FAA Safety Briefing — May/June 2020: Aviation Communication

D E PA R T M E N T S 2 Jumpseat: an executive policy perspective The FAA safety policy voice of non-commercial general aviation 3 ATIS: GA news and current events 5 Aeromedical Advisory: a checkup on all things aeromedical 6 Condition Inspection: a look at specific medical conditions 19 Checklist: FAA resources and safety reminders 26 Drone Debrief: drone safety roundup 27 Nuts, Bolts, and Electrons: GA maintenance issues 28 Angle of Attack: GA safety strategies No-Go on the Radio What Not to Say 30 Vertically Speaking: safety issues for rotorcraft pilots 31 Flight Forum: letters from the Safety Briefing mailbag 32 Postflight: an editor’s perspective Inside back cover FAA Faces: FAA employee profile The Importance of Speaking Do You Suffer From Push-to- Plane-ly Aviation’s General Talk Phobia? Improve Your

8 10

Spoken Medium Aviation Communication with Virtual Reality From Paddles to PEDs A User’s Guide to Modern Day Aviation Communication Equipment Getting to Yes With NOTAMs Why They Matter and What’s in Store The Century Club It's Not Your Father’s Flight Service May/June 2020 1

RICK DOMINGO, FLIGHT STANDARDS SERVICE EXECUTIVE DIRECTOR JUMPSEAT

SAY AGAIN?

in a face-to-face conversation Editor's note: Production sched - when both sender ule lead times required closing and receiver are this issue before COVID-19 on terra firma , became a pandemic. We encour - misunderstand - age readers to follow CDC ings can be guidelines to stay healthy during annoying but these challenging times. You can rarely (if ever) also check FAA.gov/coronavirus.

life-threatening.

Not so in avia - tion. Accident The single biggest problem in com - history is full munication is the illusion that it has of incidents in taken place.

which the illusion — George Bernard Shaw of successful Congested Frequencies communication led to tragedy. It hap - We all know the frustration of a It’s no accident that the language of avi - pens to aviation professionals and so, failure to communicate. It’s tough ation is precise and concise. The under - regardless of training and experience for both sides. If you are the sender lying rationale is to pack precision levels, it seems that no one is immune.

of a message, you know perfectly into specific words. These concepts Because the stakes are so high, this well what you want to convey and existed long before the Twitter blue - issue of FAA Safety Briefing offers a it’s obvious , so why on earth does the bird ushered in the era of the micro- refresher on the basics needed for real receiver look so confused? Being on blog. If you are into social media, just (not illusory) communication. A few the receiving end can be just as tough remember to think Twitter, not blog, opening tips: if, notwithstanding your best efforts to when you transmit. It’s also important comprehend, the sender seems to be to listen before you transmit, to avoid Jargon speaking some rare Klingon dialect.

“stepping on” a fellow aviator’s attempt As with any technical specialty, Communication can be challenging to communicate. Listening is also a aviation has its own idioms. There are even when you are — at least theoreti - way to learn both the language and the also “dialects,” given that the words cally — speaking the same language to “grammar” of aviation. You don’t need and concepts you hear in airworthi - someone standing in front of you. The an aviation radio either — a wide range ness — my own specialty area — are aviation environment adds the com - of apps will allow you to listen anytime, necessarily different from those used plexities of technical jargon, congested anywhere, to virtually any frequency.

on the operations (pilot) side. For frequencies, and occasional static, to successful communication to occur, name just a few. Human ego is yet Confusion you need to become fluent in the another complicating factor. Nobody Clarity is critical. Never, ever pretend language of your own aviation spe - wants to sound “stupid” on the par - that you understand a transmission, cialty or specialties. Aviation is not ty-line radio frequency, so the tempta - or make assumptions about what the the place for linguistic freelancing, so tion to pretend complete understand - sender “must have” been trying to you also need to use well-established ing can be powerful. Put it all together, say. If you don’t understand some - and well-understood vocabulary. One and it’s easy to see how the operating thing, ask the sender to “say again.” of the best tools available to pilots for environment for aviation is prime There is no shame in seeking com - this purpose is the Pilot/Controller ground for the situation described in plete clarity in communications; your Glossary . It’s free and it’s readily avail - the George Bernard Shaw quote.

fellow aviators will be glad you did — able online, so use it!

It’s also easy to see how dangerous and so will you.

that illusion can be. If you are engaged 2 FAA Safety Briefing

GA NEWS AND CURRENT EVENTS ATIS

AVIATION NEWS ROUNDUP

Weather Camera Program Expands agreement between the Colorado to Colorado Division of Aeronautics and the FAA. Under this agreement, the FAA The FAA entered into a cost-reim - will assist the state with the camera bursement agreement with the State installations, and the state will own of Colorado Division of Aeronautics and maintain the cameras. The FAA’s to install weather cameras on 13 weather camera website will display Automated Weather Observing Sys - still images that each camera captures tems (AWOS) in mountainous areas, ( avcams.faa.gov ). Please also see our which was scheduled to begin this article on the weather camera pro - past spring.

gram in the Mar/April 2020 issue at These cameras build on the success adobe.ly/2vz5NX1 .

of a 20-year-old program in Alaska that enhances safety by using a net - NTSB Issues Two New Safety Alerts work of 230 cameras to provide near- The National Transportation Safety real-time video to pilots. The FAA Board (NTSB) issued two new Avia - Weather Camera Program started in tion Safety Alerts (SA) in February.

1999, when the FAA sought to give SA-080 ( bit.ly/SA-080 ) alerts pilots pilots operating under Visual Flight Sharing Aircraft Operating and mechanics to “stay in the groove” Rules actual views of current weather Expenses and check the integrity of aircraft conditions in remote areas.

The FAA recently published Advi - ignition switches. The SA warns The 13 Colorado cameras will be sory Circular (AC) 61-142 to provide that over time, key-type ignition the first to be integrated into the FAA clarity to the public regarding exist - switches and associated keys can Weather Camera Program outside ing requirements for sharing flight become worn such that it is possi - of Alaska. In addition to the weather expenses with passengers.

ble to remove the key from a switch information they receive from AWOS, This AC discusses the expense-shar - position other than the OFF position.

pilots planning to fly above the Colo - ing exception contained in 14 CFR This can result in switch positioning rado Rockies will soon have the ability section 61.113(c), which permits a errors and an unintended engine to see real-time weather conditions pilot to share the operating expenses start. An accompanying video is along their routes before they depart.

of a flight with passengers provided available at youtu.be/JDnnXjNb2vc .

This effort was made possible the pilot pays at least his or her pro SA-081 ( bit.ly/SA-081 ) reminds through a $226,000 reimbursable rata share of the operating expenses of pilots that it is critical to properly that flight. Those operating expenses maintain control during engine fail - are limited to fuel, oil, airport expen - ures in multi-engine aircraft, espe - ditures, or rental fees. The pilot cannot cially at low altitudes. The SA urges conduct any commercial operation pilots to be thoroughly familiar with under part 119 or the less stringent the recommended procedures and operating rules of part 91 (e.g., aerial checklists for one engine inoperative work operations, crop dusting, banner operations — particularly the mem - towing, ferry or training flights, or ory checklist items — in the airplane other commercial operations excluded flight manual and pilot operating from the certification requirements handbook. Also be sure to check the of part 119). AC 61-42 also provides FAA’s #FlySafe fact sheet on Vmc at examples of common purpose and bit.ly/2qWhkru .

holding out. Download the new AC 61-142 at bit.ly/AC61-142 .

May/June 2020 3 ATIS Call Sign Requirement Changes Out transponder is now required for Affect COMPASSION Call Sign use of the call sign in designated air - space. In order to comply with 14 CFR The COMPASSION call sign is 91.227(d)(8), pilots must ensure that intended to clearly identify rou - their ADS-B transceiver is correctly tine ambulatory patient transport set to the flight ID used on the flight and other public service missions plan and/or flight ID used during ATC conducted by volunteers including: communications.

animal transport, environmental Learn more by going to AirCareAlli - flights, disaster response, and other ance.org/CMF and watch this video on non-profit flying that serves the public the benefits of using a COMPASSION interest. The call sign provides a mea - call sign: youtu.be/kCTF786_W0g .

sure of safety and security for pas - sengers with special needs, and may NTAP Discontinued in June help expedite and improve pilot-ATC As part of the Notices to Airmen communications.

(NOTAM) modernization effort, the Recent changes to FAA and ICAO FAA will discontinue the Notices to call sign requirements meant chang - Laser Strikes on the Rise Airmen Publication (NTAP) effective ing the way volunteer pilots use the June 18, 2020. The last NTAP will be The FAA remains vigilant in bring - COMPASSION call sign. The previ - ing awareness of the misuse of lasers published on May 21, 2020.

ous filing process using a portion of Effective June 18, 2020, Interna - pointed towards aircraft. The FAA the aircraft’s tail number is no longer recorded more than 6,000 incidents tional Notices will be available at valid. The Air Care Alliance (ACA) bit.ly/NOTAM-Int. Links to Interna - in 2019, compared to 5,663 reports now issues new discrete COMPAS - in 2018.

tional Notices and Graphic Notices SION call signs to verified pilots will also be available on the FAA Lasers may be appropriate in of authorized organizations upon classrooms or in the workplace, but NOTAM Search website at request by the pilot.

notams.aim.faa.gov/notamSearch not near the clouds or when pointed Pilots of authorized volunteer pilot towards the sky. Negligently aiming and on the Air Traffic Plans and groups can register for a COMPAS - Publications website at lasers poses a safety threat to pilots.

SION call sign at bit.ly/CMFcallsign .

The FAA and law enforcement faa.gov/air_traffic/publications .

Once a pilot’s member status is vali - More information, including notice agencies continue to inform the public dated, he or she will be issued a call submission procedures and submis - of the dangers posed by lasers, and the sign via email.

sion cut-off dates, will be published legal consequences.

Procedures on how to use the COM - on the International Notices website The FAA strongly encourages peo - PASSION call sign can be found at when available. Please also see the ple to report laser incidents, whether AirCareAlliance.org/CMFprocedures.

feature article “Getting to Yes with they are pilots, air traffic controllers, ACA encourages pilots to become NOTAMs” in this issue. or members of the public familiar with these procedures and to If you have any questions, email at bit.ly/LaserRpt .

take measures to avoid a call sign mis - 9-ATOR-HQ-PubGrp@faa .

match. A pilot-programmable ADS-B MAY Safety Wire Learn more about how to properly secure aircraft components with safety wire.

Fact Sheets

JUNE After-market Safety Equipment Learn how the use of after-market safety equipment can help reduce GA accidents.

Visit bit.ly/GAFactSheets for more information on these and other topics.

4 FAA Safety Briefing

AEROMEDICAL ADVISORY MICHAEL BERRY, M.D., FEDERAL AIR SURGEON

HOW DO YOU HEAR?

in the cockpit with the use of a Good hearing, next to good vision, is a critical capability for the aviator to headset. If the applicant successfully passes a MFT using a headset, then operate in today’s complex airspace.

