FAA Safety Briefing — May/June 2019

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

The May/June 2019 issue of FAA Safety Briefing focuses on the future of aircraft certification.

Feature articles focus on the advent of performance-based aircraft certification standards for general aviation that are helping to usher in a new era of innovation and safety.

We’ll look at what the changes to part 23 mean to the future of the industry, as well as explore the benefits policies like NORSEE (Non- Required Safety Enhancing Equipment) can have for existing aircraft owners.

Cover photo courtesy of Textron Aviation

Features

7 You Have Choices A Guided Tour of Options for Aircraft Certification by Susan Parson 8 The Quiet Revolution What Part 23 Changes Mean For You by James Williams 11 Seeing NORSEE How This Innovative Safety Enhancement Program is Performing by John Croft 16 The Transformation of Certification Adopting Consensus Standards for Light-Sport Aircraft by Jennifer Caron 19 Legally Aloft Review of Aircraft Certificates by Paul Cianciolo 22 Be a “Part” of Improving Aviation Safety A Look at Suspected Unapproved Parts by James P. Niehoff 25 Roll of Honor 2018’s Master Pilot and Master Mechanic 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 15 Checklist – FAA resources and safety reminders 29 Drone Debrief – drone safety roundup 31 Nuts, Bolts, and Electrons – GA maintenance issues 32 Angle of Attack – GA safety strategies 34 Vertically Speaking – safety issues for rotorcraft pilots 35 Flight Forum – letters from the Safety Briefing mailbag 36 Postflight – an editor’s perspective Inside back cover FAA Faces – FAA employee profile

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

Jumpseat

Pilot’s Discretion

Unleashing Creativity for Greater Safety

My aviation career has primarily been in the philosophical shift. This rule, which took effect airworthiness part of the Flight Standards Service, in August 2017, offers both a better certification which I am now privileged to lead. One of the fre - process for new aircraft incorporating innovative quently used terms in this type of work is Alternative designs and technologies. For new aircraft, the rule Method of Compliance (AMOC). AMOC refers to eliminates the historical categories the fact that when it comes to compliance with an (e.g., utility, aerobatic, and com - The FAA has increasingly moved Airworthiness Directive (AD), the FAA can approve muter) and replaces them with four a range of approaches or techniques not specified in levels of performance and risk. In to an emphasis on outcomes the AD to correct an unsafe condition on an aircraft addition, manufacturers can now use — performance — rather than or aircraft product. FAA-accepted consensus standards highly prescriptive methods.

The FAA has recognized that the concept of that provide flexibility in developing finding alternative means to comply can apply more means of compliance. The migration from prescrip - broadly. When it comes to safety in design, produc - tive standards (which can still be used) to perfor - tion, certification, and maintenance of aircraft, mance-based standards makes the entire system the agency historically took a highly prescriptive more responsive, thus creating more incentives for approach. Not only did we tell the community industry to develop new products and technologies.

what to do, but we also had a lot to say about how it You can read more about the new part 23 in should be done. this issue, and we’ll also review key points about Sometimes a highly prescriptive approach is the LSA rule.

both necessary and appropriate. However, the FAA Something Old has increasingly moved to an emphasis on outcomes The FAA has also been busy finding ways to — performance — rather than methods. There is make it easier for owners to bring existing aircraft up immense creativity in the industry. To unleash that to speed by incorporating safety enhancing equip - creativity and allow for the kind of innovation that ment. Through the agency’s policy on Non-Required advances safety as well as technology, we needed a Safety Enhancing Equipment (NORSEE), you now better approach. The key, of course, was to find ways have an alternative path to installing a range of to permit AMOC — an acronym I will temporarily avionics, electronic instruments, displays, and adjust to signify “alternative means of creativity ” — mechanical equipment that can enhance the safety while ensuring that such creativity never runs amok of your aircraft. It reduces equipment costs by pro - in terms of aviation safety.

viding flexibility to select various industry standards Something New that suit their product, as long as it meets the FAA’s You are probably familiar with the changes minimum design requirements. We’ll take a closer that occurred in the summer of 2004, when the FAA look in this issue.

published the Light-Sport Aircraft rule. The LSA rule For equipment and changes that don’t qualify marked a significant departure from the prescriptive for NORSEE treatment, the “old” options are still approach, because it allowed for the use of industry available. To help those who use these options, we’ll consensus standards in the design, production, provide a guided tour of things like “337” approvals, certification, and maintenance of new aircraft. Today Supplemental Type Certificates (STCs), and field you can see the results of this change by visiting approvals. These pages will also review important almost any GA airport. information on suspected unapproved parts (SUPs).

In many ways, the LSA experience paved the Join us, and learn more about the wide range of way for the more recent overhaul of 14 CFR part options you now have.

23, which is the most visible example of the FAA’s May/June 2019 FAA Safety Briefing 1

ATIS AV I AT ION NE WS ROUNDUP

last February. The MWL is a tool the NTSB uses to Safer Flying in 57 Seconds identify the top safety improvements that can be The “57 Seconds to Safer Flying” is an instruc - made across all modes to prevent accidents, mini - tional video series produced by the FAA Safety Team mize injuries, and save lives in the future. Although (FAASTeam). Each episode is created to match the general aviation was not specifically mentioned in current month’s FAASTeam focus topic. Every topic the MWL, several listed areas are relevant to airmen, comes from research and direction from the Gen - including: eliminating distractions; reducing fatigue- eral Aviation Joint Steering Committee (GAJSC) to related accidents; improving the safety of part 135 help mitigate the most common causes of general aircraft flight operations; ending alcohol and other aviation accidents.

drug impairment in transportation; and strengthen - This video series introduces the topic of the ing occupant protection.

month and attempts to generate an interest among For more information on the Most Wanted airmen to research further into topics they find inter - List, go to ntsb.gov/safety/mwl and download their esting and related to their type of flying. The intent brochure. You can also check out their video at in the brevity of each episode is to encourage more youtube/Cb1mlYHs-1g.

viewership into relevant safety related subjects such as a pilot or mechanic’s fitness to operate, or aero - FAA Completes Clearance Relay Initiative nautical decision-making.

Watch all the videos on the playlist at Flight Service will complete the Clearance Relay bit.ly/57secs, and make sure to subscribe to the FAA’s initiative on June 20 when it publishes the remaining YouTube channel to get updates when new videos phone numbers for pilots to obtain IFR clearances are published.

at public- and private-use airports from either the overlying Air Route Traffic Control Center (ARTCC) Flight Data Units, or an approach control facility. As part of the modernization efforts to streamline ser - vice delivery and increase efficiency, pilots now call directly to obtain or cancel an IFR clearance, reduc - ing the risk of potential errors.

Last year, Flight Service formalized a process already in place by publishing phone numbers for 30 approach controls covering 667 public use airports, providing pilots direct contact with the controlling facility. Last fall, another 26 approach control facili - ties covering 226 public-use and 3,000 private-use airports had numbers published in the Chart Supple - ment, US and subscriber files.

Leidos Flight Service will provide pilots with the name of the facility to contact or the correct phone number to obtain or cancel an IFR clearance. Pilots may continue to request clearances via radio from air traffic control or Flight Service.

Beginning on June 20, you can find the phone numbers for clearance delivery in the remarks section of the entry for each airport in the Chart Supplement, US . This initiative does not affect pilots requesting clearances from Flight Service over Most Wanted List Released Remote Communications Outlets (RCO), Ground The National Transportation Safety Board Communications Outlets (GCO), or from locations in (NTSB) released its 2019-2020 Most Wanted List Alaska. For more information, visit go.usa.gov/x5wsR.

(MWL) of Transportation Safety Improvements 2 FAA Safety Briefing May/June 2019 Helicopter Ops See Safety Benefits of Integrating UAS and OPA Technology As part of its commitment to drive down the civil helicopter fatal accident rate, the United States Heli - copter Safety Team (USHST.org) has issued a report identifying how unmanned aircraft systems (UAS) and optionally piloted aircraft (OPA) technology can reduce fatalities in high-risk operations.

The study by the USHST is part of a larger effort to implement data-driven safety enhancements that will slash the number of fatal helicopter accidents involving low-altitude flying, unintended flight into instrument meteorological conditions (IMC), and loss of control-inflight issues.

In 10 of 52 fatal accidents thoroughly analyzed by the USHST, the team noted that integrating new technologies developed for UAS could have miti - gated the risks that emerged during the operation.

registration numbers in an interior compartment.

Accordingly, the USHST recommends that industry The rule became effective Feb. 25, 2019.

and the FAA look toward opportunities to increase When the FAA first required registration of the use and integration of UAS and OPA to support small drones in 2015, the agency mandated that the manned operations in high-risk environments.

registration marking be readily accessible and main - The full report on integrating UAS and OPA tech - tained in readable condition. The rule granted some nologies, with all of the team’s recommendations, flexibility by permitting the marking to be placed in can be found at USHST.org/Reports.

an enclosed compartment, such as a battery case, if it could be accessed without the use of tools.

Drone ID Marking Change Subsequently, law enforcement officials and the Owners and operators of small unmanned air - FAA’s interagency security partners have expressed craft systems (sUAS) may no longer place or write concerns about the risk a concealed explosive device

Safety Enhancement Topics

May: Mechanics for Pilots June: Regulatory Roadblock Reduction Please visit www.faa.gov/news/safety_briefing for more information on these and other topics.

May/June 2019 FAA Safety Briefing 3 might pose to first responders upon opening a com - U.S. Department partment to find a drone’s registration number. The of Transportation FAA thus believes this action will enhance safety Federal Aviation and security by allowing a person to view the unique Administration identifier without handling the drone.

ISSN: 1057-9648 This does not alter the original acceptable FAA Safety Briefing methods of external marking, nor does it specify a May/June 2019 Volume 58/Number 2 particular external surface on which the registration number must be placed. The requirement is for the Elaine L. Chao Secretary of Transportation marking to be visible on inspection of the aircraft’s Daniel K. Elwell Acting Administrator Ali Bahrami Associate Administrator for Aviation Safety exterior. For more details, see the regulation at Rick Domingo Executive Director, Flight Standards Service go.usa.gov/xEfvh .

Susan Parson Editor Tom Hoffmann Managing Editor James Williams Associate Editor / Photo Editor New AC for Part 91 Flight in RVSM Airspace Jennifer Caron Assistant Editor Paul Cianciolo Associate Editor / Social Media Advisory Circular (AC) 91-85B, Authorization John Mitrione Art Director of Aircraft and Operators for Flight in Reduced Verti - Published six times a year, FAA Safety Briefing, formerly FAA Aviation News, pro - cal Separation Minimum (RVSM) Airspace , was motes aviation safety by discussing current technical, regulatory, and procedural aspects affecting the safe operation and maintenance of aircraft. Although based published in January 2019. It provides airworthiness on current FAA policy and rule interpretations, all material is advisory or infor - and operational authorization guidance material mational in nature and should not be construed to have regulatory effect. Certain details of accidents described herein may have been altered to protect the privacy for operators, pilots, certificate holders, and pro - of those involved.

gram managers conducting 14 CFR section 91.180 The FAA does not officially endorse any goods, services, materials, or products of manufacturers that may be referred to in an article. All brands, product names, and 91.706 Reduced Vertical Separation Minimum company names, trademarks, and service marks are the properties of their respective (RVSM) operations. RVSM airspace is any airspace or owners. All rights reserved.

The Office of Management and Budget has approved the use of public funds for print - route between flight level (FL) 290 and 410 inclusive ing FAA Safety Briefing .

where aircraft are separated vertically by 1,000 feet.

This AC has been updated to include guidance CONTACT INFORMATION on eligibility and compliance when operators seek The magazine is available on the Internet at: http://www.faa.gov/news/safety_briefing RVSM authorization under the ADS-B Out provi - sions of part 91. Comments or questions should be directed to the staff by: Download AC 91-85B at bit.ly/2C7SiO2.

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4 FAA Safety Briefing May/June 2019

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

F EDE R A L A IR SURGEON

Aeromedical Advisory

Marijuana and Derivatives

What are the Aeromedical Implications?

The Federal Air Surgeon’s office has received a number of inquiries about marijuana, due to the recent increase in the number of states around the country that have approved its use for medical and recreational purposes. Specifically, airmen are concerned about the safety of cannabidiol (CBD) oil use and how such use impacts an airman’s medical certificate. Be aware that federal law — not state law — governs FAA medical and pilot certification.

First, we should note that commonly used terms within the context of marijuana can be confusing.

The marijuana or cannabis plant contains more than 400 different chemicals and 60 cannabinoid compounds, all of which are absorbed when the whole leaf is smoked or ingested. The compound responsible for the euphoric, mind-altering effect is tetrahydrocannabinol (THC). Although the use of peutic benefits that outweigh its health risks. There cannabis is legal for medical and/or recreational use is evidence that marijuana adversely affects brain in many states, the United States Drug Enforcement function both acutely and chronically, especially in Agency (DEA) continues to classify the whole canna - younger individuals. It is generally agreed that cur - bis plant as a Schedule I controlled substance, which rently available marijuana products are more potent is defined as “drugs with no currently accepted than those used in older research, which medical use and a high potential for abuse.” The casts doubt on the reliability of that U.S. Department of Transportation (DOT) drug test We need to understand much research. We need to understand much includes THC, and its presence at defined levels con - more before considering the use more before considering the use of mari - stitutes a positive drug test.

of marijuana and its derivatives juana and its derivatives for airman cer - More recently, interest has grown in other for airman certificate holders.

tificate holders. Please also be aware that compounds derived from the cannabis plant that no special issuances have been granted may have positive health benefits, but without the for conditions treated with medical marijuana.

mind-altering features of THC. One such compound being widely marketed is CBD oil. In 2018, the FDA announced the approval of Epidiolex (cannabidiol), Dr. Michael Berry received an M.D. from the University of Texas purified pharmaceutical grade CBD extract from the Southwestern Medical School, and an M.S. in Preventive Medicine from cannabis plant, for the treatment of seizures associ - Ohio State University. He is certified by the American Board of Preventive Medicine in Aerospace Medicine. He served as an FAA Senior Aviation ated with two rare and severe forms of epilepsy. As a Medical Examiner and Vice-President of Preventive and Aerospace Medicine FDA approved medication, it is subject to strict qual - Consultants for 25 years before joining the FAA. He also served as both a ity control. In other words, you know what you are U.S. Air Force and NASA flight surgeon.

getting. Commercially available CBD, by contrast, is not regulated and may be contaminated with a variety of substances, most significantly, THC. Prod - For More Information: uct labels are often inaccurate. Although most CBD products claim to have under 0.3-percent THC, they National Cancer Institute could contain high enough levels of THC to make a go.usa.gov/xEzFc drug test positive. Use of CBD oil is not accepted as U.S. FDA – Warning Letters and Test Results for CBD- an affirmative defense against a positive drug test.

related Products Furthermore, despite legalization in some states, go.usa.gov/xEzFb it remains uncertain whether marijuana has thera - May/June 2019 FAA Safety Briefing 5

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

Arthritis

Arthritis is an ailment encompassing nearly 100 Metabolic arthritis results from irritating sub - types of joint disease. It affects over 50 million Amer - stances such as uric acid crystals creating inflamma - icans of all ages. In general, arthritis-related diseases tion in the joint. The best prevention is to treat the are characterized by joint pain and stiffness and, underlying cause.

depending on the type, may also include swelling, Frequently Asked Questions redness, and later deformity. The disease process can involve any joint including the spine, but certain Is it possible to get a medical certificate if I types are more common in small joints, while others suffer from arthritis?

target large joints. The four major types are: Yes, most airmen with mild or moderate arthritis of any type may qualify for an unrestricted medical • osteoarthritis certificate. Specific criteria for Conditions AMEs Can • inflammatory arthritis (most commonly Issue (CACI) are published in the online AME Guide.

rheumatoid and psoriatic) The FAA can consider Special issuance for those who • infectious don’t meet CACI criteria.

