FAA Safety Briefing — November/December 2020

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 6 Condition Inspection: a look at specific medical conditions 26 Checklist: FAA resources and safety reminders 27 Drone Debrief: drone safety roundup 28 Nuts, Bolts, and Electrons: GA maintenance issues 29 Angle of Attack: GA safety strategies 30 Vertically Speaking: safety issues for rotorcraft pilots So Things Don’t Go Bump in the Night Avoiding Terrain While Flying Night VFR 31 Flight Forum: letters from the Safety Briefing mailbag 32 Postflight: an editor’s perspective Inside back cover FAA Faces: FAA employee profile Look Up, Look Out Are We There Yet?

See and Avoid CFIT Strategies Exploring External Pressures

10 23

for VFR Pilots From the Ground Up How the FAA is Keeping Controlled Flight Out of Terrain Trust, But Verify Take AIM to Avoid Terrain Extra Eyes in the Sky Advanced Tools for CFIT Avoidance November/December 2020 1

JUMPSEAT RICK DOMINGO, FLIGHT STANDARDS SERVICE EXECUTIVE DIRECTOR

A “C” TO AVOID

the course being flown. Situational awareness vanishes for a variety of reasons. It could be navigation equip - ment malfunctions; either known problems that distract the pilot or subtle issues that mislead the pilot into misguiding the aircraft. It could arise from limitations in human performance (e.g., illness, fatigue, stress) or in mechanical performance (e.g., high density altitude, tailwinds on approach).

Today’s aviators have the benefit of many tools to maintain appropriate clearance from the ground. There are electronic warning systems, including GPS databases and terrain aware - ness warning systems. Technological advances in situational awareness have You don’t have to be in aviation at all think that CFIT accidents occur certainly reduced the number of GA to know that “CFIT” is the acronym mostly at night, or in instrument CFIT accidents. However, the GAJSC for “controlled flight into terrain.” The meteorological conditions (IMC). Or found that overreliance on automa - fact that it’s a commonplace rather you might suppose that most arise tion can be a precursor to many CFIT than just another esoteric element from the painful pattern of what acci - events. Awareness of automation lim - in the aviation lexicon unfortunately dent reports describe as “continued itations and pilot proficiency in flying says a lot about the prevalence of this VFR flight into IMC.” That is certainly with and without automation are key perennial cause of aviation accidents. one cause. However, the General to safe flight.

It’s not just in GA, either; commercial Aviation Joint Steering Committee The bottom line is clear: Nothing aviation has had its share of CFIT (GAJSC) observed that a clear major - can fully compensate for a pilot’s accidents. The term’s notoriety also ity of the CFIT accidents in a typical failure to plan carefully in advance, bespeaks its terrible toll: at least half of year occur in daylight, and with visual and to stay aware and alert through - all CFIT accidents result in fatalities. conditions.

out the flight. To help with that CFIT is defined as an unintentional So again, how does CFIT happen?

effort and contribute to the CFIT collision with terrain (the ground, a How could anyone continue con - avoidance goal, the magazine team mountain, a body of water, or an obsta - trolled flight into terrain that you can is devoting this issue of FAA Safety cle) while an aircraft is under positive easily see and avoid?

Briefing to exploring common causes control. Most often, the pilot or crew is and various conditions in which Situational Awareness unaware of the looming disaster until CFIT accidents occur. We’ll look at It seems that the most common type it is too late. CFIT most commonly ways to avoid the complacency and occurs in the approach or landing of pilot error in CFIT accidents is misplaced confidence that can con - the pilot’s loss of situational aware - phase of flight. In a typical year, there tribute to CFIT. Finally, we’ll point are about 40 CFIT accidents. ness — failing to know at all times to some tips and best practices to what the aircraft’s position is, how help you stay safely in the sky until Seeing and Not Avoiding that position relates to the altitude you make a controlled landing at So how does such a thing happen? of the surface immediately below your intended destination.

Given this information, you might and ahead, and how both relate to 2 FAA Safety Briefing

GA NEWS AND CURRENT EVENTS ATIS

AVIATION NEWS ROUNDUP

gram will provide grants to academia FAA Launches New Podcast Series part of the FAA’s Next Generation Air Transportation System modern - and the aviation community to help During the summer, the FAA ization project. prepare a more inclusive talent pool launched an exciting new podcast The single award contract, valued at of aviation maintenance technicians, series titled “The Air Up There.” approximately $292 million, includes and to inspire the next generation of Billed as a podcast for people who a four-year base period and 11 one- aviation maintenance professionals.

are curious about the wide world of year options. It calls on Leidos to In fiscal year 2020, Congress appro - aviation, the series covers the future perform the critical activities required priated $5 million to create and deliver of flight, drones, and ways to make to deliver E-IDS, including: program a training curriculum to address the the National Airspace System safer, management, systems engineering, projected shortages of aircraft pilots smarter, and more efficient. Some design and development, system test and aviation maintenance technical recent episodes covered the new and evaluation, training, production, workers in the aviation industry.

norms for general aviation amid the and site implementation. Eligible groups may apply for grants COVID-19 public health emergency, The system is to run on a combi - from $25,000 to $500,000. Potential as well as an inside look at how the nation of physical resources at more applicants are encouraged to visit the FAA’s air traffic control team is keep - than 400 FAA NAS facilities and on program website at bit.ly/AvGrants.

ing our skies safe. For more informa - FAA virtualized platforms using FAA tion, including how to subscribe, go to AvGas Testing and Evaluation cloud services. The E-IDS provides faa.gov/podcasts.

