time and search and rescue team leader with the Civil Air Patrol.

operational demonstration should be happening Photos courtesy Blue Origin (Left) Blue Origin’s New Shepard booster executes a controlled vertical landing at 4.2 mph.

(Right) After a clean separation from the propulsion module, the New Shepard crew capsule descends to a gentle landing in the west Texas desert.

May/June 2016 FAA Safety Briefing 31 S A BRIN A W OODS

Nuts, Bolts, and Electrons

Class is No Longer in Session: EFB Installation

NextGen technologies are entering the cock - 20-173 ( http://go.usa.gov/c892V ) provides guidance pits of general aviation (GA) pilots at a rapid pace. for EFB installation for this type. Some of the items Sprouting from the days when Federal Express the AC addresses are mounts (e.g., arm-mounted, repurposed a laptop computer to access information cradle, yoke mounts or clips, docking-stations), normally found in paper manuals, today’s electronic crashworthiness, and access to provisional power flight bags (EFBs) are possibly the most common with regard to switches, fault protection, power tool GA pilots use to access NextGen capabilities. source, and data connection, to name a few. In par - Current EFBs feature extensive capabilities, includ - ticular, the power interface between your EFB and ing quick and effective flight plan filing, accurate your aircraft can be tricky, so enlist the services of a real-time performance calculations, seamless (and certified, knowledgeable maintenance technician if paperless) information updates through data trans - you are considering going this route.

fer, and access to weather and traffic information With regard to accessibility, be sure to ask your - enabled by NextGen’s Automatic Dependent Surveil - self: “am I reaching too far to get to it?” “can I see the lance – Broadcast (ADS-B) In program. screen adequately?” and “is this thing going to come Previously, in order to have all of this wonderful loose at the wrong time?” You need to be aware of power at your fingertips, there were three different the draw of power the device has on your overall EFB classifications with different guidance for each. systems, and what systems might become compro - But in the interest of clarity and in order to stream - mised from EFB use. Be aware that overcharging the line the process, the FAA has eliminated those lithium batteries found in most portable devices can classes and divided EFB into two main categories: quickly become a fire hazard that you should be pre - Portable and Installed; both able to host Type A (see pared to handle if necessary.

Appendix A of Advisory Circular 120-76D) and Type And above all, please consider what functions B (see Appendix B) software applications. you want to use the EFB for and be proficient with Portable EFB: This type is the most popular form them before you take off so that it does not become of EFB use in GA and has the least amount of regula - a distraction later. While the EFB serves as an tion. These are the off-the-shelf variety that have excellent resource, there is potential it could also had no FAA oversight in design or production. You lead to pilot distraction, fixation, and automation need only ensure that your EFB software program startle. With every new advancement in technol - of choice, loaded on your favorite tablet, is carefully ogy, a basic understanding of how you interface secured for takeoffs, landings, and those more tur - with the machine must be considered lest the tool bulent phases of flight so the device doesn’t become turn into a hazard.

a projectile and potentially cause harm. These handheld devices are not considered part of the air - Sabrina Woods is an associate editor for FAA Safety Briefing . She spent 12 craft type design, so they are not to be in the type or years as an aircraft maintenance officer and an aviation mishap investigator supplemental type certificate (TC/STC).

in the Air Force.

These EFBs typically sit in a cradle or docking station, and can even be temporarily connected to Editor’s note: At the time this article was written this AC was in draft and is expected to go final later this year.

existing aircraft power. Disconnecting the device from its mount must remain a relatively easy affair, and, as with regular handheld devices, they are not Learn More considered part of aircraft type design and therefore AC 120-76D Authorization for Use of Electronic Flight Bags: do not have to be in the TC or STC.

www.faa.gov/aircraft/draft_docs/media/afs/AC_120-76D_ Next is Installed EFB — the ones that are Coord_Copy.pdf hard installed in the cockpit. At the very least the mounting is permanently affixed. You must adhere to multiple regulations regarding airworthiness and you may need an STC in order to proceed. AC 32 FAA Safety Briefing May/June 2016 T OM HOF F M A NN

Angle of Attack

A Long Term Plan of “Attack”

By now you have likely heard of the FAA’s poli - that measure AoA mechanically) and develop mini - cies that make it easier to install a potentially life- mum performance standards for that equipment.