• metabolic (e.g., gout) What does the FAA consider in granting spe - Osteoarthritis is the most common type and is cial issuance?

sometimes called degenerative joint disease. This The key factors are whether the disease is stable is the arthritis of aging and its prevalence increases on an acceptable treatment regimen, pain is con - sharply after age 50. Other risk factors include obe - trolled, and there is adequate mobility.

sity, prior trauma, and genetics. The actual cause is Are there any treatments or medications for not known, but the disease involves arthritis that are disqualifying?

many biochemical and structural Most airmen with mild or moderate The FAA accepts most commonly used medica - changes within the joint thought to arthritis of any type may qualify for tions. However, use of opioid medications such as be a result of abnormal mechanics an unrestricted medical certificate. hydrocodone and oxycodone for pain control are and low-grade inflammation. There disqualifying for routine use and have associated is no cure, so treatments focus on controlling pain, no-fly times for episodic use.

minimizing joint damage, and maximizing motion and overall function. They may include exercise, Penny Giovanetti, D.O., received a bachelor’s degree from Stanford, a mas - weight loss, physical therapy, counter-irritant creams ter’s in Environmental Health and Preventive Medicine from the University such as menthol, topical or oral anti-inflammatory of Iowa and doctorate from Des Moines University. She completed a 27-year drugs, acetaminophen, joint injections, and some - career as an Air Force flight surgeon. She is board certified in aerospace times surgery.

medicine, occupational medicine and physical medicine/rehabilitation. She Inflammatory arthritis is actually an autoim - is also a Fellow of the Aerospace Medical Association and a private pilot.

mune disease caused by your body’s immune system attacking its own tissues, resulting in severe inflam - mation. This disease can impact many other organs, as well as joints. The actual cause of inflammatory arthritis is unknown, but it is thought to result from environmental triggers in a genetically susceptible individual. It is more common in women and is not age related. Treatment goals and therapy are similar to osteoarthritis; however, there is a whole class of drugs, called disease modifying anti-rheumatic drugs (DMARDs), available to treat this form of arthritis.

Infectious arthritis may be caused by a variety of organisms, but is usually an acute process, and often responsive to antibiotics.

6 FAA Safety Briefing May/June 2019

S U S A N PA R S O N

You Have Choices

A Guided Tour of Options for Aircraft Certification

hen it comes to GA airplanes, having choices tors into GA aircraft cockpits. The success of this wasn’t always the case. initiative led the FAA to expand this approach to a W At the time I started learning to fly in the broader range of equipment.

early 1990s, the typical flight school fleet offered a Published in July 2016, the FAA’s Non-Required choice between an old GA airplane and an older one. Safety Enhancing Equipment (NORSEE) policy Nobody was making new GA airplanes for the training includes avionics, electronic instruments, displays, and recreational/personal aviation market, because and mechanical equipment for 14 CFR parts 23, 27, the combination of product liability concerns and the and 29 aircraft. Equipment approved as NORSEE high cost of certification created too many barriers. can enhance overall situational awareness and pro - vide a range of information such as data, other than GARA Starts the Growth the aircraft primary system; independent warning, Things started to change after passage of the cautionary, or advisory indications; and additional 1994 General Aviation Revitalization Act, a landmark occupant safety protection. Examples of NORSEE piece of legislation that paved the way for Cessna equipment include traffic advisory systems, terrain and other manufacturers to restart production of awareness and warning systems; attitude indicators; small general aviation aircraft. Four years later, new fire extinguishing systems; and autopilot or stability versions of the venerable Cessna C172 Skyhawk augmentation systems.

began to appear. (Note: To honor the pilot who The Big One — Part 23 Reform most ardently championed GARA, the first 100 new Skyhawks bore the letters “ES” at the end of the tail The next, and most recent, change in the air - number. For more on this backstory, see the Jan/Feb craft certification landscape took place in August 2010 issue of this magazine at go.usa.gov/xEx6N.) 2017, when the final rule overhauling airworthiness The introduction of “clean sheet” airframe standards for general aviation airplanes took effect.

designs from new companies like Cirrus and Dia - With this rule, a substantial overhaul of 14 CFR part mond soon followed, along with the advent of “glass 23, the FAA intends to enable faster installation cockpit” avionics and highly capable autopilots for of innovative, safety-enhancing technologies into GA airplanes. small airplanes, while reducing costs for the avia - tion industry. The performance-based standards Light-Sport Launches Expansion approach in this rule recognizes that there is more Implementation of the Sport Pilot/Light-Sport than one way to deliver on safety, and it offers a way Aircraft rules in the summer of 2004 marked yet for industry and the FAA to collaborate on new and another watershed in the expansion of available air - existing technologies and to keep pace with evolving craft choices. We all learned about “ASTM consensus aviation designs and concepts.

standards,” and added acronyms like S-LSA (Spe - A Guided Tour cial Light Sport Aircraft) and E-LSA (Experimental Light Sport Aircraft) to the aviation lexicon. We also The number of options now available to aircraft learned to recognize and appreciate the incredible owners (and potential owners) can be bewildering, diversity these aircraft brought to the formerly forlorn so this issue of FAA Safety Briefing aims to offer a fleet of aircraft for GA training and personal flying. guided tour of this exciting landscape. In addition to But wait — there’s more. The safety and techno - taking a closer look at some of the topics described logical advances these new designs brought to both above, we will also review the more traditional areas airframes and avionics helped drive several more (e.g., supplemental type certificates, field approvals) recent developments. that may still be necessary in some cases. We invite After extensive consultation and collaboration you to join us on this journey!

between government and industry through the General Aviation Joint Steering Committee, in 2014 Susan Parson (susan.parson@faa.gov) is editor of FAA Safety Briefing and the FAA simplified the design approval require - a Special Assistant in the FAA’s Flight Standards Service. She is an active ments for installing angle of attack (AOA) indica - general aviation pilot and flight instructor.

May/June 2019 FAA Safety Briefing 7

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

The Quiet Revolution

What Part 23 Changes Mean for You

Photo courtesy of Bye Aerospace The eFlyer (formerly Sun Flyer) is a project that is enabled by the revised part 23.

ven the most rapid revolutions that seem to of the commuter airplane world, but it is predomi - explode on the scene require years and some - nantly a general aviation (GA) rule. While the origi - E times decades of groundwork to take off. The nal part 23 may not have had the same standards as Internet is probably the most rapidly spreading part 25, which covers transport category airplanes, world change in recent memory, but even that took the two share a similarly prescriptive process and decades of foundation building. Setting aside all mindset. This process became increasingly frustrat - of the basic computing technology that needed to ing to many GA manufacturers. It also made innova - be in place for the Internet to exist, economic and tion more difficult, as the procedures and processes infrastructure conditions also had to be met. Those were not adaptable for changing technology. But included a robust communications backbone, change was happening.

enough PCs in homes and offices to create an audi - Change Was in the Air ence, and enough capital to roll out the original A quiet revolution has been taking place in Internet Service Providers. It was also essential to the FAA for some time on many fronts. You may have a regulatory environment that would allow it.

have heard about it without even realizing it. These Only then did the “overnight revolution” succeed.

changes were gradually introduced into programs The aircraft certification world has been in the like Performance Based Navigation (PBN), Airman midst of such a revolution for the last few years. The Certification Standards (ACS), the Compliance Pro - FAA’s role in this revolution includes a significant gram, and the focus of this article, the new part 23.

modification to 14 CFR part 23 (Airworthiness Stan - The common thread is that these changes shift the dards for Normal Category Airplanes), which covers focus from the process to the outcome.

airplanes weighing 19,000 lbs. or less and having 19 In part 23, the old rule was very focused on or fewer passenger seats. It includes the lower end how the manufacturer gets to the outcome of a safe 8 FAA Safety Briefing May/June 2019 airplane. The regulation codified prescriptive design Dec 2018, page 18), featured Bye Aerospace’s eFlyer requirements, which meant that any deviation from as a certification project to watch on the electric that approach required a cumbersome approval propulsion front. Bye’s first airplane, the eFlyer 2 , is process. These rules were introduced in the 1960s, a two-seater targeted at and the ways we designed airplanes, at least GA ones, the training market. The The big change in part 23 was the were fairly well established. Deviations from the airplane has a cruising norm were relatively rare. However, that changed as speed of 135 knots and removal of the prescriptive requirements it became increasingly obvious to GA manufacturers a 3.5 hour maximum that had previously been at the heart of (and pilots) that there were other (and better) ways endurance with VFR the rule. The FAA replaced them with of meeting the end goal: a safe airplane. However, the and reserve. Bye Aero - desired, end-state criteria.

fact that all of the requirements were set forth in the space is also developing regulation required manufacturers to either comply a four-seat version, the eFlyer 4 , with a 150-knot or request an exemption. It was also necessary for cruising speed and a four-hour endurance.

every manufacturer to do this for every certificate. “The new regulation provides for a streamlined The big change in part 23 was the removal of certification process, reducing cost and schedule the prescriptive requirements that had previously to achieve certification and transition to produc - been at the heart of the rule. The FAA replaced them tion,” Bye explained. “Bye Aerospace is extremely with desired, end-state criteria. This approach puts pleased and grateful that the FAA had the insight the emphasis on the airplane’s or system’s safety and willingness to embrace the possibilities and performance, not on how well it does in a series of the likelihood that electric propulsion truly is the predefined tests. future of aviation,” said Bye. “Our opinion of the So now that we have these performance-based change is positive.” metrics, how do we ensure that they are met? That Streamlining the Approval Process brings me to the other half of the new part 23, Means Aircraft manufacturers aren’t the only ones to of Compliance (MOC).

reap the benefits of a revised part 23. “The part 23 MOCing It Up rewrite and the associated ASTM consensus stan - Instead of having regulations with very specific dards have greatly benefitted Garmin, resulting in a methods of compliance, the new part 23 allows more streamlined and safety-focused perspective,” MOCs based on consensus standards. The FAA, explained Phil Straub, Garmin’s Executive Vice industry, and other stakeholders worked together President and Managing Director of Aviation. “This to develop MOCs that are a way — but not the only has allowed Garmin to bring cost-effective, safety- way — to demonstrate compliance with the regula - tion. Each element will have one or more MOCs for the applicant to use. If, for example, none of the previously approved MOCs work in your application, you can propose a new one. This flexibility allows for faster integration of new methods or technologies while still allowing for proper safety oversight.

Let’s have a look at some real-world applications of these changes.

Photo courtesy of Piper Aircraft, Inc.

Game Changer “The part 23 rewrite announcement was a complete game-changer for eFlyer,” said George Bye, CEO of Bye Aerospace. “We implemented an ambitious business plan, began raising investment capital, and set out to identify the best supply chain partners for this unique, all-electric flight training airplane opportunity.” If you’re a frequent reader, you might recall that a previous article ( Ride the Lightning , Nov/ May/June 2019 FAA Safety Briefing 9 Improving Situational Awareness One of the more interesting concepts that the new part 23 enhanced is EZ Fly. EZ Fly is an exciting program to improve GA safety by leveraging technol - ogy to create an intuitive user interface that reduces pilot workload. To translate that into a less academic parlance, the idea is to use increased automation to Photos courtesy of Garmin move the pilot’s limited attention away from imme - diate mechanical tasks and toward overall manage - ment of the flight. This approach could dramatically improve situational awareness and provide more mental bandwidth for aeronautical decision-making.

The EZ Fly concept combines a number of com - ponents including sensors, control laws, displays, and a simplified pilot interface with full envelope protection. One of the key concepts is Advanced Flight Control Systems (AFCS). AFCS are more than just fly-by-wire (FBW) systems. AFCS blend aircraft stabilization (such as stability augmentation) with basic aircraft control. But accomplishing that goal requires researching a number of supporting tech - nologies and making them economically viable for Garmin GFC 500 Autopilot GA. This is a joint effort by the FAA, NASA, academia, and industry and is no small task. The expected out - enhancing technologies to a segment of the market come is not a discrete system or set of components, that has expressed interest in low-cost solutions,” but a MOC that would allow manufacturers to use Straub continued. “Based on the demand and popu - these systems in future projects.

larity of these products, such as the G5 electronic EZ Fly is also part of a larger effort called Simpli - flight instrument and the GFC 500 autopilot, our fied Vehicle Operations (SVO). SVO has an end goal customers have benefitted tremendously from the of fully automated flight operations, which has great part 23 rewrite.” potential to address key safety issues such as Loss According to Straub, the most valuable aspect of Control. But there are a number of challenges of the rule change is the replacement of prescriptive between where we are today and that goal. EZ Fly requirements with standards more proportional to may offer a step toward that end state. Part 23 is the actual risk involved with light airplanes. “For an important enabler of not only this research and example, requirements such as those related to HIRF development, but also the technology’s eventual [high-intensity radiated field] and lightning, and integration into finished products.

which affect light GA very differently than transport The Flight Path category aircraft, have been revised to focus on safety The foundation has been firmly laid. The regula - objectives. This further streamlines the approval and tions are now in place to facilitate the future. Research certification process for Garmin.” is underway to enable introduction of technology. As Straub also explained that the rewrite opens noted, it will take time for the benefits to work their great opportunity. “As I’ve shared by our example, way to the average pilot. Rest assured, though, that the the industry is already benefiting,” he said. “The full creativity unleashed in this quiet revolution will likely benefit will take time, particularly for aircraft manu - lead to solutions nobody saw coming. We may not facturers to create aircraft designs that raise the know exactly what that tomorrow will look like — but safety bar by complying with regulations in innova - that’s part of the excitement. Stay tuned!

tive ways that were previously discouraged.” Garmin is only one prominent example of how this change can enable innovation, improve cost, James Williams is FAA Safety Briefing ’s associate editor and photo editor.

and more importantly, enhance safety.

