FAA Safety Briefing — July/August 2018

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

The July/August 2018 issue of FAA

Safety Briefing uses themes from the 8

1942 classic movie, Casablanca , to address a serious and potentially deadly issue: the persistently consistent causes of GA safety mishaps. We “round up the usual suspects” in our feature articles, covering familiar safety topics like loss of control, weather, runway safety, and fuel management.

Cover and above: Screenshots of “Casablanca” by Warner Bros.

Features

8 Round Up the Usual Suspects! Corralling the Common Causes of GA Mishaps by Susan Parson 10 Master of My Fate Maintaining Aircraft Control by Susan Parson 13 Is That My Runway? How to Avoid Wrong Surface Operations by Tom Hoffmann 18 Maybe Not Today ... Avoiding the Perils (and Regrets) of VFR into IMC by Sabrina Woods 21 Not an Easy Day to Forget Remembering Fuel Management Before It’s Too Late by James Williams 24 Thinking for Two Managing Instructional Risk by Susan Parson 26 Here’s Looking at You, Kid The 2018 National GA Award Winners

Departments

1 Jumpseat – an executive policy perspective 2 ATIS – GA news and current events 5 Aeromedical Advisory – a checkup on all things aeromedical 6 Condition Inspection – a look at specific medical conditions 23 Checklist – FAA resources and safety reminders 28 Nuts, Bolts, and Electrons – GA maintenance issues 30 Angle of Attack – GA safety strategies 32 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

Jumpseat E X ECU T I V E DIREC TOR, F L IGH T S TA NDA RDS SER V ICE

It’s Still the Same Old Story …

… but with better ways to round up the usual suspects

The summary of the most recent edition of the The FAA understands that the free exchange of AOPA Air Safety Institute’s Joseph T. Nall General safety information will not happen unless the airmen Aviation Accident Report — covering data through involved understand and believe that when they 2014 — opens with encouraging news: “The prior share that information with the FAA, and help fix the year’s sudden and dramatic improvement in non- problem, they will not be punished by enforcement commercial fixed-wing safety was maintained in action. The FAA also understands that most airmen 2014.” But — and you knew that was coming, right? are both willing and able to comply with the rules — it also includes this sobering and, frankly, frustrat - that make aviation safe. We also recognize that there ing observation: are those who are unwilling to comply or unable to comply. In order to fix problems and continually The causes of non-commercial fixed-wing acci - improve safety in aviation, we treat those two groups dents remained similar to prior years (…). As in very differently.

the past, personal flights suffered both dispropor - Those who are willing and able to comply may tionate numbers of accidents and a higher rate of still make honest mistakes. Those mistakes are not fatalities than flights for other purposes.

okay — they must be corrected now, and they must be prevented in the future. We can accomplish A Case of Do or Die this goal through additional training, education, Notwithstanding constant concerted efforts to or changed procedures, and then we monitor to corral them, the usual suspect causes of GA acci - assure the change is permanent. Those changes dents and incidents are as persistent as the common are jointly designed by the airman and the FAA and cold. But while colds don’t usually kill their victims, documented as Compliance Actions. Each and every too many of the “usual” GA accident causes do lead Compliance Action is a problem fixed, a risk miti - to fatalities. Those that don’t hurt people sully the gated, and an improvement to aviation safety.

public perception of GA, and create risk because of Some airmen or operators may not be willing the harm they could have done. We need to do better, or able to comply with aviation rules. Those airmen and that’s why we have borrowed from the 1942 represent the highest risk to safety in aviation classic movie, Casablanca , to organize this issue’s because they will continue to deviate from the rules roundup of the usual suspects.

that control risk and make aviation safe. Enforce - But I want to use this space to focus on the criti - ment (i.e., legal action) is cally important way that our “roundup” differs from appropriate and necessary the methods that Captain Louis Renault uses at the The only way we can know about for those airmen or operators end of the movie.

and proactively resolve problems who are unwilling or unable that could lead to incidents and to comply with the rules.

The Fundamental Things Apply When the FAA uses enforce - accidents is to strongly encourage the The goal of FAA oversight is to assure compli - ment, our intent is to cause free exchange of safety information ance with the rules and standards that keep aviation the airman to become willing between airmen and the FAA.

safe. That means that we must find problems in the to comply or to remove that aviation system and assure that those problems are person from aviation. We take that responsibil - permanently fixed. The only way we can know about ity seriously and pursue it very aggressively — we and proactively resolve problems in aviation that simply won’t tolerate intentional non-compliance.

could lead to incidents and accidents is to strongly The fundamental thing is this: the FAA’s goal for encourage the free exchange of safety information safety in aviation is to assure the free exchange of between airmen and the FAA. Airmen must openly safety information to support collaborative improve - tell the FAA about safety issues they have discovered ments to safety.

and work with the FAA to fix those problems.

July/August 2018 FAA Safety Briefing 1

ATIS AV I AT ION NE WS ROUNDUP

graphical format. Pilots no longer need to call a Flight Flight Instructor Challenge to Earn WINGS Service specialist to adhere to Title 14 Code of Fed - and Get $10K eral Regulations (14 CFR) section 91.103 to maintain Advocates for Aviation Safety has recently awareness of weather and aeronautical information.

become an industry member of the FAA Safety Team With the area forecast to graphical forecast change (FAASTeam). The group’s focus is to help promote in October 2017, the TIBS recording no longer includes the FAASTeam WINGS program. Paul Burger, the a synopsis. Without the synopsis, the information pro - Advocates founder, has contributed $10,000 to create vided in the TIBS broadcast is less useful, which pro - the CFI Sweepstakes Challenge. Flight instructors vides a further rationale for discontinuing the service.

get an entry into the sweepstakes drawing each time A safety risk management panel was held in they earn a pilot phase in WINGS — basic, advanced, January to determine the impact of this change to or master. This year, flight instructors must be NAFI the National Airspace System (NAS). The panel did or SAFE members to participate; however, the 2019 not identify any new hazards associated with the sweepstakes will be open to all flight instructors.

elimination of TIBS.

For more information on the Advocates for Avia - tion Safety and the CFI Sweepstakes Challenge, go to AirVenture NOTAM Available MyWINGSInitiative.org.

Elimination of Telephone Information Briefing Service As part of the FAA’s efforts to modernize and streamline service delivery, Flight Service will eliminate the Telephone Information Briefing Service (TIBS) in the contiguous United States, effective Sept. 13, 2018.

TIBS is a continuous telephone recording of For one week each year, EAA AirVenture in meteorological and aeronautical information that Oshkosh, Wisconsin, has the highest concentration pilots can access without going through a Flight of aircraft in the world. Careful reading and adher - Service specialist. Since its inception in the early ence to the procedures in the special event Notice 1980s, the broadcast allows pilots to access weather to Airmen (NOTAM) are essential to maintaining and aeronautical information along their route of safety. Flight planning should include thorough flight. However, it does not satisfy the requirement to familiarity with NOTAM procedures, as well as become familiar with all available information prior knowledge of primary and alternate airports. Carry a to a flight.

copy of the NOTAM for in-flight reference, which you Originally created by specialists using scripts, can download at bit.ly/1K6nQ5T.

TIBS uses text-to-voice technology to record the briefing. Flight Service created TIBS when there was FAA Begins Drone Airspace Authorization a large demand for briefings, with the potential for Expansion extremely long wait times.

The FAA has begun expanding an automated With the advent of the internet and other system that will ultimately provide near, real-time enabling technology, the demand for information processing of airspace authorization requests for from Flight Service specialists has declined. From unmanned aircraft system (UAS) operators nationwide.

more than 3,000 specialists in more than 300 facili - The FAA is currently phasing in a nationwide ties during the early 1980s, staffing has decreased to beta test of the Low Altitude Authorization and fewer than 400 specialists in three facilities. Radio Notification Capability (LAANC) that will deploy the contacts have dropped to less than 900 per day, from system incrementally at nearly 300 air traffic facili - an average of 10,000 per day.

ties covering approximately 500 airports. The beta There are multiple sources available to pilots expansion follows successful evaluation of a proto - to access weather and aeronautical information, type LAANC system last November.

which are often presented in an easier to understand 2 FAA Safety Briefing July/August 2018 The first facilities taking part in the beta test are listed here: go.usa.gov/xQN7s . The final deployment will begin on September 13.

LAANC helps support the safe integration of drones into the nation’s airspace. Drone operators using the system can receive near, real-time airspace authorizations. This dramatically decreases the wait experienced using the manual authorization process and allows operators to quickly plan their flights. LAANC uses airspace data provided through temporary flight restrictions, NOTAMS, and UAS facility maps that show the maximum altitude ceiling Preferred and alternate entry when crossing midfield around airports where the FAA may authorize opera - tions under part 107.

tional procedures for use by aircraft, lighter-than-air The FAA and industry are working together to aircraft, gliders, parachutes, rotorcraft, and ultra - develop and deploy LAANC applications, which will light vehicles. The AC stresses safety as the primary help set the global standard for a safe, and efficient objective in these operations, and it is related to the unmanned traffic management system. It is an right-of-way rules under 14 CFR sections 1.1 (traffic important step in developing the Unmanned Aircraft pattern), 91.113, and 91.126.

Systems Traffic Management System (UTM).

Previous traffic pattern guidance was 800 feet to 1,000 feet above ground level (AGL). To Update to Non-Towered Flight Operations eliminate any possible confusion arising from the Advisory Circular 200-foot difference, the FAA’s Aeronautical Chart - ing Forum set the standard at 1,000 feet AGL, with There is an update to FAA Advisory Circular left-hand turns unless terrain or obstacles mandate (AC) 90-66B, Non-Towered Airport Flight Operations.

otherwise. Large and turbine-powered airplanes The AC calls attention to regulatory requirements, should enter the traffic pattern at an altitude of recommended operations, and communications 1,500 feet AGL or 500 feet above the established procedures for operating at an airport without a pattern altitude. A recent change to the Aeronauti - control tower or an airport with a control tower cal Information Manual introduced this standard, that operates only part time. It recommends traffic and the AC expands on it.

patterns, communications phraseology, and opera -

Safety Enhancement Topics

July: Fly the Aircraft First August: Maneuvering Flight A pilot’s primary duty is to always aviate first. The importance of maintaining safety while turning, climbing, or descending close to the ground.

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

July/August 2018 FAA Safety Briefing 3 The AC also addresses procedures for entering the U.S. Department non-towered traffic pattern and self-announcing an air - of Transportation craft’s position and the pilot’s intentions. It makes clear Federal Aviation that airplanes terminating an instrument procedure with Administration a straight-in approach do not have the right of way over VFR traffic in the pattern. When circling to land, left- ISSN: 1057-9648 FAA Safety Briefing hand turns are standard, unless otherwise documented.

July/August 2018 The AC update improves safety by standardizing Volume 57/Number 4 operational practices and getting everyone who uses Elaine L. Chao Secretary of Transportation one of the more than 5,000 public-use, non-towered air - Daniel K. Elwell Acting Administrator ports on the same page. Go to bit.ly/90-66B to download Ali Bahrami Associate Administrator for Aviation Safety John Duncan Executive Director, Flight Standards Service the 18-page AC.

Susan Parson Editor Tom Hoffmann Managing Editor James Williams Associate Editor / Photo Editor UAS Integration Program Selects 10 Participants Jennifer Caron Assistant Editor The Department of Paul Cianciolo Assistant Editor John Mitrione Art Director Transportation (DOT) Published six times a year, FAA Safety Briefing, formerly FAA Aviation News, has selected ten state, promotes aviation safety by discussing current technical, regulatory, and proce - local, and tribal govern - dural aspects affecting the safe operation and maintenance of aircraft. Although based on current FAA policy and rule interpretations, all material is advisory or ments as participants in informational in nature and should not be construed to have regulatory effect.

Certain details of accidents described herein may have been altered to protect the Unmanned Aircraft the privacy of those involved.

Systems (UAS) Integra - The FAA does not officially endorse any goods, services, materials, or products of tion Pilot Program. First manufacturers that may be referred to in an article. All brands, product names, company names, trademarks, and service marks are the properties of their respec - announced last October, tive owners. All rights reserved.

this White House initiative partners the FAA with local, The Office of Management and Budget has approved the use of public funds for printing FAA Safety Briefing .

state, and tribal governments, which then partner with private sector participants to safely explore the further CONTACT INFORMATION integration of drone operations.

The magazine is available on the Internet at: “Data gathered from these pilot projects will form http://www.faa.gov/news/safety_briefing the basis of a new regulatory framework to safely inte - Comments or questions should be directed to the staff by: grate drones into our national airspace,” said U.S. Secre - ● ● Emailing: SafetyBriefing@faa.gov tary of Transportation Elaine L. Chao.

● ● Writing: Editor, FAA Safety Briefing , Federal Aviation Administration, The UAS Integration Pilot Program will help tackle AFS-920, 800 Independence Avenue, SW, Washington, DC 20591 the most significant challenges to integrating drones ● ● Calling: (202) 267-1100 into the national airspace and will reduce risks to public ● ● safety and security. The program is a coordinated effort Twitter: @FAASafetyBrief to provide certainty and stability to communities, drone SUBSCRIPTION INFORMATION owners, and the rapidly evolving drone industry.