Even a mild hearing loss (HL) can a medical certificate is possible, but with this limitation.

impair communications degrading both the safety and efficiency of the Some pilots are unable to pass any of the above tests due to profound National Airspace System (NAS).

The companion article in this issue or even complete deafness. Medical certification is still possible and pilot addresses some of the more common aids can still request a SODA (state - causes of acquired hearing loss and the certification up to the commercial ment of demonstrated ability) if the level is also feasible, but both have appropriate prevention/treatment. Not HL is stable. A SODA can be issued all pilots are born with good hearing restrictions. The limitation, “Not valid for static defects, but may require for flying where radio use is required,” and of those who are, not all retain it.

additional evaluations by an otolaryn - This then becomes a regulatory as well will be included on both the pilot gologist, a medical flight test (MFT), and medical certificates. Commercial as a clinical concern. This article will or a review of operational experience.

focus on the evaluation and certifica - operations that do not require the A MFT is used to ensure that even use of radio communications, such tion of pilots engaged in aviation activ - if unable to perceive auditory cues, ities that require medical certification. as banner towing, agriculture (spray) the applicant can recognize a power operations, or glider towing, are The Aviation Medical Examiner loss or engine failure by a change in (AME) is usually the first person that possible. It is currently not feasible vibration and/or instrument indica - to certify a pilot for airline transport a pilot encounters on the path to med - tions, recognize an impending stall ical certification. The FAA requires privileges if they are completely deaf.

(buffet), or be alert to warning lights However, cochlear implants have a hearing evaluation at each medical (unsafe gear, caution lights, low rotor examination, regardless of the class brought hearing to thousands who did RPM, etc.). Other conditions associ - not benefit from traditional hearing of medical sought. Although a formal ated with progressive HL such as an audiometric examination is always aids and we have certified airline acoustic neuroma, vertigo, encephali - pilots who have cochlear implants.

acceptable, most AMEs opt to utilize tis, Meniere’s disease, and meningitis a conversational voice test at six feet Other technologies which may may require additional evaluation and with the applicant’s back turned. be approved include bone anchored specific clearance from the FAA.

Hearing is tested using both ears and hearing aids (BAHA) and implantable the applicant can use hearing aids for hearing aids. Stem cell research is cur - the test. However, if hearing aids are rently not FDA approved or mature necessary, then the use of these in enough for favorable aeromedical GOOD HEARING, NEXT TO flight activities will be required and so consideration. On the non-medical GOOD VISION, IS A CRITI - annotated on the medical certificate side, in-cockpit weather information with “must use hearing amplifica - and digital communications, such as CAL CAPABILITY FOR THE tion.” Both external hearing aids and the aircraft communications, address - AVIATOR TO OPERATE IN TO - cochlear implants are permissible. ing, and reporting system (ACARS) Some conditions have HL as a provide information visually, reducing DAY’S COMPLEX AIRSPACE.

symptom. Pressure equalization (PE) the need for oral communications.

tubes are frequently used to treat While currently used to speed and fluid behind the eardrum(s), serous enhance air to ground communi - On occasion, an aviator will be otitis media. As long as there are no cations, this technology also holds unable to pass the hearing test with or complications, medical certification is promise for future expansion of pilot without a hearing aid, but will report straightforward. Individuals who do certification for those who are pro - that he/she is able to hear adequately not meet standards even with hearing foundly hearing impaired.

May/June 2020 5

LEO M. HATTRUP, M.D., FAA MEDICAL OFFICER CONDITION INSPECTION

HEARING LOSS

ing smaller than your little finger in The aviation environment, unfor - tunately, is noisy and noise can your ear canal. Aging also contributes to HL, although it is not clear how cause hearing loss (HL). Even glider operations expose some individuals much is due solely to age and how much is secondary to accumulated (tow pilots, ground personnel, winch operators, etc.) to hazardous levels of noise exposure and other risk factors.

Like many other conditions, pre - noise. Damage can be from both acute and chronic exposure. The Occupa - vention is best. ALWAYS wear hearing protection in noisy environments tional Safety and Health Administra - tion (OSHA) requires individuals to (heavy equipment, power tools, lawn ALWAYS WEAR HEARING mowers, etc.), even if you are not use hearing protection when occupa - PROTECTION IN NOISY tional exposures exceed an average the operator of the equipment or the airplane. Keep earmuffs near loud noise level of 85 dB over an 8 hour ENVIRONMENTS (HEAVY period. (Note: A dB (decibel) is a equipment (if the hearing protec - tion is not in a convenient place, it is EQUIPMENT, POWER TOOLS, logarithmic unit to measure the inten - sity of sound. A mosquito “buzz” is easy to skip use) and carry earplugs.

LAWN MOWERS, ETC.), Warning: hearing protection may around 40 dB, normal home is around 60 dB, a lawnmower 90 dB, whereas a interfere with your ability to hear EVEN IF YOU ARE NOT THE audible alerts such as the stall warn - jet engine can exceed 150 dB.)

OPERATOR OF THE EQUIP - If you attend an aviation safety ing in light aircraft, gear up horn, and low RPM alert in rotorcraft.

meeting for pilots, you will probably MENT OR THE AIRPLANE.

notice two things: the number of Maintaining a healthy lifestyle and complying with medications and pilots with gray hair, and the number who use hearing aids. Fortunately, you treatment is always appropriate. Mul - HL also has other causes besides tiple treatment options are available can protect yourself from HL by using noise. Congenital HL typically shows both earplugs and/or a headset. Pas - for many causes of HL, though not up early in childhood, but for many all are acceptable for flying. You and sive headsets provide protection at the it does not become noticeable until higher frequencies, while the active your doctor can chose the best one middle age. Ear, nose, or throat systems provide added protection for for you, but let your doctor know that infections can cause short-term HL lower frequencies. However, they only you are a pilot.

by obstruction of the external ear work if used. Many pilots use a head - The FAA does authorize the use of canal, fluid accumulation behind set in the aircraft, but do not use any hearing aids on a case-by-case basis.

the eardrum, or obstruction of the protection while walking to or from Stem cell research and digital com - Eustachian tubes (preventing middle the aircraft, or during noise hazard - munications hold future promise. In ear air pressure from equalizing with ous activities away from the airport. the meantime, protect your hearing the external air). Systemic illnesses Even though the sound intensity because once it is gone, there is cur - (hypertension, diabetes) and medi - from other exposures might be less rently no path back to normal hearing.

cations (some antibiotics and cancer than in-or-near aircraft, cumulative treatments) can permanently damage exposure of lower intensity noise also Leo M. Hattrup, M.D., received a bachelor’s degree the auditory nerve, which transmits from Wichita State University, a master’s in public increases the risk for HL. A rule of nerve impulses from the ear to the health from Harvard University, and a doctorate thumb: if you experience either short brain. The causes of heart disease from Vanderbilt University. He is retired from the term HL or tinnitus (ringing in the and strokes can also affect the blood U.S. Air Force in which he spent the majority of his ears) after a noise exposure, or if any vessels that supply the auditory nerve. career in aerospace medicine. He is board certified underlying tinnitus you have gets in aerospace and occupational medicine. He is Trauma is common, and using Q-tips a certificated flight instructor and enjoys flying worse, the noise was loud enough to to clean the ear is a frequent villain.

airplanes, helicopters, and gliders.

cause permanent damage.

Another rule of thumb is to put noth - 6 FAA Safety Briefing U.S. Department of Transportation Federal Aviation Administration ADS-B Performance Monitor Public ADS-B Performance Report ICAO: A5BEC0 (51337300) Tail Number: N47 Last Flight Id: N47 Period: 03-23-2018 13:11:20 to 03-23-2018 13:59:29 Operation Analysis Overview Analysis  Airborne 1090 ¨ Surface 1090 ¨ Surface RWY/Taxi 1090 ¨ Airborne UAT ¨ Surface UAT ¨ Surface RWY/Taxi UAT ¨

Equipped with ADS-B Out?

Is your equipment working properly?

Does it meet rule performance requirements?

Find out by using the FAA Public ADS-B

Performance Report service at:

faa.gov/go/adsbpapr

By Susan K. Parson

The Importance of

Speaking

Plane-ly

Aviation’s General

Spoken Medium

n early lesson in the “Fundamentals of Instruc - that in addition to learning to fly a plane, I would also be tion” curriculum for flight instructors is that actual learning to speak in “Plane.” communication occurs only when both sender It is no small task. There are more than 1,300 terms A and receiver have an identical understanding of in the FAA’s 80-page Pilot/Controller Glossary (P-CG).

the message being conveyed. Simple, right? Well … not so Abbreviations and acronyms take the total to around much. The wonder and woe of language is that even two 2,000 words, phrases, or terms that the pilot is expected to people from the same cultural background can hear the correctly understand and use — and to do so in an envi - same word or phrase and reach a different conclusion as to ronment that includes aircraft noise, multi-tasking, and its meaning. less-than-perfect aeronautical radios.

Misunderstandings are bad enough on the ground, but Lingua Franca they can be positively dangerous in the aviation envi - ronment. That’s why it is so important to master “Plane As virtually every foreign pilot observes, the freedom English,” and the reason for this issue’s focus on aviation afforded to private and recreational fliers in the U.S. is communications.

unmatched. American pilots also enjoy the benefit of having English as the foundational language for aviation Was that really English?

communications. But if Plane English is hard for native English is the global aviation language — more on that speakers, consider how challenging both “foundational” shortly — and it is my native tongue. In my first flight English and “Plane” English can be if English is a second lesson, though, my supposed fluency did nothing to help or third language.

me understand the static-filled gibberish flowing from Complete mastery of English — a complex and com - the little Cessna’s tired comm radios. I could occasion - plicated language — is not necessary for aviation safety.

ally discern a few individual words that I recognized as Still, miscommunication due to lack of English proficiency English. Overall, though, the words, phrases, rhythms, and is a probable cause or contributing factor in many avia - cadences were completely foreign to me. I quickly realized tion accidents. To address this issue, since 2008 ICAO has 8 FAA Safety Briefing required that air traffic controllers and flight crew members is a hallmark of good airmanship. Articles in this issue are engaged in international flights be proficient in English aimed at helping you achieve both goals. A few basic tips: as a “general spoken medium” (i.e., a specified level of • Study the Pilot/Controller Glossary.

vocabulary and grammatical knowledge along with skills in • Create a template of the fundamental “who-where-what” pronunciation, word stress, rhythm, and intonation).

sequence used in Plane English.

• Use tools such as the “LiveATC” app and/or a handheld Learning the Lingo aeronautical radio to enhance your understanding.

Regardless of how you acquired proficiency in English as a “general spoken medium,” it takes time and dedicated effort • Avoid non-standard terminology. For example, don’t first to understand, then to speak, the Plane English dialect.