He is also a pilot and ground instructor.

10 FAA Safety Briefing May/June 2019

J O H N C R O F T

Seeing

NORSEE

Benefits

How This Innovative FAA Safety

Enhancement Program Is Performing

Photo courtesy of Garmin hen Rosen Sunvisor Systems displayed its About a half-dozen other projects are in the wares at the annual Sun ‘N Fun International pipeline at any given time, according to John Ras - W Fly-In and Expo in April, a new product with panti, an aerospace engineer in the Chicago Aircraft an unusual identifier on the label — NORSEE — was Certification Office (ACO). The Chicago ACO is cur - on sale. NORSEE refers to the FAA policy statement rently the focal point for all NORSEE applications. As for Non-Required Safety Enhancing Equipment, program manager of NORSEE, Raspanti reviews and part of the required labeling for Rosen’s new visor disseminates the information to the appropriate FAA for the Piper Navajo. lines of business.

Launched in 2016, NORSEE allows a streamlined I Can See Clearly Now approval process for certain non-essential equip - The Navajo visor is Rosen’s first NORSEE prod - ment that can enhance the safety of general aviation uct and, based on the company’s experience so far, fixed-wing and rotary-wing aircraft. Included are it is the likely forerunner of many similar products.

traffic and terrain advisory systems, attitude indica - The Oregon-based company is a household name in tors, weather advisories, crashworthiness improve - visors for aircraft, with certified products available ments and stability augmentation systems.

for most U.S.-made general aviation aircraft, as well NORSEE evolved from an earlier policy (AIR100- as all Boeing commercial jetliners.

14-110-PM01) which uses ASTM standards (F3011- Three years after NORSEE’s debut, the FAA Safety 13), to make it easier for manufacturers to gain Briefing magazine team caught up with the FAA approval for angle-of-attack systems. It is designed officials overseeing NORSEE and two manufacturers to enable a lower-cost, faster route to the type certifi - who are now using the streamlined process to see cated (TC) aircraft market for a broad range of safety how the program is progressing. We found success equipment that historically have required Technical in certain key areas. We also discovered that the FAA Standard Orders (TSO) to approve the product and is learning a great deal about how to improve the supplemental type certification (STC) to install it.

nascent program, which allows non-traditional avia - Anthony Vilante, an FAA aerospace engineer in the tion companies to produce non-essential safety prod - Certification Procedures Branch, wrote both poli - ucts for certified aircraft. As of the end of February cies, which were designed to streamline the approval 2019, the FAA had issued about a dozen approvals for process for owners to install lower cost, non-certified safety equipment ranging from USB panel-mounted safety equipment.

chargers to iPad mounts to a multi-function display.

May/June 2019 FAA Safety Briefing 11 Liberty University’s School of Aeronautics began installing Alpha Systems Eagle angle of attack (AOA) indicators in its flight training fleet starting in 2012 under the predecessor policy to NORSEE.

Companies applying for NORSEE approval can instructions, which may require a calibration or pull- select various industry standards, such as ASTM, test, for example.

that suit their product as long as the equipment “We always say that if you can turn a screwdriver, meets minimum design requirements established you can install most of our STC’d sun visors,” said by the FAA. Applicants may also utilize applicable Gary Hanson, field engineer for Rosen Sunvisor portions of existing FAA Advisory Circulars and TSO Systems. “If you’re not comfortable, have a mechanic standards. The applicant’s paperwork includes man - do it, with a logbook entry.” Even though owners can ufacturing and quality control information as well as install the visors themselves, Hanson recommended safety analyses proving that the that they have their mechanic review the installation product will not affect primary and fill out a Form 337 (Major Repair and Alteration) systems on the aircraft. After the to more thoroughly document the history of changes NORSEE approval is based on the Chicago ACO reviews and finds made to the aircraft. “It can help if you sell (the air - premise that it offers safety benefits the application and the sup - craft),” said Hanson.

that outweigh the potential risks of porting documents acceptable, devices with a minor failure effect.

Opening the Door it sends the applicant a letter of Vilante said NORSEE has opened the door for approval that provides instructions on their respon - low-cost safety enhancing equipment to enter the sibilities as the design approval holder, including general aviation market, in part from manufacturers how they must maintain quality control of the who have not previously built certified equipment product. How the product gets installed is up to the through the rigorous FAA processes. He added that manufacturer (per installation instructions approved going forward, NORSEE will be the “umbrella that by the FAA) and the buyer and, in some cases, the catches all safety-enhancing add-ons that do not buyer’s airframe and powerplant mechanic. The fit into the field approval, STC, Parts Manufacturer installer is responsible for following the installation Approval or type certificate areas.” 12 FAA Safety Briefing May/June 2019 That unfamiliarity has added to the workload. What is certain is that Rosen has more NORSEE Raspanti, who runs the NORSEE program part-time, applications in the pipeline. “We have another one has spent a good deal of his time helping new appli - in right now and we plan to do two more in the next cants, about half of whom have never worked with three months or so,” he said. “I have high hopes that the FAA, through the process. NORSEE is going to be a good way for us to go,” said Vilante said most of the applications received Hanson, “because we have fairly simple products have been for “relatively generic” safety equipment, that pilots love and want.” like carbon monoxide detectors and outside air Jeff Bethel, owner and founder of avionics temperature gauges, equipment that normally would company, AeroVonics, said the cost of creating and cost a little more to purchase and install. Some getting a product to market will be about 90-percent complex applications — like multi-axis autopilots less for NORSEE than for the traditional STC route, which use servos to control primary flight controls although he could not say the same about the time — were considered a major change to type design it takes to complete the process. AeroVonics, which that require an STC, and therefore did not qualify as gained NORSEE approval for its multifunction dis - NORSEE. Others did not address the primary goal, play in October 2018, has arguably the most complex boosting safety. “NORSEE approval is based on the device approved under the policy to date. The AV-20 premise that it offers safety benefits that outweigh provides angle-of-attack, G-meter, attitude, airspeed, the potential risks of devices with a minor failure and other information on a 2-inch display.

effect,” said Vilante, adding that any failures of the As the complexity of a NORSEE component equipment should not result in a reduction in safety. increases, the review and approval time also As the intricacy in operation, functionality, increases. The time to complete a NORSEE approval and installation increases, the potential safety risks is also dependent on the applicant’s previous stemming from the failure of integrated and com - knowledge and experience with FAA certification plex systems also increases and the FAA has to focus processes. Each NORSEE project requires one-on- more intently on the relationship between safety one help and guidance to develop the NORSEE benefits and potential risks. As a result, more com - documentation. “There is a learning curve, but after plex equipment generally requires more time and the applicant has demonstrated the ability to provide resources to evaluate. the required documentation needed for NORSEE, we In the avionics area, some applications have expect the approval times to decrease,” Raspanti said.

pushed the limits of the NORSEE policy. Devices approved so far include small, multi-function gauges that provide information on attitude, angle-of-attack, G loads, and other information.

Is It Working?

Manufacturers who have tried the new process said it can drastically cut the cost and effort to get a product to market, and in some cases, the time it takes to get to market.

“Our first approval took one and a half months from start to finish,” said Rosen’s Hanson of the com - pany’s NORSEE applications. “STCs typically take one and a half to two years to complete.” Along with the reduced approval time, the Photo by Mike Collins, (c) AOPA. Used with permission.

NORSEE certification itself is less expensive. “An STC costs a couple of thousand dollars to process, primarily because we’re required to use FAA desig - nees to perform and review analyses,” said Hanson.

Manufacturing costs are equivalent to the company’s certified products as all parts are made the same way. Will Rosen be able to pass lower costs along to The AV-20 provides angle of attack, G-meter, attitude, airspeed, customers? “We don’t know yet,” said Hanson.

and other information on a 2-inch display.

May/June 2019 FAA Safety Briefing 13 “For Rosen Sun Visors, we worked together on the applicants can apply through their local offices. For NORSEE documents for the initial approval.” If future now, though, everything is being routed through NORSEE applications mirror the same format, Ras - the Chicago ACO branch to ensure consistency in panti said he expects approvals for similar sun visors evaluating the applications and to develop a docu - on other aircraft to achieve more timely approvals. mentation process that will mature “as we get more One improvement that has been implemented is exposure to various NORSEE products coming to the the help and guidance provided by Raspanti to inex - market,” said Vilante.

perienced NORSEE applicants. “It was apparent they needed help in preparing the letters, design stan - John Croft is an FAA certified flight instructor and a writer/editor in the dards, and installation documentation for a NORSEE NextGen Updates and Messaging Branch. Croft uses ADS-B in the Piper device,” he said. We provide guidance to help those Archer he co-owns with two other pilots, and he regularly flies a small team applicants with little to no engineering experience of FAA communicators to talk to pilots and other stakeholders about ADS-B.

develop NORSEE documentation that will be accept - able to the FAA.

Learn More “What John is doing is building a basis for a gen - eral template to go along with these approvals,” said FAA’s NORSEE Approval List Vilante. “He’s developing a common denominator faa.gov/aircraft/air_cert/design_approvals/norsee on what everyone should have in their data package.

NORSEE Policy Statement (PS-AIR-21.8-1602) The approvals will occur on a case-by-case basis.” go.usa.gov/xEGg7 The NORSEE policy envisions other ACO branches “eventually” joining the program so that 14 FAA Safety Briefing May/June 2019

Checklist

SUS A N PA R SON

A Strategy of (and for) Innovation

"Moving with the times is an important idea for Non-Required Safety Enhancing Equipment strategy today . " — Denise Morrison (NORSEE) Policy : We will cover NORSEE in greater detail elsewhere in this issue, but take a look at the "Innovation requires an experimental mindset . " NORSEE policy statement ( go.usa.gov/xE82C ) for a — Denise Morrison description of the purpose and overall applicability.

You will also want to review the approved equip - Recently-retired Campbell’s Soup CEO Denise ment page ( go.usa.gov/xE822 ), which is updated on Morrison may have been thinking about soup when she uttered these words, but they certainly apply to a regular basis to list specific items covered under the NORSEE policy.

aviation. As anyone in the GA community can attest, General Aviation Fuel: Avgas is the only aviation does not — indeed cannot — stand still, and remaining lead-containing transportation fuel. There every segment of the industry has repeatedly proven that innovation comes from willingness to experiment. are increasing concerns about lead emissions from small aircraft. To help “get the lead out,” the FAA is When it comes to many things, including the supporting the research of alternate fuels at its Wil - design, production, and certification of aircraft, the liam J. Hughes Technical Center in Atlantic City. We FAA has not historically had a reputation for things like innovation or willingness to experiment. On the are working with the aircraft and engine manufactur - ers, fuel producers, the EPA and industry associa - contrary — the traditional certification process for tions to overcome technical and logistical challenges part 23 seemed designed to do anything BUT move to developing and deploying a new, unleaded fuel.

with the times. There are good reasons for caution.

The agency has a significant responsibility, and there faa.gov/about/initiatives/avgas.

Part 23 Reform : You can read the full text of the ARE designs and ideas that quite literally shouldn’t fly.

revised Airworthiness Standards for Normal, Util - Times and mindsets have changed. The FAA ity, Acrobatic, and Commuter Category Airplanes has made significant strides toward moving ahead with the times and being more open to “alternative at go.usa.gov/xE82Z, but for a quick summary, the FAA’s webpage (go.usa.gov/xE82K) provides a broad means of compliance” for integrity of design and overview, and you will find additional informa - production. This mindset is consistent with the FAA’s tion elsewhere in this issue. The part 23 reform is broader emphasis on risk-based decision-making, as well as on the determination to avoid stifling indus - important because its flexible, forward-looking use of performance-based standards recognizes multiple try’s ability to be creative and innovative.

avenues to safety in aircraft design and production.

The “mission statement” for this particular FAA AIR Transformation Impact : In 2017, both the Safety Briefing column is to help develop awareness of FAA activities and resources relevant to the general FAA Flight Standards Service and the FAA Aircraft Certification Service (AIR) implemented changes aviation community. In that spirit, let’s take a look at in organizational structure and culture (go.usa.gov/ some of the GA-related certification material you can xE829). We have previously described the Flight find — at no cost, of course — on the FAA’s website.

General Aviation Fleet Modernization Efforts: Standards (FS) changes in some detail ( adobe.

ly/2xL0cZC ) . The AIR Transformation is a compre - Review and download this handy one-pager ( go.

hensive change in the way AIR does business. The usa.gov/xE84M ) for a visual overview of the FAA traditional focus is on compliance, which defines Aircraft Certification Service’s focus areas for both retrofit of the existing fleet and future R&D efforts, the expected level of safety. The AIR Transforma - tion is a conscious decision to shift emphasis to up such as advanced “refuse to crash” autopilots and front planning, development of performance-based future automation. Topics in the retrofit category standards and means of compliance, and a robust, include propulsion enhancements, advanced flight displays, autopilot and envelope protection risk-based systems oversight program.

systems, engine monitoring systems, fuel gauge systems, ADS-B In/Out, attitude indicators, angle of Susan Parson (susan.parson@faa.gov) is editor of FAA Safety Briefing and attack indicators, and non-required safety enhanc - a Special Assistant in the FAA’s Flight Standards Service. She is an active ing equipment (NORSEE).

general aviation pilot and flight instructor.

May/June 2019 FAA Safety Briefing 15

J E N N I F E R C A R O N

The Transformation

of Certification

Adopting Consensus Standards for Light-Sport Aircraft

“I look for the consensus because the consensus The Un-Certified Dimension drives the policy into new places.” There were no standards in place to regulate the — Catherine Ashton.

design and manufacturing of these “fat-ultralights,” and pilots were flying them without any training, atherine Ashton’s quote speaks directly to the certification, or maintenance safeguards to follow.

spirit of the time — 2002 — when the FAA made Coupled with an increasing number of accidents and

C the decision to use industry-developed consen -

incidents, the FAA faced a growing safety concern.

sus standards for the design, manufacture, airwor - To borrow from Catherine Ashton’s quote — it thiness certification, and maintenance of a new, and was time to drive the policy into new places!

emerging category of light-sport aircraft.