The Superintendent of Documents, U.S. Government Publishing Office, sells Over the next two and a half years, the selectees will FAA Safety Briefing on subscription and mails up to four renewal notices.

collect drone data involving night operations, flights over For New Orders: Subscribe via the Internet at https://bookstore.gpo.gov/prod - ucts/faa-safety-briefing, telephone (202) 512-1800 or toll-free 1-866-512-1800, people, beyond the pilot’s line of sight, package delivery, or use the self-mailer form in the center of this magazine and send to Superin - tendent of Documents, U.S. Government Publishing Office, Washington, DC detect-and-avoid technologies, and the reliability and 20402-9371.

security of data links between pilot and aircraft. The Subscription Problems/Change of Address: Send your mailing label with your data collected from these operations will help the DOT comments/request to Superintendent of Documents, U.S. Government Publish - ing Office, Contact Center, Washington, DC 20408-9375. You can also call (202) and the FAA craft new enabling rules that allow more 512-1800 or 1-866-512-1800 and ask for Customer Service, or fax your information to (202) 512-2104.

complex, low-altitude operations, identify ways to bal - ance local and national interests related to UAS integra - tion, improve communications with local, state, and tribal jurisdictions, address security and privacy risks, and accelerate the approval of operations that currently require special authorizations.

4 FAA Safety Briefing July/August 2018

MICH A E L BE R R Y, M .D.

Aeromedical Advisory F EDE R A L A IR SURGEON

Don’t Be Misinformed

Though visas were perhaps the biggest black tions at a different rate. This depends on many fac - market commodity in Casablanca , it’s a fair bet tors including the medication, frequency of use, the that Signor Ferrari — proudly self-described as the dosage and other parameters.

“leader of all illegal activities in Casablanca” — also In general, the required wait time before return - trafficked in opioids. ing to flight for most pain medication should be We are a long way from both the time and the at least 3 days. This includes hydrocodone prod - place of the classic film, but some things are slow to ucts such as Vicodin, Lortab, Lorcet, Vicoprofen, change. Sadly, opioids have become an epidemic in etc.; hydromorphone products such as Dilaudid; America today. They are insidious because, except Codeine products such as Tylenol #3, Tramadol, for opium, opioids can carry a sense of normalcy Morphine IR (immediate release); and oxycodone that belies the dangers they can cause. products such as Percodan, Percocet, and Oxycon - Let’s start with a bit of history and terminol - tin. Other products require a minimum, 5-day no fly ogy. The earliest known drug in the opioid class is time, such as Morphine ER (extended release) and opium, which dates back thousands of years. In the oxymorphone (Opana). Keep in mind that these early 1800s, morphine was isolated from opium and waiting periods are the absolute minimum. Also was widely used throughout the century. Towards remember that these medications, when combined the end of the 1800s, heroin was synthesized and it with other medications, drugs, or alcohol, can was marketed to suppress coughs and act as a “non- have prolonged or more severe effects. In addition, addictive” substitute for morphine. To put it mildly, because these drugs affect your central nervous he was misinformed. Heroin was, and is, a danger - system, you may feel well (euphoria) when you ous and addictive drug. should still not fly.

While all drugs in this category are opioids, Many people who become addicted to opioids a subset of drugs derived from the opium poppy start out as legitimate users of prescribed medica - (opium, morphine, heroin, codeine, etc.) are called tions. Because these drugs are initially prescribed, opiates. They are either natural or closely related the social stigma of using them is different from that to naturally occurring compounds. Until recently, of heroin which few people — especially a pilot — random drug testing for safety-sensitive person - could credibly defend.

nel generally screened only for drugs in the opiate In addition to pain relief, opioids can also cause subset. That changed on January 1, 2018, and we now a strong feeling of euphoria. This high, combined screen as well for opioids (which come from either with a greater social acceptability, can create a trap.

a natural or synthetic source) such as hydrocodone, If you find yourself becoming dependent on opioids, hydromorphone, oxycodone, or oxymorphone. you need to talk to your doctor about other options.

Social Stigma Traps Turning Around Many common opiates have different chal - If you do find yourself starting toward opioid lenges than opioids. Heroin is without a doubt a addiction, I hope you can turn around. First, seek disqualifying drug. It is a highly addictive, illegal, help from your doctor, your family, and your friends.

street drug. Getting off opioids can be very challenging so a good Modern synthetic opioids like oxycodone, support system is critical.

hydrocodone, fentanyl, tramadol, etc., can have Once you address your immediate health needs, many legitimate uses. Opioids can be very effective you need not forgo flying. The FAA’s Human Inter - in relieving pain, especially for orthopedic injuries vention Motivation Study (HIMS) program allows or acute conditions. If you are taking one of these medical certification of those with a history of sub - drugs, you should discuss with your AME two sepa - stance dependence that has been adequately treated rate issues: 1) the condition for which you are taking and monitored. As a HIMS Aviation Medical Exam - the medication, and 2) how long to wait before iner (AME), I saw firsthand the value the program returning to flying. Everyone metabolizes medica - can have for those who participate.

July/August 2018 FAA Safety Briefing 5

P E NN Y GIOVA NE T T I, D.O.

A ND JA ME S W IL L I A MS

Condition Inspection

Coronary Heart Disease

“... A Gun Pointed Right at Your Heart”

Casablanca’s Captain Renault proclaimed that If I have a heart attack, can I ever fly again?

his heart was his least vulnerable spot, but that’s not Likely, yes. Again, we consider many factors, such the case for the rest of us. When discussing usual as how much heart muscle died and whether the suspects in the medical field, coronary heart disease remaining muscle can sufficiently pump. Adequacy (CHD), also referred to as coronary artery disease of the blood supply must be demonstrated. The (CAD), tops the list. heart rhythm must be satisfactory. We can accept an The leading cause of death in the United States implanted pacemaker under some conditions, but for both men and women, CHD involves plaque, a not a defibrillator.

waxy substance that can build up inside coronary Can I fly under BasicMed?

arteries and limit the supply of oxygenated blood to An airman with CHD who has required treatment your heart muscle. This buildup, known as athero - or who has had a heart attack must have a one-time sclerosis, occurs over many years. As this blockage special issuance for each event in order to qualify increases over time, it can lead to potentially fatal for BasicMed.

complications like angina, heart attack, arrhythmias, How do I get a special issuance?

and heart failure.

Start with your AME. He or she can guide you through Aeromedical Concerns the process. You can also consult the Guide for Avia - Pilots diagnosed with CHD need to be aware of tion Medical Examiners online at bit.ly/2rMIJ1n.

some important concerns regarding airman medical Under “methods to navigate through the guide,” certification.

select “disease protocols,” then “coronary heart Though it often has no symptoms on the ground, disease,” for more detail about recovery times and CHD may become symptomatic at altitudes with less follow-up documentation.

oxygen. Stressful situations (e.g., inclement weather Who makes the decision about my special issuance?

encounter) that increase your heart rate may also Depending on the specifics of your case, and what result in CHD symptoms.

class of airman medical certificate you are request - These symptoms may create serious distrac - ing, the decision may be made by one of the aero - tions from essential flying tasks. More concerning medical certification physicians with experience in though, is the risk of sudden death, which can result cardiology, or be referred to the Federal Air Surgeon from rapid occlusion of a blood vessel by a clot.

Cardiology Panel. This panel consists of four to five, Twenty percent of deaths from cardiac disease occur board-certified cardiologists who will review your suddenly and unexpectedly. The risk of sudden clinical information and test results, and make a rec - cardiac death is greater in those who have already ommendation to the Federal Air Surgeon.

had a heart attack. That is why it is so important to get symptoms evaluated early and to continuously An Ounce of Prevention monitor the disease once diagnosed.

The best way to protect your flying status is to reduce your risk factors for CHD. A few simple steps Frequently Asked Questions can significantly reduce your chance of disease pro - If I am diagnosed with CHD, can I ever fly again?

gression or another heart attack. If you smoke, stop Very likely, yes. We look at many factors when decid - today. Exercise 30 minutes, at least five days a week.

ing whether it is safe for an airman to continue to Shed excess weight and aim for a Body Mass Index fly with CHD. These include how much plaque is (BMI) less than 28. Discuss with your doctor whether present, and where it is located. The key is whether medications to lower lipids and blood pressure are all areas of the heart will receive an adequate blood appropriate for you.

supply even under stress. Various treatments such as medication, stenting, and bypass surgery may be necessary to improve blood supply.

6 FAA Safety Briefing July/August 2018

FAA Safety Center Forums

July 23 – 29, 2018

8:30 – 9:45 10:00 – 11:15 11:30 – 12:45 1:00 – 2:15 2:30 – 3:45 4:00 – 5:00

Panel of ATC Experts Round Up the Usual Colorado Mountain Runway Safety Enhancing Pilot Air Docs Suspects! Flying – Tips for Wrong Surface Knowledge of Flying Safely in the Operations Aviation Weather High Country Research

Monday

Guy Lieser Susan Parson Bill Standerfer Cheri Walter Ian Johnson, Dr. Gregory Pinnell, MD Steve McGreevy Paul Preidecker Tom Frakes Gary Pokodner,

July 23

Danny Sims Wings: AK1 Wings: AK2 Wings: MK2 Wings: BK3 Wings: AK2 Wings: BK3 AFS081920 AFS082129 AFS081673 AFS082122 AFS082132 AFS082121 1800WXBRIEF – The FAA Medical Update The Engine Failure Fly the Easy Way; 21 TEM-Building: FAA Enforcement Best of the Future of Deputy Federal Air Emergency: A Things that Make Your Adapting Threat & Hot Topics Flight Service Surgeon Survival Guide Flying Easier, Safer Error Management

Tuesday

Joe Daniele Dr. Stephen Goodman Woody Minar Larry Bothe Paul Preidecker FAA Brian Khan Deborah Matties- Dr. David Schall

July 24

Sharp Wings: BK3 Wings: BK3 Wings: AK2 Wings: AK2 Wings: AK2 Wings: BK3 AFS081674 AFS083484 AFS082120 AFS081931 AFS082130 AFS082123 Pilot Fatigue Ditching and Water How to Become a The Kings on Performance The Hunt for ADS-B and Fatigue Survival Commercial Drone Avoiding Unwanted Planning and Pitfalls and Benefits Countermeasures Pilot: 14 CFR part 107 Adventure Decision Making: Explained Life of a Ferry Pilot

Wednesday

Bruce Wright Commodore Robert Alan Frazier John and Martha Sarah Rovner Susan Parson, Shafer King Jamal Wilson and

July 25

Paul Preidecker Wings: BK3 Wings: MK2 Wings: BK3 Wings: AK1 Wings: BK3 Wings: AK2 AFS082131 AFS081916 AFS082216 AFS081913 AFS082218 AFS082124 General Aviation Decision Making In “No Session” All About Spins Are You Really A Making Airspace Awards Crisis Trained Pilot? Visible CDR Kirk S. Lippold, Meet the Catherine Cavagnaro Greg Feith Peg Ballou

Thursday

USN (Ret) Administrator CFI of the Year

July 26 AT of the Year @ the EAA Pavilion

FAASTeam Rep of Wings: MK2 *No Session* Wings: MK2 Wings:AK2 Wings: BK2 the Year AFS083486 AFS081915 AFS081992 AFS081972 Basic Med FAA Medical Update Operation Raincheck From Proficiency to Cloudy Skies, Clear IFR – “Who’s In Federal Air Surgeon Mastery: Safety is Judgment Command” Air Traffic System the Outcome

Friday

Bradley Zeigler Dr. Mike Berry Heather McNevin Tom Turner FAA Susan Parson Guy Lieser Steve McGreevy

July 27

Wings: BK3 Wings: BK3 Wings: AK2 Wings: AK2 Wings: BK3 Wings: AK2 AFS081923 AFS081914 AFS081973 AFS081928 AFS081968 AFS081995 IFR Decision Government Effort VOR Minimum Will The Real PIC Tips and Tricks for Visual Flight Making: Chasing to Reduce TFR Operational Network Please Stand Up Transitioning to Illusions Choices Violations New Aircraft and Avionics

Saturday

Andy Miller Lt Col Scott Leonixa Salcedo, Greg Feith Rick Todd Michael Stretanski, “Cheetah” Petz Vince Massimini, D.O.

July 28

and Rick Niles Wings: AK2 Wings: MK2 Wings: BK3 Wings: AK2 Wings: AK2 Wings: MK2 AFS081967 AFS081680 AFS081919 AFS081993 AFS083487 AFS081676

Closed

Sunday

Find a WINGS program in your area all year long at:

July 29

www.faasafety.go v

Appropriate AMT / WINGS credit will FAA Forum & FAA Exhibit Hall Opens Daily at 8:30 a.m.

apply to events by using the associated Schedule is subject to change; for updates check the QR code to the right or go to http://bit.ly/FAAForums18 #AFSXXXXXX listed in each box

July/August 2018 FAA Safety Briefing 7

S U S A N PA R S O N

he mission of this publication is to be the FAA safety policy voice

for non-commercial GA. We also aim to improve GA safety by

making airmen aware of FAA resources, helping readers understand

safety and regulatory issues, and encouraging continued training.

All those aims come together especially well in this issue of FAA Safety

Briefing , which takes an admittedly whimsical and, we hope, engaging

Casablanca -themed approach to addressing a deadly serious issue: the

persistently consistent causes of GA safety mishaps.