“take the runway” or transmit your intentions with Newbies will fumble, stumble, and mumble though early respect to “the active” without at least providing a run - attempts to speak Plane. Even long-time pilots sometimes way number.

find it challenging. But mastering Plane English is critical • Always aim to speak clearly, concisely, and precisely.

to safety, and correct use of established aeronautical terms • Efficiency counts, but remember that you aren’t in a speed-speaking contest with our fast-talking friends in ATC. A reasonable pace takes less time than repeated

Misunderstandings can be

“say again” requests.

positively dangerous in the

Read on for more!

aviation environment. That’s

why it is so important to master

Susan K. Parson ( susan.parson@faa.gov ) is editor of FAA Safety Briefing and a Special Assistant in the FAA’s Flight Standards Service. She is a general aviation

“Plane English.”

pilot and flight instructor.

May/June 2020 9

Do You Suffer from

Push-to-Talk Phobia?

Improve Your Aviation Communication with Virtual Reality

By Jennifer Caron

o you get nervous or intimidated when talking on “Say Again? … Over” the radio or with air traffic control? Don’t worry.

It’s a fact that both student pilots and seasoned aviators have You’re not alone. Just the sheer amount of informa - at one time or another experienced what I like to call the

D tion you receive from ATC to get an initial clearance

“Say What?” syndrome. That’s the “huh??” moment that can be overwhelming, let alone having to comprehend what occurs when you can’t understand the fast-flowing stream the fast-talking controller just said, and then attempt to of non-stop aviation lingo blaring from your radio. If you’re read back what you “think” you just heard.

not familiar with how ATC communicates, it can be very Fortunately, thanks to virtual reality, there are online, real- intimidating and downright nerve-wracking to thumb the time, controller-to-pilot platforms and software programs mic switch and utter those two humbling words, “Say again?” that can help you train for aviation radio communications Do not be shy about making that request! It is critical for — all in the comfort of your home. In this article, we’ll take a safety. Remember that ATC is working to maintain aircraft look at four virtual reality platforms that you can use in con - separation and keep everyone safe. Controllers would much cert with your home computer or desktop flight simulator, rather have you request a repeat transmission to clarify the to practice and sharpen your aviation communication skills.

instructions than have you act on the basis of what you The best part is that the skills you master in your virtual think you heard. They want you to get it right.

aircraft will easily transfer to your real-life cockpit as well.

First, let’s talk about the “push-to-talk phobia.” “What’s Our Vector, Victor?” So how do you learn to “speak ATC” and overcome your fear?

Learning the language of aviation is not unlike learn - Content disclaimer: Products and services mentioned in this article, ing a foreign language, or any other new skill. You’ll and/or external, non-FAA links within, do not constitute official be hesitant at first, but the best way to overcome your endorsement on behalf of the FAA. This article has been updated; it hesitation is through knowledge, training, practice, and was originally featured in the Nov/Dec 2017 issue.

10 FAA Safety Briefing still more practice. The longer you practice hearing and

The skills you pick up in your

speaking your new aviation language, the more fluent you

virtual aircraft will easily transfer

will become, and the more confident you will be when speaking on the radio. to your real-life cockpit.

“Tower, Request Taxi” VATSIM provides an opportunity for students, experi - When you first start learning to fly, you learn the pho - enced pilots, and those returning to the cockpit to practice netic alphabet, phraseology, and then you train and prac - in a fun, non-intimidating environment to increase profi - tice radio communications with your instructor. Some ciency and sharpen radio communication skills. VASTIM instructors make it a priority for students to spend some can be found online at vatsim.net.

flight time at a towered field to practice ATC commu - nications during flight, or to view first-hand operations Plane English inside the tower.

Next up in the genre of simulation tools is Plane English.

But that’s not your only option these days. Whether Created by two Purdue University aviation alumni, Plane you’re a student looking for more practice or a certificated English is an app that you can use on your mobile device to pilot who normally operates from a non-towered airport, simulate radio communication between you and ATC. It’s simulation offers a low-cost way to build your aviation a self-guided learning experience in a realistic, interactive communication skills.

environment featuring thousands of real world, random scenarios in all phases of flight. Multiple lessons become “We Have Clearance, Clarence” increasingly complex, presenting challenging situations Today’s pilots have the opportunity to use a range of sim - and dialogues with ATC in each phase of flight to help ulation tools to learn and practice radio and ATC com - you improve your skills. You’ll get real-time feedback and munication skills under surprisingly realistic conditions.

analysis of your phraseology, speech accuracy, and speech Desktop computer programs are not typically FAA-ap - rate performance to build and track your radio proficiency.

proved, but the skills you can acquire and improve via “sim Plane English can help you practice your way into long- city” practice readily transfer to “real life” flying.

term success the next time you key the mic. It’s available Let’s take a look at a few simulation options.

for Android and iOS on the AppStore and Google Play at planeenglishsim.com.

VATSIM First up is VATSIM, or Virtual Air Traffic Simulation Network. VATSIM is an online simulation platform that hosts, at no cost, an international network of virtual pilots and controllers so you can practice your “avgeek speak.” Real people from around the world simulate flights with thousands of other users in the real-time airspace, all while using their home computer. Users download and install VATSIM’s pilot software to connect up with their home flight simulator software.

The VATSIM network presents a flight environment that’s as close to reality as possible without being in the actual cockpit. Here, users simulate real air traffic proce - dures and radio phraseology using any type of aircraft, airframe, or panel. You can either fly as a pilot using flight simulation software, or direct traffic as a controller.

Pilot-to-controller communication is performed using Voice-over-Internet-Protocol (VoIP), or by text message.

Controllers and pilots interact real time as you file flight Image courtesy of Plane English and Purdue University plans, fly to real-life airports, and perform flight follow - ing operations. You can learn and practice your aviation phraseology, detect any problem areas that need work, make mistakes, and recover knowing that you’re “flying” The Plane English app on the ground without repercussions. The network also features virtual pilot and controller training online.

May/June 2020 11 airspace. You’ll see each other’s aircraft and have the chance Redbird to communicate with other pilots on your frequency.

You may be familiar with Redbird’s flight simulators, avail - PilotEdge guarantees ATC coverage and interaction with able at aviation schools and flight training providers. But live, real air traffic controllers (either active-duty FAA air did you know that Redbird also makes simulators you can traffic controllers, retired controllers, or enthusiasts) as use at home?

towered airports are fully staffed and CTAF frequencies are The Redbird TD simulator is a table top device that you supported at non-towered airports. PilotEdge welcomes can use to practice your push-to-talk skills from home.

pilots who take their flying seriously; but if you misinter - FAA-approved as a basic aviation training device, the TD pret a call, or read back your clearance incorrectly, live con - operates Redbird’s optional Parrot software that simulates trollers will help you to correct it. If you don’t have a strong controller-to-pilot interaction. Using voice recognition, grasp on ATC communications, PilotEdge features training Parrot learns your voice and speech patterns, and also and workshops as well that can help improve your aviation responds to your commands.

lexicon. Visit pilotedge.net for more details.

As you perform your flight simulations, Parrot is self- aware, meaning that it knows at all times where your “Tower, Request Landing” aircraft is located, what type of conditions exist during your Whichever simulation tool you decide to fly, all are real - flight, and which ATIS to read out based on the parameters istic, fun, and interactive. Most important, though, they you’ve chosen for your flight or location. The Redbird TD provide a non-threatening way to learn, stay sharp, and performs as a self-directed, real-time air traffic controller, improve your ability to communicate with professionalism, deciding what instructions, clearances, vectors, etc., you confidence, and skill.

will need for guidance during your simulated flight.

Redbird provides even the most novice pilot with an Jennifer Caron is FAA Safety Briefing ’s copy editor and quality assurance lead.

interactive, non-threatening environment to practice radio She is a certified technical writer-editor in aviation safety and flight standards.

proficiency. Visit redbirdflight.com for more details.

LEARN MORE PilotEdge PilotEdge is a software program that connects your com - puter-based, flight simulator software to the PilotEdge voice FAA Approved Aviation Training Devices bit.ly/FAAapprovedATDs and data network. With a membership plan, serious pilots can practice a wide range of aviation operations such as IFR Aeronautical Information Manual’s Pilot/Controller Glossary and VFR flight, ATC-initiated holds, transitions through bit.ly/PCGlossary multiple airspace types, and emergency procedures.

FAA Safety Team Radio Communications Phraseology and Techniques PilotEdge takes each user’s aircraft type, position, head - go.usa.gov/xRFvk ing, etc., uploads it to the servers, and shares that informa - tion with the simulators of other virtual pilots nearby. The result is an interactive, real-time display of a shared virtual Redbird Flight Simulator experience, EAA Pilot Proficiency Center, AirVenture Oshkosh 2019.

12 FAA Safety Briefing

From

Paddles

to

PED s

A User’s Guide to

Modern Day Aviation

Communication Equipment

By Tom Hoffmann

ince the days of Orville and Wilbur’s first experi - Playing All of Today’s Top Transmissions!

ments with powered flight, the ability to commu - Most GA aircraft operate on the Very High Frequency nicate in aviation was seen as a critical and obvious (VHF) airband, which spans 118 MHz to 137 MHz. The

S next step. This need for effective communication has

lower part of this band (108-117.95) is split into 200 only intensified over the years as the aviation industry con - narrow-band channels primarily reserved for navigation tinues to grow and airspace becomes increasingly complex.

aids (VORs) and precision approach systems (ILS). The Thanks to the rapid pace of technological advances, along remainder of the bandwidth is for voice transmissions.

with a never-cease-to-amaze level of ingenuity and tenacity Early VHF systems provided for about 140 voice-channels in the marketplace, we now live in an era of communica - spaced by 100 KHz, broadened to 760 channels in 1990.

tion capability that earlier aviators would surely covet. Let’s Thanks to the development of digital radio, radio spec - take a look at some of what these modern-day communica - trum was split even further to provide 2,280 channels (but tion devices offer and how to harness their full potential.

thus far only in Europe).

When starting flight training, new student pilots typi - In the Beginning ...

cally get an immediate introduction to the trainer’s panel Given the limited capabilities and lack of electronics in very early aircraft, communications followed a primitive one- way path that relied on visual signals from the ground to the pilot. This system primarily involved the use of colored paddles, signal flares, and hand signals. Two-way radio communication (albeit crude and unreliable) may have started around 1915. AT&T developed the first U.S. air-to- ground radio transmitter in 1917.

Reliability and operating range were limiting factors in these early systems. It wasn’t until the 1930s that technol - ogy matured enough for a more widespread application in aircraft. These later two-way radios, coupled with the advent of radar, provided a more robust and consistent communication platform for aviators. That basic frame - The lower part of VHF airband (108-117.95) is split into 200 narrow-band work still works well today.

channels primarily reserved for navigation aids, like this VOR station.