The New Location for Certification Back then, manufacturers of single-seat, light - weight ultralight vehicles were creating larger, Enter consensus standards. In 2004, the FAA heavier, and faster two-seater ultralights at a rapid published a new rule that created the Light-Sport pace. With two seats and affordable, innovative Aircraft (LSA) category. This rule not only created designs, these heavy ultralights were all the rage, a new classification for what were previously con - and consumers were clamoring to buy and fly these sidered heavy ultralights, but it also introduced, for exciting creations that required neither aircraft nor the very first time, the use of industry-developed pilot certifications. consensus standards acceptable to the FAA to But these new ultralights were caught between address aircraft design, production, airworthiness, two worlds; they were too heavy to operate as ultra - and maintenance for Special (S-LSA), and Experi - light vehicles under part 103 (often referred to as “fat mental (E-LSA) kit built aircraft. Note: Amateur-built ultralights”) and impractical to certify under part 23. aircraft, and amateur-builts that meet the definition Not only was part 23 certification impractical for the of an LSA, do not require compliance with consensus fixed wing designs, vehicles such as powered para - standards. Instead, amateur-built aircraft receive chutes, weight-shift control, and gyroplanes were not experimental airworthiness certificates. E-LSA kit airplanes as defined by part 1, and were therefore built aircraft are different in that they are only pro - ineligible for certification under part 23. In effect, they duced to the standard, but they must be assembled were not airworthy for sport or recreational flight. by the builder according to the assembly instructions.

16 FAA Safety Briefing May/June 2019 E-LSA kit-builts also cannot be used for compensation industry members that work together on a consen - or hire (including flight training), because to qualify sus basis to develop these standards.

for an experimental certificate, there must first have Technical Committee F37 on Light-Sport Aircraft been an S-LSA version of that same make and model. established the first set of consensus standards for The FAA moved to the use of consensus standards the 2004 LSA rule. Today, we recognize the F37 Com - not only to leverage existing industry experience, but mittee as the standards developing body for S-LSA also to provide a less costly and less restrictive means and E-LSA kit aircraft. Approximately 175 volun - for certification, increase the level of safety of these teers, including stakeholders, FAA representatives, aircraft, close gaps in previous regulations, and create and consumers meet twice a year to develop and a means to accommodate new aircraft designs. maintain standards in design, performance, quality Applying consensus standards to the process acceptance testing, and safety monitoring.

creates flexibility, improves process efficiency, reduces cost for the manufacturer and consumer, The FAA moved to the use of consensus standards not only to leverage and enhances safety. In fact, some would argue that the success of the LSA rule inspired the recent re- existing industry experience, but also to provide a less costly and less write of part 23 to use consensus standards as well.

restrictive means for certification, increase the level of safety of these Sounds great, right? But what exactly are these aircraft, close gaps in previous regulations, and create a means to consensus standards? How do they work? Do accommodate new aircraft designs.

they really save money? And how does their use enhance safety?

A Standard is Born A Sense of Consensus The committee reviews the proposed standards it develops and then takes a vote for approval. Any In a nutshell, industry-developed consensus negative votes require written settlement, with final standards set the guidelines for a product. They’ve approval of all draft standards by consensus, i.e., been around for a long time, and are widely used general agreement. And, voila! A new or revised set today in almost all U.S. industries.

of standards is created and ready for publishing.

If you’ve ever owned a mechanical tool set with SAE and metric tools, then you’re already familiar To Accept or Not with consensus standards. SAE International (for - Despite the committee’s consensus, and merly the Society of Automotive Engineers), develops approval by the standards body, these approved con - technical standards for tools, equipment, and even sensus standards are not ready for use by the light- horsepower ratings for the automotive industry.

sport aircraft industry for airworthiness certification.

In the aviation industry, Congress and the Office In fact, all ASTM-approved consensus standards are of Management and Budget (OMB) mandated the voluntary. It’s up to the FAA to make the final deci - use of consensus standards. OMB Circular A-119 sion to accept or not accept the approved standards directed agencies “to use voluntary consensus stan - for airworthiness certification of light-sport aircraft.

dards, in lieu of government-unique standards, … to Here’s how that works.

eliminate the government’s cost in developing stan - The F37 Committee submits all the approved, dards, to decrease the cost of goods, and to promote new, and revised LSA consensus standards to FAA efficiency and economic competition through the subject matter experts for review.

harmonization of standards.” Whenever a new consensus standard comes out To facilitate the development of standards for that applies to LSA, or there’s a revision to an existing S-LSA and E-LSA kit aircraft, the industry chose standard, the FAA has to review it. The FAA has the ASTM International (formerly, American Society for option to accept, or not accept, any ASTM approved Testing and Materials), a not-for-profit organization consensus standard received from the F37 Committee.

that is one of the largest voluntary standards devel - Additionally, the FAA does not approve consen - oping organizations in the world.

sus standards. They are accepted or not accepted .

The Creation of Consensus Here’s why.

If you look at the difference between aircraft ASTM serves as a forum for technical com - that are designed under FAA type certificates (TCs) mittees that develop and maintain standards. The and production certificates (PCs), and LSAs, the technical committees are comprised of experts and May/June 2019 FAA Safety Briefing 17 pliance for each LSA aircraft and kit they produce.

This statement of compliance designates that the aircraft complies with all FAA-accepted, and appli - cable LSA standards. FAA Designated Airworthiness Representatives inspect the aircraft to verify it is in a condition for safe operation and that the manufac - turer certifies that it does in fact meet the standards.

To comply with the regulations, LSA manufac - turers must: design the aircraft to meet the consen - sus standard; document the required maintenance and inspection procedures along with the aircraft’s answer is clear. Aircraft type-certificated to part 23 flight training supplement; maintain a quality assur - must meet FAA-specific design and testing require - ance system that meets the consensus standard; ments. These aircraft must then meet FAA-specific and have a process in place to monitor and correct quality and production requirements under part 21 safety-of-flight issues. Ultimately, the certification to be eligible for airworthiness certification. Since and continuing airworthiness of an LSA aircraft is they must comply with these FAA regulations, they the manufacturer’s responsibility.

are FAA-approved aircraft. LSAs, on the other hand, are built to industry-consensus standards. LSAs are Consensus Standards and You eligible for an airworthiness certificate based on the Airworthiness certification of LSAs by consen - manufacturer’s statement of compliance to industry sus standards provides a number of benefits for standards , without the FAA’s issuance of a TC and the flying public. A major benefit is the cost sav - PC. Without FAA-specific requirements for issuance ings passed along to the consumer. Airworthiness of TCs and PCs for LSAs, the FAA will only accept , certification is less costly and less restrictive than and not approve, the industry-specific standards.

the FAA-standard airworthiness process, provid - ing LSA manufacturers greater flexibility with their A Standard is Adopted designs and more freedom to develop cost-effective The FAA identifies the FAA-accepted consensus technologies. In addition, manufacturers can test the standards in the Federal Register by an FAA notice compliance of their products against these standards of availability (NOA). The NOA includes the effec - themselves, which saves money and time.

tive date for the new or revised standards to be used Another plus is that as the LSA industry con - for new manufactured aircraft and the end date tinues to develop new designs and models, airwor - for using the existing ones. It also thiness certification by consensus provides living includes a 30-day request for com - Applying consensus standards guidance that embraces change and allows manu - ments from the public. Any com - to the process creates flexibility, facturers to bring new products to the market much ments received are coordinated with improves process efficiency, faster. That’s great news for the LSA enthusiast.

the F37 Committee for consideration reduces cost for the manufacturer Best of all, with consensus standards new safety- in future standards revisions. The and consumer, and enhances safety.

enhancing technology is cheaper to introduce, and it FAA adopts the new and revised gets to market faster. That makes LSAs safer for you, standards as acceptable for airwor - and for everyone in the airspace.

thiness certification and mandatory for manufactur - ers to follow.

Jennifer Caron is an assistant editor for FAA Safety Briefing . She is a certi - Consensus Standards in Action fied technical writer-editor in aviation safety and flight standards.

An LSA manufacturer must use the current, FAA- accepted consensus standards to design and manu - Learn More facture its new aircraft. Existing aircraft are maintained to the consensus standards effective on their date of To see the new or revised consensus standards up for manufacture. To see a list of the latest FAA-accepted public comment, visit www.federalregister.gov and search consensus standards, light-sport.

standards, and information on previously accepted standards, visit faa.gov/aircraft/gen_av/light_sport .

For more on the F37 Light-Sport Technical Committee, Manufacturers are responsible for their finished visit www.astm.org/COMMITTEE/F37.htm .

products and are required to sign a statement of com - 18 FAA Safety Briefing May/June 2019

PAU L C I A N C I O L O

Legally Aloft

Review of Aircraft Certificates

Photos: left-courtesy of Piprer Aircraft, right-courtesy of Cirrus Duluth nderstanding the basics of aircraft certification approved on a type-certificated aircraft. All of this can help you make sound decisions affecting work is for a good reason. When you carry out an U the airworthiness and operation of the aircraft approved modification on your aircraft, you expect you own or rent. To help explain this, let’s take a it to be safe and compliant with appropriate airwor - look at the FAA’s role in how aircraft are designed, thiness standards.

produced, and maintained. Once the FAA determines that the applicant has demonstrated compliance with the airworthi - Type Certificates ness standards, including any special conditions A type certificate is a necessary step along the issued specifically for the project, the FAA issues an path to producing and selling aircraft to the public.

STC. The FAA can also issue special It serves as FAA approval of an aircraft type design, conditions when it determines that When it comes to determining if which includes the aircraft’s airworthiness and oper - the airworthiness regulations do ating limitations. an aircraft is airworthy, the PIC is not contain adequate or appropri - To obtain this certification, a company must always the final decision-maker.

ate safety standards because of a show that the aircraft design complies with FAA stan - novel or unusual design feature, dards. These standards lay the groundwork for safe such as an inflatable airbag system on multiple- handling qualities, structural integrity, systems reli - place and single-place side-facing seats (i.e., seats ability, and other characteristics that many of us take positioned in the airplane with the occupant facing for granted in the aircraft we fly. One of the key ways 90 degrees to the direction of airplane travel).

a company shows compliance with the airworthi - Production Certificates ness standards is through testing, such as on-ground wing structural tests or inflight spin tests. The FAA’s If a company wants to consistently reproduce role is to examine the type design, as well as oversee a type-certificated aircraft that it manufactures for and verify the tests that demonstrate a product com - sale to the public, then the FAA must issue a produc - plies with FAA standards. tion certificate. The intent of production certifica - If you want to add new technology, modify, or tion is to ensure that each product conforms to its change the design of a type-certificated aircraft, you type design and is in a condition for safe operation.

need a supplemental type certificate (STC) issued. The FAA conducts ongoing audits and evaluations to Obtaining an STC typically requires a great deal of make sure the company’s production system contin - work for both the applicant and the FAA, especially ues to meet standards.

for new technology that has not previously been May/June 2019 FAA Safety Briefing 19 utility, acrobatic, commuter, transport, manned free balloon, or a special class. The certificate remains valid as long as the aircraft meets its approved type design; is in a condition for safe operation; and main - tenance, preventive maintenance, and alterations are performed in accordance with Title 14 Code of Fed - eral Regulations (14 CFR) parts 21, 43, and 91.

A special airworthiness certificate (FAA Form 8130-7) is the FAA’s authorization for the operation of aircraft in specialized categories as outlined in 14 CFR section 21.175. These eight categories are: primary (e.g., personal use aircraft), restricted (e.g., agricultural, forest/wildlife conservation, aerial survey, or patrol), multiple (restricted plus one or more other categories except primary), limited, light- A parts manufacturer approval (PMA) is a com - sport (e.g., for special light-sport aircraft made in bined design and production approval for modifica - accordance with consensus standards), experimen - tion and replacement parts. It allows a manufacturer tal (e.g., research and development; crew training; to produce and sell these parts for installation on exhibition; air racing; demonstrating compliance type-certificated aircraft.

with regulations; operating amateur-built, primary Airworthiness Certificates kit-built, or experimental light-sport aircraft), special flight permit, and provisional. For more details about During preflight, checking that the aircraft has each of these categories, see go.usa.gov/xEGs2.

an appropriate and current airworthiness certificate An experimental certificate for research and displayed onboard is the pilot’s responsibility. Many development, showing compliance with regula - factors can affect tions, crew training, or market surveys is effective the condition of Safe design and construction are only part of for one year after the date of issue or renewal unless the airworthiness the picture when it comes to safe aircraft. You the FAA prescribes a shorter period. The duration certificate after issu - of an experimental certificate issued for operating can help keep your aircraft airworthy — safe ance, and it is the amateur-built aircraft, exhibition, air-racing, operat - pilot’s responsibility and in conformance with its type design — by ing primary kit-built aircraft, or operating light-sport to determine that an maintaining and operating it according to its aircraft is unlimited, unless the FAA establishes a aircraft is airworthy airworthiness and operating limitations.

specific period for good cause.

before flight. Two Safe design and construction are only part of things you’ll want to verify is that an aircraft must the picture when it comes to safe aircraft. You can always: help keep your aircraft airworthy — safe and in 1. conform to its type certificate along with any conformance with its type design — by maintaining approved changes to the type design, and and operating it according to its airworthiness and 2. be in a condition for safe operation.

operating limitations.

Not all airworthiness certificates are the same.

Repairs and Alterations Let’s have a look at the different kinds you may Two actions that can affect conformance with encounter.

the type certificate of an aircraft are repairs and There are two different classifications of FAA alterations, which are defined as follows: airworthiness certificates: standard airworthiness A “repair” is an action taken to return an aircraft certificates (allowing seven categories of operation), to its current type design, and therefore to an airwor - and special airworthiness certificates (with eight spe - thy status. Typical repairs include replacing defective cialized categories).

parts, such as a vacuum pump; or making approved A standard airworthiness certificate (FAA form sheet metal repairs, such as repairing damage from a 8100-2 displayed in the aircraft) is the FAA’s official bird or deer strike.

authorization allowing for the operation of type-cer - An “alteration” is any action that changes or tificated aircraft in the following categories: normal, modifies the original type design. For example, an 20 FAA Safety Briefing May/June 2019 alteration might involve installation of an engine or time approval, and the inspector approves the repair propeller not included in the type design. or alteration by signing block 3 of FAA Form 337.