8 FAA Safety Briefing July/August 2018 Meet the Prime Suspects The collection of common causes for GA accidents and incidents is remarkably (maybe depressingly) con - sistent. The AOPA Air Safety Institute’s most recent Joseph T. Nall Report notes that a whopping 75 percent of causes of non-commercial fixed-wing Facing page and above: Screenshots of “Casablanca” by Warner Bros.

accidents can be attributed to the action — or inaction — of the pilot.

It’s Time The mix of specific pilot problems shifts; just for We know you’ve probably heard of all the usual example, the Nall Report notes that reductions in suspects before, and you may even have more than the number of takeoff/climb and adverse weather a passing acquaintance with one or more of these encounters were offset by increases in numbers pesky perpetrators. Safety-minded readers are simi - attributed to low-altitude maneuvering, descent/ larly likely to be familiar with some — maybe all — of approach, and (sigh) fuel mismanagement.

the suggested preventions and mitigations, so there It is also troubling to note that instructional may be more than a touch of the “can’t happen to me flights are again the second largest category for because I would never do accidents involving personal flying. While the classic that ” mentality. However, VFR-into-IMC scenario accounted for fewer than five This issue of FAA Safety Briefing takes somebody does keep falling percent of all accidents, these mishaps are deadly.

an admittedly whimsical and, we hope, prey to the pesky perps. So Almost 70 percent of accidents in IMC were fatal, engaging Casablanca -themed approach since nobody is immune compared to 17 percent of those occurring in VMC.

to addressing a deadly serious issue: from making honest mis - Though not usually fatal, runway incursions takes and errors, everybody the persistently consistent causes of are another elusive member of the not-so-exclusive will benefit if anybody who GA safety mishaps.

usual suspects club for GA mishaps. FAA statistics encounters this issue will (go.usa.gov/xQ8eN) show an uptick in national take the time to get a “safety booster shot” through runway incursions as compared with 2017.

reading and heeding the proffered preventions.

The numbers were better for non-commercial To encourage that investment of your time, we helicopter accidents (fatal accidents dropped by 30 challenge you to keep a tally of all the Casablanca - percent), but low-altitude maneuvering persists as a inspired words and phrases in this issue — extra leading cause.

credit if you can identify both the source and the scene. Send us your best guess via the links in Forum Sleuthing for Solutions or through our social media accounts, and we’ll rec - We’ll take a look at each of these topics in this ognize the winner in a future issue.

issue, all presented through the lens of famous Are you ready?

phrases from Casablanca . But while we borrow the immortal “round ‘em up” words of Captain Louis Renault, Casablanca’s Prefect of Police, to talk Susan Parson (susan.parson@faa.gov, or @avi8rix for Twitter fans) is editor of about the causes, it’s important to emphasize that FAA Safety Briefing . She is an active general aviation pilot and flight instructor.

we don’t subscribe to his post-hoc , enforcement- centered methods of keeping order when it comes Learn More to airmen who make honest mistakes. Rather, as Flight Standards Executive Director John Duncan AOPA Air Safety Institute – 26th Annual Joseph T.

Nall Report reminds us in this issue’s Jumpseat department, bit.ly/2KEGXqP the FAA’s compliance philosophy aims at getting FAA Runway Safety Information & Resources a steady flow of safety information we wouldn’t 1.usa.gov /1mvH6Nb otherwise have. We then work collaboratively with airmen to prevent accidents from occurring in the first place or, if prevention isn’t possible, to keep them from re-occurring.

July/August 2018 FAA Safety Briefing 9

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M a i n t a i n i n g A i r c r a f t C o n t r o l

S U S A N PA R S O N hen it comes to rounding up the usual authority that the regulations (i.e., 14 CFR section suspects for GA accident causes, none 91.3) confer to the pilot in command (PIC), the W may be higher on the “wanted” list than expectation is that as PIC, you are indeed the master loss of control — especially loss of control in flight of your fate — and, of course, the fate of anyone who (LOC-I). LOC-I persists as the leading cause of fatal happens to be in the airplane you’re flying.

general aviation accidents in the United States and The unfortunate reality is rather different. Far commercial aviation worldwide. Preventing LOC-I in too often, performing maneuvers that should be well GA has therefore been one of the perennial “perps” within the capabilities of a certificated pilot melts the on the National Transportation Safety Board’s (NTSB) “master-of-my-fate” mettle, and that happens even Most Wanted List of Safety Improvements — most faster than in the Casablanca scene where Major recently making the list in 2017, and even more Strasser’s arrival blows Captain Louis Renault’s recently starring as the sole subject of an April 2018 blustery bravado to smithereens.

NSTB Safety Forum. So what to do?

The FAA’s Airplane Flying Handbook defines Opinions Differ … LOC-I as “a significant deviation of an aircraft When it comes to ideas on how to corral this from the intended flightpath [that] often results particular cause, pretty much everyone agrees that from an airplane upset.” It goes on to observe that appropriate training is a critical piece of the answer.

maneuvering is the most common phase of flight Pretty much everyone also agrees that, as the FAA for general aviation LOC-I accidents to occur, while states in the Airplane Flying Handbook: cautioning that LOC-I accidents can — and do — occur in all phases of flight. The handbook appears to To prevent LOC-I accidents, it is important for state the obvious when it notes that preventing loss of pilots to recognize and maintain a heightened control is the pilot’s most fundamental responsibility; awareness of situations that increase the risk of loss after all, what could be more important? With all the 10 FAA Safety Briefing July/August 2018 of control. Those situations include: uncoordinated this change. One of the primary concerns was that flight, equipment malfunctions, pilot complacency, removing the requirement to test an applicant at distraction, turbulence, and poor risk management what pilots like me learned as “minimum controlla - — like attempting to fly in instrument meteorologi - ble airspeed,” or MCA, meant that instructors would cal conditions (IMC) when the pilot is not qualified not bother to ensure that pilots are still trained and or proficient. […] To maintain aircraft control when proficient at maneuvering near the critical angle of faced with these or other contributing factors, the attack (AOA) — or, just as important, understand pilot must be aware of situations where LOC-I can what happens beyond the stall warning.

occur, recognize when an airplane is approaching Although the FAA asserted in SAFO 16010 (since a stall, has stalled, or is in an upset condition, and replaced by SAFO 17009) that a pilot is still expected understand and execute the correct procedures to to “know and understand the aerodynamics behind recover the aircraft. how the airplane performs from the time the stall warning is activated to reaching a full stall,” we did There is rather less agreement, however, when review the entire slow flight and stalls area of opera - it comes to the question of how to ensure that pilots tion to ensure the knowledge, risk management, actually get the appropriate training as defined above.

and skill elements The FAA has always maintained that there is a adequately capture difference between the larger universe of what is The point of the slow flight task is to assess what a pilot should required for training, and the subset that constitutes the applicant’s ability to operate safely at know, consider, and do what is appropriate for “checking” — more colloqui - the low airspeeds and at high angles of relative to each task.

ally known as testing. Until June 2016, the testing As a result, the agency attack used during the takeoff/departure and standard (formerly the Practical Test Standards, or revised the evaluation approach/landing phases of normal flight.

PTS; now the Airman Certification Standards, or standards for these ACS) for the slow flight and stalls area of operation tasks in the June 2017 framed the slow flight task to require flight at an air - editions of the ACS for the private pilot-airplane and speed at which any further increase in angle of attack the commercial pilot-airplane certificates.

would result in a stall. This construction required an With the primary focus on understanding aero - applicant to perform the “slow flight” maneuver with dynamics associated with flying slow in different the stall warning activated.

phases of flight, there is now only one knowledge With the release of the Private Pilot – Airplane element for slow flight available for evaluators to ACS in June 2016, the FAA revised the slow flight select for the practical test. The FAA refined and evaluation standard to reflect maneuvering without consolidated the risk management elements. In the a stall warning (e.g., aircraft buffet, stall horn, etc.).

skill task section of the slow flight task, we modified The agency explained this change in SAFO 16010 as the phrasing to require an applicant to “establish and one approach to addressing loss of control in flight maintain an airspeed at which any further increase accidents in general aviation, noting that the previous inclusion of a maneuver that required intentional disregard of the stall warning activated is neither desirable nor intended. Rather, the point of the slow flight task is to assess the applicant’s ability to operate safely at the low airspeeds and at high angles of attack used during the takeoff/departure and approach/ landing phases of normal flight. As revised, the slow flight task verifies that the applicant has learned air - plane cues in that flight condition, how to smoothly manage coordinated flight control inputs, and the progressive signals that a stall may be imminent if there is further deviation from this condition.

Opinions Differ — Part Deux The FAA received what you might call “spirited” feedback from the general aviation community on Screenshot of “Casablanca” by Warner Bros.

July/August 2018 FAA Safety Briefing 11 in angle of attack, increase in load factor, or reduc - Learn More tion in power, would result in a stall warning (e.g., aircraft buffet, stall horn, etc.).” FAA Airplane Flying Handbook (FAA-H-8083-3B) bit.ly/2lYzSoN Everything In Its Proper Place FAA SAFO 17009 – Airman Certification Standards Contrary to what you might have read or heard, (ACS): Slow Flight and Stalls the “MCA” task element never disappeared from bit.ly/2KtjDNk the practical test requirements — after all, it is not possible to perform a full stall task required on the private pilot-airplane practical test without Contrary to what you might have read first passing through or heard, the “MCA” task element never that flight condition.

EQUIP NOW!

disappeared from the practical test That said, to more

EQUIP NOW!

faa.gov/go/equipadsb clearly convey the requirements — after all, it is not possible to faa.gov/go/equipadsb expectation for perform the full stall maneuvers required on

evaluation of an DON’T

the private pilot-airplane task without first

DON’T

applicant’s ability to passing through that flight condition.

GET

recognize airplane

GET

cues for an impending stall and a full stall, the

LEFT IN THE

FAA added a requirement for the applicant to

LEFT IN THE

“acknowledge cues of the impending stall and then recover promptly after a full stall has occurred.”

HANGAR

Here’s another way to think about the rationale

HANGAR

for this approach to the slow flight and stall tasks: • Slow flight — that is, flight at the airspeeds and

By January 1, 2020, you must be

configurations used in the takeoff/departure

By January 1, 2020, you must be

equipped with ADS-B Out to

and approach/landing phases of flight —

equipped with ADS-B Out to

fly in most controlled airspace.

is a normal operation that should not be fly in most controlled airspace.

performed with continuous activation of the stall warning.

Experience a new level of

Q: Should I purchase an ADS-B transmitter

Experience a new level of

• Except in the case of a thoroughly briefed full situational awareness: that allows me to enter alternative call signs?

stall maneuver, a pilot should always treat the situational awareness: G Weather G TFRs stall warning as an “abnormal” situation, and A: You can purchase an ADS-B transmitter G Weather G TFRs G Traffic G NOTAMs promptly perform the stall recovery procedure. with or without the pilot changeable call G Traffic G NOTAMs sign feature. If you always use your aircraft’s • A pilot should always treat an unbriefed/ registration number, or N number, for air traffic unintentional full stall as an emergency See and be seen.

control (ATC) communication, you can use an See and be seen.

situation, and execute a prompt and correct #ADSB ADS-B transmitter with a non-changeable call stall recovery.

#ADSB sign feature. However, you will need to use an FOR MORE INFO VISIT You have probably heard the cliché that one ADS-B transmitter with a pilot changeable call FOR MORE INFO VISIT faa.gov/go/equipadsb definition of insanity is doing the same thing over sign feature if you communicate with ATC using faa.gov/go/equipadsb and over again while (somehow) expecting different any one of the following call signs: an ICAO call results. We weren’t making headway against LOC-I sign (e.g., DAL123), a local area call sign (subject by testing pilots in a way that encouraged, indeed EQUIP NOW!

to ATC approval), a Tango November prefix, a faa.gov/go/equipadsb EQUIP NOW!

required , intentional disregard of the stall warning.

faa.gov/go/equipadsb Lima November prefix, an approved call sign So it only makes sense to try a new approach to put - (e.g., ARF223) for volunteer organizations (i.e., ting this pesky perpetrator out of business.

Angel Flight or Animal Rescue), or a unique call sign provided by your flight planning company for privacy reasons.

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.

12 FAA Safety Briefing July/August 2018

Is that

T O M H O F F M A N N

My Runway?