FAA access to efficient configuration The FAA, fuel suppliers, and aerospace manufacturers continue to develop and data management tools to meet the current and evolving needs of high octane, unleaded fuel formula - tions. The goal of these efforts is to NAS stakeholders.

identify fuel formulations that provide FAA Announces Grants for operationally safe alternatives to 100LL Aviation Careers (low lead). The Piston Aviation Fuels In an effort to invest in the future Initiative (PAFI) program continues to aviation workforce, the FAA has support the efforts of fuel producers as announced the establishment of two they bring forth alternative, unleaded grant programs designed for avia - fuels for testing and evaluation.

tion workforce development; one for The FAA requires the fuel pro - pilots, and one for aviation mainte - ducers to complete the following nance personnel. “pre-screening” tests prior to a can - The FAA’s Aircraft Pilots Workforce didate fuel formulation entering into Development Grant Program aims to more extensive testing through the Leidos to Develop New Display expand the pilot workforce by helping PAFI program: high school students receive training System 1. Successful completion of a 150 to become pilots, aerospace engineers, Leidos, the company that provides the hr. engine endurance test on a or unmanned aircraft systems oper - FAA’s Flight Services, will design and turbocharged engine using PAFI ators. The program will also prepare develop a system to provide real-time test protocols or other procedures teachers to train students for jobs in access to essential weather, aeronau - coordinated with the FAA; the aviation industry.

tical, and National Airspace System 2. Successful completion of an engine The FAA’s Aviation Maintenance (NAS) information through a com - detonation screening test using Technical Workforce Development mon Enterprise-Information Display the PAFI test protocols or other Grant Program aims to increase inter - System (E-IDS).

procedures coordinated with the est and recruit students for careers The scalable, cloud-ready solution FAA; and, in aviation maintenance. The pro - will replace five legacy systems as November/December 2020 3 ATIS 3. Successful completion of a subset of the material compatibility tests using the PAFI test protocol or other pro - cedures coordinated with the FAA.

Development and pre-screening testing is taking place at both private and public testing facilities across the country. The FAA’s William J.

Hughes Technical Center is provid - ing engine-testing services through Cooperative Research and Develop - ment Agreements (CRADA) with the individual fuel companies. While COVID-19 has delayed the comple - New FAA video highlights the risks of wrong direction intersection takeoffs.

tion of the pre-screening tests, the the United States with limited English incidents involve general aviation tentative schedule is to re-start formal proficiency and will focus on Spanish, aircraft and pilots. A new FAA video PAFI testing in 2021.

the second most spoken language in (youtu.be/FET0oUgClOI) focusing The FAA will provide additional the U.S. The FAA seeks to remove on wrong direction intersection details to the public regarding the fuel barriers for this segment of the U.S.

takeoffs describes the risks associated authorization process via the federal population interested in drones. The with them, and demonstrates various register as required per Public Law FAA website will have basic drone strategies and tips that will help pilots 115-254 (FAA Reauthorization Act safety information for recreational avoid these situations. Also check of 2018 HR 302, Section 565). The flyers with a selection of existing web out the FAA’s From the Flight Deck FAA also continues to support other pages translated into Spanish.

video series on YouTube where you fuel applicants who have decided to There are regulatory and legal can watch actual approach and taxi pursue engine and airframe approvals requirements for certificated pilots, footage from airports across the U.S.

that would allow the use of their fuel including remote pilot certificate Visit faa.gov/go/FromTheFlightDeck formulations via traditional certifica - holders operating in accordance with for a map of all 30 locations.

tion processes. For more information, the requirements of 14 CFR parts go to faa.gov/about/initiatives/avgas.

Drone Safety for the Spanish- 61 or 107, to read, write, speak, and Speaking Community understand English. There are no New Video Helps Pilots Avoid similar requirements for recreational The FAA has launched a pilot program Wrong Direction Takeoffs to translate into Spanish select web drone flyers. The FAA will analyze the Wrong surface operations are a seri - results of this outreach effort and may content for recreational unmanned ous and continuing issue at airports aircraft systems (aka drone) operators. consider additional project phases in throughout the National Airspace other languages in the future.

The program is expected to reach System (NAS). The majority of these the nearly 25.6 million people living in NOVEMBER CFIT Tips for avoiding controlled flight into terrain accidents.

DECEMBER

Fact Sheets

Aircraft Performance Monitoring Learn how to improve your aircraft performance predictions and better adhere to operating limitations. Visit bit.ly/GAFactSheets for more information on these and other topics.

4 FAA Safety Briefing AEROMEDICAL ADVISORY

F E D E R A L A V I A T I O N A D M I N I S T R A T I O N

P R O D U C T I O N November/December 2020 5

NOW PLAYING

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

WHEN SEEING ISN’T BELIEVING

Mitigating the Hazard of Visual Illusions

A review of aircraft mishaps quickly reveals that visual illusions and/or AS WITH SPATIAL DISORI - poor visibility have been factors in the ENTATION, WE ARE ALL majority of aircraft accidents.

Unless you are actively instructing SUSCEPTIBLE TO VISUAL or preparing for a new certificate/ ILLUSIONS.

rating, chances are that it has been a while since you last thought about the different types of visual illusions approach slope indicator (VASI) or and the impact they have on flight precision approach path indicator safety. With few exceptions, these (PAPI). These are typically set at a illusions make it appear that you are 3-degree descent angle, but can be too high/too low and too close/too greater. Even without these aids, GPS far from the runway. When pilots preparation, as well as the use of air - can help pilots maintain a safe altitude sense they are too high or too close, craft instruments and navigation tools.

until close to the airport and provide they tend to land short and/or hard.