May/June 2020 13 mounted nav/com aviation radio stack. While core radio

While aviating and navigating

design and operation remain similar across different plat -

are your top two priorities in any

forms, it is important to understand display and/or func - tionality differences. That means reviewing the operations situation, having a solid backup manual and practicing with features while the aircraft is

communications plan can make

parked. Learn what each knob and switch does, including

a big difference, especially in

how to set and properly switch between active and standby emergencies.

frequencies. Know how to set and/or change listening modes too (e.g., headset vs. cabin speaker). It’s better to figure out why you can’t hear anything on the ground than trol volume. If you suspect an audio problem, first check being NORDO once airborne. Remember to always config - that the jacks are fully plugged in. It’s a good idea to unplug ure your nav/com system (including standby frequencies) them after use so they don’t corrode. During preflight, before the aircraft moves.

always check the condition of all headset cables. I’ve seen a few that were worse for wear thanks to encounters with the seat rail. Finally, make sure your headset fits snugly to pre - vent sliding and position the microphone about one-quar - ter inch from your mouth.

While headset use is preferred, make sure your over - head cabin speaker and hand microphone are both working properly — you never know when you might need it. Check the integrity of push-to-talk mic switches too. Oil and dirt can collect beneath the contacts and cause a malfunction.

Cessna maintenance manuals for the Skyhawk , Skylane , and Stationair call for cleaning the switch every 100 flight hours.

A spray contact cleaner works, but check what’s recommended for your aircraft.

The Power of PEDs Headset Help Personal electronic A key part of communication is the ability to properly hear devices like smart - what’s being said. Aviation headsets are the go-to device phones and tablets have Image courtesy of Garmin for deciphering the sometimes rapid-fire pace of radio become an integral part transmissions. Brand and type are personal choices, so it’s of aviation commu - important to know what matters to you. Some headsets offer nication. Many PEDs passive noise attenuation that uses physical ear cup design can be electronic flight to reduce noise. Active noise cancelling (ANC) headsets bags (EFBs) to help require a power source to create soundwaves that essentially with flight planning, cancel out intruding ambient sound. While ANC headsets weather, weight and do a better job of reducing cabin noise, there are tradeoffs: balance, navigation, and greater expense, requirement for batteries, and possible more. Gone are the days compromise in audio quality. Higher end ANC headsets of having to lug paper offer dynamic noise cancellation, which uses digital technol - manuals and aeronauti - Many PEDs can be electronic flight bags ogy to cancel a wider range of background noise.

cal charts. Electronic ver - (EFBs) to help with flight planning, weather, Another important factor is comfort. Weight, ear cup sions can be summoned weight and balance, navigation, and more.

construction, and in-ear vs. over-the-ear design are all with a few finger taps.

important features to consider. As with shoe shopping, per - Refer to FAA Advisory Circular (AC) 91-21D bit.ly/ sonal preference matters. Try a variety of types and styles to AircraftPEDs, AC 91-78 bit.ly/AircraftEFBs1 , and AC choose what works best for you.

120-76D bit.ly/AircraftEFBs2 for more information and Just as with nav/com radio setup, get familiar with all guidance on the use of PEDs and EFBs aboard aircraft.

of your headset’s features. If it has its own volume control, Part 91 operations — including light GA aircraft flown consider turning it up and using your radio panel to con - for business or pleasure — do not require any specific 14 FAA Safety Briefing authorization for EFB operations, as long as the EFB does not replace any system or equipment required by the regulations. In these instances, use of PEDs to replace paper charts is at the pilot’s discretion.

A few words of caution: Devices not subject to FAA approval of components or installation are not guaranteed to provide the kind of reliability you expect from certified products. Keep devices fully charged and updated at all times. Remember that devices can (and will) fail without notice, so have a backup plan. And to prevent your PED from sliding under or between the seats at the worst possi - ble time (and you know it will!), use a kneeboard or mount to secure your device.

One last warning: smartphones and cellular service enabled tablets in the cockpit are ubiquitous, but the FCC Be sure to periodically review your Air Traffic Control Tower light gun signals prohibits cellular telephone operation while airborne (see in the event you lose radio communications.

Title 47 Code of Federal Regulations section 22.925). It’s best to use “airplane mode” to disable the cellular connec - keeping a hand-held aviation radio (and fresh batteries) at tion. That said, use whatever means are necessary to deal the ready. You can also use it to get ATIS or check traffic.

with electrical or radio malfunctions or other emergencies.

Be sure to have lost comm emergency procedures down ADS-B and Me cold. Follow your specific aircraft’s checklist, which should include double checking for correct active frequency, ensur - As an integral part of the FAA’s NextGen airspace modern - ing correct position for com switches, and proper attach - ization plan, ADS-B Out/In technology has become another ment of headset cables. If these steps don’t correct the situ - vital communication tool. Using satellite technology to ation, try the last known frequency you communicated on broadcast an aircraft’s position (along with other vital infor - or an alternate frequency. If there is still a problem, squawk mation), ADS-B Out gives pilots and controllers an unprec - 7600 and consider landing as soon as practicable. Review edented level of situational awareness. Pilots equipped with 14 CFR section 91.185 and the Aeronautical Information ADS-B In are also able to receive near real-time weather Manual (AIM) for lost two-way radio communications.

data and traffic alerts via a PED or panel-mounted display.

The FAA suggests making ATC calls since you may still be Another NextGen element, the Data Communica - transmitting even if not receiving. In this case, though, start tions (Data Comm) subsystem, aims to enhance Air and finish these calls with “In the blind ...” At a towered air - Traffic Control (ATC)/pilot communications through port, observe traffic, enter the pattern, and wait for light gun digital text-based messages. Initially, Data Comm will signals (which you should periodically review).

be a supplemental means for two-way exchange for ATC clearances, instructions, advisories, and weather-related The Right Tools for the Job re-routes. As the system matures, most air-to-ground Good communication is fundamental to the safety and exchanges will transition to data communications for integrity of our airspace and to the growing number and appropriately equipped users. Data Comm is in use at diversity of NAS users. Today’s aviation environment has dozens of airports across the country with full en route plenty of tools to accomplish this critical endeavor, but capability expected by 2023. This will translate to greater keep your communication skills sharp and be sure you safety as well as efficiency. It is estimated Data Comm has know how to use them all.

already saved more than 25,000 hours of communication time. Go to bit.ly/FAADataComm for more information Tom Hoffmann is the managing editor of FAA Safety Briefing . He is a commercial on Data Comm.

pilot and holds an A&P certificate.

Flying in the Blind Aviation communication technology has come a long way.

LEARN MORE Even so, technology has a tendency to give up the ghost at highly inopportune times. While aviating and navigating “Flying Paper-Less Airplanes,” May/June 2010 FAA Safety Briefing, are your top two priorities in any situation, having a solid page 17 backup communications plan can make a big difference, bit.ly/SBMay10 especially in emergencies. For many, that plan includes May/June 2020 15

No-Go

on the

RADIO

By Susan K. Parson

What Not to Say

few years ago, I occasionally (okay, regularly) found an offer to set them on the path to proper and profession - myself watching a now defunct and highly formulaic al-sounding pilot patter. Also like Stacy and Clinton, I would require each audio offender to ditch inappropriate “reality” show called “What Not to Wear.” The fact A that it appeared on The Learning Channel assuaged radio habits and to equip them with “The Rules” for proper aviation radio transmissions.

some of the I-shouldn’t-be-watching-this guilt (educa - tional, right?). I also rationalized by saying I was learning Here’s a list of what not to say, with the corresponding rules for radio righteousness.

about better fashion. Sort of.

For those unfamiliar with the show, here’s the shtick.

DON’T: Make up your own terms.

Each episode featured a person — almost always a woman — whose family or friends deemed her a fashion disaster. DO: Learn the language! Plane English has its own Shows opened with viewing “secret video footage” docu - grammar, syntax, diction, pace, and vocabulary. Its dictio - menting the poor victim’s many #FashionFails, thus setting nary, the FAA Pilot/Controller Glossary , precisely defines the stage for a very public intervention by hosts Stacy the meaning and proper use of aviation terms. To sound and Clinton with the TLC camera crew in tow. Stacy and like a pro on the air when you are in the air, listen, learn, Clinton would show her the error of her ways by having and practice with apps (e.g., LiveATC, PlaneEnglish) or an her watch the painful secret video footage. Next they would aviation-band radio.

dramatically discard virtually every item in her existing DON’T: Be long-winded.

wardrobe. Then came revelation of The Rules for suitable sartorial selections, a supervised shopping expedition and, DO: Think Twitter, not blog. The Prime Directive for avia - finally, the big reveal of the newly minted glamazon to her tion communications is brevity. As you work to learn Plane cheering family and friends. English, practice writing what you might say and make it a personal challenge to cut words to the absolute minimum.

Ten Rules for the Radio Nobody wants to endure an audio blog.

So, what does a long-gone reality show have to do with GA? Whenever I fly in a GA airplane, I find myself wish -

The point of aviation radio

ing I could adapt the formula to create an aviation-themed educational program called “What Not to Say.” In this

transmissions is to give and

fantasy, I would secretly tape radio disasters and, like receive useful information.

TLC’s Stacy and Clinton, pounce on the perpetrators with 16 FAA Safety Briefing DON’T: Use aviation frequencies for personal DON’T: Transmit before you know what you need to say.

conversations.

DO: Think before you speak. The standard formula is DO: Confine your transmissions to aviation business, short and simple: (a) who you are calling; (b) who you using correct words and phraseology. are; (c) where you are in terms of distance, direction, and altitude; and (d) what you want to do. If you are new to DON’T: Copy the audio mistakes of other pilots, such aviation or prone to mic fright, consider creating a fill-in- as “taking the ‘active” or asking “any traffic in the area (to) the-blanks template that you can keep on your kneeboard please advise.” However commonly used, neither of these as a script or cue card.

phrases is correct and both are the audio equivalent of tossing litter out the window of your car.

DO: Use correct phraseology. The point of aviation The goal is to make your message

radio transmissions is to give and receive useful informa -

understandable, ideally with just

tion. Therein lies the problem with the two transmissions one transmission.

cited above.

In the first example (“the active”), a pilot approaching a non-towered airport for landing should be listening to DON’T: Speak before you listen. I can hardly think of a the Common Traffic Advisory Frequency (CTAF) to build flight in which I didn’t hear someone get “stepped on” or a mental picture of traffic and the traffic pattern. Hear - “blocked” because of too many pilots trying to talk at the ing pilots talk about “the active” tells the incoming pilot same time.

nothing about which runway is in use. While it is best to completely delete “the active” from your aeronautical DO: Listen first! One of the tricks I learned in Toastmas - vocabulary, at the very least you should include the runway ters International is counting to five (“one-thousand ONE, number (e.g., “departing runway 35”).

etc.”) before starting to speak. It feels like an eternity, but In the second example (“any traffic in the area please it’s not. Rather, it’s an opportunity to gather your thoughts advise”), it is the incoming pilot’s responsibility to listen, so you can start speaking in a calm and measured way as build a mental picture of other traffic, and transmit inten - opposed to nervous stammering or babbling. The same idea tions. Just imagine what would happen if every pilot at a works in aviation communications. When you change to busy non-towered airport decided to respond separately to a new frequency, make it a habit to count to five while you this ill-advised request.

listen to avoid stepping on someone else. If you don’t hear May/June 2020 17 DO: Ask the sender to “say again” or ask a clarifying

The Prime Directive for aviation

question if there’s something you don’t understand.

communications is brevity.