How to Avoid Wrong Surface Operations

t can happen to the best of us. After a long taxi at face operations can happen to pilots of all skill levels.

a bustling and somewhat unfamiliar airport, it is Even pilots with years of experience are not exempt

I not uncommon to find yourself at both a literal from making these basic mistakes.”

and figurative fork in the road before takeoff. “Is Cases of mistaken identity at airports have gar - that my runway?” you mumble to yourself as you nered a few unflattering headlines in recent years, gaze at what appears to be a dizzying display of but the gravity of the issue became most apparent airfield location, instruction, and direction signs. in July 2017 when an Airbus 320 lined up and nearly It doesn’t help that you’re expecting an intersec - landed on a loaded taxiway at San Francisco Inter - tion takeoff and that you’ve got a long line of eager national Airport. The A320 dipped as low as 59 feet aircraft right behind you. Too embarrassed to above the surface before executing a go-around and click the mic and ask ATC for help, you feverishly narrowly avoiding four passenger- and fuel-filled scour the airport diagram in your lap, review your airliners. The event was a sobering reminder of the taxi instructions, and crosscheck your magnetic need for increased vigilance among pilots, as well compass to get your bearings. You breathe a sigh as a need for the FAA to enhance awareness of this of relief as you proceed to line up and wait on the potentially deadly issue.

correct runway. Crisis averted! Well ... for today at While the mishap at San Francisco involved a least. I say that because of the rather alarming rate commercial air carrier during night operations, a at which these types of situations occur — save for closer look at both wrong surface takeoff and landing the “crisis averted” part. scenarios reveals that more than 80-percent were In fiscal year 2016, there were 331 wrong surface attributed to general aviation operations during day - departures and a nearly identical 330 wrong surface light hours. The data also shows that 95-percent of events during the approach and landing phase in wrong surface landings occurred when the visibility the United States. That’s almost two wrong surface was three miles or greater. So what’s the driving force operations per day, and it’s not just at the larger behind these cases of mistaken identity? In the spirit commercial airports. “The risks we are seeing are of this issue’s Casablanca theme, “let’s round up the systemic from small airports to large airports,” says usual suspects.” Along the way, we’ll also have a look Tom Frakes, the FAA’s Central Region Runway Safety at what you can do, and what the FAA is currently Program Manager. “We’re also seeing that wrong sur - doing to combat this issue.

July/August 2018 FAA Safety Briefing 13 When parallel runways are in place, an adjacent taxiway might be confused for a runway.

colored surface on each of the runways can also There Are Certain Sections I Wouldn’t Advise add to the confusion.

You to Invade!

Parallel runways can also be staggered laterally The FAA defines a wrong surface operation as an and horizontally, sometimes by several thousand event where an aircraft lands or departs on the wrong feet. A pilot cleared to land on a 3,500-foot Runway runway or on a taxiway, or lands at the wrong airport.

36R may not notice it is much further apart and set The danger of such an action is obvious — the surface back than its 36L sibling — with the latter’s clearly you mistakenly use could be closed, under repair, or marked threshold, touchdown zones, and 8,000 feet damaged, or it may not be long enough to use for a of roomy space luring you to land. On the flip side, safe takeoff or landing. You also run the risk of collid - sometimes an adjacent taxiway can have the same ing with other aircraft or vehicles approved to operate effect, especially when offset parallel runways are on that surface, be it a runway or taxiway.

in place. What you might think is 36R is actually a The good news is that there are several red taxiway for 36L. The real 36R could be offset further flags, which, if identified in time, can help prevent back and harder to discern. The blue taxi lights you from being on the wrong surface at the wrong on “36R” should give away the fact that it’s not a time. Causal factors for wrong surface operations runway, but that’s not always a given with someone typically fall into two main categories: the environ - who’s already mentally committed to land.

ment, and the pilot.

The moral of the story: if your runway has a letter Of All the Runways, in All the Airports in All in it, shore up your situational awareness and know the World ...

what to expect when it comes to runway size, shape, Our opening scenario is a good example of and proximity. That means you need to study your how an airport’s environment can contribute to airport diagrams, including those for alternates, very a pilot becoming disoriented or sometimes com - thoroughly before flight. You may also find it helpful to pletely lost. Everything pull up a satellite picture online to get a more realistic from an airport’s size, to view of what you should see.

Wrong surface operations can happen to runway layout, to activ - The same vigilance for knowing your sur - pilots of all skill levels. Even pilots with ity levels, can contribute roundings is required for departures. Complex (sometimes in concert) years of experience are not exempt from airport geometry can be the downfall of many well- to leading a pilot astray.

making these basic mistakes.

intentioned pilots, especially in a high-paced, busy Parallel runways seem to environment. Pilots used to a single runway, non- be among the most common triggers for mistaken towered environment can be in for a rude awakening identity. Often a shorter and narrower parallel at a larger airfield, with multiple taxiway and runway runway can get overlooked by a pilot approaching intersections. The FAA has labeled many of these an airport and be mistaken as a taxiway. A different complex intersections as “hot spots” on airport dia - 14 FAA Safety Briefing July/August 2018 grams in order to heighten awareness and encourage distinguish at night. A further complication was the pilots and vehicle operators to exercise caution in proximity of a third airport in the vicinity, Beech Fac - these areas. For a list of hot spot descriptions around tory Airport (KBEC), with another identical runway the nation, go to bit.ly/ 2JP6SeT . You can also find configuration (01/19). In fact, the crew initially airport diagrams, notes, and updates in the U.S. Chart thought KBEC was where they erroneously set down, Supplement (bit.ly/2jo7uwK). but coordinates relayed to them, as well as the sound Airport construction can require unexpected of a small twin-engine turboprop flying overhead, detours to customary taxi routes, as well as throw confirmed that they had instead landed at Jabara.

a wrench in your arrival plans. For the crew of the There is also a 6,000-foot difference between aforementioned A320 in San Francisco, construction runways at KAAO and KIAB, so this just goes to played a major part in the crew’s decision to line up on show you how hard it can be to judge the distance what they thought was the correct runway. The flight of a runway at night. Another red flag in this sce - was cleared to land on Runway 28R, but the adjacent nario was the airport’s rotating beacon. Civilian 28L was closed for construction that evening with its airports use alternating green and white flashes, lights turned off. They overlooked the construction while two quick white flashes between a green flash closure and assumed the parallel taxiway off 28R denotes a military airport.

was indeed their runway. To be sure, always check To avoid having any off-track arrivals, it’s best to NOTAMs for construction notices ahead of time. You get a good lay of the land ahead can see an updated list here: bit.ly/ 2wVHy5k . of time. Use nearby geographic Complex airport geometry can “Be sure to listen to ATIS in its entirety,” adds features or landmarks to your be the downfall of many well- Frakes. “Don’t just get wind and the altimeter advantage. Is your airport due setting. You could be missing out on crucial east of a lake or large factory? intentioned pilots, especially in a construction notices, runway closures, or runway Here’s where brushing up on your high-paced, busy environment.

misalignment warnings.” pilotage skills can come in handy.

Finally, let’s not forget about how Mother In addition to reviewing your sectional chart, Google Nature can impact a pilot’s ability to navigate Earth maps can give you an excellent bird’s eye view of around the airport. Glare from the sun and wet what to expect on arrival, including other area airports pavement, snow cover, and fog can all make a or features that could appear to be airports (e.g., drag departure and/or landing much more challenging. strips, a closed road, a well-lit main street).

Always check the weather and try to anticipate any Another best practice to confirm you have the visibility restrictions that could present problems right airport (and runway) is to use any and all cock - at takeoff and later at your destination. If your pit instrumentation and navigational aids at your arrival at a new destination has you approaching disposal. Even if you’re VFR, dial in an approach right before sunset on a due west heading, consider rearranging your arrival time so it is easier to pick out the correct runway, or for that matter, the correct airport.

What in Heaven’s Name Brought You to Casablanca?

That leads us to our next area of wrong surface operations, arriving at the wrong airport. Probably one of the most memo - rable of these situations occurred back in 2013 when a Boeing 747 Dreamlifter headed for McConnell Air Force Base (KIAB) in Wichita, Kan., instead landed at the much smaller Col. James Jabara Airport (KAAO), eight miles away. Contributing to the con - fusion was the fact that KAAO’s Runway 18/36 is closely aligned to KIAB’s Runway Always double check your heading before takeoff to ensure you’re on the correct runway.

01/19, a difference that was likely harder to July/August 2018 FAA Safety Briefing 15 and/or use GPS to confirm your position. When Outreach is another vital component to the agen - you’re cleared for landing, double check that you cy’s mitigation strategy for wrong surface operations.

are using the runway assigned, not just what you In addition to the annual Runway Safety Action Team expected to be in use. If you are ever in doubt of meetings held with aviation stakeholders at each your approach or landing, perform a go around and towered airport across the nation, the FAA Safety promptly notify ATC. Team will soon begin promoting a new education campaign focused on stressing the use of technology Ain’t You Planning on Going to Bed in the to improve runway safety. Also be on the lookout for Near Future?

an upcoming FAA Safety Summit, in Washington, DC We’ve discussed several of the environmental on August 21, to address wrong surface operations.

factors that can lead to a wrong surface operation, but ... The Fundamental Things Apply equally important are the many human factors that come in to play. Among those to watch out for are So before you head off to your next destina - fatigue (did you stay up late watching the playoff game tion (Lisbon, anyone?), ask yourself, are you as last night?); distraction (did you properly brief your prepared as you could be for this flight? For starters, passengers about sterile cockpit rules?); and expecta - I implore you to check out some of the links below tion bias (are you merely hearing/seeing what you for a refresher on surface safety awareness. A little want to hear during approach or takeoff?) By following research ahead of time will save you a lot of heart - procedures and staying focused, you’ll be able to bring ache later and hopefully keep you at the right place your mental “A” game to every approach and landing. at the right time. “ ... On that you can rely! ” We’ll Always Have Washington D.C.

Tom Hoffmann is the managing editor of FAA Safety Briefing . He is a com - Due to the potential for fatal accidents, surface mercial pilot and holds an A&P certificate.

collisions, and runway incursions, the FAA has elevated wrong surface operations to a Top 5 Safety Learn More Issue within the agency. Although it has made tremendous strides to reduce the threat of runway FAA SAFO 17010 - Incorrect Airport Surface Approaches incursions and wrong surface operations, the FAA is and Landings go.usa.gov/xQPCZ committed to doing more.

“We have been employing a proactive strategy of NTSB Safety Alert 033 – Landing at the Wrong Airport improved technology, outreach, and collaboration,” go.usa.gov/xQ99q said FAA’s Air Traffic Organization COO Teri Bris - FAA Wrong Runway Departures report tol at this year’s Sun ‘n Fun International Fly-in in www.asias.faa.gov/i/studies/ ASIASWRONGRUNWAYREPORT.pdf Lakeland, Fla. “We have made modifications to our systems that will give controllers more awareness of SKYbrary – Wrong Runway Use page aircraft misalignments, collaborated with our airport skybrary.aero/index.php/Wrong_Runway_Use colleagues on runway geometry issues, and talked Chino Airport Runway Safety Vignette with pilots and controllers about how to effectively youtu.be/cO2r5ko7XIo communicate runway assignment changes.” 16 FAA Safety Briefing July/August 2018

Look

LIVES

Listen

ARE AT

FOCUS

STAKE!

When you’re approaching an airport that has a set of IT CAN HAPPEN TO YOU:

parallel offset runways, you may accidently land on the wrong runway than originally

cleared for.

During pre-flight, remind yourself of possible landmarks that will help you THE FIX:

clearly identify the runways. Use your passengers help to pinpoint the correct

runway!

For additional runway safety education, take the AOPA Air Safety Institute’s July/August 2018 FAA Safety Briefing 17 Runway Safety online course at www.airsafetyinstitute.org/runwaysafety.

S A B R I N A WO O D S

Avoiding the Perils

(and Regrets)

of VFR into IMC

non-instrument-rated pilot originally planned ally recovered from the ocean. It was not equipped for a much-anticipated cross-country trip but for instrument flight, nor was there any record of A instrument meteorological conditions (IMC) the pilot requesting a weather briefing at any time conditions at the airport prevented the pilot from during the flight. The pilot and four passengers were leaving on the intended day. After two days of wait - killed in the mishap.

ing, IMC still prevailed; however several witnesses In 2015, a pilot attempted a solo VFR nighttime observed the pilot and the pilot’s son at the fuel dock. training flight despite the fact that the pilot’s flight At the time they all assumed that the pilot would taxi instructor had not cleared the pilot for this phase of back to the hangar since the ceilings were between training; believing the pilot needed more practice 200-400 feet above ground level (AGL). Instead, the with an instructor on board. The flight was conducted airplane departed and disappeared from view into on a dark, moonless night, under an overcast ceil - the overcast clouds. Multiple witnesses heard the ing, and over the ocean. About seven minutes into airplane continuously change speed and direction, the flight, the pilot encountered IMC and requested followed by the sound of the airplane impacting the assistance from ATC. Despite their best efforts to ground. Airplane components were found in two vector the pilot, the aircraft impacted the ground at a locations: at the main wreckage site and along a high rate of speed and the pilot was killed.

debris path that consisted of the outboard portions of Shocked!

the left wing and left stabilator. Both the pilot and son Each year the Joseph T. Nall Report provides suffered fatal injuries in the crash.

detailed analysis of GA accident data and safety In 2011, shortly after departure for a VFR cross- trends. The most recent report (2014 data) indicated country sightseeing flight over ocean waters, a there were 1,163 non-commercial, fixed-wing acci - Cessna Skywagon encountered IMC. Weather radar dents. More than 70-percent of the accidents that data and satellite imagery revealed that a tropi - occurred in IMC were fatal compared to 15-percent cal wave had produced thunderstorms with heavy of those that occurred within visual meteorological rain and 47-knot winds. The aircraft was eventu - conditions (VMC). As the preceding accident sum - 18 FAA Safety Briefing July/August 2018 maries demonstrate, flying VFR into IMC is still by initiative is to educate pilots on the inherent inac - far the most lethal causal factor for general aviation curacies, latencies, and limitations of weather mishaps. For this reason, the National Transporta - displays in the cockpit. Information that you see on tion Safety Board (NTSB) has determined it to be a your favorite weather app might not be real-time, major safety hazard for the GA community. with lagging delays of up to 20 minutes! This means When I was researching accidents that resulted that the hole a pilot might try to slip through is no from VFR into IMC, what stood out is that, unlike longer there upon arrival.

most of the other mishap causal factors, this par - Another reason some pilots are reluctant to turn ticular rate of occurrence has remained stubbornly around is what human factors scientists call “sunk fixed — drifting between a 79 and 92-percent fatal cost bias.” In general, we are often reluctant to turn accident rate for VFR into IMC over the last several away from something when we feel we have already decades. Decades! This is in spite of several signifi - put a certain amount of time, effort, and money into cant upgrades in weather forecasting technology, it. We would rather hang on just a little longer because and a rather robust safety awareness and education we value the very real “wasted” effort more than the campaign effort specifically focused on the subject. intangible hazard. Regardless, waiting for a hole that My research left me shocked and more than just a might never manifest, or prioritizing the extra $$ you little concerned about why this particular phenom - burned trying to get to your destination is just a bad enon keeps occurring. idea when dealing with foul weather or poor visibility.