If you are instrument qualified, guidance on an appropriate approach When illusions indicate a pilot is too maintain proficiency. If not, work with angle for a straight-in approach. A low or too far, they tend to land long an instructor to gain proficiency so you good rule-of-thumb for descent is 300 and risk overruns. can correctly use flight instruments feet of altitude for each nautical mile The illusion of being either too high and instrument approach procedures from the runway.

or too low can result from a black hole to increase situational awareness In summary, visual illusions may effect, water refraction from rain on throughout a visual approach. Title 14 be unavoidable, but you can mitigate the windscreen, haze, narrow run - Code of Federal Regulations (14 CFR) the risk. No one plans to land short, to ways, upsloping terrain or runways, section 91.103 requires pilots to review land hard, or to overrun the runway, and bright approach lights. all available information prior to yet we still do. Know what to expect Conversely, conditions that make flight, but consider more than just fuel, before departure, maintain proficiency, pilots think that they are too low runways, and weather. Evaluate the and use the tools available to you.

and risk landing long are caused by potential for visual illusions based on wide runways, down-sloping terrain runway configuration, runway lighting, or runways, very clear air (such as at forecast weather, and terrain (black LEARN MORE high altitude airports), and low inten - hole potential, slopes, off-airport lights, sity lighting systems. etc.). Forewarned is forearmed. Pre - Several FAA handbooks, including the Many of us have experienced false serve your night vision and consider Pilots Handbook of Aeronautical Knowl - horizons from sloping cloud decks the use of supplemental oxygen.

edge, the Helicopter Flying Handbook, or from ground lights on slopes. It’s Another good practice that can and the Instrument Flying Handbook important to recognize that entry into help combat visual illusions is to use describe visual illusions in detail along fog, even when the ground is visible, a flight training device or simulator with accompanying illustrations.

can induce a sensation of pitching up. to fly to your destination under a bit.ly/FAAhandbooks The tendency to pitch down can be number of different scenarios (e.g., The Flight Safety Foundation (FSF) has catastrophic if close to the ground, a changing time of day, weather, and an excellent discussion of visual illu - tower, or building.

runways). Then use the tools avail - sions in Approach and Landing Accident As with spatial disorientation, we able at your destination. As noted, an Reduction Task Force Briefing Note 5.3 are all susceptible to visual illusions.

instrument procedure can provide ( skybrary.aero/bookshelf/books/812.

Illusions are the result of how we have valuable guidance, but only if you pdf ) and in an article here: learned to perceive the world around are trained and proficient in using flightsafety.org/hf/hf_nov-dec99.pdf us. We can compensate with pre-flight it. Many airports have either a visual 6 FAA Safety Briefing

FROM THE

U P

GROUND

By Tom Hoffmann

How the FAA is Keeping Controlled Flight Out of Terrain

n a near moonless night in November 2007, The Facts two Civil Air Patrol pilots boarded their Cessna Let’s start by understanding what CFIT is and what it isn’t.

T182T Turbo Skylane and departed North Las According to FAA Advisory Circular (AC) 61-134, General O Vegas Airport headed southwest to Rosamond, Aviation CFIT Awareness , CFIT occurs when an airworthy Calif. About 13 minutes into the otherwise routine flight, aircraft under the control of a qualified pilot is flown into the aircraft impacted a near vertical rock face on the terrain (water or obstacles) due to the pilot’s inadequate southeast side of Mount Potosi, about 1,000 feet below awareness of the impending collision. Note the qualifiers its summit. Despite the pilots’ vast experience (over — airworthy aircraft, qualified pilot, with pilot’s lack of 53,000 hours of flight time between them), a nearly new awareness. A mechanical failure in flight or pilot’s loss of turbocharged aircraft, and a Garmin G1000 capable of control would not be categorized as a CFIT.

displaying terrain proximity information, the crew didn’t According to 2003 AC 61-134, CFIT accidents accounted maintain adequate terrain clearance during climb out.

for about 17-percent of all GA accident fatalities at that time.

The NTSB cited rising terrain, darkness, the pilot’s loss of That rate has decreased in recent years, but not by enough.

situational awareness, and ATC failure to issue a ter - The FAA and the General Aviation Joint Steering Com - rain-related safety alert as contributing factors.

mittee (GAJSC), a joint government/industry safety effort, This chilling account of controlled flight into terrain, have consistently ranked CFIT as a top three GA accident or CFIT ( see-fit ), is all too familiar. While technological causal factor for the last two decades. A recent GAJSC advances over the years have curtailed the rate of CFIT analysis (2011-2019) shows a total of 171 CFIT accidents (as to some extent, it remains a persistent problem, espe - recorded at that time), placing CFIT number three on the cially within the general aviation (GA) community. As list of accident causal factors (loss of control and powerplant the example illustrates, there’s usually a lot to unpack with system component failures rank ahead of CFIT).

CFIT accident scenarios. Many have multiple contribut - A Team Approach ing factors, but CFIT accidents typically share one com - mon thread: lack of situational awareness. In this article So what causes a capable pilot in a structurally sound you’ll learn more about what CFIT is and why it happens, airplane to have an unexpected and unwanted cumu - along with some new strategies aimed at mitigating this lo-granitus encounter? That’s the question the GAJSC set long-standing and often fatal problem.

out to answer by chartering the CFIT Working Group November/December 2020 7 Government and industry members of the GAJSC’s CFIT working group conducted one of their offsite meetings at Honeywell’s Aerospace Global Headquarters in Phoenix, Ariz., where they were able to tour the company’s Boeing 757 Flying Testbed aircraft.