When a repair or an alteration affects the Return to the Sky aircraft’s weight and balance, structural strength, The FAA’s Aircraft Certification Service is respon - performance, powerplant operation, or flight char - sible for overseeing the design, production, and orig - acteristics or operations, it is deemed to be a “major” inal airworthiness certification of civil aircraft and repair or alteration.

related products. Maintenance personnel approve Anyone who performs required maintenance the aircraft for return to service, but it is the pilot-in- and inspections, preventative maintenance, repairs, command (PIC) who actually returns the aircraft to or alterations must document their work. The pilot service by flying it. When it comes to determining is responsible for ensuing repairs have been appro - if an aircraft is airworthy, the PIC is always the final priately documented before operating the aircraft.

decision-maker.

You should be able to locate the entries for required maintenance, inspections, and preventive main - tenance in the aircraft’s maintenance records. For Paul Cianciolo is an associate editor and the social media lead for FAA Safety Briefing . He is a U.S. Air Force veteran, and a rated aircrew member anything that qualifies as a major repair or major and volunteer public affairs officer with Civil Air Patrol.

alteration, the aircraft maintenance records require a completed FAA Form 337.

A field approval is one of the means used by the FAA to approve technical data used to accomplish a major repair or major alteration. It is an approval Learn More through an authorized FAA Aviation Safety Inspector FAA’s Aircraft Certification Page (airworthiness) of technical data and/or installations faa.gov/aircraft/air_cert used to accomplish a major repair or major alteration.

This type of approval may be accomplished for one-

J A M E S P. N I E H O F F

“ ”

Be a Part of Improving Aviation Safety

Even standard parts like these bolts can be easily counterfeited.

Inspect using industry standards to ensure conformity.

A Look at Suspected Unapproved Parts

he reality of unscrupulous people trying to approved methods previously listed. These would dupe unsuspecting mechanics, owners, and/ include automotive parts, hardware store bolts, etc.

T or operators into buying unapproved aircraft Suspected Unapproved Parts (SUPs) : These

parts is very real, and the GA community needs to parts resemble approved aircraft parts, but they remain staunchly aware of these practices. Adding were not produced in accordance with an approved to this concern is the confusion when it comes to method. This can also include parts that may have understanding the differences that exist among aero - been approved but can no longer be traced to that nautical parts. Despite a repeated history of lessons approved method.

learned, the FAA continues to confront this issue and For some additional context into the issues with remains committed to advocating the importance of SUPs, let’s expand on the acceptable methods used using approved parts. to deem a part “approved.” Part and Parcel Seal of Approval To better understand the issue, let’s start by Type Certificate (TC) : An aircraft manufacturer explaining how aircraft parts are classified. There are receives a TC from the FAA when it demonstrates three main categories: approved parts, unapproved that its newly designed aircraft meets all of the cur - parts, and suspected unapproved parts. rent aircraft certification rules. The FAA will issue a Approved parts : A part can be called “approved” production certificate (PC) to a manufacturer when if it has been produced in accordance with one of its established production demonstrates that each the following: type certificate (TC), supplemental aircraft produced conforms to its TC, or type design.

type certificate (STC), parts manufacturing approval All parts and pieces associated with that aircraft are (PMA), technical standard order (TSO), owner “FAA Approved.” Certification of aircraft by the FAA produced parts, standard parts, or other process ensures that commercial and general aviation air - approved by the Administrator. craft meet the highest safety standards, from initial Unapproved parts : These are parts that we know design to retirement.

were not produced in accordance with any of the 22 FAA Safety Briefing May/June 2019 Supplemental Type Certificate (STC) : An STC dard part is a part or material that conforms to an is a TC issued when an applicant has received FAA established industry or U.S. government-published approval to modify an aeronautical product from specification. The FAA bases the acceptance of a its original design. The STC, which incorporates the standard part as an approved part on the certifica - related TC by reference, approves not only the modi - tion standards used to design and produce that part fication, but also how that modification affects the (usually an independent established set of specifica - original design. In other words, to modify an aircraft tions and criteria.) Think Air Force/Navy (AN), Mili - from its original type design, you will need an STC. tary Standard (MS), National Aerospace Standard Think floats, wing extensions, short takeoff and land - (NAS), Society of Automotive Engineers (SAE), etc., ing (STOL) kits, engine conversions, etc. to include nuts, bolts, hoses, plumbing lines and fit - Parts Manufacturer Approval (PMA) : A PMA tings, sheet metal, rivets, etc.

is a combined design and production approval for Any other process approved by the Administrator : modification and replacement articles. It allows The bottom line here is that there should be a paper a manufacturer to produce and sell these articles trail showing a connection to that FAA approval.

for installation on type certificated products. FAA Think field approval, etc.

Orders 8110.42 and 8120.22 prescribe the approval Terms to Know procedures for FAA personnel and guides applicants Now that you have a better idea of the different in the approval process. An Approved Model Listing types of aeronautical parts and what makes them (AML), which should accompany a PMA, lists all of officially “approved,” let’s talk about how to identify the aircraft on which that part is approved for use.

and report a SUP. The differences can be subtle.

The AML is your installation approval.

To help with the FAA’s ability to investigate as Technical Standard Order (TSO) : A TSO is a well as educate the aviation community on SUPs, minimum performance standard for specific materi - the agency formed a SUP Program Office in 1995.

als, parts, and appliances used on civil aircraft. A The FAA’s Flight Standards Service (FS) assumed TSO authorization is authorization to manufacture initial responsibility for the program, but in 2012 it a material, part, or appliance to a TSO standard.

was transferred to the Aircraft Receiving a TSO authorization is both a design and Certification Service (AIR).

production approval. However, receiving a TSO The reality of unscrupulous people trying Today, the FAA’s Office of Audit authorization is not an approval to install and use the to dupe unsuspecting mechanics, owners, and Evaluation processes all article in the aircraft. Rather, it just means that the and/or operators into buying unapproved FAA Hotline complaints (more article meets the specific TSO, and it authorizes the on that later) and forwards all aircraft parts is very real, so the GA applicant to manufacture it. There are many current SUP related reports to focal community needs to remain staunchly published TSOs. Think seat belts, life vests, emer - points in both AIR and FS for aware of these practices.

gency locator transmitters, airspeed indicators, etc.

evaluation. These individuals Owner-produced parts : This is a subject all on then work together to properly classify the report its own, so I won’t cover it in detail here. The FAA and assign it for investigation, as determined by the does make provisions in the regulations for aircraft details of the case.

owners to produce parts for installation on their own From the perspective of the SUP office, there aircraft. However, you cannot produce in surplus and seems to be a lot of confusion regarding SUPs. That’s sell any parts made in this manner to other owners.

understandable, because it is a nuanced issue. It also This action would require a PMA or other FAA uses terminology that overlaps into other aspects of approval. See 14 CFR section 21.9(a) (5) & (6) and the aviation industry, making it hard to differentiate Advisory Circular (AC) 20-62E for additional infor - among those terms.

mation. There is also an article on owner-produced Here are a few, real-world examples that illus - parts from the Jul/Aug 2002 issue of this magazine trate some of this confusion: available here: https://adobe.ly/2Y2eB1j .

Use of Known Unapproved Parts : We received Standard Parts : When you hear this term, you a report that identified the use of grade 8 hardware might be inclined to think of something simple, like store bolts in place of approved standard aircraft regular nuts and bolts. In fact, other types of parts, hardware. This error was obvious and easy to spot; as well as materials used to produce aviation parts, the reporter spelled out the issue and included may fall under the “standard part” category. A stan - numerous photos to document the error. The May/June 2019 FAA Safety Briefing 23 of this nature that have resulted in significant civil penalties and/or jail time for those involved.

Sign Up For Unapproved Parts

Play Your Part

Notifications!

As an aircraft owner, operator, or mechanic, you play an important role in ensuring the integ - To receive an email alert when new FAA UPNs rity of aeronautical products, especially when it are posted to the FAA Suspected Unapproved comes to determining the quality, eligibility, and Parts UPN webpage: traceability of aircraft parts. One tool you can use to report any instances of SUP is the FAA’s Hotline ● ■ Go to this website: bit.ly/2Wrvbpo Program (hotline.faa.gov). The hotline is a national reporting system established to receive reports of ● ■ Enter an email address and click on Submit potential unapproved parts entering the aviation You are now subscribed to receive FAA UPN system primarily at the supply and repair level of aircraft maintenance. You can also report SUP via alerts through GovDelivery.

mail, and the SUP Report form is available at faa.gov/aircraft/safety/programs/sups. Please note that you can no longer report a SUP by phone.

intentional use of known unapproved parts in place If the SUP office receives a hotline report that of approved aircraft parts is a case of “improper is ultimately classified as something other than a maintenance” and is not a SUP case. Ultimately, we SUP, please don’t think it gets ignored or discarded.

assigned this case to the local Flight Standards Dis - Instead, the SUP focal points evaluate each report, trict Office (FSDO) for investigation.

make the appropriate classification change, and rec - Quality Escape : This term means that a produc - ommend assignment to the appropriate FAA office.

tion certificate holder makes an error and ships a The FAA investigates all cases.

part that does not conform to the type design. There An excellent resource for dealing with a poten - may be a variety of reasons for this occurrence. For tial SUP case is FAA Advisory Circular (AC) 21-29, example, there may have been a missed step in the Detecting and Reporting Suspected Unapproved Parts part’s manufacturing (see Learn More at the end of this article for a link).

process, which was As an aircraft owner, operator, or mechanic, This AC provides detailed guidance on how to iden - then missed by quality you play an important role in ensuring the tify unapproved parts, as well as prevent the procure - control. This is not a SUP integrity of aeronautical products, especially ment, acceptance, and installation of such parts.

case, but it gets immedi - when it comes to determining the quality, It is important for all airmen to remain vigilant ate attention from the eligibility, and traceability of aircraft parts.

on this issue. If you identify a SUP, we are here to FAA’s Aircraft Certifica - support you. So please send us a report.

tion personnel to identify and fix the problem.

Approved Parts Installed in Unapproved Places : James Niehoff is an FAA aviation safety inspector and the SUP Focal Point This is another instance of “improper mainte - with the Aircraft Maintenance Division’s Special Programs Branch.

nance” rather than a SUP case. When you install an approved part in the wrong place, it does not lose its classification as an approved part if it has not lost traceability to its approved roots.

Counterfeit Parts : These are unapproved parts Learn More manufactured and sold without FAA approval. You Advisory Circular 21-29, Detecting and Reporting should report them to the FAA as a SUP. There may Suspected Unapproved Parts be obvious, or not so obvious, visual clues to help go.usa.gov/xEzM3 you spot these parts. The FAA aggressively investi - Advisory Circular 20-62, Eligibility, Quality, and gates these cases and works closely with the Office of Identification of Aeronautical Replacement Parts Inspector General (OIG) and law enforcement offi - go.usa.gov/xEzMY cials to ensure proper adjudication. There are cases 24 FAA Safety Briefing May/June 2019

Roll of Honor 2018

Wright Brothers Master Pilot Award

The FAA’s most prestigious award for pilots is the Wright Brothers Master Pilot Award.

It is named in honor of the first U.S. pilots, the Wright brothers, to recognize pilots who

have demonstrated professionalism, skill, and aviation expertise by maintaining safe

operations for 50 or more years. In 2018, we recognized the following master pilots. For

more about the award, go to faasafety.gov/content/MasterPilot.

Sherman Bear AK Wayne Bush CA Chester Peek CO Robert Iba FL Joe Harrelson GA John Carricaburu AK George Cawthra CA Tracy Perry CO William Jabour FL Robert Lindley, Jr GA Norman Lee AK Michael Church CA Paul Sciera CO Richard Kendel FL Robert Maione GA Kenneth Nestler AK Martin Coda CA Terrence Terrill CO David Kozeruba FL Clifford Manning GA Michael Pannone AK Edward Cohn CA Joseph Tumminaro CO Ralph Loewinger FL Clifford Padgett GA Myles Thomas AK Billy Davis CA James Turnbull CO Stephen Martin FL Jesse Payton GA George Walters AK James Deitschman CA James Van Namee CO Charles McConkey FL Carleton Roberson GA ——— Andre Dressler CA ——— Terry Meek FL Larry Short GA Herbert Valencia AL John Eddy, III CA John Ackerman CT William Merkin Fl David Swanson GA ——— Rick Emerian CA Charles Couture CT Roy Miller FL ——— Ronald Bauman AR Ernie Ganas CA Joseph Gauthier CT Michael Mitchell FL James Butterfield IA Paul Guiley, Jr AR Wallace Goltry CA Roy Parkinson CT James Morehead FL William Fitch IA Larry Imel AR Warren Goyer CA Sandy Sanderson CT Volker Mulling FL Nicholas Hildreth IA William Keener AR Raymond Hanna CA ——— John Murray FL Carl Johnson IA Donald Kephart AR J. Elmore Heitman CA Paul Sayther DE Arthur Paige FL ——— Randall Willis AR Robert Hitchcock, II CA ——— James Piccoli FL Michael Anderson ID ——— Hervey Hodgson CA James Britton FL Lawrence Ploucha FL James Eyre, Sr ID Ralph Aguirre AZ Terence Honikman CA Jeffrey Abrams FL Richard Porter FL Laurence Hettinger ID Brian Beulen AZ Charles Hosmer CA Bussey Allsup FL Kenneth Qualls FL Robert Hoff ID Robert Brock AZ Richard Jordan CA Melvin Anderman FL Thomas Renfro FL John Hook ID Orin Koukol CA Douglas Burke AZ Walter Bates FL James Renfro FL Johnny Stewart ID Patricia Forbes AZ Jerry McKneely CA Russell Boteilho FL Sherrell Roberts FL Bruce Whittig ID David Forbes AZ Randall McKnelly CA James Britton FL William Royal, Sr FL ——— Richard Frazier AZ Edward Miyamoto CA Anton Castrillo FL Laurence Rubin FL Edward Ban IL Albert Gardner AZ Robert Morgan CA James Cianci FL Andy Rughani FL Walter Cwian IL Wayne Green AZ Stephen Parker CA William Clarke FL Harry Ruhsam FL Dean Del Bene IL Robert Hansen AZ Gene Ratkowski CA Larry Collins FL Arthur Saluk FL John Friling IL Rory Hansen AZ Brian Rennie CA Larry Connor FL John Scholl FL Gene Gear IL Michael Hewitt AZ Gary Richards CA Edward Cox FL Thomas Sheehan, Jr FL Richard Hansen IL Earl Huffmaster AZ Daniel Rihn CA Peter Culhane FL Richard Sheppard FL John Humphrey IL Richard Kendall AZ J. Norman Sanders CA Gordon Czelusta FL Harry Squires FL Jon Jefferies IL Lawrence Minch AZ Thomas Schulz CA James Davenport FL John Stott FL Richard Larson IL Blair Parker AZ Peter Schutte CA Samuel Dawson FL Raymond Ulrich FL Robert Luman, Jr IL William Rapley, Jr AZ Robert Scott CA David Dechant FL Thomas Vanderheyden FL John Magon IL Alan Roberts AZ Brett Stephens CA Roger Dibble FL Eugene Walsh FL Robert Mark IL William Schuchter AZ Donald Terry CA William Duncan FL John Wilson FL Robert McDaniel IL Larry Stoffers AZ Robert Tomlinson CA Stephen Emme FL Edward Wilson FL John McHugh IL Rich Tichacek AZ Harry Walker CA Robert Farrar FL William Zollinger FL Peter McVay IL William Winslow, Jr AZ Guy Watson CA Diane Fisher FL ——— Mark Pasqualino IL ——— Bruce Witmer CA William Franklin FL John Brooke GA Edward Quedens IL Stergios Rapis CA Randy Zahn CA John Fuller FL Henry Cicci GA Elmer Rullman, III IL Ronald Allen CA ——— Robert Gandt FL Danny Cox GA Edwin Simon IL Willis Allen CA Andrew Gambardella, Jr CO Joseph Grashorn FL Vernon Darley, II GA Dennis Smalley IL Douglas Avazian CA Ronald Gerber CO Dennis Haber FL Terrance Dorondo GA Edwin Thomas IL John Barnes CA Richard Janitell CO Richard Hensch FL Andrew Dotson GA Ronald Thompsen IL James Brannan CA Paul Ellis GA Frank Niehus CO Luther Hipps, Jr FL Richard Tichy IL Thomas Buscemi, Jr CA Bruce Oaster CO Jens Hoyt FL Ernest Epps GA Simon Vancina IL