So Why Does It Still Happen? Where’d Everybody Go?!

The FAA, NTSB, and various aviation safety Another reason pilots might unwittingly find advocates from industry and academia alike have themselves in a bad “VFR into IMC situation” is tried to determine what happens when a pilot finds because the conditions changed without the pilot him or herself in the incredibly hazardous situa - observing it happening. Picture this: You are flying tion of being VFR flying into IMC conditions. Some along in VFR conditions when you take a moment researchers have theorized that cockpit technolo - to fiddle with your radio that keeps emitting a high- gies are insufficient at depicting meteorological conditions in real time. Others believe that pilots get distracted or that they overestimate their own aeronautical abilities. Others even go so far as to accuse aviators of being willful in their disregard for the dangers and deem flying VFR into IMC as an act of negligence.

While I think some of these ideas have merit (others, not so much) I, too, have a couple of dif - ferent theories to offer on how VFR into IMC can happen. I humbly present to you what I call the “just around the river bend” bad idea; the “where’d every - body go?” gaffe; and the “there’s no place like home” hot spot. Let me explain further … It’s Just Around the River Bend …?

In this situation, a pilot is flying along when the visibility starts to deteriorate. Instead of diverting from the undesirable condition or even just landing the air - craft, he or she continues, thinking that clearer condi - tions might be just “around the river bend.” Or worse, he or she relies on the latest weather app to “shoot the gap” and tries to fly through the inclement weather.

As you might have read in the May/June 2018 edition of this magazine in my “Weather Technol - ogy in the Cockpit” article, one mission of the Screenshot of “Casablanca” by Warner Bros.

July/August 2018 FAA Safety Briefing 19 pitched squeal when you key the mic. Once satisfied An Ounce of Prevention … that the squelchy situation is resolved, you look up Benjamin Franklin once penned that “an ounce to find yourself on the cusp between marginal VFR of prevention is worth a pound of cure.” Granted, Mr.

conditions and IMC. The soup is getting worse with Franklin was talking about fire safety; however, the every passing minute, and the “where’d everybody axiom rings true today and is easily applicable to a go?!” panic starts to set in.

host of different situations. Thorough pre-flight plan - This scenario is more common than you might ning and being conscious of your skill set and experi - think and is often the result of distraction — when ence level, aids in thwarting VFR into IMC tragedies.

something not pertinent to the task at hand captures The best time to take preventative measures is by and holds your attention; or fixation — when you building a solid “Plan A” and a “Plan B” before you are overly focused on one specific task to the detri - go fly. If you are anything like me you will even build ment of all others. Poor situation awareness, lack of a “Plan B++.” In your plans you should consider experience in interpreting changing weather condi - what alternate courses of action will be available if tions, and overestimating one’s own abilities are the weather or visibility starts to turn sour, when you also common culprits in missing the shift from VMC should consider adopting those courses of action, to “not-VMC.” These mistakes can break down the and a realistic assessment of your own personal efficacy of your aeronautical decision making which minimums so that you know exactly what you need can lead to additional errors and an increase in risk.

to do to avoid ever getting close to a bad situation.

Mitigate them by creating systematic procedures that Trust me on this. Being in the thick of things is work for you and your aircraft type, and by creating no time to try and reconnoiter and develop a Plan B.

and closely following a scan pattern.

Spatial disorientation, in particular, often goes hand in hand in VFR into IMC accidents. When it comes There’s No Place Like Home to deteriorating weather conditions, if you are not Very similar to the “just around the river bend” instrument qualified, the best course of action is bad idea is the overwhelming desire to just get to remain in VFR conditions and land the plane as home. Colloquially this is called “get-home-itis” or soon as possible.

“get-there-itis”; however, most theorists refer to it To put a different twist on an oft-quoted line as plan continuation bias. It is similar to the former from the famous final airplane scene in Casablanca : because the aversion to sunk costs is the same. But If that plane leaves [VMC], you’ll regret it — soon get-home-itis often goes much deeper because the and for the rest of your life. Because if you do the pilot is particularly keen to accomplish his or her right thing, then maybe not today, and maybe not goal regardless of the fact that things have changed tomorrow, you will eventually get where you’re and there are indications that doing so is very going, but without the regrets that you — or the risky (see Air Safety Institute video in Learn More).

loved ones you leave behind — would have if you fall Sometimes complacency (I’ve done it before, so why prey to a VFR-into-IMC accident.

shouldn’t it work this time?) over-reliance on tech - nology, and good ol’ fashioned pride can get in the Sabrina Woods is a guest writer for the FAA Safety Briefing . She is a human way of a person’s making the safer, albeit seemingly factors scientist with the FAA’s Air Traffic Organization. She spent 12 years as an inconvenient choice.

aircraft maintenance officer and an aviation mishap investigator in the Air Force.

Victims of plan continuation bias can be inter - nally motivated (e.g., wanting to get home to a waiting family member), externally motivated (e.g., Learn More wanting to get the rental back to avoid additional VFR into IMC Seminar with FAA’s Jim Viola charges) or a combination of both. When it comes to ntsb.gov/news/events/Documents/James_Viola_FAA.

flying VFR into IMC, this bias can compel a pilot to pdf make unsafe choices in his or her aeronautical deci - SKYbrary “Inadvertent VFR into IMC” sion making. An excellent and rather sad example skybrary.aero/index.php/ is in the very first paragraph of this article. Despite Inadvertent_VFR_Flight_Into_IMC the fact that we all know there is no place like home, AOPA Air Safety Institute, “Accident Case Study: In Too sometimes it is better if the getting there desire waits Deep” in deference to a safer course of action.

youtube.com/watch?v=W0lWsqAwYwY 20 FAA Safety Briefing July/August 2018

J A M E S W I L L I A M S

Not

an Easy Day to Forget

Remembering Fuel Management Before It’s Too Late

f all the voltage regulators, in all the airplanes, schedule. After refueling ourselves along with the in all the world, it balks in mine. It was the end airplane, we launched for a long last leg to Florida O of the long, first day in a two-day flight across that worked, at least on paper.

the country involving three airplanes. It was at least By the time we were off the coast of Jacksonville, hour eight, maybe hour 10, but the day had gone conditions didn’t appear to be as favorable as the ear - well — emphasis on had . As day faded into night, lier forecast had predicted. Meanwhile, our fuel situa - a problem entered the scene. The lighting (panel tion was getting tighter. At this point, though, we were and exterior) started to fade in and out. Except for close to home … so we decided it would be okay — but our lights, which continued to surge in and out like we would do the visual approach to save fuel.

a cut-rate dance club, our systems seemed to work. If you think we were compromising safety Still, we started shedding electrical load as we con - due to a fuel condition, you’re right. With our fuel tinued and completed our approach to the night’s gauges showing less than ten gallons per side, we destination airport. touched down at home. Out of curiosity (probably The next morning an Aviation Maintenance the morbid kind), I decided to take a quick look in Technician (AMT) from the local FBO investigated the fuel tanks. I saw bare metal. My best guess is that our issue while we watched the other two airplanes we had a bit more than 30 minutes’ worth of fuel, in our group depart. Then we waited … and waited … but the visual picture of what landing looked like and waited while the AMT diagnosed and replaced with no more than the legally-required reserve fuel, our faulty voltage regulator. sent a chill down my spine.

In the meantime, weather had become a chal - Little Things Make a Big Difference lenge. Through an extensive in-person briefing with It was not an easy day to forget. I’ll always have the Flight Service Station that happened to be on Louisville as a reminder of how easy it can be for a the field, we found a window, but it meant another good pilot to rationalize a bad decision. Louisville delay. It was early afternoon before we were rolling also gave me a vivid lesson in the much-discussed down the runway at Louisville.

chain of events, because it was not just any single The ride was a bit rough, but we made it through thing, but rather an accumulation of small things a gap in the line of storms and arrived at our north - that put conservative strategy into the red. Delays ern Georgia fuel stop six hours behind our planned exacerbated our existing fatigue. We had a strong July/August 2018 FAA Safety Briefing 21 case of get-home-itis. The last leg was right on the most effective tool for preventing fuel management line in terms of range. It was all legal, but it left little accidents. Today’s gadgets and apps are glitzier than margin for error. the timer, but it is a simple tool that still has plenty I’m not alone in my dance with the fuel man - of value — and you can easily transfer it from one agement devil. The latest Nall Report attributes 76 airplane to another.

accidents to fuel management in 2014. Of these, You can use it in several ways. The most obvious seven were fatal. Almost two thirds arose from poor is to use a timer to track overall flight time. You might preflight planning. also build timer use into your personal procedures, Personal experience is both a costly and ineffi - letting it serve as a catalyst: Every X minutes, check cient way to reduce these accidents. So what can we destination weather. Every Y minutes, check ETA do about it? against original planning.

These discrete decision points can help you iden - It Starts with Thinking tify trends you might otherwise miss. For instance, Since two thirds of these accidents arise during on your last check, your arrival time was 10 minutes preflight, let’s start there. Looking at my own errors, later than expected. This time, it’s 15 minutes later.

I was too aggressive on range estimates. It worked This trend tells you to start watching that metric more on paper, but it left me with few options for “what if” closely, and take action if it creates a problem. The situations. A good set of personal minimums would same applies for weather. Humans tend to be very have helped.

bad at detecting gradual change. Creating discrete In hindsight, I could have used percentage- data points makes this easier for our brains.

based fuel usage limits along with legal reserve A more sophisticated (but also more costly) solu - requirements. Here’s how that works. You might set tion is the advice I got from a friend: “If you have an a threshold for further analysis at the point where airplane, get a good fuel totalizer.” Knowing exactly you’ve used 70-percent of total fuel with an upper how much fuel you have onboard is a huge advan - “redline” limit of 80-percent. The percentage frame - tage. Totalizers remove (or correct) the assumptions work is easily portable from made in flight planning. We may plan for ten gallons airplane to airplane, regard - per hour of fuel consumption but actually burn less One fuel management suggestion is less of the number or size than nine. Knowing whether I have an extra three to to calculate flying time under several of fuel tanks. It also is more four gallons on board might change my thinking. The wind conditions. Then set baselines consistent with longer-range same is true — but more critical — in reverse.

aircraft, where a straight that allow you to see how a change Rigging the Game minute-based reserve is less in conditions will shift your planning strict. Best of all, it gives you Sometimes we like to think life evolves as the from sensible to marginal.

a simple and practical way spin of a roulette wheel, where the ball can land to factor more than just the legal reserve into your anywhere. But as Casablanca’s Rick Blaine demon - planning. A flight that only projects a 30-percent fuel strated in the casino section of his establishment, burn probably doesn’t need as much examination as you can make good things happen by making it a flight that requires 80-percent of your fuel supply. land exactly where you want it. So build a system But having a standard makes you actively consider it. of habits, techniques, and tools that maximize your Another fuel management suggestion is to calcu - chances of winning the fuel management game late flying time under several wind conditions. Then every time, every flight.

set baselines that allow you to see how a change in conditions will shift your planning from sensible to James Williams is FAA Safety Briefing’s associate editor and photo editor.

marginal. Failing to do that was one of my mistakes. If He is also a pilot and ground instructor.

I had realized just how much of a difference a 10-knot wind change made to my progress, I would have Learn More reconsidered. Figuring this out at 8,000 feet, two thirds of the way through the flight, was far less useful. Pilot’s Handbook of Aeronautical Knowledge Chapter 16: bit.ly/ 2nBxvNT Hardware Fixes AOPA Air Safety Institute’s 26th Joseph T. Nall Report: The simplest hardware fix is a timer, which the bit.ly/2KEGXqP Nall report characterizes as probably the single 22 FAA Safety Briefing July/August 2018

Checklist SUS A N PA R SON

Play It!