(WG) in 2017. This team consisted of about two dozen no different than these people did.” That personal con - government and industry aviation experts, including rep - nection further fueled her resolve to find answers.

resentatives from the Aircraft Owners and Pilots Associ - Onsite Insight ation (AOPA), Experimental Aircraft Association (EAA), The WG also benefited from on-site meetings with diverse FAA, Honeywell, Jeppesen, National Business Aircraft Association (NBAA), Piper Aircraft, Society of Aviation organizations that added key insight to the team’s find - ings. They visited AOPA headquarters to gather member and Flight Educators (SAFE), and Textron Aviation.

Over the course of two and a half years, with meetings feedback and engaged with employees at both Honey - well and Jeppesen. The WG also met at the campuses of every six to eight weeks, the team meticulously pored over details from 67 CFIT accidents (from 2008-2018) using Embry-Riddle Aeronautical University in Florida and the University of Alaska, seeking opportunities to discuss a well-tested data analysis process. Their goal: to better CFIT firsthand with aeronautical students. Another meet - understand CFIT causes and to develop suitable strategies ing at NetJets’ corporate headquarters in Columbus, Ohio, to prevent them.

provided critical insight into the complex and demanding world of part 135 operations.

The humbling part of CFIT is that

This up-close and personal approach was especially it can happen to anyone, anytime, helpful with one of the biggest challenges — getting inside the accident pilot’s head. Identifying the kinds of stress or and in any kind of terrain.

distractions a pilot experienced in the lead-up to a CFIT flight is extremely difficult and sometimes impossible.

“It was an exceptional experience, one that was very “There’s always a part of the picture that’s hard to see,” says personal and incredibly humbling,” says Kieran O’Farrell, Kieran. “No pilot wakes up and says today’s the day I’m acting manager of the FAA’s Specialty Aircraft Examiner going to die in an airplane. There’s always something else, Branch and government co-chair of the CFIT WG. With whether they dialed in the wrong approach, or just thought 24 years of Alaska floatplane flying under her belt, Kieran they were somewhere else. Wishful thinking never levitates knows a thing or two about CFIT. “I lost 17 friends in an airplane over that mountain.” aircraft accidents,” she says, “and 15 were due to CFIT.” The team worked hard at piecing all available informa - After WG meetings, Kieran often found herself pondering tion on each accident together to better understand the the sobering accounts of accident scenarios. “I saw myself range of reasons behind each tragic outcome. In one fatal in a number of these accidents,” she says, “doing things 8 FAA Safety Briefing scenario, a pilot rushing to attend a funeral was likely deal -

Our ultimate goal is to provide

ing with a level of grief and “get-there-itis” that contributed pilots with the right tools, to a lack of sound decision-making.

education, and technology to be

Team Takeaways

situationally aware of where they

After scores of meetings and detailed discussions, the CFIT

are both physically and mentally

WG sorted and ranked a series of intervention strategies in the airplane.

based on feasibility and effectiveness. From that list the team compiled a final set of recommended Safety Enhance - ment (SE) topics that could have the greatest impact on tionally dependent.” For Kieran and the team, this kind of addressing and mitigating root causes of CFIT accidents. scenario reinforces the need to better develop a pilot’s crit - The SEs addressed CFIT mitigation strategies from dif - ical thinking skills and situational awareness. That’s easier ferent perspectives, including training and education, said than done, but they are optimistic about the initiative policy, and technology. There is also a large human factors to overhaul the WINGS Pilot Proficiency Program to help component that addresses external pressure to continue a with the culture shift.

flight. These more insidious factors can have a huge impact The CFIT WG also stressed the need for technology on your decisions (or indecisions) during flight. ( If you’re advances to bolster real-time situational awareness of interested in reviewing the SEs, along with a description weather and terrain. Products like electronic flight bags of the WG’s methodology and conclusions, you can read a (EFBs) or a digital co-pilot could warn pilots of rising report expected to appear this fall on GAJSC.org .) terrain in three miles, or of an approach not aligned with the runway. Augmented reality goggles could reveal terrain “SE” for Yourself cloaked in clouds or darkness. Some of these and other This issue of FAA Safety Briefing is largely focused on the promising and potentially game-changing technologies are subjects of those SEs, so please read on to learn what’s already being developed for GA.

being done to combat CFIT. You’ll find information on The FAA and its GAJSC partners are committed to some powerful and precise technological solutions making finding ways to support and develop a range of CFIT miti - their way into the GA fleet, best practices for CFIT avoid - gation strategies. “The humbling part of CFIT is that it can ance at night and in IMC, and remedies for treating the happen to anyone, anytime, and in any kind of terrain,” deadly affliction of “get-there-itis.” says Kieran. The accident described at the beginning of “Our ultimate goal is to provide pilots with the right this article reinforces the point, despite there being no tools, education, and technology to be situationally aware shortage of pilot experience or helpful technology. Kieran of where they are both physically and mentally in the adds that “the way to avoid it is to properly make use of airplane,” says Kieran. “That might mean reaching out to all available tools and keep your ‘SA’ at all times.” The hard pilots and tasking industry in different ways than we have part is conveying this advice in a way that registers. The in the past.” The SEs are a mechanism to do just that by CFIT WG Safety Enhancements are an important step stressing key educational points and driving innovation towards not only better understanding, but also helping towards safer and more affordable solutions.

to advance a data-driven game plan that tackles CFIT prevention in new and more meaningful ways. The future Thinking Outside the Box of CFIT-less skies is bright.