saving device on your aircraft — the angle of attack The FAA’s partners with this endeavor include Aspen (AoA) indicator system. These small but extremely Avionics, and, Texas A&M and Ohio State University valuable devices warn pilots of an impending aero - from the PEGASAS team. Testing is currently under - dynamic stall. Policy guidelines published by the way that will look at how derived AoA data can be FAA in 2014 streamlined the approval process and impacted by sensor characteristics, vehicle dynam - deemed the installation of certain AoA devices as a ics, and air mass motion. In a similar study, Adaptive minor alteration. This was welcome news for pilots Aerospace Corp. is researching how derived AoA who may have been interested in acquiring these data compares to AoA that is sensed mechanically.

devices, but who were otherwise prohibited by the This research is also helping to aid development costly installation and approval process. of a flight envelope protection system that will work So with many GA aircraft now boasting this new in concert with an AOA sensor and prevent pilots technology (or operators preparing to do so), what from making improper control inputs during criti - can we say about its effectiveness in preventing loss cal situations. In fact, the FAA has already designed, of control situations? Are we seeing beneficial behav - built, and flight-tested a low cost prototype envelope ior changes? How about its intuitiveness? And with protection system for GA aircraft that is capable of so many products now available, how is standardiza - being retrofitted into existing GA autopilot systems tion being addressed? and is participating in an experimental flight test The answers to these questions (and more) are program with LAM Aviation on an AoA limiter all part of the FAA’s long term action plan for study - system. (Your days are numbered loss-of-control!)

ing AoA systems and providing additional policies Another area of concern with AoA systems is the and guidance for their use and installation. Given operational consistency between different makes and the magnitude of AoA research that is needed, not models, as well as baseline interpretability. Status to mention the aspects of the AoA systems we’re indicators on some models are visual, or aural, or still unsure of, the FAA has conducted research with both. You might get anything from flashing red arrows partners in government, industry, and academia. The with a Siri-like voice saying you’re angle is too high, to FAA’s PEGASAS (Partnership to Enhance General hearing a Geiger counter sound like you’re flying over Aviation Safety, Accessibility, and Sustainability) pro - Chernobyl. Studies hope to show and determine the gram is a contributor to that research effort, working level of standardization that needs to exist with AoA directly with students and faculty from a core group status displays, symbols, and nomenclature, as well as of universities across the nation ( www.pegasas.aero ). determine baseline training and education require - Spearheading the AoA analysis efforts within ments. The FAA is already well on its way toward the FAA are the Aircraft Certification Service’s Small building familiarity with these different features and Aircraft Directorate and the William J. Hughes Tech - functions having flight tested and categorized (with nical Center. “We have several ongoing and recently the help of partner Skyward Bound LLC) 80 percent of completed FAA research projects pertaining to the commercially available AoA sensors.

general aviation AoA systems,” says Robert McGuire, To address the issue of cost for AoA devices, manager of the Flight Controls and Mechanical the agency hopes to have some changes in place by Assistance Program. “To help us with these projects, 2018 that would continue to simplify the certifica - we routinely leverage the help of industry experts tion process and, in turn, provide more affordable and research labs all over the country.” options for pilots.

A good example of that teamwork is evident Stay tuned for more on the FAA’s plan of “attack” with the agency’s work in studying derived AoA data for AoA. For additional information on AoA projects, from Attitude Reference Heading Systems (AHRS) contact Dave Sizoo (David.Sizoo@faa.gov) at the on GA aircraft. This project aims to characterize AoA FAA’s Small Airplane Directorate or Robert McGuire data that is inferred by aerodynamic modeling and (Robert.J.Mcguire@faa.gov) at the Tech Center.

software algorithms (as opposed to those systems May/June 2016 FAA Safety Briefing 33

Vertically Speaking JA ME S W IL L I A MS

One Size Does Not Fit All

There are few marketing phrases that are more in order for a database like ASIAS to work, a lot of dubious than the one stating “one size fits all.” For vetting and standardization legwork has to be com - the most part it’s just not true. And even if it does pleted upfront to better ensure quality information is “fit,” there are times where it might just not fit your provided to end users. We also have to redefine what specific needs at the time. it means to exceed safe operation limitations, as well The same concept often applies to aviation as establish (and validate) parameters specific to safety. In these pages we’ve discussed how adapt - rotorcraft operations. Things that would seem devil - ing some elements of Safety Management Systems ishly dangerous in a fixed wing aircraft might be par (SMS) designed for large air carriers can be a very for the course in a helicopter.

effective way of improving our own safety manage - To help get us to that point, the FAA is working ment system and enhancing your own safety culture. with the Partnership to Enhance General Aviation The key in that idea is that we adapt them to serve Safety, Accessibility, and Sustainability (PEGASAS), our own unique set of circumstances when prepar - a group of world-class researchers, educators, and ing for flight. We often just have to make the process industry leaders focused on enhancing GA safety.