May/June 2019 FAA Safety Briefing 25

Roll of Honor

George Yundt, III IL Terrell Otis MD Ronald Brown MO William Little ND Lanny Jines OH ——— Frank Phillips, Jr MD John Brown MO Ray Thompson ND William Leff OH Philip Allison IN Raymond Stinchcomb, Jr MD Joseph DeBettencourt MO ——— Michael Reed OH John Bizal IN ——— Samuel Dyer MO Lyle Bender NE Kenneth Rider OH Geral Calvert IN John Gobel ME Larry Freiheit MO Reece Peterson NE Philip Talbott OH Conrad Gerdes IN ——— James Gatschet MO Michael Sides NE Lee Thiel OH James Hacker, Sr IN Charles Blaylock MI James Glass MO ——— Patricia Wagner OH John Haynes IN Robert Buttleman MI Esther Grupenhagen MO John Belletete NH ——— Roger Kneeland IN William Clark MI Richard Horowitz MO Norman Ellard NH Alan Glad OK George Mock IN Philip Coulson MI William Humphrey, Jr MO Jesse Elliott NH Michael Harris OK John Schofield IN Thomas Dancey MI Don Jacobs MO ——— William Hartsell OK James Spore IN Lawrence Froede MI Lee Lane MO Joseph Kollar NJ Arturo Hernandez OK Francis Tucker IN Peter Greenfield MI Thomas Loftin MO Leonard Levy NJ Mark Jacobs OK Ronald Walker IN Adrian Hakari MI Ralph McClurg MO Harold Olson NJ James Seignious OK John Wesley IN Sherwood Harrington MI Elmer Myers MO John Pacitti NJ Leroy Wall OK ——— Barry Kadans MI Gayle Myers MO Norman Schenck NJ ——— Dennis Chesnut KS Keith Kobet MI Johnny Preston MO William Spych, Jr NJ George DeMartini OR Thomas Deutsch KS Fred Layne MI Ron Rodgers MO Joseph Tordella NJ Dallas Enger OR William Gross KS Charles Lee MI Bernard Schweiger MO ——— John Glenn OR Marvin Hesket KS Robert Lutz MI Steven Struyk MO Robert Adams NM Bruce Gustafson OR Jay Johnson KS Bijan Moazami MI Charles Williams MO Teddy Adams NM Fred Leonetti OR James Williams MO Earl King KS Charles Opie MI Alfred Castillo NM John Lynch, IV OR Robert Mika KS Milton Opie, III MI Richard Williams MO Billy D’Spain NM Penn Stohr OR George Rhoades, II KS George Opie MI ——— John Grosso NM ——— Rex Russell KS Milton Ovie, III MI George Cricenti MS Johnny Oakley NM Alfred Bennett, Jr PA Francis Stringer KS Terry Pender MI William McDonough, Jr MS Kenneth Oden NM Douglas Braun PA John Wittenborn KS Dennis Peterson MI Robert McEachern MS James Robins NM Richard Buffington PA ——— Gary Randolph MI ——— ——— Thomas Johnston, Jr PA Alan Davis KY Hugo Ritzenthaler MI Frank Hale MT Johnny Burke NV Harold Kulp PA Robert Dearing KY Robert Rodenhouse, Jr MI John Hutchison MT James Carragher NV Nils Mantzoros PA Peyton Hoge, IV KY E. Barry Rogers MI William Lepper MT David De Leuil NV James Mehling PA Marcus Norton KY David Rosebraugh MI Jeffrey Morrison MT Perry DiLoreto NV Harold Ryan PA Robert Poe KY Nihl Storey MI Charles Rogers MT Michael Moore NV Michael Stephan PA John Uhl KY John Swantek MI Steven Tostenrud MT Lee Salz NV David Stouffer PA ——— Daniel Unger MI ——— ——— Carl Tookey PA Theodore Cohen LA Sharon Von Maur MI Robert Bauer NC Moses Acee NY John Toomey PA Alan Malone LA Richard Von Maur MI David Bonivtch NC Larry Ciszak NY Edward Wolfe PA Craig Mays LA Monte Zerbe MI Anthony Bruno NC Stephen Cohn NY ——— Palmer Sullins, Jr LA ——— Lawrence Coon NY Harold Burg SC Wilbur Chronister NC John Torrance LA Richard Bihler MN John Collins NC Stanley Edwards NY Dale Eisenman SC Sammy Whatley LA Richard Cross MN Harald Fiedler NC Ronald Fast NY Richard Hegenberger SC ——— Duane Janssen MN Ernest Hughes NC J.C. Follender-Birns NY Walter Johnson SC Nina Anderson MA Robert Jondahl MN Thomas Meade NC Richard Giannotti NY Homer Keisler SC William Arsenault MA David Kneeland MN Bruce Mowery, Jr NC Albert Larmann, Jr NY Robert Sleigher SC Robert Gould MA Robert Lund MN Alan Nesbitt NC James Lawliss NY David Stanton SC David Lithgow MA Loren Morey MN John Oys NC Michael Scott NY Lional Ward SC John Weidman NY Jeffrey Warren SC ——— Paul Satran MN Charles Pflum NC Frederic Clarke, Jr MD Robert Swenson MN Thomas Reich NC John Word NY James Wilson SC Richard Clarke MD Duane Wething MN George Ronan, III NC Alexander Zawaski, Jr NY ——— John Cutcher MD Robert Wiplinger MN Evan Smith NC Lawrence Zingesser NY Billy Davis SD Richard Garrity MD ——— Dennis Yates NC ——— James Huls SD John Kostyk MD Laton Allison MO ——— Myron Ashcraft OH Kenneth Thomson SD Gary Marville MD Larry Alsup MO Jerome Behm ND James Frederick OH ——— Joseph Oswald MD David Bradley MO Lynn Larson ND John Held OH Raymond Axley TN

26 FAA Safety Briefing May/June 2019

Lee Bridges TN Jerry Chipman TX Carol Morris TX Meredith Whillock TX James Doyle WA Kenneth Chapline TN Richard Clark TX Robert Moudy, III TX Johnnie Whitaker TX William Gould WA Bruce Cheever, II TN Roger Clayton TX David Murray TX Lee Wilkinson TX Jeffrey Hamilton WA Chuck Clapper TN James Cross TX Roger Neumann TX Stephen Wright TX William Houston WA Stephen Dee TN Richard Crowe TX William Newell TX ——— Scott Jarvis WA James Eng TN Mark Danielson TX Ronald O’Dea TX Frederick Baugh UT Michael Latta WA Edward Hasch, Jr TN John Davis TX Fred Oberlender TX Archie Francis UT Nicholas Libby WA Robert Herrick TN Daniel Dill TX John Oliver TX Stephen Guenard UT James McClellan WA Virgil Jackson TN Robert Dowgialo TX Robert Owsley TX William Holbrook UT Richard Morey WA Robert Joles TN Charles Edwards TX David Pace TX Bryan Neville UT Fred Quarnstrom WA William Lardent TN Philip Feuge TX David Palmer TX Gary Silver UT Robert Roetcisoender WA Robert Lau TN David Fields TX Gerard Pearson TX Philip Smart UT Louis Sherry WA Emery Lewis TN Joseph Fooshee, III TX Kenneth Peck TX ——— Dixon Smith WA Eugene May TN Harry Fowler TX Ann Pelleegreno TX Lee Anthony VA Ronald Talcott WA Donald McDonald TN Richard Gordon TX John Peroyea, II TX Percy Bullard VA Max Tyler WA Dennis Miller TN Patrick Gray TX Harold Phillips TX John Burch VA David Varnam WA Peter Neff TN David Guggemos TX Robert Poland TX Ralph Dilullo VA Roy Wheat, Jr WA Lonnie Phillips TN Michael Hance TX James Porter TX Charles Luddeke VA Dean Winner WA Linwood Stevenson TN Gary Harber TX John Pulls TX Albert Michaels VA ——— Henry Williamson, Jr TN William Hartman TX Jack Ramsey TX Roy Murray VA Jeffrey Anderson WI ——— Durwood Heinrich TX Deborah Rihn-Harvey TX Richard Otis VA William Blank WI Reginald Higgins TX Nicholas Sabatini George Arbuckle TX Duncan Rowland TX VA Glenn Butts WI Mel Asberry TX Frank Hinds TX Patricia Schroeder TX Dennis Sparks VA Albert Flora WI James Averett TX Stephen Humphrey TX William Sears TX Robert Starer VA Carl Greene WI David Badal TX James Hurst TX Charles Seefluth TX Merle Starer VA Donald Heath WI Wm. Dave Baker, Sr TX Harry Johnson, III TX David Smith TX Charles Walker VA Earl Heyrman WI Jack Ballard TX James Kelley TX William Smith, II TX Fred Wimberly VA John Holmgreen WI Stephen Barati TX John Kennedy TX Robert Snowden TX ——— Willism Menzel WI Barbara Baron TX Earl Koester, II TX Gregory Squires TX Robert Burley VT Lawrence Stys WI John Boatright TX Leo Lemoine TX Thomas Stanley TX ——— Paul Thompson WI Dan Brouse TX Harold LeSage, Jr TX Paul Tekell TX Edward Arness WA Guy Wood WI Jack Brouse TX Rufus Lewis TX Robert Tekell TX Arthur Browning WA Michael Woods WI George Brown TX Bennie Lueders TX Dana Thomason TX Joseph Chizmadia WA ——— James Buick TX Louis Lust TX Virgil Thompson TX Douglas Cole WA Roger Hartley WV Ronald Burton TX Jon McCoy TX Howard Tobin TX Mark Conlin WA Barclay Rogers WV Buddy Candelario TX William McNease TX William Vorderbruggen TX Harry Cook WA ——— Patrick Cannon TX Michael Mills TX David Wagner TX William Dickinson WA Robert Eisele WY C. Paul Carter TX Mike Mohler TX Frank Walley, III TX Timothy Dold WA

May/June 2019 FAA Safety Briefing 27

Roll of Honor 2018

Charles Taylor Master Mechanic Award

The FAA’s most prestigious award for aircraft mechanics is the Charles Taylor Master

Mechanic Award and recognizes the lifetime accomplishments of senior mechanics. It

is named in honor of the first aviation mechanic in powered flight, Charles Taylor, who

served as the Wright brothers’ mechanic and is credited with designing and building

the engine for their first successful aircraft. In 2018, we recognized the following master mechanics. For more about the award, go to faasafety.gov/content/MasterMechanic.