On a broader scale, Kieran also hopes WG efforts pro - mote a culture shift to improving a pilot’s critical thinking Tom Hoffmann is the managing editor of FAA Safety Briefing . He is a commercial skills. One example she often touted during WG meetings pilot and holds an A&P certificate.

was the unintentional IMC escape plan. She notes that the 180-degree turn is too narrowly focused and relies more on LEARN MORE muscle memory than a brain-based calculation. To prove the point, Kieran phoned a flight instructor she knew during one FAA Advisory Circular 61-134, GA CFIT Awareness meeting who connected her with a pilot in training to ask bit.ly/AC61-134 about IMC escape plans. Despite his effort to explain how he would avoid such a situation in the first place, the 180-degree CFIT Video — What More Can We Do?

Youtu.be/JBxg6hgbAr8 turn response confirmed Kieran’s suspicion.

“It’s not necessarily the wrong answer, but is it the same CFIT Brochure answer if you’re in Florida or Alaska, or if you’re in icing?” bit.ly/CFITbrochure she asks. “Maybe it’s better to climb up out of it. It’s situa - November/December 2020 9

Look Up , Look Out

See and Avoid CFIT Strategies for VFR Pilots

By Jennifer Caron

o why does a VFR pilot, with positive control of a Good situational awareness begins with a good preflight fully functioning aircraft, accidentally fly it into the risk assessment. Preflight checklists are your friends — use ground? Or into the side of a mountain, or a body of them. The PAVE, 5P, and IMSAFE checklists will help you

S water, or any obstacle? make a well-reasoned go/no-go decision and determine

Despite the fact that many pilots have enhanced cockpit your personal level of risk for any flight. Take advantage technologies on their side, these unintentional collisions, of the various flight risk assessment tools (FRATs). FRATs defined as controlled flight into terrain (CFIT), consistently easily integrate with charting programs, cockpit displays, ranked as a top three general aviation (GA) accident causal and weather imagery.

factor over the last two decades. Be sure to obtain and understand a preflight weather You would think that CFIT accidents involve inexperi - briefing, and don’t forget that webcams in some locations enced pilots flying in dark night or instrument meteorolog - can provide a real-time look at the weather along your ical conditions (IMC). In fact, in a typical year more than route. Check again for the return flight. While en route, 75-percent of CFIT accidents occur in daylight , and more stay tuned to the outside world — heads up, eyes out — for unexpected weather. Keep track of conditions behind you, than half take place in visual conditions, with either VFR or instrument-rated pilots at the helm. so you know if you can simply reverse course in a pinch.

In summary, prepare for the unexpected — have a plan for When it comes to VFR flying, a CFIT accident does not have to happen. With proper preflight preparation and what you’ll do if you encounter less than stellar conditions.

smart decision making, you can see and avoid CFIT.

Know Your Route Plan, Prepare, Prevail Get familiar with your route before takeoff. Review Notices to Airmen (NOTAMs) and airport layouts. With a pre- The key to combating CFIT accidents starts on the ground, and sound preflight planning is step one. Be proactive. Know planned mental map in mind, you’ll spend less time heads- down and more time looking out the window to see and what you’re getting into; know where you’re going; know avoid other aircraft, terrain, and obstacles.

your capabilities; and know your resources prior to takeoff.

10 FAA Safety Briefing

enVironment

Pilot

External Aircraft

Pressures

The four elements of the PAVE risk assessment checklist.

Identify a pre-planned diversion or suitable landing Expect the Unexpected areas near or along your route. For example, check the Always keep in mind that no flight is routine. Learn to charts for an alternate airport for every 25 to 30 nautical expect the unexpected. You can’t prepare for every even - mile segment of your route.

tuality, but you can take some positive steps to know in Review VFR charts for minimum safe altitudes, obstacles, advance what you’re capable of dealing with should you and terrain elevations to determine safe altitudes before find yourself in an adverse situation.

your flight. Give yourself some breathing room. That means Develop a set of personal minimums and tailor them to at least a mile from airspace and 2,000 feet vertically from your current level of training, experience, currency, and terrain that you’re trying to avoid. Use maximum elevation proficiency. VFR weather minimums are a must, but it’s figures (MEF) to minimize chances of an inflight collision.

also a good idea to have personal minimums for wind, tur - bulence, and operating conditions that involve things like high density altitude, challenging terrain, or short runways.

Never adjust personal minimums to a lower value for a specific flight. If you’re comfortable flying in a 10 knot crosswind, don’t push your limit to 15 knots just to satisfy disappointed passengers who may pressure you to complete Photo by Abigail Keenan.

the flight. Remember, PIC means pilot-in-command. It does NOT mean passenger-in-command.

Managing pressure is one of the most important steps in flight planning and CFIT avoidance because it’s the one thing that can cause a pilot to ignore all the other risks.

The key to managing pressure is to be ready for and accept delays. Have a backup plan B and maybe even a C to avoid the “I must get there” mentality — that determination to get to your destination at all costs, regardless of the risks that lie ahead. “Get-there-itis” has caused pilots to over - fly en route fueling options, running short of fuel before reaching the destination. It clouds your judgement, and tempts you to continue a VFR flight into IMC.

If you’re flying into a remote area or unfamiliar environ - Don’t Mix VFR and IMC ment, use Google Earth for a sneak peek at where you’re Continued VFR into IMC is an ongoing threat to GA safety going and what type of terrain and obstacles you might and is the deadliest CFIT accident precursor, proving fatal encounter along the route. Use a flight simulation program in most cases. Never continue a VFR flight into deterio - or device to practice flying into the area. Many feature real - rating visibility, especially if you are not instrument rated, istic graphics that offer a good picture of your destination.

current, and proficient.