Taking Note of GA Safety Enhancements

For the many of us who have non-flying jobs 2018, you now have 60 Topic Sheets to choose from and the usual range of personal obligations, main - — but of course, why choose when you can eventu - taining aviation currency can be a challenge. In my ally read them all?

own case, just getting to the airport — an hour’s Behind the Scenes drive from my home even in light traffic — is not A word about the GAJSC: its moniker is a mouth - a practical post-work activity and, in view of how ful, but this organization has an important role. In tired I usually am after a typical workday, the risk a nutshell, the GAJSC of GA flying would exceed my personal minimums is a public-private anyway. Of course, I try to fly on weekends, but These bite-sized GA Safety Enhancement partnership working to annoying details like weather, lack of airplane avail - improve general avia - Topic Sheets focus each month on a ability, and the press of what a friend deftly calls tion safety. The GAJSC’s specific safety topic identified as one of the “life chores” like laundry and grocery shopping goal is to reduce the “usual suspects” in GA safety mishaps.

further erode currency flying time. If that sounds GA fatal accident rate familiar, you’re certainly not alone.

per 100,000 flight hours by 10 percent from January Noteworthy Notes 1, 2009 to December 31, 2018, with no more than one Even if you don’t have an airplane handy, you can fatal accident per 100,000 flight hours by 2018.

still keep your head in the game with aviation-related To accomplish this goal, the GAJSC uses a data- reading, just as you are doing with this publication. driven, consensus-based approach to analyzing When your time is really short, though, consider aviation safety data and developing risk reduction the option of working your way through the online efforts called “safety enhancements.” This method - library of GA Safety Enhancement Topic Sheets. ology is adapted from the highly-successful method - Developed by the FAA in coordination with aviation ology pioneered by the government/industry Civil community members of the General Aviation Joint Aviation Safety Team (CAST), whose work has con - Steering Committee (GAJSC), these bite-sized topic tributed substantially to the U.S. airline industry’s sheets focus each month on a specific safety topic stellar safety record.

that the GAJSC has identified as one of the “usual In both CAST and the GAJSC, Safety Enhance - suspects” in GA safety mishaps. Topics addressed so ments can include procedures, training, and equip - far this year include: ment installations that, when implemented, may reduce the likelihood of accidents in the future. The Transition Training — June 2018 two biggest Safety Enhancement categories right now bit.ly/2GXxDfq — both prominently linked to the GAJSC’s home page Best Glide Speed and Distance — May 2018 — are for Loss of Control avoidance, and System/ bit.ly/2rfMV9p Component Failure-Powerplant enhancements.

Smart Cockpit Technology — April 2018 bit.ly/2pRvYlM Susan Parson (susan.parson@faa.gov, or @avi8rix for Twitter fans) is editor of Emergency Procedures Training — March 2018 FAA Safety Briefing . She is an active general aviation pilot and flight instructor.

bit.ly/2GapDc8 Maintenance Placards — February 2018 Learn More go.usa.gov/xnsPN General Aviation Joint Steering Committee Enhanced Vision Systems — January 2018 gajsc.org bit.ly/2qQQYMn GA Safety Enhancement Topic Sheets — 2018 faa.gov/news/safety_briefing/ The GA Safety Enhancement Topic Sheet GA Safety Enhancement Topic Sheet Archives archives (see URL in Learn More ) go back to the faa.gov/news/safety_briefing/topic_archive/ mid-2013 start of this endeavor. That means that, including the Topic Sheets developed thus far in July/August 2018 FAA Safety Briefing 23

Screenshot of “Casablanca” by Warner Bros.

Managing Instructional Risk S U S A N PA R S O N

n the final scenes of Casablanca , Rick Blaine tells Report (analyzing 2014 data). While the Nall report Ilsa Lund that he has been doing the thinking for notes that instructional accidents “continue to be I both of them. As he urges her to get on the plane among the most survivable in both airplanes and to Lisbon, he promises that “someday you’ll under - helicopters,” there were still 17 fatal accidents with stand.” 32 fatalities in the non-commercial fixed wing cat - Flight instruction can be like that. In fact, I egory. An instructor was on board in 219 accidents, have sometimes thought that flight instruction is which is almost 23 percent of the total.

akin to compressed parenting. The instructor starts We can — and we must — do better.

with complete responsibility for the very survival Expanding the Toolbox of another human being. The task is to transfer the Since 2011, the FAA has been working with knowledge, attitudes, and skills necessary for the aviation training community experts to develop helpless human to understand, think independently, the Airman Certification Standards (ACS) format to and make sound choices to navigate the complexi - replace the Practical Test Standards (PTS). As you ties the real world serves up every day.

have probably read, the ACS is an enhanced version The nature of that task makes flight instruction of the PTS, because it adds task-specific knowledge a risky business. There’s always a lot going on, both and risk management elements to the skill task ele - inside and outside the aircraft. Since you, as the ments in each PTS Area of Operation and Task. The instructor, are the pilot in command, you have to do ACS thus becomes the single-source set of standards the thinking for both the trainee and yourself. Flight for both the knowledge (“written”) exam and the instruction inherently involves multitasking, so your practical test.

attention is constantly shifting. There are lots of ways In June 2016, the FAA replaced the PTS for the to get hurt if you are not paying attention to the right private pilot-airplane certificate and the instrument- thing at the right time. The long-term stakes are high airplane rating with the corresponding ACS. In as well, since the things you teach will affect how the June 2017, we revised the ACS for the private pilot- trainee flies in the future, both solo and with passen - airplane certificate and the instrument rating, and gers on board.

replaced the commercial pilot-airplane PTS with Given those challenges, it’s not surprising that the first ACS for this certificate level. By the time you instructional flights were the second largest category read this article, the June 2018 editions of these doc - of non-commercial fixed wing accidents in the uments will be in effect, and the team is continuing AOPA Air Safety Institute’s most recent Joseph T. Nall 24 FAA Safety Briefing July/August 2018 to develop the initial ACS for the Aircraft Mechanic includes the ability to demonstrate and simultane - certificate with Airframe and Powerplant ratings, the ously explain the skills associated with each task private pilot-helicopter certificate, the Airline Trans - from an instructional standpoint. Where appropri - port Pilot (ATP) certificate and — drum roll, please ate, it also includes — the Instructor certificate. the ability to describe, The instructor’s task is to transfer the To develop this document, the FAA rounded up analyze, and correct knowledge, attitudes, and skills necessary an extraordinarily talented group of experts from common errors asso - for the helpless human to understand, think the aviation training community. Those involved in ciated with tasks in the independently, and make sound choices to the Instructor ACS are active flight instructors, and “foundational” private quite a few are also very experienced Designated and/or commercial navigate the complexities the real world Pilot Examiners (DPEs). Given the importance of the ACS documents. The serves up every day.

instructor’s role, the FAA/community members of instructor-applicant the ACS team have devoted immense time and effort will be required to demonstrate instructional com - to getting it right. As of this writing, the team has just petence in the elements associated with each task, conducted initial “tabletop” workshops in Orlando regardless of whether that task is unique to the and Scottsdale, in which we received feedback and instructor ACS or incorporated by reference from suggestions from FAA aviation safety inspectors the foundational ACS.

(ASIs) and DPEs authorized to administer the Risk Management practical test for initial flight instructor applicants.

As discussed already, risk management is a It will take some time to incorporate (and validate) critical component to aviation safety. The instruc - those improvements, but the draft ACS for the tor is involved with risk management on multiple instructor certificate is now stable enough for me to levels. The draft instructor ACS thus addresses not offer a preview of its key features.

only teaching the risk management elements in the Format and Structure foundational ACS, but also managing the risk of a Like other ACS documents, the Instructor particular phase of flight or maneuver.

ACS includes sections that define the acceptable The Safety of Flight appendix (Appendix 6) in standards for knowledge, risk management, and the instructor ACS outlines the scope of risk man - skills in the aeronautical proficiency tasks unique agement that an instructor-applicant will need to to a particular instructor certificate or rating. But demonstrate. In addition, the FOI section includes an there is a difference. The Instructor ACS is not a Aeronautical Decision Making and Risk Management stand-alone document. Rather, it is to be used in task that focuses on teaching risk management, and conjunction with the appropriate “foundational” on highlighting those risks a flight instructor may ACS for which the instructor-applicant seeks to encounter while providing in-flight instruction.

provide instruction.

Skill Because the Fundamentals of Instructing (FOI) The skill task standards expect the instructor- Area of Operation is critical to each particular applicant to fly maneuvers to commercial pilot stan - instructor certificate or rating, FOI Tasks are dards. However, the skill task elements emphasize incorporated as a stand-alone Area of Operation the instructional nature of the exercise.

at the beginning of the instructor ACS. To keep the To stay up to date on the status of this and other emphasis on practical application of FOI concepts ACS documents, bookmark the webpage shown — not rote memorization — the team also intends to below or, better yet, subscribe.

tie other Areas of Operation back to the FOI section wherever it is appropriate to do so.

Susan Parson (susan.parson@faa.gov, or @avi8rix for Twitter fans) is editor of Knowledge FAA Safety Briefing . She is an active general aviation pilot and flight instructor.

The instructor ACS correctly places a lot of emphasis on “instructional knowledge.” That means Learn More that the instructor-applicant should effectively present the what, how, and why involved with the FAA Airman Testing webpage faa.gov/training_testing/testing/ knowledge, risk management, and skill task ele - ments. The concept of instructional knowledge also July/August 2018 FAA Safety Briefing 25

The 2018 National GA Award Honorees

or more than 50 years, the General Aviation Awards program and the FAA have recognized aviation professionals each year for their contributions to GA in the fields of flight instruc - F tion, aviation maintenance/avionics, and safety.

Th e FAA and the General Aviation Awards Committee will present individual plaques to the recipients of this year’s awards at EAA AirVenture 2018 in Oshkosh, Wisconsin, and add their names to the permanent plaque in the lobby of the EAA AirVenture Museum. The prize package for each national honoree includes an all-expenses-paid trip to Oshkosh and other special GA Awards activities. Meet this year’s honorees!

Nominations and applications for the 2019 General Aviation Awards will be accepted starting July 1, 2018. If you are acquainted with a flight instructor, AMT, avionics tech, or FAASTeam Rep whom you think might be deserving of an award at the local, regional, or national level, we encourage you to nominate him or her. If you are an aviation professional with a distinguished career in one of these categories, we encourage you to apply.

For more information about nominating or applying, please go to GeneralAviationAwards.com/nominations.

2018 National Certificated Flight Instructor of the Year Daniel P . Christman of Las Vegas, Nev., always knew Center at Creech Air Force Base in Nevada and a military he wanted to be a pilot. instructor/evaluator pilot. His military flight experience His father was in the Air includes the Northrop T-38 Talon jet trainer, Rockwell Force Reserve and regu - B-1 Lancer heavy bomber, and General Atomics MQ-9 larly took Dan to the base Reaper remotely piloted aircraft.

to see airplanes. When he Teaching others to fly is a passion for Dan. In addi - was 11, Dan’s parents told tion to his full-time duties with the Air Force, he averages him they would arrange 25-30 hours of flight instruction a month and another flying lessons if he made 10-15 hours of ground training every week. He has been the honor roll. He did. an active flight instructor — either full or part-time — Dan soloed on his for more than 19 years. He has authored and taught 16th birthday and earned his private pilot certificate numerous aviation/flight training courses for both fixed a year later. Since then, he has earned a range of cer - wing and rotorcraft. With more than 5,000 hours of dual tificates and ratings including air transport pilot (ATP) instruction given in a diverse array of aircraft, Dan’s multiengine land, commercial pilot single-engine experience and teaching style make him a highly sought- land and sea, instrument helicopter and glider, flight after instructor.

instructor single- and multiengine, instrument airplane, Believing that an empty seat is a missed opportu - helicopter, instrument helicopter and glider, ground nity, Dan is active in the EAA’s Young Eagles program.

instructor advanced and instrument, flight engineer He also serves as an aviation ambassador for an incen - turbojet, and sUAS remote pilot. tive ride-along program that motivates young enlisted Dan — call sign “Taz”— serves as a lieutenant colo - airmen to aspire to the officer ranks and become pilots.

nel in the U.S. Air Force. He is the deputy commander (dan@chrisair.net) of the Persistent Attack and Reconnaissance Operations 26 FAA Safety Briefing July/August 2018 2018 National Aviation Technician of the Year C. William Pancake, Jr. , of Keyser, W. Va., began his avi - In 1960, Bill began working for West Virginia Pulp ation career 62 years ago. and Paper Company (Westvaco) as an electronics techni - By age 12, he knew that he cian. He stayed until his 2002 retirement, but he never wanted to fly. He rode his lost his passion for airplane restoration and engine work.

bike to the local airport He opened his own restoration shop, Pancake Aviation, and befriended several in 1973, and what started as a sideline job grew into a pilots who became his successful enterprise.

mentors, taking him flying In 2006, Bill received the FAA’s two highest awards whenever they could. — the Charles Taylor Master Mechanic Award and the Bill soloed on his 16th Wright Brothers Master Pilot Award — given, respectively, birthday and passed the for being an aircraft mechanic and a pilot for 50 years private pilot knowledge exam the following year with a without any infractions, violations, or accidents. At the score of 100 percent. He later went on to earn certificates time Bill received these awards, he was one of only 40 U.S.

and ratings that include commercial pilot, instrument, airmen to have received both. In 2008, Bill was inducted multiengine, flight instructor, airframe and powerplant into the EAA Vintage Hall of Fame at AirVenture, and six mechanic (A&P), and inspection authorization (IA). years later into the West Virginia Aviation Hall of Fame.