work for our own unique set of circumstances — As part of the FAA’s work on this topic, a team plain and simple. of researchers from the William J. Hughes Technical The FAA’s Aviation Safety Information Analysis Center near Atlantic City, NJ, led by engineer Cliff and Sharing (ASIAS) Program is one such SMS prod - Johnson, are busy working on FDM applications for uct that we are currently adapting. Soon it will be helicopters. Currently the FAA is testing out these coming to a helicopter hovering in your neck of the platforms on a Sikorsky S-76 that can record multiple woods. ASIAS gathers information from the usual FDM units of measure during a single mission. Com - FAA databases as well as information from partici - bined with research from other partners of PEGA - pating air carriers and corporate operators Flight SAS, this allows the team to test findings and validate Operations Quality Assur - certain assumptions. The Sikorsky helicopter utilized ance (FOQA) and Aviation at the Tech Center also allows researchers to move The goal of having this additional data Safety Action Programs the FDM measuring units around in the helicopter to is to get a much better picture of what’s (ASAP). This gives ASIAS test what effect this might have on the data gathered happening and help come up with specific details about acci - and on the aircraft’s flight characteristics. It is impor - dents and incidents that the tant to provide consistent and usable data, and to solutions to prevent the next accident.

FAA records for discover - ensure that it is comparable across various different ing potential precursors found in FOQA and ASAP types of helicopter operations.

data. The goal of having this additional data isn’t for By determining how that data might be con - the purpose of enforcement action, but rather for figured into the ASIAS database, the members of gaining a better understanding of the operational PEGASAS and the FAA hope to be able to provide environment for helping operators mitigate risk this valuable tool to the rotorcraft community. The associated with various helicopter mission profiles. enormous strides made in the part 121 air carrier Helicopters are different from fixed wing aircraft are due in large part to the ability to find accident in many ways. This means that a straight applica - precursors in data and mitigate those risks before tion of ASIAS parameters to the helicopter world they become an accident. Our hope is that ASIAS will would probably provide information incongruous bring the same improvement to the helicopter com - to helicopter pilots. In the large air carrier world, munity as it has to the commercial aviation industry.

details about what parameters to record and at what Now that’s a safety standard that should fit most, if interval to record them have all been standardized not all our needs and desires.

with FOQA. Efforts are also well underway to bring fixed-wing GA onboard with a similar Flight Data James Williams is FAA Safety Briefing’s associate editor and photo editor.

Monitoring (FDM) program (see the Jan/Feb 2016 He is also a pilot and ground instructor.

issue for more on that). Unfortunately though, FDM is less robust on the rotorcraft side. This means that 34 FAA Safety Briefing May/June 2016

Flight Forum

we can do is “pay it forward” by offering up our NVG Flying examples in FAA Safety Briefing.

As a former Night Vision Goggle (NVG) instruc - tor in the United States Air Force, it was awesome Email Help to see you address the subject of NVG flying in the How do I email my students certain articles from [Nov/Dec 2015] FAA Safety Briefing! Very cool!

the FAA Magazine? The article on “May the Forces — Ravi Be With You” is excellent and a great follow up to Excellent! The article titled “T = Terrain our recent ground school. (Knowing my students, if Avoidance” found here: www.faa.gov/news/ I send them the entire magazine, at this stage, they safety_briefing/2015/media/NovDec2015.pdf is one won’t focus on this article) Thank you.

of many in our “N.I.G.H.T.” themed edition that can — Susan help aviators and maintenance technicians learn a bit There are a few ways to do this, but if you add more about the wonders and the risks of operating in “#page=” with the page number after the link to the the twilight hours.

PDF (#page=12 in this case), it will go right to that page in the PDF. This works for most web browsers.

From Twitter Just a note, I’ve had unhooked cowl flaps, seats Loss of Control out of tracks and other small things after annual. (In Tom and Sabrina; response to the February 2016 Safety Enhancement Thank you for your recent articles regarding topic: Advanced Preflight After Maintenance , found takeoff LOC and startle factor. Both articles are very here: www.faa.gov/news/safety_briefing/2016/ well written, accurate, and informative.

media/SE_Topic_16_02.pdf ) — Jeff — Dr. Zoom Thank you for the comment. Both of these areas Learning From Others are critical to a better understanding of loss of control mishaps.