November/December 2020 11

Never continue a VFR flight into

deteriorating visibility, especially

if you are not instrument rated, Photo by Ivo Lukacovic.

current, or proficient.

Be Realistic About Aircraft Performance You need to understand how aircraft performance is affected by density altitude, particularly in mountainous terrain. High density altitude, combined with a shorter or obstructed runway and aircraft at/near gross weight, has resulted in collisions with obstacles on takeoff. Carburetor or induction system ice can reduce climb performance with the same result. Tailwinds on approach or takeoff can also See and avoid dangerous assumptions. Good visual contribute to CFIT accidents.

meteorological conditions (VMC) on departure doesn’t mean you’ll see the same clear air at your destination. If Give Yourself Some Extra Altitude you’re already flying in marginal VFR weather conditions Keep a close eye out for power lines and supporting struc - (MVFR), consider the likelihood of encountering IMC.

tures during approach and landing. Not every tower is Mother Nature is fickle. Weather is dynamic. Visibil - published on aeronautical charts, and many power lines are ity can fall from unlimited to zero very quickly. Pan - not marked or lighted. Wire strikes are common in agricul - el-mounted or handheld NEXRAD displays can be 15 to tural operations, but more than half are not associated with 20 minutes behind — or more. Give a wide berth to any aerial application flying. Most occur below 200 feet above weather you’re trying to avoid.

ground level (AGL).

Another tip for avoiding CFIT is to always remember Give yourself some room and a little extra altitude. Even the priorities: Aviate , Navigate , Communicate . Your first 500 feet will keep you above 90-percent of the wires. A task is to fly the airplane, followed by navigating to avoid lesson from the helicopter community is to fly overhead at impacting terrain. Talk only when you’ve got the first two a safe altitude and check the area for towers and hazards tasks under control.

before descending to a lower altitude.

Don’t Put All Your Eggs in the Automation Basket It Doesn’t Have to Happen Pilots have access to more information in the cockpit than A CFIT accident should never happen to any pilot, espe - ever before, which probably contributes to the reduction in cially one who is maintaining visual contact with the ter - CFIT accidents over the last 20 years. Technology such as rain. Plan, prepare, and make smart decisions based solely terrain awareness/warning systems, autopilots, ADS-B, and on the safety of your flight.

moving map displays all help to mitigate CFIT accidents.

Problems can arise if you don’t understand the technology, Jennifer Caron is FAA Safety Briefing ’s copy editor and quality assurance lead.

or if you try to use it beyond what it’s designed to do. Get She is a certified technical writer-editor in the FAA’s Flight Standards Service.

training on how they work, keep databases current, know how to interpret the information they provide, and under - LEARN MORE stand how to detect equipment malfunctions.

If you fly with an autopilot, bear in mind that automa - tion dependence can lead to complacency and degraded CFIT Brochure hand-flying competence and confidence. Strive to balance bit.ly/CFITbrochure use of automation with hands-on flying to keep your flight FAA Safety Enhancement Topic: CFIT/Automation Overreliance control skills smart and effective.

bit.ly/CFITAutomation Keep your skills sharp between flights too. Try making simulated flights over routes you intend to fly and consider FAA Safety Enhancement Topic: Mountain Flying bit.ly/2pu6UP8 a few what-if scenarios. One caution: simulator flying is not adequate preparation for flights to challenging locations such FAA Safety Team Video: CFIT as mountains, obstructed short runways, and high density Youtu.be/yERx9Wx-itM altitude environments . For those, consult a flight instructor who knows the area well.

12 FAA Safety Briefing

So Things Don’t Go

Bump in the Night

Avoiding Terrain While Flying Night VFR

By Paul Cianciolo

The flight instructor in this story did not survive; the hey had been flying for a half-hour when John learner did. He was also my soon-to-be flight instructor, Hicks noticed that the Cessna’s airspeed had who was a friend and fellow auxiliary airman. Don’t think

“T dipped, so he mentioned it to the flight instruc -

this can’t happen to you. With nearly 6,000 flight hours; tor. His teacher, sitting next to him in the cramped cockpit, an airline transport pilot certificate for airplane single-en - pushed in the throttle, accelerating the aircraft with such gine land, multiengine land, and helicopter ratings; a power that Hicks’ head was rocked back. It was then that commercial pilot certificate for airplane single-engine he lifted his eyes, peered out the windshield and saw what sea, airplane multiengine sea, and glider ratings; a flight was directly before them in the darkness enveloping the instructor certificate for airplane single-engine, mul - George Washington National Forest: a mountain.

tiengine, and instrument, and glider; and a first-class At more than 120 mph, the 2,500-pound plane sliced medical certificate, the instructor still missed something through a cluster of Appalachian hardwoods in a remote as large as a mountain while flying under visual flight corner of northwestern Virginia. The tip of the left wing rules (VFR) on a clear night.

snapped off and the right wing struck a tree so hard that it The NTSB determined that the probable cause of this accident was “the flight instructor’s decision to conduct streaked the trunk with red paint. Hicks heard metal rip, a night training flight in mountainous terrain without glass shatter, tree limbs break, the engine scream. And yet conducting or allowing the student to conduct appropriate the Cessna 172, he realized, hadn’t stopped moving.” preflight planning and his lack of situational awareness of the surrounding terrain altitude, which resulted in con - This excerpt is from a 2016 narrative by John Woodrow trolled flight into terrain.” Cox, an enterprise reporter at The Washington Post . It’s an all-too-common example of controlled flight into terrain Off by 300 Feet — or CFIT as we call it, which is third on the list of causal Most pilots involved in CFIT accidents are not instru - factors of general aviation fatal accidents.

ment-rated, so we’ll start by going back to basics. Avoiding terrain at night is easier if you use the altitudes shown on VFR charts as part of your preflight planning.