Bruce Moroney AK Gabriel Francin FL David Bucknell IN Matthew Converse MT Thomas Martin PA Stephen Sustarich AK Gary Hebert FL R. Tom Hodgson IN ——— Alexander Robenski PA Jack Clark AL Michael Mellott ——— James Bailey NC ——— Jerry Oakley FL Wayne Bormann KS Charles Bradsher NC Homer Keisler SC ——— Norman Faith, Jr AR Joseph Raia FL Wesley Lumry, Jr KS Wilbur Chronister NC Peter Semetis SC Ed Thibedeau AR Edgar Reid FL James Rierson KS William Cook NC ——— ——— Thomas Renfro FL Francis Stringer KS ——— Richard Battles TN Douglas Burke AZ James Renfro FL ——— William Little ND Dennis Clarity TN Charles Criminale AZ William Schink FL Kenneth O’ Hara KY ——— Billy Cox TN Thomas Dickerson AZ Lawrence Stencel FL Robert Orlove KY Robert Tooker, Jr NE Gerald Damewood TN Edward Dzielski AZ James Stone, Jr FL ——— ——— Michael Smith TN James Wallis FL Arthur Fullan NJ Robert Eglinton AZ Wesley Goodman, Jr LA ——— David Forbes AZ Wayne White FL Louis Mashburn, Jr LA Kirk Jaeger NJ Manuel Arcizo TX Robert Klingelsmith AZ Robert Whitehurst, Jr FL Gary Pecquet LA Jamie Martinez NJ Thomas Bass TX Joseph Sottile, Jr AZ John Wilson FL ——— ——— Jack Brouse TX Larry Stewart AZ ——— Philip Caruso MA Gilbert Aragon NM David Burke TX George Voss AZ James Alexis GA John Gagliardi MA ——— Oscar Garza TX ——— Joseph Allen GA Robert Gould MA George Davis NV Jerry Gray TX Volker Berlin CA Ramon Alvarez GA ——— Michael Levine NV Donald Hardage TX Frank Bucci CA Gene Daub GA Clarence Barrett MD Robert Southerland NV Frank Hinds TX Jeronimo Gil CA Denver Davis GA Joseph Toskes MD ——— Jerald Johanson TX Charles Mayhew, Jr CA William Jackson GA ——— Vincent Bove NY Thomas Johnson TX Thomas Sanders CA Allen Littlefield, Jr GA Daniel Jockett ME Joseph Caso NY Daniel Joliff TX Nathan Schumacher CA Michael Luff GA ——— William Judge NY Arthur Mitchell TX Thomas Stubbs CA James Mitchell GA Leard Wylie MI John Liccini, Jr NY Bill Oliver TX Harry Walker CA Edward Orloff GA Abraham Williams, Jr MI Thomas Norden NY John Pulis TX William Willoughby, Jr CA Edward Pilszak GA ——— Michael Scarangella NY Anthony Rumpel TX ——— Larry Short GA Richard Steinke MN Richard Skolnick NY J.D. Stallcup, Jr TX Charles Apel CO Wayne Trom MN ——— Maurice Thacker TX John Wright GA Raymond Burnham CO ——— ——— Roger Huff OH Arthur Thompson TX William Phillips CO Leighton Kahele GU Forrest Frazier MO Dwight Jarboe OH Meredith Whillock TX ——— ——— Kevin Hales MO Eugene Kropfelder OH David Wise TX Thomas Palshaw CT Gary Bohlken IA Paul Jamerson MO William Schmidt OH Haskell Young TX ——— Keith Roof IA Joseph Kramer MO John Willman OH ——— Melvin Anderman FL ——— Theodore Matthiesen MO ——— Brooks Smith VA Edwin Aviles FL Michael Anderson ID Thomas Peterson MO James Andrews OK ——— Joseph Tebo MO Raymond Cox WA John Bains FL John Miller ID George Beyl OK Greg Bast FL Bruce Whittig ID Gerard Wagner MO Jerald Bush OK ——— William Bivens FL ——— Thomas Winters MO Ron Glover OK Edward Pinkham WI Charles Bleiberg FL Walter Cwian IL Bernard Schweiger MO Arnold Mowrey OK ——— Donald Block FL Daniel Feeney IL ——— ——— Mike Gray WV Thomas Carroll FL Paul Greenwood, III IL Lawrence Haupt MS Gary Rogers OR Robert Cernuda FL Charles Leister IL Bobby Meadows MS ——— Joe Chandler FL Richard White IL Eugene Rigaud MS Gary Hoyle PA Douglas Elder FL Darrell Wilson IL ——— Robert Lee PA

28 FAA Safety Briefing May/June 2019

Drone Debrief

T OM HOF F M A NN

A Light Shines in the Darkness

How Performance-Based Regulations Help Shed Light on the

Potential for Night UAS Ops

Throughout this issue, we highlight the benefits When the FAA first conceptualized part 107, of integrating performance- and risk-based stan - the agency had the foresight to move away from a dards for aircraft certification and the revolutionary prescriptive regulatory environment because of the impact this approach promises for enabling greater unpredictable and break-neck speed of innovation innovation and safety for general aviation. What in the UAS industry. Instead, the FAA took more of you may not know is that this performance-based a technology-neutral stance, realizing that technol - regulatory philosophy is also part and parcel of the ogy will likely evolve well before the ink dries on any framework used for small unmanned aircraft system given regulation. As a result, part 107’s performance- (sUAS) rulemaking and its integration into the based foundation had the added benefit of enabling National Airspace System (NAS). the agency’s incremental and risk-based approach Take the recent (February) Notice of Proposed toward addressing the needs for increased opera - Rulemaking (NPRM) that calls for relaxing the prohi - tional flexibility and expanded activities.

bition on operations over people and at night under When it comes to considering what new, routine certain conditions. In both cases, the FAA carefully activities should be permitted under 107, night oper - evaluated the risks involved with these types of oper - ations is the clear frontrunner. Since the rule first ations and determined mitigation techniques that took effect, the FAA has received over 10,000 non- would ensure safety to surrounding aircraft, people, airspace waiver requests for nighttime operations.

and property, while not inhibiting innovation. This In evaluating these requests, the FAA considered scalable approach to rulemaking was made possible the most critical factors to ensuring safety at night to thanks to the performance-based philosophy already be anti-collision lighting and operator knowledge.

“baked in” to the original 2016 part 107 rule that Accordingly, the FAA is proposing to incorporate enabled the commercial application of sUAS.

May/June 2019 FAA Safety Briefing 29 pose a low risk of injury, Category 1 operations (0.55 lbs. or less) would not have any additional restrictions beyond what part 107 already requires.

Category 2 operations involve sUAS more than 0.55 lbs., but are not solely weight-based. They allow for operations over people provided a crash would not cause an injury beyond a certain severity threshold.

This gives manufacturers the flexibility to design a sUAS in any way, provided it meets that threshold.

Category 3 operations would allow for a higher possible injury threshold than Category 2, but would limit an individual’s injury risk through operational both these factors as conditions in order to fly rou - limitations (e.g., no operations over an open-air tine sUAS operations at night.

assembly of people).

As proposed, the UAS operator seeking to fly in The final amendment included in this NPRM the dark would first need to complete knowledge considers the growing demand and volume of UAS testing or training that includes the risks and miti - operations. Seeking to create more flexibility for gation techniques related to night operations. This the Remote Pilot community, the FAA has included training would focus on both night physiology and a provision enabling Remote Pilots to stay current night illusions. Secondly, the operator would need to by taking training online, rather than re-testing in ensure his or her sUAS has an anti-collision light illu - person every two years. This ensures they have the minated and visible for at least three statute miles.

most up-to-date information from the Agency, and The FAA believes that when combined with the exist - puts the focus on the knowledge instead of the test.

ing operational provisions of part 107, these addi - The proposed performance-based framework in tional requirements will provide a layered approach this NPRM has the potential to enable far-reaching to safety sufficient to address the additional risk of benefits for operators and enhance operations such night operations. In the spirit of true performance- as emergency response efforts, newsgathering, based rulemaking, you’ll notice that the FAA is not aerial surveying, and photography. In addition, the prescribing specific lighting requirements; it only use of sUAS during sporting and cultural events requires the lights be seen for three miles. The FAA could afford enhanced viewer experience, more states in the NPRM that prescriptive design criteria dynamic visuals, and greater accuracy. By leveraging for lights would burden both the manufacturers and performance-based requirements that help meet its operators and force them into tradeoffs between safety goals and at the same time invigorates indus - weight and power supply.

try development, the FAA intends for this rule to be The proposal to permit routine operations over an important step in further integrating sUAS opera - people uses a similar performance-based frame - tions into the NAS.

work, but with a bit more complexity and nuance in how it addresses risk. The proposal calls for the use of three categories of permissible operations over Tom Hoffmann is the managing editor of FAA Safety Briefing . He is a com - people based on the risk they present. Since they mercial pilot and holds an A&P certificate.

30 FAA Safety Briefing May/June 2019

JE NNIF E R C A R ON

Nuts, Bolts, and Electrons

Repairing or Re-webbing Aircraft Seat Belts

Use the Appropriate Materials and Data

Have you heard of the domino effect? It occurs including the dynamic loading of the structure, and when you make a change to just one thing in an the loads transferred to the pilot or passenger.

integrated system, and that one change touches For example, changing the weave pattern of and affects every aspect of the entire system, set - identical webbing material may ting off a chain reaction much like a cascade of alter the stiffness, strength and If you are repairing aircraft seat falling dominos. dynamic performance of the seat - belts, you must use materials and Aircraft seat belts are an example of one ing system, which in turn may data specified for the particular seat domino that can affect the entire chain of com - impact compliance with protec - assembly subject to the installation.

ponents in an aircraft seat assembly. If you are tion requirements such as head repairing aircraft seat belts, you must use materials injury criteria, occupant restraint and data specified for the particular seat assembly load limits, and retention of the pilot or passenger.

subject to the installation. The bottom line: For proper installation of a Re-webbing a seat belt on a dynamic seat - seat belt on a dynamic seat assembly, you have to ing system poses unique challenges. Historically, ensure that the proper testing and/or analysis show seat certification and subsequent modifications that the specific requirements for that dynamic seat have only involved static structural requirements. assembly have been met, and support the repair However, in the late 1980s, the FAA issued a series data you used.

of regulations aimed at improving the survivability As with any domino effect, repairing or reweb - of aircraft crashes. This effort resulted in stringent bing aircraft seat belts can affect the entire chain design and performance requirements for seat belts of components in an aircraft seat assembly. Always used in dynamic seating systems. These dynamic ensure that any repair of seat belts uses the specified seat regulations, found in 14 CFR parts 23, 25, 27, materials and data for that particular seat assembly and 29 (commonly referred to as 2X.562) introduced receiving the installation.

new dynamic loading and occupant injury criteria for dynamic aircraft seating. With this new regula - Jennifer Caron is an assistant editor for FAA Safety Briefing . She is a certi - tion, parts of the seats, such as TSO seat belts, were fied technical writer-editor in aviation safety and flight standards.

no longer approved separately. In a nutshell, 2X.562 created an integrated seating system evaluation method and imposed requirements on the seating Learn More system as a whole.

Dynamic seats require demonstration of pro - Read the Advisory Circular, AC 21-25B, Approval of tection for the pilot and/or passenger (such as Modified Seating Systems Initially Approved Under a Technical Standard Order (TSO) at head injury criterion, lumbar load, femur load, and go.usa.gov/xEzHm restraint loading) when the seats are subjected to Check out the Information for Operators (InFO) 17004 on dynamic emergency landing conditions (vertical and Seat Belt Repairs and Alterations at horizontal deceleration). Manufacturers must assess go.usa.gov/xEQwK the performance of the seats under those condi - You can find the NTSB Safety Alert to Check Your tions, and the required dynamic tests for the seating Seatbelt Restraints at system as a whole include the seat restraints.

go.usa.gov/xEzHV Any changes to the restraint webbing mate - rial, manufacturing process, stitching, or hardware modifications may affect the entire seating system, May/June 2019 FAA Safety Briefing 31

T OM HOF F M A NN

Angle of Attack

The Art of Survival

Crashworthiness Study Highlights Need for Occupant Safety Features

Anyone who has ever had the unfortunate expe - ability. In fact, last year the FAA approved a generic rience of being in a car accident knows that their airbag installation using part 23 (Amendment 23-64) vehicle’s many built-in safety features, such as air methods that could be installed in many types of bags, seat belt pre-tensioners, and head restraints, airplanes. Using performance-based requirements likely played an important role in increasing your and a more generic design allowed the manufacturer chances of survival. Like most vehicle owners, you to reduce the cost to consumers and facilitate an probably take for granted that increased number of installations.

these required safety features This new policy philosophy is what led the Gen - The use of performance-based regulatory are there when you need eral Aviation Joint Steering Committee (GAJSC) to requirements introduced in the 2017 part 23 them, without you having to form a working group and perform a deep-dive study rewrite for aircraft certification standards purchase and install them on into crashworthiness and survivability factors for allows for increased flexibility when it your own. For many aircraft GA aircraft. The group consisted of 16 subject matter comes to safety equipment, especially with owners, however, improving experts from government, industry, and academia.

regard to accident survivability.

a cockpit’s crashworthiness is Their goal was to develop intervention strategies that not as straightforward. While could lead to safety enhancing recommendations existing airworthiness standards do address occu - and ultimately form the basis for new consensus pant safety when aircraft are manufactured, even standards. If successful, these standards could for older aircraft, the pathways for enhancing crash provide a path to reduce serious injuries and save survival with new technology have traditionally been countless lives.

difficult and costly. But change is on its way. The study looked at 20 fatal, but survivable acci - The use of performance-based regulatory dents (i.e., at least one person survived). The group requirements introduced in the 2017 part 23 categorized the accidents according to energy level of rewrite for aircraft certification standards allows for the crash (high or low) and descent angle (horizontal increased flexibility when it comes to safety equip - or vertical). Members carefully reviewed NTSB acci - ment, especially with regard to accident surviv - dent reports, wreckage diagrams, photographs, and 32 FAA Safety Briefing May/June 2019 autopsy reports when available. Their examination of allows, talk to your FSDO inspector. If necessary, the accident data also focused on what went wrong they can collaborate with the local Aircraft Certifica - during the flight with an emphasis on how the whole tion Office. The FAA is open to reasonable ideas that airplane plays into crashworthiness (e.g., noting don’t otherwise compromise the airplane structure when shoulder harnesses did not hold, or when seats and don’t make a crash situation worse — like did not remain bolted to the floor.) having a poorly attached shoulder belt reel break After reviewing each of the accidents, the group loose in a crash.” Also, be sure your restraints are developed the following four categories of recom - installed using the appropriate materials and data mendations, which considered both forward fit and and are properly inspected and maintained. See retrofit solution sets: the FAA’s Information for Operators (InFO) 17004 at go.usa.gov/xEQwK or this issue’s Nuts, Bolts, and • Pilot and Occupant Restraints Electrons department for more details .

• Maintain Survivable Volume In its final report, the work - • Impact Energy Management ing group also pointed to the When it comes to seeking out ideas • Prevent Post-Crash Fire need for pathways to connect for enhancing cockpit safety, check aircraft owners with technolo - with type clubs and the open market The first of these categories, restraint systems, gies used in other industries particularly upper torso restraints, showed the great - to see what others have used.

and, where possible, to accept est potential for improved survivability, as well as non-aviation specifications to speed the adoption being the most affordable solution for the retrofit of life-saving equipment. This approach could prove market. In fact, a separate study in Alaska showed particularly important down the road with regard to that adding 4- or 5-point seatbelts and helmets could lateral safety requirements, an area not currently cov - save 60-percent of the lives involved in an aircraft ered in aviation regulations but which, according to accident in that region.

the study, holds great promise in reducing fatal inju - “Four- and five-point restraints more widely ries. The focus now, however, is on restraint systems distribute the loads, tend to keep the occupant in the and mitigating forward impact injuries with practical right place for the restraint to work, and limit side to innovation.

side motion,” says aerospace engineer Robert Stege - ASTM International’s F44 General Aviation Com - man with the FAA’s Policy and Innovation Division mittee is now considering the working group’s recom - and member of the crashworthiness working group.

mendations as possible candidates for new, globally “These restraints, by far, offer the best bang for your accepted consensus standards. This outcome would buck in upgrading your odds in crashworthiness,” be a game-changer for operators and manufacturers.

adds Stegeman. If your aircraft was built before 1987 Not only would it spur innovation and increase the and lacks this safety enhancement, Stegeman sug - flexibility for compliance to new crashworthiness gests checking with your original equipment manu - solutions, but it would also play an important role in facturer (OEM) or your local type club for ways to get minimizing cost. That would be a lifesaver in more shoulder harnesses in your airplane.

ways than one. Stay tuned for more!