Your articles are always well-written, informa - tive, and interesting. Thank you for sharing your experiences [in Jan/Feb 2016 “Postflight”] with FAA Safety Briefing welcomes comments. We may edit letters for style the misheard landing instruction. Not only did it and/or length. If we have more than one letter on a topic, we will select a fit right in with the issue’s theme of Compliance representative letter to publish. Because of publishing schedule, responses Philosophy, it really drove home the point that may not appear for several issues. While mistakes do happen to everyone, no matter what we do not print anonymous letters, we will skill or experience level. You also showed exactly withhold names or send personal replies upon request. If you have a concern with an what to do, from interacting with ATC to complet - immediate FAA operational issue, contact ing the NASA form.

your local Flight Standards District Office We all learn, or should learn, from our mistakes.

or air traffic facility. Send letters to: Editor, One pearl of wisdom I picked up years ago, is that FAA Safety Briefing , AFS-850, 55 M Street, we should learn from others’ mistakes as well, SE, Washington, DC 20003-3522, or email because we don’t have enough time in our lives to SafetyBriefing@faa.gov.

make all those mistakes ourselves. Thank you for everything you have done, and continue to do, to Let us hear from you — comments, suggestions, and help us fly safely.

questions: email SafetyBriefing@faa.gov or use a — George smartphone QR reader to go “VFR-direct” to our mailbox.

Thanks so much for a wonderful note. We are You can also reach us on Twitter @FAASafetyBrief or on so glad to know that you found the article helpful.

Facebook — facebook.com/FAA.

We completely agree with your observation that it is so much better to learn from the mistakes of others than make them yourself. Every one of us owes a great deal to those who have shared their mistakes and what they learned as a result, and the least May/June 2016 FAA Safety Briefing 35

Postflight SUS A N PA R SON

The Human Factor

I’ve long since established by bona fides as a to be in tip-top condition. You probably realize technophile, so writing articles for a technology- that it’s pretty much always up to the human to focused issue is right up my alley. I want to close ensure that both elements of the “team” meet those this issue, though, by reminding us all that the requirements.

single most important piece of technology in the Listen to “Gut Feelings” aircraft is — drum roll, please — the human who is Though not personally known to me, I count operating the controls.

author Malcolm Gladwell among my mentors Machines can make our lives easier and accom - because I have learned so much from the pierc - plish tedious tasks much faster (and better) than ing perceptions and keen insights in his body of we can. Even so, the well-documented challenges work. One of my favorite Gladwell books is Blink . It in developing Artificial Intelligence (AI) show that explores the reasoned underpinnings of so-called there is still no technology superior to the human snap judgments and gut feelings that a narrow brain. Our brains are the repository of wide-ranging definition of reason would compel us to dismiss.

knowledge, life experience, and intuition. Without In essence, Blink contends that human beings any conscious effort, we are constantly combining, take in a great deal more information than we can refining, and reframing mixtures of that knowledge, consciously, or “rationally,” process. Nevertheless, education, and intuition to meet each new situation other parts of the brain do note, process, and catalog or challenge that we encounter. When you pause to information that might eventually be served up in ponder the wonder that is your own brain, it is posi - the form of eye-blink conclusions, or in a kind of tively awe-inspiring.

diffuse but gnawing sense of unease. Don’t forget Use Your Head that “ all available information” might well include The sad thing is that too many times, too many of those instant “doesn’t look right” observations. Since us put too much faith in the shiny new technologies. listening to the “doesn’t feel right” instinct might be I certainly include myself in that group. But then the key to keeping the number of landings equal to the gadget goes awry, and I find myself muttering (okay, number of takeoffs, always investigate and resolve sometimes even swearing) about how technology is such issues before you leave the ground or, if already great … except when it isn’t. You probably don’t have underway, before you continue.

to think very long or very hard to recall technological Trust … but Verify troubles with just about every device you use.

Former president Ronald Reagan made this Rus - So I am trying to train myself to think and work sian proverb famous in the context of an arms reduc - with technology in the same way I think about deal - tion treaty, but the advice certainly applies just as ing with weather. When well to your dealings with technology. As Wikipedia it comes to tackling the notes: “Trust, but verify recommends that while a Technology can make our lives easier and meteorological ele - source of information might be considered reliable, accomplish tedious tasks much faster (and ments, the pilot and the one should perform additional research to verify that better) than we can. Even so, the well- plane constitute a team; such information is accurate, or trustworthy.” documented challenges in developing Artificial each brings something When it comes to technology, I can’t possibly to the party, but neither Intelligence (AI) show that there is still no improve on that advice.

can compensate fully technology superior to the human brain.