Bill’s lifelong passion for repairing and restoring Bill has presented technical forums at AirVenture small vintage airplanes — mostly Aeroncas — began at for 33 years, and he serves as an EAA technical coun - Baker’s Air Park. Bill worked there until 1962, gaining selor and flight advisor. He has written for, or been fea - an encyclopedic knowledge that eventually made him tured in, Air and Space Magazine , EAA Sport Aviation , one of the most sought-after Aeronca Aircraft experts Vintage Aircraft , and the National Aeronca Association in the country. Magazine . (wvav8r@comcast.net) 2018 National FAA Safety Team Representative of the Year Dr. Catherine E. Cavagnaro of Sewanee, Tenn., is a that the recovery is the same after three turns. From mathematician by train - 2004-2008, she served as a test pilot, spin demonstra - ing. She received her tion pilot, researcher, and visiting professor of aviation bachelor’s degree in math - systems at the University of Tennessee Space Institute.

ematics at Santa Clara While there, she served on the icing team that mod - University in 1987, and her eled the longitudinal stability characteristics of NASA’s doctorate in mathematics DHC-6 Twin Otter in various icing configurations.

at the University of Illinois Catherine’s array of certificates and ratings includes in 1995. She currently airline transport pilot single-engine land, commercial serves as a professor of pilot multiengine land, single-engine sea and glider, and mathematics at the Uni - a flight instructor single- and multiengine and instru - versity of the South. In that capacity, she has developed ment. She serves as a designated pilot examiner and and implemented courses in such areas as aerodynam - lead volunteer FAA Safety Team (FAASTeam) represen - ics, differential equations, and mathematical modeling. tative at the Nashville FSDO.

She notes that aviation provides a treasure trove of real- Over the past 15 years, Catherine has become highly world examples for her mathematics courses. sought-after as a speaker, and her aviation safety articles In addition to her academic work, Catherine owns have been published in various magazines. She has a and operates the Ace Aerobatic School in Sewanee, knack for making complex aviation concepts accessible Tenn. Widely known as an expert on spin training, and entertaining to non-technical audiences. As one recovery, and avoidance, she also gets rave reviews on attendee at Catherine’s presentation at the 2017 AOPA videos she makes to help pilots understand the complex Regional Fly-In in Groton, Conn., put it to AOPA, “Cathe - aerodynamics of spins and unusual attitudes. Catherine rine Cavagnaro’s seminar was the best one I’ve ever seen filmed a 60-turn spin in her Cessna Aerobat to show on any topic.” (catherine@aceaerobaticschool.com) July/August 2018 FAA Safety Briefing 27

JE NNIF E R C A R ON

Nuts, Bolts, and Electrons

A Most Vulnerable Spot

The Importance of Proper Torque

for each application and then properly apply that amount of torque to ensure the integrity of the air - craft and help prevent fatal GA accidents.” So what is torque, and why is it so important?

The Fundamental Things Apply: Torque 101 Torque is the specified force (the tightening down) that you need to apply to fasteners (nuts, bolts). It is not a finger-tight feeling that you’ve turned it just enough. Torque is the specific range, as prescribed in the aircraft’s maintenance manual, for the twisting, turning force needed to create the proper tension. The tension you create is what makes The so-called little things in life can make a fasteners perform the way the engineers intended.

big difference, especially in the realm of aircraft maintenance. One such item is the application of You Must Remember This proper torque, an increasingly important safety An important rule is to use a calibrated torque topic in aviation maintenance. From 2009 to 2015, wrench every time you torque your fasteners.

over 45 aircraft incidents and accidents resulted Here’s why. If you don’t apply the proper torque from improper torque applied to engine fasteners force per the manual, fasteners can fail, the nut and during maintenance, resulting in a loss of propel - bolt threads can strip, and the fastening hardware lers, internal engine damage, and powerplant fail - can loosen.

ures. It’s no exaggeration to say that in many cases, During the aircraft’s design process, the aero - it’s a case of do or die.

space engineer selects the particular fasteners that “Torque procedures are a critical component of can withstand the various vibrations and fluctua - your maintenance process,” says Jim Hein, former tions in loads, pressures, and temperatures that the airworthiness lead for the FAA Safety Promotion Pro - aircraft may experience. The engineer also specifies gram Office (SPPO). “It is essential for maintenance the foot-pound rating for proper torque on those technicians to determine what torque is required fasteners, as well as the required lubricants that will allow the fasteners to turn and create the proper ten - sion. You can find these specifications in the aircraft maintenance manual.

The engineers designed the ratings for that par - ticular aircraft, engine, or application. If the manual provides a different torque rating than what you’re used to applying, for example, don’t just torque by instinct. You have to use the torque specified in the manual. If you apply the wrong torque, your fasten - ers will not work.

If you apply too much torque, you could stress and overstretch the fastener, which will cause it to fail. If you under-torque it, the fastener will not attach properly and will loosen over time causing fretting wear and tear, and early fastener failures.

Another critical rule is to avoid distractions. If you do get distracted when you’re doing a fastening job, Torque Best Practice — Use Torque Seal to verify at a later time/date STOP. Go back three steps to re-inspect your work.

that you have completed the application of torque to the fastener.

28 FAA Safety Briefing July/August 2018 Torque Turning Point To help prevent fatal GA accidents due to failure of the powerplant system, the General Aviation Joint Steering Committee (GAJSC) examined National Transportation Safety Board (NTSB) reports that included system component (powerplant) failure as a causal factor. An in-depth study of six fatal accidents, where inadequate bolt torque led to pow - erplant failures or loss of propellers, led the GAJSC System Component Failure-Powerplant (SCF-PP) Working Group to determine that this is a critical maintenance safety topic that is often overlooked.

As a result, the GAJSC SCF-PP Working Group devel - oped a maintenance safety enhancements program aimed at mitigating the risk of improper torqueing techniques and increasing awareness about the importance of proper torque.

As part of this effort, the FAA Safety Program Pro - motion Office is developing an Airworthiness Topic of the Quarter for fiscal year 2018, along with a new online course on proper torqueing techniques that will be available beginning January 1, 2019. Check out www.faasafety.gov/AMT/amtinfo for details.

On That You Can Rely In upcoming issues, FAA Safety Briefing will address the GAJSC maintenance safety enhancements to educate the maintenance community about power - plant and component failures, the third ranking cause of fatal GA accidents. Future topics will include proper torqueing techniques, mitigating V-band clamp fail - ures, new service difficulty report (SDR) processes, maintenance placards, A&P education/training, igni - tion systems, and education and outreach.

Basic formula F x L = T F = Applied Force Learn More L = Lever length between centerline of drive and centerline National Transportation Safety Board Safety Alert, Take of applied force (F must be 90˚ to L) Time to Torque T = Torque ntsb.gov/safety/safety-alerts/Documents/SA_056.pdf FAA Torque Values – AC 43-13, Acceptable Methods, Common Torque Wrenches Techniques, and Practices — Aircraft Inspection and Repair, Section 3 bit.ly/2LqQXEp July/August 2018 FAA Safety Briefing 29

JE F F R E Y SMI T H

Angle of Attack

Compliance Philosophy at Work

The idea of failing to meet safety standards accountability and safety improvements to regain may be an uncomfortable topic. Apart from and maintain compliance.

any immediate outcomes, such as an accident, Keep in mind the Compliance Philosophy is not maintenance failure, airspace incursion, etc., a get-out-of-jail free card; there are some behaviors there may be worry about the potential response that just cannot be tolerated in the NAS. If a person is from the FAA. As John Duncan notes in this unwilling to make the necessary corrections to regain issue’s Jumpseat department, though, the FAA and remain in compliance, or is unable to do so; or has adopted Compliance Philosophy as a more in cases of intentional, reckless, or criminal behavior, effective means of addressing safety deviations by and in some matters involving a lack of qualification, individuals and organizations. the FAA uses the tool of enforcement action.

If you’re a regular reader of FAA Safety Notice the correlation between the reasons Briefing , you are probably already familiar with above and information in the table, which shows the FAA’s Compliance Philosophy. Implemented the top five cited regulations against individuals in 2015, Compliance Philosophy puts the focus on in an enforcement action thus far in 2018. (Note accountability and safety improvements to regain that this is for Flight Standards enforcement cases, and maintain compliance. The agency requires closed between 10/1/2017 and 03/30/2018. It does and expects compliance with all regulations, but not include cases resulting from a failure to appear even the most dedicated people can make honest for a re-examination under 49 U.S.C. Section mistakes. Realizing the importance of getting 44709). These represent the more serious cases that critical safety information, the FAA seeks to have an the FAA is addressing.

open and honest conversation so that deviations So how has the Compliance Philosophy are understood and appropriately addressed. So been working? Looking at the numbers for instead of focusing on blame and punishment, 2017 (individuals and organizations), Flight Compliance Philosophy puts the focus on Standards documented just over 6,900 total Regulation Short Description Examples 91.13(a) Careless or Reckless • Student pilot flying with a passenger Operations • Very low flight over populated beach 43.13(a)/(b) Maintenance Performance • Extensive aircraft modification with non- Rules approved parts or documentation • Failure to use approved data 91.123(a)/(b) Compliance with ATC • Multiple deviations Clearances and Instructions • Failure to complete remedial training 61.23(a)(i) Requirement for Medical • Not having required medical certificate; Certificate usually discovered during incident or accident 61.59(a)(2) Falsification • Falsifying endorsements and logbook entries • Falsifying certificate application A list of the top five cited regulations against individuals in an enforcement action thus far in 2018.

Regulations provided are in reference to Title 14, Code of Federal Regulations.

30 FAA Safety Briefing July/August 2018 compliance actions. These represent safety issues viduals have received either a compliance action corrected, and safety improved, without the need or enforcement action (from early 2016 through for enforcement. During the same period, the 2017). Of those, only about one percent were number of enforcement actions totaled approxi - found to have committed a similar type of devia - mately 1,150. Compared to years prior to the tion more than once. In these terms, the actions implementation of the Compliance Philosophy, taken by the FAA and individuals in the aviation this represents roughly a 75-percent drop in the community have achieved a 99-percent success use of enforcement action to correct a deviation. rate. Looking at the numbers for multiple, yet dif - The FAA’s updated approach has also resulted ferent types of deviations, the percentage goes up in restoring safety in a timelier manner. The aver - to around 2.9 percent.

age compliance action took an average of 31 days We hope this gives you a clearer picture of the to complete — light speed compared to the months FAA’s responses to safety deviations and the improve - and years associated with enforcement action. ments made under the Compliance Philosophy. For Enforcement cases initiated since introduction more information, go to faa.gov/about/initiatives/cp/.

of the Compliance Philosophy have also been resolved in less time, on average, when compared Jeffrey Smith is the manager of the FAA’s Airman Training and Certification to previous years.

Branch, currently on detail to the Flight Standards Compliance Philosophy The FAA has also looked at recidivism rates.

Focus Team. He holds an ATP certificate, is a flight and ground instructor, and The numbers are encouraging. Over 9,100 indi - is certificated as an A&P mechanic.

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Vertically Speaking GE NE T R A INOR

Can This Really Be Happening?

Good thing Ingrid Bergman had a plane that As you can see in the USHST chart, UIMC was allowed her to leave Humphrey Bogart’s life — even the second leading cause of fatal accidents from if reluctantly — in the classic movie Casablanca . A 2009 through 2013. A typical UIMC event begins World War II-era helicopter would have been far when the pilot departs in weather that is clear for more dangerous, especially in that cloudy, rainy Visual Flight Rules (VFR) or perhaps marginal weather that helped set the melancholy mood in one for maintaining VFR. Once airborne, the pilot of the film’s final scenes. finds both the ceiling and visibility lower than Weather plays a major role in helicopter expected. As the flight progresses, visual references accidents and is one of the reasons why the U.S. (trees, landmarks, the horizon) fade into the Helicopter Safety Team (USHST), a joint industry murk until the pilot finds the helicopter engulfed and government safety advocacy organization, has in the clouds, often at low altitude and close to placed so much importance on developing safety obstacles. A common reaction is, “Can this really enhancements, or steps, that address visibility and be happening?” UIMC risk is especially high at unintended flight into instrument meteorological night, when deteriorating weather is more difficult conditions (UIMC). No self-respecting FAA official to detect. A pilot not prepared for UIMC may panic: would have advised Bergman to climb aboard a heli - the loss of visibility often leads to loss of control, copter in that weather. which is the leading cause of fatal accidents.

Readers of the FAA Safety Briefing’s May/June To help avoid or reduce the risks of UIMC, issue might recall that we introduced the first six of the safety team has developed these four safety the 22 total Helicopter-Safety Enhancements (H-SE) enhancements: that the USHST developed to help make helicopter Detection and Management of Risk Level flights safer. Those six H-SEs focused on pilot Changes: The helicopter industry will develop and competency. The four that we introduce this time promote recommendations to help pilots and non - focus on visibility and UIMC. flying crewmembers detect increased risks during a

"PRIORITY" OCCURANCE CATEGORY BY CICTT

CY 2009 – 2013 (104 FATAL ACCIDENTS)

32 FAA Safety Briefing July/August 2018

The 2018 International Rotorcraft Safety Conference

The FAA will host the 2018 International Rotorcraft Safety Conference in an effort to reduce the national helicopter accident rate, particularly among small operators.

The three-day free event, featuring nearly 35 presentations and seminars, will offer Inspection Authorization and FAA AMT and WINGS credits.