The working group also noted the existence of other restraint solutions that can lead to increased survivability: inflatables, pre-tensioners, load limit - Tom Hoffmann is the managing editor of FAA Safety Briefing . He is a com - ers, and more robust restraints overall. “Inflatable mercial pilot and holds an A&P certificate.

restraints take normal restraints to a new level, allowing an extreme forward impact to be more survivable,” says Stegeman. Since aviation inflatable solutions are almost always integrated into a restraint Learn More system, it’s possible to kill two birds with one stone.

GAJSC Final Report on Crashworthiness/Survivability When it comes to seeking out ideas for enhanc - for GA ing cockpit safety, Stegeman suggests checking with go.usa.gov/xEQMU type clubs and the open market to see what others FAASTeam Fact Sheet on GA Survival have used. “If you have an idea that requires more bit.ly/2xOV2MU modification than AC 43-13-2B ( Acceptable Methods, Techniques, and Practices — Aircraft Alterations ) May/June 2019 FAA Safety Briefing 33

Vertically Speaking GE NE T R A INOR

Don’t Let Safety Go Down to the Wire

The FAA is urging pilots to step up their vigilance ter collided with a 1,450-foot hill about five miles for wires and unexpected terrain after a rash of fatal from the ranch.

accidents occurred last October and November As you well know, helicopter pilots often face among U.S.-registered helicopters. unexpected weather changes, unplanned workloads, The news comes at a time when the FAA Rotor - and dangerous terrains and environments.

craft Standards Branch has for years, under its Non- To help address safety concerns for helicopter Required Safety Enhancing Equipment (NORSEE) pilots, the FAA’s Rotorcraft Standards Branch issued policy, been certifying and streamlining the process its NORSEE policy in 2013 after consulting with for installing safety equipment to prevent accidents, industry. NORSEE allows operators and manufactur - including wire and terrain detection equipment. ers to install safety equipment through a streamlined Seven accidents during October-November were and less expensive FAA approval process. The policy particularly deadly, with 15 people losing their lives. seeks to strike a balance between risk and safety This ranks as the third highest October-November through a “common-sense” approach.

fatal accident total on record in 37 years. The 11 Wire detection systems are not required, so deaths in November set a record for that month. by definition they fall under the NORSEE policy.

Some of the fatal accidents are still under inves - Options include: tigation, but the following descriptions set the stage Power line detection systems: These systems for how several of the accidents occurred: sense the electromagnetic fields surrounding power October 30: Workers were stringing fiber optic lines and alert pilots through sound and light. The lines along existing power lines in New York State drawback is that these systems only detect active when a helicopter became entangled in the lines and power lines. They do not detect guy wires, some tele - crashed. A fire ensued. Two people died, and two phone lines, or inactive power lines.

were seriously injured. Laser systems: These systems can scan a helicop - November 2: Workers were involved in utility ter’s surroundings for objects and obstructions. They line work in Arkansas when a helicopter hit a utility warn pilots about wires through sound and light.

pole and crashed. One person died, two suffered Wire cutting devices (cutters): Cutters placed on minor injuries. the helicopter’s roof and bottom cut through wires if November 16: A law enforcement flight from a collision should occur, preventing an accident.

Columbus, Georgia, to Clanton, Alabama, ended Helicopter Terrain Awareness and Warning tragically when a helicopter struck power lines and System (HTAWS): These systems calculate a helicop - fell into the Coosa River in Alabama. Two people died. ter’s altitude, speed, and location, and warn pilots And it’s not just wires and poles that present through visual dashboard displays and computer - problems. A just-married couple and their pilot died ized voice or auditory warnings if the helicopter is November 4 when their helicopter flew at night from at risk of colliding into terrain or an object. Some Uvalde, Texas en route to San Antonio. The helicop - of these data-based systems help warn pilots about wires and power lines. Helicopter Air Ambulance (HAA) operations under part 135 are required to have HTAWS along with other safety systems that are Here are some safety tips based on a 2008 covered under NORSEE for other helicopters. FAA wire-strike safety study: Even the best pilots face unexpected situations • Avoid cruising below 750 feet above ground and can be distracted. Be proactive and thorough in level when the operation does not require your planning and consider the safety-enhancing ben - it. The higher you fly, the less likely you will efits of NORSEE equipment; it may just be a life-saver.

strike wires.

• Review aeronautical charts and conduct Gene Trainor is a technical writer and editor for the Rotorcraft Standards Branch reconnaissance flights at higher altitudes in Fort Worth, Texas. He previously worked as a newspaper reporter and editor. before conducting low-altitude operations.

34 FAA Safety Briefing May/June 2019

Flight Forum

Here’s a fantastic lessons-learned So there you have it. I share this story in the hope account from our new GA Safety Face - it benefits others. Constructive comments are always book Page! Check it out at welcome.

facebook.com/groups/GASafety. — Mark If you’re not a member, we encourage you to join Hi Mark, thank you for sharing. I think if all pilots in on the discussions and post relevant GA content are honest, we have all done something we wish we that makes the National Airspace System (NAS) safer.

could do over. The brave ones share their story to help the rest of us learn — I commend you, and I am glad Mark recalls the following scenario and everyone was okay.

posted it to our GA Safety Facebook page: — Chris Rental C-172, two young daughters, 9 and 12. I had flown this aircraft within the last two weeks, and I was taking my girls for a ride. While I did my pre - flight inspection, my older daughter helped by unty - ing the aircraft, I reached the passenger door, and I

EQUIP NOW!

had to go to the truck to retrieve my younger daugh - faa.gov/go/equipadsb ter’s headset. On my return, I was looking straight at the aircraft, and since it was untied, in my mind I had 8 Months Left to completed the preflight.

DON’T

make the ADS-B Out We got in, I checked the flight controls while Deadline!

taxiing and everything moved freely, but once we

GET

got airborne, the elevator was jammed [some bird meshing, not noticed on preflight, had jammed the

LEFT IN THE

Starting January 1, 2020, you must elevator]. The most important thing to remember be equipped with ADS-B Out to here is the airplane was flying just fine, and elevator fly in most controlled airspace.

trim was all I needed to manage pitch. I flew to an

HANGAR

airport with a longer runway and did a no-flap land - ing, which minimized trim changes.

Q: Do the regulations mandate ADS-B Out Lessons learned: distractions are hazardous on

By January 1, 2020, you must be

only, beginning January 2020?

the ground and in the aircraft. If you are interrupted

equipped with ADS-B Out to

A: Yes, only ADS-B Out will be mandated, and during your preflight or preflight checks, start over.

fly in most controlled airspace.

only within certain airspace. Title 14 CFR section The FAA recommends that pilots develop and use 91.225, at go.usa.gov/xEQpb, defines the airspace a personal, consistent preflight inspection routine to within which these requirements apply.

include the use of a written, or electronic, preflight

Experience a new level of

checklist. If you don’t have your own written checklist, situational awareness: ask the rental company for one. Never work from G Weather G TFRs memory. In this way, you can ensure that you do not Let us hear from you! Send your comments, suggestions, G Traffic G NOTAMs and questions to SafetyBriefing@faa.gov or use a skip or misevaluate the items you’re checking. Take a smartphone QR reader to go “VFR-direct” to our mailbox.

look at the article, “Is My Aircraft Right for Flight,” in You can also reach us on Twitter @FAASafetyBrief or on the Jan/Feb 2017 issue of FAA Safety Briefing Maga - See and be seen.

Facebook facebook.com/FAA.

zine (adobe.ly/2iePJ4p) where editor Jennifer Caron We may edit letters for style and/or length. Due to our #ADSB discusses the importance of preflight prep.

publishing schedule, responses may not appear for several More takeaways from Mark: If you can physically issues. While we do not print FOR MORE INFO VISIT see your flight controls, visually make sure they move anonymous letters, we will withhold faa.gov/go/equipadsb in their correct positions. Checking flight controls names or send personal replies upon while moving is not recommended. The pilot in com - request. If you have a concern with an immediate FAA operational issue, mand is always responsible for the safety and opera - contact your local Flight Standards EQUIP NOW!

tion of the aircraft. When confronted with situations faa.gov/go/equipadsb Office or air traffic facility.

in flight, don’t panic — keep flying the airplane and calmly sort it out.

May/June 2019 FAA Safety Briefing 35

Postflight SUS A N PA R SON

Tradition and Innovation

"Without tradition, art is a flock of sheep without a the sentiment still works. The safety that we take shepherd. Without innovation, it is a corpse." for granted in modern aviation is a product of both tradition and innovation. In this context, “tradition” — Winston Churchill would include the body of rules, regulations, poli - The distressingly unprecedented events of cies, and procedures. Such “traditions” have been early 2019 gave me an equally unprecedented derived and developed in part from what we learned opportunity for reading. Among other tomes, I in investigating the painful mistakes and tragic worked my way through several books by British accidents of our aviation forebears. But what we author and journalist Tom Standage. A science now incorporate in our view of “tradition” is also the and technology writer, Standage’s oeuvre includes product of scientific research, learning, and innova - several history books, such as “Writing on the Wall: tions that improved aviation even as they overturned Social Media — The First 2,000 Years,” “A History less efficient (or less safe) ways of doing things.

of the World in Six Glasses,” “An Edible History of As you have read in these pages, the FAA has Humanity,” and “The Victorian Internet,” which is a been, and continues to be, deeply immersed in history of the telegraph.

finding the right balance for aviation safety. The As the book titles suggest, Standage uses stakes are high, because — as the popular cliché unusual themes as an innovative, engaging, and goes — aviation is terribly unforgiving of careless - downright entertaining prism for reviewing certain ness, incapacity, or neglect. So there is a long and aspects of world history. Given the focus topic of this mostly understandable tendency to stick to meth - issue of FAA Safety Briefing , I ods that have been tested, tried, and proven to pro - was particularly struck by points duce safe outcomes.

On the one hand, human beings seem Standage makes in addressing Policies like NORSEE and the performance- wired to create and innovate. On the not-so-new aspects of social based approach of the revised part 23 rules recog - the other hand, human beings seem media and the now-defunct nize, though, that achieving a higher level of safety telegraph industry. Even lacking equally wired to resist changes — to can also require forging a new path. Sticking to the guidance of the deft paral - stubbornly cling to the “we’ve always prescriptive rules and rigid policies for design, pro - lels that Standage draws, you duction, and retrofit can have unintended adverse done it this way” mentality.

can’t read either book without impacts on safety. So I am proud of the way my FAA realizing that some things in the cycle of change and colleagues are working with our aviation community innovation truly never change. On the one hand, partners to re-balance the equation, so as to ensure human beings seem wired to create and innovate, to that the industry we love will thrive in the safest pos - find better ways of living and working and doing just sible way. We may not always get it right, but we do about everything. On the other hand, human beings have the right mindset to keep striving for the best seem equally wired to resist changes — to stick to and safest possible outcomes.

traditions and stubbornly cling to the “we’ve always done it this way” mentality.

Susan Parson (susan.parson@faa.gov) is editor of FAA Safety Briefing and a Special Assistant in the FAA’s Flight Standards Service. She is an active A Perpetual Balancing Act general aviation pilot and flight instructor.

The Winston Churchill quote about art neatly frames the never-ending challenge of correctly balancing tradition and innovation. You could substitute the word “aviation” for “art” and find that 36 FAA Safety Briefing May/June 2019

G E N E T R A I N O R

FAA Faces

Earl Lawrence

Executive Director, Aircraft Certification Service cians, and indeed all those who are on the front lines of the industry. Lawrence believes that these are the individuals who best know how to maintain and improve safety.

He calls pilots and mechanics the “doers” of the aviation field, and recognizes that they are the ones who are most at risk if an accident should happen. Lawrence champions a sense of collabora - tion in the aviation community and, as he puts it, he looks to “leverage the wisdom and knowledge of the doers in aviation.” “This is all about the people, and safety to me is personal,” explains Lawrence. Over the years, he has lost friends and colleagues to accidents. For that reason, he wants to continue to improve FAA efforts to get safety equipment installed on helicopters and small airplanes. “We want to enable quicker intro - duction of new technology that enhances safety even With the appointment of Earl Lawrence as the more,” he says.

Executive Director of the FAA’s Aircraft Certification Lawrence is well aware that the challenge he and Office (AIR), the GA community has one of its own his team face is how to balance the need for safety at the helm.

without making FAA requirements so rigorous that Lawrence has 35 years of experience flying and installing safety equipment becomes too burden - maintaining small aircraft. He holds a commercial some or costly.

multi-engine pilot certificate, as well as an airframe “For small aircraft, the level of scrutiny required and powerplant mechanic certificate with an inspec - for airliners can make the cost of installing safety tion authorization.

equipment beyond what most people in general He draws his love of aviation from his experience aviation can afford,” Lawrence explains. To reduce as a child of the 1960s, when he watched in awe as the burden and cost, the agency has therefore the astronauts landed on the moon. Since then, Law - streamlined the approval process to allow installa - rence has been fascinated by the aviation industry, tion of Non-Required Safety Enhancing Equipment and his love for the skies has never ceased.

(NORSEE), such as systems that warn pilots about Before being named AIR’s Executive Director approaching terrain or objects.

in 2018, Lawrence was the Executive Director of the In his role as Executive Director, Lawrence looks Unmanned Aircraft Systems (UAS) Integration Office.

forward to continuing the involvement of pilot and His FAA career also includes managing the FAA’s mechanic associations in FAA rulemaking commit - Small Airplane Directorate from 2010 to 2015.

tees, encouraging pilots and mechanics to com - In his current role as Executive Director of the ment on FAA safety efforts, and inviting pilot and Aircraft Certification Service, Lawrence oversees the mechanic leaders and experts to participate in FAA team that certifies that aircraft and aviation products safety forums and conferences. If you want to offer comply with FAA safety standards; assists with acci - your views, you can comment to the FAA directly at dent investigations; monitors the aviation manufac - www.faa.gov/contact.

turing businesses; and sets policies and standards to help keep the flying public safe.

Gene Trainor is a technical writer and editor for the Rotorcraft Standards A key focus area for Lawrence is to continue and Branch in Fort Worth, Texas. He previously worked as a newspaper reporter expand collaboration with pilots, mechanics, techni - and editor.

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

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

faa.gov/news/safety_briefing @FAASafetyBrief

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