Review the maximum elevation figures (MEF) shown NTSB Photo.

in quadrangles bounded by ticked lines of latitude and longitude and represented in thousands and hundreds of feet above mean sea level (MSL). MEFs are determined by rounding the highest known elevation in the quadrangle, including terrain and obstructions (trees, towers, antennas, etc.) up to the next 100 foot level. These altitudes are then adjusted upward between 100 to 300 feet. Pilots should be aware that while the MEF is based on the best information available, the figures are not verified by actual field surveys.

November/December 2020 13 If you need a refresher on chart symbology or the

CFIT is a situation that occurs when

depiction of information and/or symbols on visual chart -

a properly functioning aircraft

ing products, download the FAA Aeronautical Chart Users’

Guide at bit.ly/FAAChartGuide. is flown under the control of a

In the case described earlier, the flight instructor, who

qualified pilot into terrain (water

was instrument rated, was conducting a demonstration of

or obstacles) with inadequate

the autopilot with an altitude hold set for 3,000 feet. The

awareness on the part of the pilot

airplane impacted the side of the mountain at 3,100 feet MSL, which was approximately 300 feet below the top of of the impending collision.

the ridgeline. A review of the intended flight path on the sectional chart would have provided a better baseline alti - and accuracy. However, you must be keenly aware of an tude for the autopilot hold.

automation system’s capabilities and limitations. That means understanding when your system is operating normally, and Automation Bias when a failure requires you to step in and fly manually.

Another key precursor for CFIT is a pilot’s overreliance Many GA autopilots also lack the ability to integrate on automation. This can lead to pilot complacency and aircraft position and terrain information, which was part degraded hand-flying competence and confidence. That’s of the issue that led to the accident in the example. The why this is a safety enhancement topic identified by the aircraft that was originally scheduled for use in this training General Aviation Joint Steering Committee (GAJSC).

flight was equipped with a Garmin G1000 glass cockpit Automation is by no means a bad thing; today’s autopilots with terrain awareness capability. However, a last minute with associated navigation equipment can greatly reduce change in aircraft to an old-school cockpit eliminated the cockpit workload and help pilots fly with greater precision technology the instructor may have counted on using.

Transition training, also a safety enhancement topic identified by the GAJSC, is important whenever you’re operating an unfamiliar aircraft or avionics system. This includes stepping from a glass cockpit with all the bells and whistles to traditional analog dials and gauges.

Perils of Perception Another nighttime peril is vulnerability to any of the many kinds of illusions. Especially at night, the flight environ - ment creates sensory conflicts that make it difficult to determine spatial orientation. Statistics show that approx - imately 10-percent of all GA accidents can be attributed to spatial disorientation.

Another illusion is the black hole effect, which occurs when you land from over water or non-lighted terrain and runway lights are the only source of light. Without peripheral visual cues to help, it is challenging to maintain orientation. Any downsloping or upsloping terrain will make the runway seem out of position. Bright runway and approach lighting systems with few lights illuminating the surrounding terrain may create the illusion of less distance to the runway. If you believe this illusion, you may lower the slope of your approach and impact terrain before reaching the runway.

You can prevent illusions of motion and position by maintaining a reliable visual reference to fixed points on the ground or, when the ground is not visible, to flight instru - In this chart quadrant example, the maximum elevation figure (MEF) circled in red ments. At night, your outside visual references on the ground represents 4,600 feet above mean sea level (MSL). The obstacle circled in green may cause illusions when you see those references from represents a man-made obstruction 1,844 feet MSL and 308 feet above ground level (AGL). In extremely congested areas, the FAA typically omits the AGL values to different altitudes.

avoid confusion.

14 FAA Safety Briefing Tips for Avoiding CFIT An NTSB safety alert about CFIT in visual conditions explains that nighttime visual flight operations are resulting in avoidable accidents. They give the following tips to avoid becoming involved in a similar accident: Image courtesy of Garmin.

• CFIT accidents are best avoided through proper pre - flight planning.

• Terrain familiarization is critical to safe visual operations at night. Use sectional charts or other topographic refer - ences to ensure that your altitude will safely clear terrain and obstructions all along your route.

• In remote areas, especially in overcast or moonless condi - tions, be aware that darkness may render visual avoidance of high terrain nearly impossible and that the absence of ground lights may result in loss of horizon reference.

This synthetic vision view shows the terrain in 3D with red shading where the terrain is above the current altitude of the airplane and risk of impact is imminent. • When planning a nighttime VFR flight, follow IFR prac - The yellow shading indicates a risk of collision. The use of enhanced vision systems tices such as climbing on a known safe course until well is another safety enhancement topic identified by the GAJSC.

above surrounding terrain. Choose a cruising altitude that provides terrain separation similar to IFR flights enhancement topic identified by the GAJSC. Every pilot (2,000 feet AGL in mountainous areas and 1,000 feet needs to prepare for the unexpected.

AGL in other areas).

Accidents can happen quickly so being prepared is key.