DON’T: Hesitate to use the word “unable” if you can’t comply with an ATC instruction.

anybody else, verify that you have entered the correct fre - DO: Stock your aviation vocabulary with this very useful quency and — important — that you don’t have a stuck mic.

word. There is no shame in being “unable” to, say, fly into Also remember that controllers often work multiple fre - bad weather or take a “slam-dunk” descent. You don’t need quencies. If you have been hearing ATC issue instructions to lead with a detailed explanation — ATC will query as to another aircraft without hearing the pilot’s response, needed. Just say “unable” to communicate that essential keep in mind that you may be hearing only half the conver - point right away.

sation and try to time your own transmissions accordingly.

DON’T: Hesitate to declare an emergency or ask for help DON’T: Talk too fast.

when you need it.

DO: Use a measured pace. All pilots “know” about the DO: Speak up! You’ve heard it before, but it bears repeat - legendary fast-talking folks in Air Traffic Control. While ing: if you have an emergency, say so. Post-emergency some controllers — especially those at super-congested paperwork is uncommon but, even if there is a request, far airports like Chicago’s O’Hare — do indeed use the pace of better to be alive and well to comply. Also, if you need help an auctioneer’s patter, it’s mostly an urban legend. Either to avoid an emergency, ask for what you need.

way, though, it’s not expected, required, or desirable for you to “compete” as if it were a speed-speaking contest. Always No doubt this list could expand but following these ten remember that the goal is to make your message under - rules is a great start to sounding like a pro on the radio.

standable, ideally with just one transmission.

Susan K. Parson ( susan.parson@faa.gov ) is editor of FAA Safety Briefing and a DON’T: Say “roger” or otherwise pretend you under - Special Assistant in the FAA’s Flight Standards Service. She is a general aviation stand if something is unclear.

pilot and flight instructor.

Do You Know Where Rule Airspace is?

FL 600 CLASS A ADS-B 1090 ES Required 18,000 MSL

|

2,500 AGL ADS-B Not Required CLASS E 10,000 MSL and above ADS-B Required

|

CONUS Only CLASS E ADS-B CLASS B Required CLASS C 10,000 MSL 3,000 MSL ADS-B ADS-B Required Required 12NM From 10,000 MSL 10,000 MSL Mode C Veil Coastline Surface Surface ADS-B Required 30NM Gulf of Mexico 10,000 MSL Surface Key AGL Above Ground Level FL Flight Level MSL Mean Sea Level NM Nautical Miles 18 FAA Safety Briefing Produced by FAA Communications • 2020-AJM-004

SUSAN K. PARSON CHECKLIST

THE SOUND OF (MICROPHONE) MUSIC

The ABCs, the One-Two-Trees, and Other Foundations of Aviation Communication

It never hurts to occasionally review The Able Baker version offers a To offer an example, you prop - the basics, possibly from a new per - very plausible explanation for how erly pronounce the “name” of a spective. So here goes. aviators adopted “Roger” as short - U.S.-registered airplane with tail hand for “I have received and under - number 1359T as “one-tree-fife-niner Do-Re-Mi stood your transmission.” In its early Tango.” You probably won’t hear the One of my all-time favorite films is days, the fledgling aviation industry “November,” the first element in the the 1965 classic “Sound of Music.” adopted customs, procedures, and tail number of any U.S.-registered If you’ve seen the movie, you might terms from more established sectors aircraft. Other countries use a differ - recall the scene where Maria uses a like the telegraph business. In the ent starting letter (or a combination Do-Re-Mi-to-ABC comparison to telegraph business, which then used of letters and numbers) to denote an teach the building blocks of music. Morse code, the receiver would trans - aircraft on their registry.

In Plane English, which has a full mit “R” to signify successful receipt The Ws alphabet of “notes,” we express letters of a message. Early aviators needed a using the standard phonetic alphabet. similar protocol. Since they couldn’t Aviation transmissions follow a spe - Adopted in March 1956 by the Inter - transmit a Morse-code “R,” they did cific sequence: W hom you are call - national Civil Aviation Organization the next best thing by transmitting ing: “Phoenix Approach” or “Falcon (ICAO), the ABCs of aviation are: the word “Roger.” Tower;” W ho you are, using the air - Alpha, Bravo, Charlie, Delta, Echo, craft’s make, model, and tail number: One-Two-TREE!

Foxtrot, Golf, Hotel, India, Juliett, “ Skyhawk 1359 Tango;” W here you Numbers in Plane English are pro - Kilo, Lima, Mike, November, Oscar, are: “twenty miles west” at “5,500 feet” Papa, Quebec, Romeo, Sierra, Tango, nounced mostly the same as they are (read from the altimeter); and W hat in regular English, with just a few Uniform, Victor, Whiskey, X-ray, you want to do: “landing Falcon Field.” Yankee, Zulu . exceptions. In Plane English, three Idioms (3) becomes “tree,” five (5) becomes Today’s version is the last in a series of “spelling alphabets,” which started “fife,” and nine (9) becomes “niner.” ATIS (Automatic Terminal Informa - I’m not so sure about “tree” and “fife,” tion Service): provides current weather in the International Telecommunica - tions Union in the late 1920s. In 1932, but I have always thought “niner” and airport information, such as sounds a lot cooler than a plane runways in use. Each successive ATIS the International Commission for Air Navigation (an ICAO predecessor) (ahem) vanilla “nine.” recording has an alpha-numeric desig - nator (e.g., ATIS Information Foxtrot) adopted a version using (mostly) geographic names: Amsterdam, Balti - to distinguish it from previous ones.

Squawk : This word refers to the more, Casablanca, Denmark, Edison, Florida, Gallipoli, Havana, Italia, Jeru - aircraft’s transponder code (e.g., 1200). Squawk can be a noun (“say salem, Kilogramme, Liverpool, Mada - gascar, New York, Oslo, Paris, Quebec, assigned squawk”), an adjective (“squawk code is 2345”), or a verb Roma, Santiago, Tripoli, Upsala, Valencia, Washington, Xanthippe, (“squawk 5423”).

Mayday : (emergency): Hopefully Yokohama, Zurich .

In 1941, the United States started you will never have to use this one.

If you’re wondering, Mayday is a using the Joint Army/Navy Phonetic Alphabet, more commonly known as corruption of the French for “help me” (m’aidez).

the “Able Baker” version: Able, Baker, Charlie, Dog, Easy, Fox, George, How, Susan K. Parson ( susan.parson@faa.gov ) is editor Item, Jig, King, Love, Mike, Nan, Oboe, of FAA Safety Briefing and a Special Assistant in Peter, Queen, Roger, Sugar, Tare, Uncle, the FAA’s Flight Standards Service. She is a general Victor, William, X-ray, Yoke, Zebra .

aviation pilot and flight instructor.

May/June 2020 19

Getting to

YES

with

NOTAMS

By Jennifer Caron

Why They Matter and What’s In Store

nlimited visibility, clear skies — the perfect excuse of NOTAMs, and the regulations say that pilots must be for our $100 hamburger flight — clouded by an familiar with “all available information” prior to departure.

unexpected CTAF advisory — “Do Not Land! The problem is that NOTAMs are targeted to everyone, not U Airport is NOTAM’d closed today.” Well, so much individual pilots and their specific flight plans. The system generates around 1.3 million NOTAMs each year and, with for that hamburger. Our disappointment quickly turned to dread as we realized we might not have enough fuel to the vast amount of information designed to inform all, it’s TMI — too much information.

make it to the next airport. With just 30 minutes of flying time left, we got lucky: we spotted an airfield west of us Then there’s the outdated, time-consuming format.

NOTAMs are written in all caps using abbreviations and and landed safely.

I’m embarrassed that it took such an incident to teach shorthand, rather than plain language sentences or graphi - cal depictions. In an electronic world that interprets all caps two important lessons. First, always give yourself plenty of wiggle room with fuel in case you need to divert. Sec - as SHOUTING, just the appearance is off-putting. Com - bine the TMI problem with the SHOUTING format, and ond — the fundamental lesson — always check NOTAMs before every flight. it’s painfully easy for even a conscientious pilot to miss the critical needle in the haystack of irrelevant data.

A NOTAM, or Notice to Airmen, is the primary means to communicate time-sensitive information about the abnor - Less conscientious pilots don’t even try. I know pilots who skip flight planning altogether, especially if they’re mal status of some element in the National Airspace System (NAS). NOTAMs address potential flight hazards such as just looking to bore holes in the sky on a clear day. Even for longer jaunts, and even though they know it’s the PIC’s drone (UAS) operations, air shows, temporary flight restric - tions (TFRs), and information not yet published on aero - responsibility to check NOTAMs, they balk at this painful and time-consuming task.

nautical charts, construction activity, and runway or airport closures. These are critical details for flight planning.

Taking the No Out of NOTAMs Yes, NOTAMs Need Help Both the FAA and aviation community providers are on So why do NOTAMs get such a bad rap? Let me count the case. We’ll talk about future state in a moment, but we’ll start with currently available tools that take the pain the ways, starting with sheer volume. The standard brief - ing for a domestic flight plan might produce hundreds out of NOTAMs.

20 FAA Safety Briefing The FAA has created a new NOTAM search site at

Users still need NOTAMs that are

notams.aim.faa.gov/notamSearch . A fully optimized, inter -

easier to read, understand, and

face search tool with digital NOTAMs, this site provides

a one-stop shop that lets you customize your NOTAM find. The good news is that this

search. You can use criteria such as time and date, location,

goal is part of the FAA’s phased

flight path, geographic area, latitude/longitude, keywords, NOTAM modernization initiative.

and more. You can filter and sort results by location, class, start and end date, condition, and (again) more. You’ll also find Letters to Airmen and a link to Airport Construction You can also find NOTAMs and TFRs on-the-go with Notices in pdf format.