for the other’s weak - nesses. Applying that construct to technology, it’s Susan Parson ( susan.parson@faa.gov , or @avi8rix for Twitter fans) is editor of important to remember that things go best (and FAA Safety Briefing . She is an active general aviation pilot and flight instructor.

safest) when the human actor and the mechanical/ electronic factor both bring their A game to the flight. In addition to being physically and mentally healthy, the human needs to provide the attitude, the aptitude, and the attention. The machine needs 36 FAA Safety Briefing May/June 2016 PAU L C I A N C I O L O

FAA Faces

Alex Rodriguez

Aerospace Engineer, Communication and Surveillance Technologies Section Dependent Surveillance – Broadcast (ADS-B) Out equipment, which is mandated for anyone flying in transponder-required airspace on January 1, 2020.

“I have learned that to work well and provide a positive effect in the community, there needs to be collaboration across all FAA lines of business,” he notes. “Flight Standards, Aircraft Certification, Spec - trum Engineering and Policy Office, ATO Program Office, and the FAA International Office all work together to ensure that the decisions made do not negatively impact the users of our airspace.” Alex’s collaborative skills have contributed significantly to improving not only the U.S. airspace “As a child I always enjoyed taking things apart system, but also the airspace systems of several and figuring out how they worked. But I could countries in Central and South America — where he never successfully put them all back together — as has also improved industry perception of the FAA.

my mother would always find out,” FAA Aerospace He facilitated the foundation for ADS-B implementa - Engineer Alex Rodriguez explains. “This is one of tion in the rest of the Western Hemisphere.

the reasons why I decided to pursue an engineering Alex’s deep understanding of the ADS-B equip - degree after graduating from high school in Miami.” ment manufacturing industry and exceptional As every good engineer starts out — with a pile of ability to recognize safety and efficiency opportuni - parts — Alex attended the University of Florida where ties has made him highly effective as co-chair of the he earned a bachelor’s degree in electrical engineer - Equip 2020 Installations and Approvals Working ing so he could put those parts back together again.

Group. Equip 2020 is an FAA-industry committee While in school, he did research under the mechani - created by the FAA administrator to identify and cal engineering department related to a military overcome barriers to equipping with ADS-B Out.

drone project, which was the catalyst for his interest Alex has implemented changes to the ADS-B Out in aviation. A 2006 internship with the FAA further installation advisory circular (AC 20-165B online at encouraged that interest.

http://1.usa.gov/1LWLxjw), provided clarification After graduating, Alex got a job with Rockwell to installation policy, and resolved several issues Collins as an electrical engineer, where his duties that were impeding progress on equipage. His included designing and certifying transponder and expertise was also instrumental in providing a great traffic collision avoidance systems — or TCAS for deal of the information in this issue’s “Mandate short. He also pursued his master’s in electrical engi - Myth-busting” article.

neering. Then, after learning from a coworker about “Because we see technology moving faster than an opening in the FAA’s Aircraft Certification Branch, we can typically keep up, the FAA continually works Alex applied to join the FAA team.

to ensure that aircraft meet a minimum level of Under the umbrella of the FAA’s Aircraft Certifi - safety. This minimum level of safety is not only for cation Service, the Communication and Surveillance the one GA pilot in his aircraft, but for that GA pilot Technologies Section is responsible for the promo - flying in the same airspace as a Boeing 737 or Airbus tion of aviation safety through issuance of aviation 330,” explains Alex. “Systems such as ADS-B Out and regulations (Technical Standard Orders or TSOs), ADS-B In have been designed to help provide a pilot policy, and advisory material related to the certifica - with a better understanding of what is around them tion and installation of surveillance equipment.

— better situational awareness.” The majority of Alex’s accomplishments arise Our airspace is vast, but it’s smaller than you from the interaction between his section and other think. FAA employees like Alex are working hard to branches of the FAA. He has worked to stream - make sure everyone that needs to fly, can fly safely.

line the certification process related to Automatic U.S. Department of Transportation Federal Aviation Administration 800 Independence Ave., S.W.

Washington, D.C. 20591 FORWARDING SERVICE REQUESTED Official Business Penalty for Private Use $300 faa.gov/news/safety_briefing

faa.gov/news/safety_briefing @FAASafetyBrief

Look Who’s Reading

FAA Safety Briefing

Overseeing the world’s largest fleet of single-engine piston aircraft means

being prepared for anything. That’s why I read FAA Safety Briefing .

— Maj. Gen. Joe Vazquez, Civil Air Patrol National Commander