The conference will take place October 23-25, 2018, at the Hurst Conference Center in Hurst, Texas, a Fort Worth suburb. Expected attendees include pilots, mechanics, small business owners, industry executives, operators, and government regulators from the United States and abroad.

The conference will open with introductions and a speech by internationally- known personal resilience speaker Jack Harris. The conference will then feature programs designed to appeal to the entire helicopter community including presentations about the latest accident data, surviving a helicopter accident, and occupant protection research. On day two, breakout sessions will cover U.S. Helicopter Safety Team initiatives, night vision goggles, how to avoid inadvertent IMC, and more. Mechanics will discuss preventive maintenance for rotor blades, flight data monitoring, safety cultures, and managing maintenance operations. On day three, the group reconvenes into a single heli - copter community for sessions on bird strikes, airworthiness directives, accident investigations, and unmanned aircraft systems.

The conference will be an excellent opportunity for pilots, mechanics, and other stakeholders to review, discuss, and consider new ways to help improve rotorcraft safety. Rooms will be available for meet - ings and networking.

For more details, including registration information, go to www.faahelisafety.org . If you have ques - tions, contact Gene Trainor at 817-222-5123, at eugene.trainor@faa.gov , or at the FAA Rotorcraft Standards Branch, 10101 Hillwood Parkway, Fort Worth, Texas 76177.

flight; how to effectively communicate the increased planned flights at night. The FAA will work to create risks to one another; and how best to handle a par - a pathway to make it easier to get federal approval of ticular risk. This project will include researching how vision-enhancing technologies. Target completion people make decisions in demanding situations, date: February 1, 2023.

managing crew resources, and creating and promot - Recognition and Recovery of Spatial Disorientation: ing educational materials. Target completion date: Industry will develop training for recognizing and October 1, 2020. recovering from the effects of spatial disorientation.

Threat and Error Management Pilot Training: The The training will emphasize all available resources FAA and industry will develop the concept of threat- installed on the aircraft, such as an autopilot. Target and-error management (TEM) as part of initial and completion date: October 1, 2020.

recurrent pilot training. This safety effort has proved Enacting these safety enhancements will to be invaluable in helping to reduce accidents over greatly increase the odds for a safe flight. It’s all the years. The enhancement will help the GA com - about creating a partnership between the USHST munity and FAA adopt a more structured system for and you — and that is clearly the beginning of a teaching TEM. Target completion date: July 1, 2022. beautiful friendship. For more information on the Enhanced Helicopter Vision Systems: The FAA and USHST H-SEs and helicopter safety please visit: industry will research, develop, and promote the use www.USHST.org .

of enhanced helicopter vision systems technologies to assist in recognizing and preventing unplanned Gene Trainor is a technical writer/editor for the Rotorcraft Standards Branch flight into situations where visibility worsens in Fort Worth, Texas.

because of weather and to increase safety during July/August 2018 FAA Safety Briefing 33

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Flight Forum

has a standard phonetic alphabet for aviation use To Request or Not to Request?

when English is used for communication. “Tou- Hello, I just read the latest “How to Talk Like sand,” “tree,” and “fife” are the correct pronunciations a Pilot” article. I thought it had some outstanding for transmitting the numbers “thousand,” “three,” techniques. However, this particular paragraph and “five.” See bit.ly/ICAOdoc, page 5-5, for more brought up something that I get pretty tired of as I information. Also check out the FAA Safety Team’s fly long cross countries.

Radio Communications Phraseology and Techniques “ … when you have a non-urgent request, let ATC course at bit.ly/RadioComms.

know by transmitting the word ‘request.'” What I find is that this congests an already Piping Up on PIREPS busy frequency. They make their radio call with I have a question about your recent article a “request,” which then causes the controller to about PIREPS. To save time switching frequencies, respond with “go ahead with your request,” which I often ask the ATC controller if I can simply give then causes the original caller to say what he him a PIREP to which they almost always say yes. I wants. Three radio calls to accomplish what one am wondering if doing this gets that PIREP into the could have done.

system or does it simply give the info for that par - — Jim ticular controller to share verbally with other pilots Hi Jim, we appreciate you taking the time to give us he may be talking to?

your comments. It gives us an opportunity to share best — @rkrulik practices with all of our readers. We checked with our Thanks for your question. “Giving a PIREP friends at ATC, and here are some replies. The bottom directly to a controller actually accomplishes both,” line is to use your best judgment before you key the mic.

says Sarah Patten, Air Traffic Control Specialist at “I don’t mind if someone calls up with just the FAA Potomac TRACON. “As controllers, we are able call sign and ‘request’ if they hear that I’m busy … to enter PIREPs directly into the system to share that lets me know that I can get back to them when I with other pilots and controllers. The controller who have the chance.” receives the PIREP will fill out a PIREP form, which “I’ve had pilots check in or call with lengthy requests then gets manually entered into the system by another a number of times when I’m just about to turn controller, usually within minutes. Once we enter the an aircraft onto the final; sometimes that longer data and hit ‘submit,’ the information is shared.

transmission comes at the perfectly wrong time which If I’m the controller receiving a PIREP, I always makes me even busier (and then I have to tell the try to share the information with any aircraft on my aircraft checking in to standby, anyway). Again, this frequency that it may impact, and I’ll often call over might just be a personal preference on my part, but to controllers working surrounding sectors too, if the when I’m busy, I’d usually prefer to have a shorter report might impact them."

initial call than a longer one, and I’ll get back to the pilot as soon as I can.” Let us hear from you! Send your comments, suggestions, and questions to SafetyBriefing@faa.gov or use a Pilot Patter Queries from Twitter smartphone QR reader to go “VFR-direct” to our mailbox.

In 17 years in the air and on the air, I’ve never You can also reach us on Twitter @FAASafetyBrief or on heard anyone say tree or fife.

Facebook facebook.com/FAA.

— Tracy We may edit letters for style and/or length. Due Thousand isn’t proper? It’s Tousand?

to our publishing schedule, responses may — Jason not appear for several issues. While we do Hi Tracy and Jason, thank you for your comments not print anonymous letters, we will withhold in response to the article, “Decoding (and Parroting) names or send personal replies upon request.

Pilot Patter,” in the Mar/Apr issue. It gives us an If you have a concern with an immediate FAA operational issue, contact your local Flight opportunity to reaffirm the article’s key points. To Standards Office or air traffic facility.

avoid confusion with similar sounding consonants, the International Civil Aviation Organization (ICAO) July/August 2018 FAA Safety Briefing 35

Postflight SUS A N PA R SON

Who Are You, Really?

If there was a time before I loved flying, it was usual and the not-so-usual suspects from causing so long ago that I don’t remember. I do remember harm to its members.

that my first sharply focused memory — maybe my In this connection, I recently had the privilege very first memory of any kind — was an Eastern Air - of participating in an instructor Airman Certification lines B-727 “WhisperJet” trip when I was just three Standards (ACS) workshop with a group of similarly years old. The WhisperJet was more modern than passionate aviators. We did our share of enthusiastic the elegant Lockheed Electra in the final scene of hand-waving, “there I was” hangar flying during Casablanca but, just as in the film, darkness and mist breaks and lunch. But we spent the working were gathering as my family walked across the ramp sessions diving into the challenges we all see and after landing (no jet bridges back then). I remember brainstorming what we might do to address them clutching my beloved doll (Bridgette) in the crook of — and also to encourage more people to join the my elbow, repeatedly turning my head to gaze back aviation community.

in awe at the marvelous magical machine that had Both the workshop participants and the govern - just transported us to another world. ment/community members of the ACS Working My first airplane experience was as much a Group are firmly committed to the ACS as one way turning point for me as the closing airplane scene to improve GA safety. Consistent with one of the core was for the characters in Casablanca . That early concepts in the FAA’s compliance philosophy, we childhood experience sparked a lifelong love for believe that most airmen — both pilots and mechan - aviation, and made it an integral part of my life ics — want to operate safely. We know what’s at for decades before the stake, so we do our best to follow the rules. As the GA time, opportunity, and accident and incident tally demonstrates, though, it’s Most pilots and mechanics want to money came together not enough to just follow the rules.

operate safely. We know what’s at stake, to permit flight training. There is no way to make rules that cover every so we do our best to follow the rules — but While my resume lists possible situation, so we need to proactively identify all kinds of things I did hazards and mitigate risk. The trouble is that many of that’s not always enough to keep us safe.

before becoming a pilot, us were never taught to think or act in those terms.

I sometimes wonder who I really was and what I Flight training involved some ground discussion, did before, to the point of thinking that the pre-pilot in-flight performance of what wags sometimes call life belonged to someone else. In many ways, it did. the “FAA ballet” of standard maneuvers, and a quick Learning to fly profoundly changed my sense of self, post-flight debriefing.

which is why the intro on the blog page I use as an That’s where the ACS comes in, and where it online portfolio states that “being a pilot is key to has serious game-changing potential. By making how I define myself.” risk management an integral part of each task in the evaluation (testing) standard, we encourage better We’ve Got a Job to Do training in that critical skill. In turn, we hope that If those thoughts resonate with you, then I hope instilling the habit of risk management into the very you will understand and share the fervent com - DNA of new pilots and mechanics will increasingly mitment to making headway against all the usual keep the usual suspects at bay — and keep us all safe suspects behind GA accidents and incidents. We’ve in the sky we call home.

“interrogated” a number of the prime suspects in this issue, hoping that if we better understand what Susan Parson (susan.parson@faa.gov, or @avi8rix for Twitter fans) is editor of happens and why, we’ll gain insight on more effec - FAA Safety Briefing . She is an active general aviation pilot and flight instructor.

tive resistance. If our community is to survive and thrive, we need to learn how to prevent both the 36 FAA Safety Briefing July/August 2018

PAU L C I A N C I O L O

FAA Faces

Corey Stephens and A Beautiful Friendship

Operations Research Analyst, FAA Office of Accident Investigation and Prevention Hearing the Corey, and that work laid the foundation to make roar of a B-52 aviation safer through the General Aviation Joint Stratofortress Steering Committee (GAJSC), the U.S. Helicopter flying over his Safety Team (USHST), and the Unmanned Aircraft backyard every Safety Team (UAST).

day at Ellsworth As an analyst with the Integrated Safety Teams Air Force Base Branch, Corey supports the Aviation Safety Analyti - in South Dakota, cal Services Division through CAST, GAJSC, and the piqued Corey Aviation Safety Information Analysis and Sharing Stephens’s interest (ASIAS) program. The safety teams provide subject in aviation as a matter experts and program support, leadership, young boy. It also helped that he was able to watch analysis, coordination, and facilitation expertise.

many aircraft from unique locations, thanks to his ASIAS connects approximately 185 data and infor - father’s job as one of the Air Force electrical shop mation sources across government and industry, chiefs at the base. Corey read about aviation, and he including voluntarily provided safety data. The ASIAS planned to join the U.S. Air Force to be a pilot. program works closely with the CAST and GAJSC However, since the end of the first Gulf War coin - to monitor known risk, evaluate the effectiveness of cided with an abundance of military pilots, Corey deployed mitigations, and detect emerging risk.

decided to go to the University of Central Missouri “GAJSC has developed 40 safety enhancements for a bachelor’s degree in aviation and a master’s related to inflight loss of control and engine issues,” degree in aviation safety. He also earned a master’s he explains, “all developed in conjunction with the degree in space studies from the University of North GA community to mitigate risks linked to fatal GA Dakota. While in school, Corey interned with the accidents. Twenty-three of these mitigations have flight safety department at United Airlines and was been completed.” a co-op student at the NTSB. These opportunities, Outreach activities continue to strengthen and an eye-opening aircraft accident investigation knowledge and awareness of the FAA’s efforts, and course he took in school, indicated the beginning of a encourage GA organizations to join the ASIAS pro - beautiful friendship with aviation safety. gram to share data.

Corey’s first job after graduate school was as a “We have had tremendous growth in GA partici - flight operational quality assurance (FOQA) analyst pation in ASIAS,” Corey said.

at United Airlines. That led to a position with the Corporate and business flight departments, engineering and accident investigation section of universities, flight schools, and private individuals the Air Line Pilots Association, International (ALPA), now actively participate in ASIAS. It allows the FAA where he worked for 11 years before joining the FAA. and the community to discover potential risks in the “It was my first, full-time accident investigation system and then work together to develop mitiga - gig, but I also got the opportunity to work on a newly tions for those risks before they could potentially established safety initiative called the Commercial become an accident.

Aviation Safety Team (CAST),” notes Corey. If you have questions about GA safety enhance - “I had the opportunity to work several acci - ment topics or want to contribute data, stop by dents, participate on many industry teams, and the GAJSC/ASIAS booth inside the FAA hangar at travel all over,” he said. “The time I spent with AirVenture. If you cannot make it to Oshkosh, keep United and ALPA working on safety initiatives like a lookout in the GA community. Corey volunteers CAST gave me a tremendous appreciation for the with Civil Air Patrol as a safety officer in West value of working together as a community towards Virginia, is an EAA member, and can be seen over common safety goals.” the skies of Easton, Md., where he flies with friends The collaboration that built the CAST process to keep current.

has been refined to what it is today with the help of U.S. Department of Transportation Federal Aviation Administration 800 Independence Ave., S.W.

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