FAA Mobile. FAA Mobile is an easy-to-use website you Since TFRs are the subject of many NOTAMs, another can use online or on your mobile device for quick access to FAA website resource is tfr.faa.gov. TFRs can pop up N-numbers, NOTAMs, Advisory Circulars, airport updates, quickly and violating one because you didn’t feel like and more. You can find FAA Mobile at www.faa.gov/mobile.

checking NOTAMs isn’t a winning excuse. The website Last but certainly not least, third-party providers in gets updated in real time, so it provides the most current the aviation community have done a lot to take the pain information on published TFRs nationwide. Please do out of finding and reading NOTAMs. Most of the popular note that the site includes a disclaimer that when plan - flight planning and flight management apps fish out the ning a flight, always call 1-800-WX-BRIEF for a more NOTAMs relevant to your specific flight plan. They also complete listing. Select the state where you’re operating make it easier to read the information by lowering the shrill or expect to fly. Click the hyperlink under the NOTAM volume of ALL CAPS to sentence case.

column for details and graphical representation on the time, date, and altitude of effectiveness. The “other Knowing the NOTAMs of the Future information” section names the controlling agency and These steps help, but users still need NOTAMs that are easier provides contact details.

to read, understand, and find. The good news is that this goal The Flight Service Pilot Web portal at is part of the FAA’s phased NOTAM modernization initia - www. 1800wxbrief.com is another online tool for quick tive. Here are some of the recent and upcoming milestones: and easy NOTAM searches. A free account enables you In the future, more airports will use the Federal to get online preflight briefings, file flight plans, and get NOTAM System (FNS) NOTAM Manager website for automatic notifications and alerts that include flight plan streamlined NOTAM processing. Plus, with over 1400 closure reminders, NOTAMs and TFRs, notices of new or airports currently having the ability to issue NOTAMs adverse weather conditions, or pertinent airport closures.

using NOTAM Manager, more airport managers will If you want someone to verbally translate NOTAMs, you have this ability.

can call Flight Service at 1-800-WX-BRIEF.

Federal NOTAM System (FNS) search website at notams.aim.faa.gov/notamSearch.

May/June 2020 21 In June 2020, users with

Take advantage of all available

“screen scraper” applications

tools to get the benefit of all

that pull content from Pilot - Web will be transitioned to the available information in NOTAMs, FAA’s System Wide Information

so you won’t be that pilot or

Management (SWIM) interface.

(worse) jeopardize safety of

SWIM is a single technology flight for yourself or others.

gateway that developers can use to enter, process, and retrieve all NOTAM data for distribution to the aviation community.

In March 2019, the FAA began removing duplicative Also in June 2020 — June information in the Chart Supplement (previously known 18, to be precise — the FAA as the Airport/Facility Directory). Permanent (PERM) will discontinue its Notices to NOTAMs have also been targeted for reduction in an Airmen Publication (NTAP) effort to quell the amount of redundant data by publishing to streamline the repository information more quickly on charts and publications.

of NOTAMs published every In November 2019, the FAA established a single govern - FAA Mobile at www.faa.gov/mobile .

28 days. The last NTAP will ing office for NOTAMs and aeronautical information. In be published on May 21, 2020.

a phased approach, the agency is working to improve the Information from the International and Graphic Notices presentation of NOTAM information, prioritize or high - sections of the NTAP will be transferred to new websites, light the most important safety details, and optimize data, accessible via the FAA NOTAM Search website. Visit technology, and processes to help pilots find and retain the bit.ly/NotamPub for more details.

most relevant information.

In the near future, domestic NOTAMs will transition to In February 2020, the FAA retired PilotWeb, the former the ICAO format and become more machine-sortable, in public interface for searching NOTAMs. Users are now human-readable formats. We will have a single NOTAM redirected to the friendlier, digital FAA FNS NOTAM repository with searching, sorting, archiving, and filtering Search website.

capabilities, thus improving NOTAM search flexibility.

Say Yes to NOTAMs As with weather, checking NOTAMs is a critical part of flight planning. A case in point: During a night cross country flight to an unfamiliar area, a pilot attempted to land his Cessna 170 at an airport in Lake Havasu, Arizona. Construction had changed the air - port elevation and, though reported by NOTAM, the new data hadn’t yet made its way to the aeronautical chart. The pilot survived a collision with terrain on the base-to-final turn, but his airplane wasn’t so lucky.

As noted above, things are getting better with the best still to come. Take advantage of all available tools to get the benefit of all available information in NOTAMs, so you won’t be that pilot or (worse) jeopardize safety of flight for yourself or others.

Jennifer Caron is FAA Safety Briefing ’s copy editor and quality assurance lead.

She is a certified technical writer-editor in aviation safety and flight standards.

LEARN MORE FAA NOTAM Search User Guide bit.ly/NOTAMUser 22 FAA Safety Briefing

The Century Club

It’s Not Your Father’s Flight Service

By James Williams

ith the design life of a human body landing

Flight Service is now in the midst of

somewhere between 80 and 100 years, we perhaps its biggest change ever.

rightly look upon 100 years as a point of cele -

W bration. The same can be said for the aviation

industry. Back in 2003, powered flight celebrated its telephone briefings, and now largely to computer briefings.

centenary with great fanfare. This summer marks another This signals a significant shift from largely two-way (briefer milestone in the aviation world: Flight Service joins the to pilot) communication to self-briefings that include auto - century club on August 20.

mation-based information and communication.

After the first World War transformed the airplane from The FAA is monitoring this trend, watching Visual an intriguing novelty to a functional tool, countries around Flight Rules (VFR) flight plans filed with a specialist the world sought to establish routine air mail service. The continue to decrease while VFR flight plans filed via web birth of Flight Service played a key role in accomplishing this goal. The U.S. Post Office Department ordered the creation of air mail radio stations on the route between New York and San Francisco. These air mail radio sta - tions provided services similar to those that their modern descendants offer to pilots today.

Change is the Only Constant Death, taxes, sharks, and crocodilians are about the only things in this world that seem immune to change. Like any organization that’s been around for a century, Flight Service has changed. In fact, Flight Service is now in the midst of perhaps its biggest change ever — and that’s saying something for an organization turning 100. I am not that old, but just in my lifetime, Flight Service has shifted from in-person briefings at actual physical stations (which I have received from three different Flight Service stations) to May/June 2020 23 services increase significantly. The data shows a very strong correlation. In the period between 2013 and 2019, specialist filed plans decreased from a high approaching 30,000 per month to less than 5,000. During the same time period, web-filed plans increased from less than 5,000 to a peak of over 40,000.

Of course, this isn’t a new trend. Flight Service intro - duced computer-based briefings and flight plan filing with the Direct User Access Terminal Service (DUATS) program in 1990. But as the internet became ubiquitous, Flight Ser - vice faced a critical juncture. DUATS had started as, and for many years continued to be, secondary to the core func - Photos this page copyright Leidos 2018. Used by permission.

tion of specialist briefings. DUATS has been sunsetted, but Flight Service does provide alternate web-based services for pilots. Change is rarely easy for large organizations and this is a large change for a large organization.

24 FAA Safety Briefing The Future is Now!

“Our challenge was how to provide the best possible service to our users, both today and in the future,” explains Chris Henne, Manager of the Flight Service Safety and Opera - tions group in the Air Traffic Organization’s System Oper - ations Services. “What can we do today that can not only improve the user experience, but also reduce the govern - ment’s cost — all without compromising safety? The unique circumstance of pilot preference for online products, combined with modern technology, provided the chance to meet both goals,” Henne continues. So the emphasis shifted to improving web services.

While the emphasis is on self-

briefing, specialists are still

available to take your call.

Today, the FAA continues to directly handle Flight Service in Alaska, while a contract service provider per - forms these functions in the contiguous United States (CONUS), Puerto Rico, and Hawaii. The Flight Service website ( www.1800wxbrief.com ) has been enhanced to An Airway Radio Station, predecessor of the modern Flight Service.

include a mobile-friendly format, ICAO flight plan sup - port, graphical flight planning, the ability to filter extrane - questions. The specialist can take you on a deeper dive into ous NOTAMs, and 45-day retention of pilot history data.

any particular concerns you might have.

“In the future we’d like to be able to better link our web Communication about weather is critical to any flight.

briefings and those given by specialists,” Henne says. “That But the nature of that communication is up to you. The way if a pilot has questions about a specific item in a brief - FAA is focusing on web services because that’s where the ing, the specialist can see what the pilot is looking at and users are. Also, every enhancement that makes a web brief - answer the questions faster and more directly than simply ing better can be scaled across the system without delay or repeating a briefing the pilot has already received.” This much cost. Telephone briefings are great for discussion of could save both the pilot and specialist time and improve specific concerns, but not so much for broad awareness.

the briefing experience.

Your needs should drive your strategy. “Most times a web If you haven’t tried www.1800wxbrief.com or if it’s briefing will probably provide a great solution, but there been some time since you have, it’s worth a visit. You can are times when you might need a little extra help and that’s establish an on-line account with Flight Service that will why we’re here.” Henne said. To paraphrase an old advertis - allow you to obtain enhanced weather and aeronautical ing slogan: “We’ll leave the phone on for you.” information services and be sure to check out the new mobile version.

James Williams is FAA Safety Briefing ’s associate editor and photo editor. He is also a pilot and ground instructor.

Briefing Strategy What should your briefing strategy be? How should you communicate with Flight Service? You have choices! While LEARN MORE the emphasis is on self-briefing, specialists are still available to take your call. Start with the Flight Service website or One Hundred Years of Flight Service other approved sites/apps. These portals are a great starting my.faa.gov/go/fs100 point. If you are confident about your grasp on current and Flight Service forecast conditions, you can file and be on your way in a www.1800wxbrief.com few clicks or taps. If you have any doubts or questions, just call Flight Service, and tell the briefer what type of forecast you already have in order to help them better answer your May/June 2020 25

DRONE DEBRIEF MICHAEL O’SHEA

WHAT’S THAT DRONING NOISE?!

Good Communication is Essential to Drone Safety

tured enough GPS signals, or when Safety Team (FAASTeam) and play radio frequency interference (RFI) is a vital role in accomplishing the prohibiting or weakening the connec - FAASTeam mission. DronePros serve tion between the GCS and the drone. the drone community by sharing In your pre-flight checklist, and while their time, resources, and profes - operational, ensure that this crucial sional experience in order to create connection has been made and the a positive safety culture. DronePros signal remains strong. also regularly host informational webinars that you can enroll in here: bit.ly/DroneProsWeb .

In summary, good (meaning effec - THE FAA PROVIDES tive!) drone communications involves three essential areas: NUMEROUS RESOURCES FOR 1. Good person-to-person (RPIC – THE SAFE OPERATION OF VO) communications.

DRONES IN THE NATIONAL Tip: Use effective communications during a UAS operation to ensure AIRSPACE SYSTEM (NAS).

that there are no misunderstandings when it comes to risk, and/or the actions the team needs to take to It is also important to have good reduce that risk.

Communication is key to the safe communication with the FAA. The operation of unmanned aircraft sys - 2. Good communications between FAA provides numerous resources tems (UAS), or drones. Crew Resource the GCS and the drone.

for the safe operation of drones in Management (CRM) involves good Tip: Make sure the connection the National Airspace System (NAS).

communication between the remote between your GCS, the drone, and This includes what you have to do to pilot-in-command (RPIC) and the other outside signals (GPS/Wi-Fi, fly in the NAS, as well as information visual observer (VO) for both normal etc.) is strong enough to conduct a about new rules or rule changes. The and abnormal operations (e.g., loss of safe operation.

agency has a dedicated team in the control, fly-offs, or de-confliction with 3. Good communications with the Office of Unmanned Aircraft Systems manned aircraft). With the RPIC’s FAA.

Integration that works with other attention usually focused on the flight Tip: Use FAA resources to keep up FAA offices and serves as a resource to controls and the UAS camera monitor, with the latest information on how drone operators. You can find specific it is important for the rest of the crew to safely operate your drone.

information about UAS operations to provide effective communication at www.faa.gov/uas . You can ask Good communication is critical to with the RPIC to improve situational questions about drone operations at ensuring safe operation in the NAS … awareness and avoid any possible uashelp@faa.gov . You can follow us and good communication continues flight conflicts, thus increasing the on Facebook (Facebook.com/FAA), to be the best way to collaborate with overall safety of the operation.

Instagram (Instagram.com/FAA) and the FAA on safety!

In UAS operations, the one area Twitter (@FAADroneZone). The FAA of communication that can be easily also produces webinars and other Michael O’Shea works with government agencies as taken for granted is contact between digital and printed media to assist you a resource on public unmanned aircraft operations the ground control system (GCS) and has more than 30 years of experience working with safe drone operations.

and the drone. In some cases, a fly in public safety. He can be contacted at michael.

Don’t forget about reaching out oshea@faa.gov .

away and/or loss of control situation to your local DronePros. DronePros occurs when the GCS has not cap - are volunteers who support the FAA 26 FAA Safety Briefing

NUTS, BOLTS, AND ELECTRONS JENNIFER CARON

GET TO KNOW YOUR MECHANIC

ufacturer’s parts, but they have FAA Pilot: “DME volume unbelievably approval for installation on certain loud.” MAINTENANCE AND models of aircraft. Click here for the Mechanic: “DME volume set to a list: bit.ly/PMAParts and read the arti - INSPECTION OF AN AIRCRAFT more believable level.” cle, “Be a ‘Part’ of Improving Aviation Maintenance and inspection of an IS A TEAM EFFORT BETWEEN Safety, A Look at Suspected Unap - aircraft is a team effort between you proved Parts,” at adobe.ly/2DDlu09.

YOU AND YOUR AMT.

and your aviation maintenance tech - Be aware that not all lubricants and nician (AMT). Good communication sealers are the same. Ask if your AMT skills and constant contact with your has the proper materials to lubricate tools are shadowed to allow for quick mechanic and repair shop are essen - your aircraft type.

inventory of all equipment before tial to the safe condition and opera - closing up panels. It’s an indicator of a tion of your aircraft. Be proactive in 6) Are Logbook Entries Correct?

mechanic who goes beyond the mini - your approach. Here are seven ques - Your logbook must contain a proper mum. Also ask if they have the proper, tions to get the conversation started.

description of the work performed.

calibrated tools to do the job according Although not required, ask your to manufacturer recommendations.

AMT to include the part number/ 3) How knowledgeable is my AMT serial number removed, and the part on my aircraft type?

number/serial number installed, for components removed and replaced.

Check your AMT’s qualifications for Take the time to discuss all issues working on your aircraft. Does he/ found during any inspection or repair, she have adequate training for your especially major repairs or alterations.

aircraft type or installed equipment?

Ask questions: What was touched, If your aircraft is newer/high tech or repaired, or replaced?

made of composite materials, do they 1) Is my AMT Certified with have the right skills to properly repair Inspection Authorization?

7) Does my AMT Work in a Clean, and/or maintain it?

If your mechanic has an Inspection Neat, and Well-lit Shop?

Authorization (IA), ask to see his/her 4) Does my AMT use Current, Parts and materials should be stored IA card and find out if they have met Relevant, and Approved Data?

correctly. Dust and humidity, for the qualifications for renewal during example, can affect the airworthiness Ask if your mechanic has the current the non-renewal year. The IA expires of certain items. Adequate lighting is manual for your specific make and every odd-numbered year on March also key. If the shop is not well lit, your model of aircraft. One serial number 31, but an IA-holder must meet renewal AMT could miss potential problems.

can make a huge difference between requirements every year to stay current.

Remember, maintenance and doing the job correctly or not. If they are The IA is needed for approval of return inspection of an aircraft is a team performing a major alteration or repair, to service of major repairs and alter - effort. An open dialogue with your did they get all of the approved data?

ations. Minor repairs can be accom - AMT and repair shop will help you plished and returned to service by the 5) Does my AMT use Approved and develop familiarity and trust that your A&P, along with 100-hour inspections.

Traceable Parts?

aircraft is in the right hands.

Maintenance personnel are required 2) How thorough is my AMT?

to use parts that are traceable, have a LEARN MORE Tool organization tells a lot about known history, and carry some sort of a mechanic when it comes to thor - service tag when the mechanic receives FAA IA Information Guide oughness and accuracy. Although not them. Parts Manufacturer Approval bit.ly/IAInfoGuide required by regulation, check to see if (PMA) parts are not original man - May/June 2020 27

ANGLE OF ATTACK TOM HOFFMANN

AVIATION ENGLISH, PLEASE

On a cold, Midwest morning in AELS, instructors and examiners can early January, a student pilot taxied a review Advisory Circular 60-28B Cessna 150 to the active runway at his ( go.usa.gov/xdQyT ). In addition to local airport and radioed ATC that he helpful guidance on AELS criteria, was ready for departure. ATC issued the AC also breaks down the assess - instructions to hold short of the ment process. Another good resource runway while the tower dealt with two is ICAO’s rated speech sample page, inbound aircraft. Seconds after the which provides audio samples of tower sequenced those aircraft, and pilots at varying levels of perfor - despite the clear instruction to wait, mance ( cfapp.icao.int/rssta ).

the pilot taxied out and began his The FAA is also using education takeoff roll with landing traffic only a and training. “We provide volumes includes flight engineers, dispatchers, quarter-mile behind. of information in the Aeronautical parachute riggers, and remote pilots.

Less than a month later, the pilot Information Manual (AIM) and the To provide a consistent baseline of a twin turboprop departing a busy Pilot/Controller Glossary, which application of the regulation, the west coast airport flanked by moun - airman should be more aware of,” says FAA adopted the Aviation English tains flew in the wrong direction after Foresto. “However, none of it discusses Language Standards (AELS), which being cleared for a standard instru - what your ears and mouth should be mirror the International Civil Avia - ment departure. ATC issued a low doing when the mike is keyed.” In that tion Organization’s (ICAO) Opera - altitude alert and directed an emer - vein, Foresto is spearheading work on tional Level 4 standards for English gency climbing turn to avoid terrain. new content for FAA handbooks and language proficiency. The AELS/ According to ATC, the pilot’s read - manuals to provide information on ICAO standard encompasses six main back during the departure clearance what to say, and how and when to say elements: Pronunciation, Structure, was difficult to understand. It was it. In the meantime, consider review - Vocabulary, Fluency, Comprehension, believed that the pilot may have mis - ing the resources listed below to better and Interactions. For more on each construed a heading assignment with understand what’s expected of you and element, see ICAO Document 9835 a concurrently issued wind advisory. what you should expect from fellow bit.ly/Doc9835 .

The common thread for both NAS users with regard to English Individuals seeking an FAA certif - incidents: inability to clearly under - proficiency and ensuring effective icate or rating must meet the AELS stand and follow ATC instructions. communication with ATC.

standard to be considered English This problem can be particularly acute proficient. It is not a “one and done” when English is a second language Tom Hoffmann is the managing editor of FAA Safety achievement for airmen; they must Briefing . He is a commercial pilot and holds an A&P that is further complicated by the be able to continuously demonstrate certificate.

highly specialized aviation lexicon. In mastery. “It is incumbent on flight fact, since 2018, approximately 60 pilot and ground instructors, designated deviations — some with deadly poten - LEARN MORE examiners, and air traffic personnel to tial — have been attributed to English report any observed English lan - language and terminology issues.

FAA Order 7110.65, Air Traffic Control guage deficiencies,” says Joe Foresto, With more than 40,000 foreign pilots go.usa.gov/xdpdv an Aviation Safety Inspector (ASI) enrolled in U.S. flight schools, the FAA with the FAA’s General Aviation and Airman Certification Standards is working to address this safety issue.

Commercial Division. “Failure to take faa.gov/training_testing/testing/acs In general, regulations state that to action may add unwanted risk to the be eligible for an FAA certificate or FAASTeam Notice on Aviation English National Airspace System (NAS).” additional aircraft rating, an applicant Language Standards To help determine if an applicant must be able to read, speak, write, and go.usa.gov/xdpdS or FAA certificate holder meets understand the English language. That 28 FAA Safety Briefing May/June 2020 29

VERTICALLY SPEAKING GENE TRAINOR

CREW COMMUNICATIONS

biologist/pilot with the U.S. Fish and Wildlife Service, and a USHST mem - WE’RE TRYING TO HELP NASA photo ber. “The first priority of any flight is for everybody to go home at the end PILOTS TO UNDERSTAND of the day,” he noted. “That’s why we’re THEY’VE GOT CREW MEM - trying to reach out and help pilots to understand they’ve got crew members BERS THEY CAN DRAW ON, they can draw on; and just as impor - AND TO HELP CREW MEM - tantly, to help crew members under - The 1995 “Apollo 13” movie lets view - stand that they play a role in safety.” BERS UNDERSTAND THEY ers relive one of American aviation’s A USHST study group recom - most stirring events. It tells the story PLAY A ROLE IN SAFETY.

mends the following: of how NASA personnel improvised 1. Companies with single-pilot oper - solutions to bring the three astronauts ations should provide classroom safely home after an explosion caused Set/monitor radios: A flying com - training for all pilots and crew severe damage. Because it shows how panion can help the pilot by setting members in crew resource man - teamwork, effective communications, and changing radio frequencies and agement. The companies should and imagination came together, the the transponder code. A passen - use scenario-based training where film and the real event that inspired it ger can also learn to perform basic pilots work together with crew underscore the long-held premise that functions on installed or hand-held members to solve problems.

multiple viewpoints improve safety.

moving map navigator(s).

The U.S. Helicopter Safety Team 2. Companies should develop docu - Assess the pilot’s health: A frequent (USHST), an industry-government ments and briefing cards for each flying companion can often tell if the safety advocacy group, has brought crew member describing his or pilot looks tired or ill. If that is the this kind of thinking to rotorcraft. The her role aboard the aircraft. Crew case, the passenger can help the pilot 22 helicopter safety enhancements members should review and sign decide whether he or she is fit to fly.

released in 2017 include this one: the documents.

Assess the weather: A pilot may feel 3. If the workload during flight Develop and promote recom - compelled to fly in stormy or foggy permits, pilots and crew members mended practices for pilot and weather without having the necessary should create and go through sce - nonflying crew members to: equipment, experience, or instrument narios in real time.

flying skills. A passenger can release 1) Detect increased risk levels The FAA recommends that every - that perceived pressure by advocating during the course of a flight, one aboard a helicopter contribute to a no-go decision, a diversion, or a 2) Effectively communicate the flight safety. Passengers can help in a precautionary landing.

increased risk level to each other, number of ways: The bottom line is that anyone and 3) Make a decision on the Watch for traffic: Passengers can aboard an aircraft can contribute appropriate risk mitigation.

look out for other aircraft, birds, tow - to safety by clearly communicating Put simply, we are encouraging ers, and other potential obstacles, and observations and concerns. It could nonflying crew members (e.g., flight notify the pilot.

mean the difference between a safe nurses) to support the pilot in main - Run checklists: Passengers can read flight and catastrophe.

taining safety. “The [above cited safety] checklist items to pilots, and then enhancement stems from a review watch to ensure they complete the Gene Trainor is an FAA communications specialist.

of accidents that might have been He was previously a technical writer for the FAA required tasks. Besides helping pilots, Rotorcraft Standards Branch in Fort Worth, Texas.

prevented if crew members had trained this task boosts a passenger’s knowl - together with the pilot in crew resource edge of the aircraft and safety-related management,” said Stephen Earsom, a aviation procedures.

30 FAA Safety Briefing

FLIGHT FORUM JENNIFER CARON In your article, you require a student From Our Twitter Channels or pilot to call out their entry on an auto pilot. I really like that and will TEM Team add that to my teaching from now on. Also, I will require a student Interesting article, “Good Decisions or pilot to call out every entry on on the Fly: Putting TEM on Your their GPS navigator. Too many Safety Team,” in the Nov/Dec 2019 times I have flown with pilots with FAA Safety Briefing (@FAA Safety the Garmin 430 or 530 and they are Brief). Introduced a new (to me) Here’s a fantastic example trying to enter their flight plan while term of TEM (Threat and Error of GA Safety Facebook taxiing to the departure runway. I Management). Emphasis on the idea Group members support - say, STOP. Enter the flight plan here, that we are both the problem and ing and helping each other.

then taxi. They may not like me for the solution. Good read!

that, but running off the taxiway Facebook.com/groups/GASafety — Jeff would be worse. And now I will add If you’re not a member, we encour - that they must speak out each entry Thanks, Jeff, we appreciate your age you to join in on the discus - into the system as they are doing it. I feedback! Readers can check out the sions and post relevant GA content can’t really tell what they are enter - article online at bit.ly/FAA-TEM.

that makes the National Airspace ing or if an error in entry happened System safer.

as a passive passenger.

Thanks for a great article, and a The Heads Down, Eyes Out Balance good writing style. I will look for - What Exactly is a “Supervised Solo?” Greetings, ward to more.

When did a supervised solo become Your article “No Surprises,” [in the — Howard an accepted thing? I thought solo Jan/Feb 2020 issue] was well done.

was a single occupant in an aircraft. Thanks so much for the lovely note Just wanted to say thank you. [It’s] a and for taking the time to reach out — Brent great reminder and heads up to get and share your experience. We’re a handle on our cockpit magic. A Hmm ... I always thought “super - delighted to hear that you found the learning experience in the clouds is vised solo” was when the CFI stood article helpful — that always seems never a good feeling.

on the ramp with his handheld to be a popular topic. Thanks as well — Ed radio, listening and watching the for sharing your idea of adding GPS student after climbing out and say - Thanks so much for taking the navigator callouts along with those for ing, “ok, give me two good landings time to write, and we’re so glad that it the autopilot — excellent advice.

then meet me back here.” helped you. The subject of the “Post - — Ken flight” column in that issue is similar ... just a bit of a different take on the Here’s the FAA’s Posted Response on Let us hear from you! Send your com - issue. It’s interesting to see how much ments, suggestions, and questions to the GA Safety Facebook’s page: that topic resonates with people, but SafetyBriefing@faa.gov . You can also The term “supervised solo” does not we are all struggling with the balance reach us on Twitter @FAASafetyBrief or have a legal definition. It is sometimes these days.

on Facebook facebook.com/FAA .

referred to when an instructor watches We may edit letters for style and/or length.

their student in the pattern on their Due to our publishing schedule, responses Say It As You Do It first solo. There is no prohibition for may not appear for several issues. While instructors being able to talk to the stu - When I opened the FAA Safety we do not print anonymous letters, we will dent on the radio. Solo means the sole withhold names or send personal replies Briefing, “NO SURPRISES!

occupant of the aircraft. However, there upon request. If you have a concern with Keeping Control of Avionics and an immediate FAA operational issue, is an option to have an authorized Automation” jumped right out at contact your local Flight Standards Office instructor in the aircraft for commer - me. As a flight instructor, I find this or air traffic facility.

cial (not private) multiengine under 14 subject to be one of the most com - CFR 61.129(b)(4).

plex to teach.

May/June 2020 31

POSTFLIGHT SUSAN K. PARSON

WHEN SILENCE IS GOLDEN

increasing the brain’s production Silence is true wisdom’s best reply.

— Euripides of cortisol. Given that some pilots already find it stressful to talk on It might seem odd to close an issue on the radio, it’s not hard to see how an aviation communications with a piece overloaded pilot could inadvertently about the value of silence, but please let the “communicate” task push the hear me out (ahem).

far more critical “aviate” and “navi - You don’t have to be involved in gate” functions into the background.

aviation very long to learn the Aviate - Navigate - Communicate mantra.

Need a Moment?

As we have often stressed in these Remember the “need a moment” pages, the sequence is important.

candy bar commercial? It promotes The first, last, and indeed constant the product by showing how some - priority is to fly the airplane (aviate).

one in a conversational bind buys Second is to ensure that you aim the time by biting into the chocolate aircraft in a useful direction. Then, and “thoughtfully” chewing. Since and only then, do you turn your giving ATC the silent treatment for attention to the task of communicat - an extended time could increase the ing with those outside the confines of number of their transmissions and the cockpit. If you need a witty way human mind can only show one thing thus add to your stress, the Pilot/Con - at a time. If you are having a hands- to follow this precept, just remember troller Glossary offers a lovely phrase that you should never drop the air - free telephone conversation while you for those need-a-moment occasions: drive, you may think that since your plane in order to pick up the micro - stand by . When you need to attend phone. Having a push-to-talk switch eyes are still on the road, all is well.

to the priority work of aviating or In fact, however, your attention is at on the yoke doesn’t make this idea navigating, tell ATC to “stand by.” less valid: the method of launching least partially, if not mostly, allocated Used on both sides of the mic, this to the particulars of the phone con - a transmission doesn’t relieve your simple transmission quickly conveys brain of the multitasking burden that versation. Being thus distracted, you two things: first, that the radio hasn’t communication imposes. probably won’t react as quickly as you malfunctioned and, second, that there should to the constant changes and is a need to prioritize other tasks.

Patter Can Be Perilous challenges inherent in driving.

As the flying season gets into full Let’s briefly review the perils of It doesn’t take an extensive search swing, we also urge you to take a multitasking. Many states now have to expose the myth of multitasking.

moment to review all the basics of laws that prohibit texting-while-driv - As I reviewed some of the readily aviation communication presented in ing (truly a menace) and/or statutes available literature on the subject, this issue — you’ll be glad you did.

that limit cellphone use to hands- three elements struck me as being free operation. After all, diverting especially applicable to the aviation Susan K. Parson ( susan.parson@faa.gov ) is editor your hands and your eyes to “dial” environment. First, multitasking of FAA Safety Briefing and a Special Assistant in a number is just another form of reduces mental performance because the FAA’s Flight Standards Service. She is a general texting. A psychologist acquaintance each shift in attention imposes a aviation pilot and flight instructor.

of mine, a pilot who has devoted “cognitive cost” that reduces brain his professional research to aviation resources and energy. Second, multi - safety matters, argues that hands-free tasking trains the brain to lose focus requirements don’t go far enough. As and makes it increasingly susceptible he once put it to me — quite emphat - to distraction. Third, multitask - ically — the “movie screen” of the ing increases stress and anxiety by 32 FAA Safety Briefing

FACES PAUL CIANCIOLO

SARAH PATTEN

Air Traffic Control Specialist, Potomac TRACON provides air traffic control service to should not keep secrets from ATC if the Baltimore-Washington and the you’re running into any sort of diffi - Richmond-Charlottesville areas. The culty on a flight.

facility also handles the Washington “If you’re getting low on fuel, you’re DC Special Flight Rules Area (SFRA), not quite sure where you are, the which means working with all general weather starts to deteriorate, or your aviation (GA) aircraft that fly through engine suddenly starts running rough, this airspace. just tell us,” she implores. “We have “The increased security of the air - many resources available to help you space can be a bit intimidating to pilots, get safely back on the ground. We can but once you know how it works, it’s help you find nearby airports, better really not that scary,” Sarah observes. weather conditions, and move other To make it all even less scary, Poto - aircraft out of your way in an emer - mac TRACON is in the planning stages gency situation to name just a few.” for a spring 2020 version of Operation Help is only a mic click away.

Raincheck. If you aren’t familiar with If you find yourself in the D.C. area the term, Operation Raincheck allows airspace, you are likely to find Sarah pilots facilities so they can learn more either on the air or in the air. In her Sarah Patten had never even consid - about what happens on the other side off duty time, Sarah is usually either ered a job as an air traffic controller of the microphone. flying her 1947 Cessna 120 or 1979 — until the day she got hired. Her first Sarah really wants pilots to know Cessna 172, or in the hangar building foray into aviation as a pilot was on an that it is not just okay, but essential, to a Vans RV10.

impulse too.

clarify an instruction from ATC if it’s “I thought flying a plane sounded not understood. It’s safer to be on the Paul Cianciolo is an associate editor and the social fun, so I took an intro flight the sum - media lead for FAA Safety Briefing . He is a U.S. Air same page rather than do something Force veteran, and a rated aircrew member and mer before my senior year of high unexpected. Also, she advises that you volunteer public affairs officer with Civil Air Patrol.

school,” explains Sarah. “Turns out it was fun, so I kept going back for more lessons.” Now, a little more than 20 years later, she is still flying. Over the years, Sarah worked a few odd jobs around aviation whenever possible, including being a full-time flight instructor.

In 2008, the FAA started its “off- the-street” hiring of air traffic control specialists without any prior ATC experience. A mentor convinced Sarah that she should apply. She did.

“I’m so glad I took a chance and applied! The job has been so inter - esting, and I’ve had some incredible opportunities along the way,” she said.

Sarah now works at the Poto - mac Consolidated Terminal Radar Approach Control (TRACON), which May/June 2020 33 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

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