• When receiving radar services, do not depend on Three factors will impact your ability to survive: knowl - air traffic controllers to warn you of terrain hazards.

edge, discipline, and planning. Don’t panic. Calm, thought - Although controllers will try to warn pilots if they ful action is what will help you survive the time until you’re notice a hazardous situation, they may not always be rescued. Most importantly, have the will to survive!

able to recognize that a particular VFR aircraft is dan - The survivor of this accident could not access a cell gerously close to terrain.

phone nor did he have a working handheld radio. Though • When issued a heading along with an instruction to the emergency locator beacon (ELT) was pinging, it was “maintain VFR,” be aware that the heading may not an older 121.5 MHz ELT. Aircraft reported hearing an provide adequate terrain clearance. If you have any doubt automated distress tone just after sunset on a cold Saturday about your ability to visually avoid terrain and obstacles, night, but nobody started looking until family members advise air traffic control (ATC) immediately and take reported an overdue aircraft the next morning.

action to reach a safe altitude if necessary.

It is not required by regulation, but you still might con - • ATC radar software can provide limited prediction and sider upgrading to a 406 ELT for added safety and a quicker warning of terrain hazards, but the warning system is response time.

configured to protect IFR flights and is normally sup - pressed for VFR aircraft. Controllers can activate the Paul Cianciolo is an associate editor and the social media lead for FAA Safety Briefing .

He is a U.S. Air Force veteran, and an auxiliary airman with Civil Air Patrol.

warning system for VFR flights upon pilot request, but it may produce numerous false alarms for aircraft operat - ing below the minimum instrument altitude — especially LEARN MORE in en route center airspace.

• For improved night vision, the FAA recommends the use NTSB Safety Alert – CFIT in Visual Conditions of supplemental oxygen for flights above 5,000 feet.

ntsb.gov/safety/safety-alerts/Documents/SA_013.pdf • If you fly at night, especially in remote or unlit areas, FAA Advisory Circular 61-134, GA CFIT Awareness consider whether a GPS-based terrain awareness unit bit.ly/AC61-134 would improve your safety of flight.

For more about flying at night, check out our Nov/Dec 2015 N.I.G.H.T. issue of FAA Safety Briefing Hindsight is 20/20 bit.ly/FAASB-Arc One more fact about the accident described here is that there was a survivor. Survival itself is another safety November/December 2020 15

By Susan K. Parson

Trust, but Verify

Tak e AIM to Avoid Terrain

ou are an instrument-rated Limit, R oute, A ltitude, F requency, T ranspon - pilot, preparing to fly an instru - der Code) format and you copy it down.

ment-equipped airplane on a day You note a couple of instructions that differ

Y when instrument meteorological from the IFR clearance you would get at a tow -

conditions (IMC) require the use of both. You ered airport. You know the “hold for release” are flying from a non-towered airport, and drill, because of course you can’t launch into weather conditions won’t allow departing IMC until air traffic control (ATC) ensures that under VFR. No problem. You find the right you will have the required separation from frequency or phone number and call clear - other IFR traffic. The other phrase, issued just ance delivery. The controller rattles off a before the controller reads your route clear - clearance in the familiar C-R-A-F-T ( C learance ance, is “upon reaching controlled airspace ....” 16 FAA Safety Briefing Oh, Say Can You See?

ODPs provide obstruction

Before you do anything else, you need to verify that you

clearance via the least onerous

can depart the non-towered field and climb to the altitude

route from the terminal area to the

where controlled airspace begins without hitting anything in your path. Hopefully you took that into account during appropriate en route structure.

preflight planning but avoiding a departure controlled flight into terrain (CFIT) accident requires one last review If Not, Use the ODP!

of your surroundings and your game plan. When I lived Here’s where having a solid command of the Aeronauti - on the East Coast, I sometimes flew to a non-towered airport in the North Carolina foothills. The typical first fix cal Information Manual’s (AIM) section on Instrument Departure Procedures (see AIM 5-2-9) is not just handy, in an IFR clearance was to a VOR that sat atop a nearby mountain. It was on me, as pilot in command, to avoid but essential. Please read this entire section of the AIM carefully, but here are a few high points.

any terrain or other obstacles located along the immediate departure path. Depending on the runway in use and climb Departure Procedures (DPs) exist to provide obstacle clearance protection information to pilots. They come in gradient, a simple straight-out departure to that mountain - top fix might not work out so well. So, what to do? two basic flavors. The one you might best remember is the Standard Instrument Departures (SIDs) Obstacle Departure Procedures (ODPs) Recommended [emphasis added] for obstruction clearance; does not have to be requested or assigned and may be flown without ATC clearance.

ATC clearance must be received prior to ATC Clearance flying a SID.

You might wish to include plans to use the ODP in flight plan remarks and/or advise ATC of your intent to use the ODP when obtaining clearance and/or IFR release.

SIDs are ATC procedures to provide obstruction clearance and a transition from the terminal ODPs provide obstruction clearance via the area to the appropriate en route structure.

Basic Purpose least onerous route from the terminal area to SIDs are primarily designed for system the appropriate en route structure.

enhancement and to reduce pilot/controller workload.

ODPs can be textural or graphic. The procedure title for graphic ODPs includes Depiction SIDs are always printed graphically. (OBSTACLE). An ODP developed solely for obstacle avoidance has a “T” on IAP charts and DP charts for that airport.

Performance All DPs assume normal aircraft performance.

Unless specified otherwise, required obstacle clearance for DPs assumes: — Crossing the runway departure end at least 35 feet above the departure end of runway elevation.

Required Obstacle — Climbing to 400 feet above the departure end of runway elevation before making the initial Clearance turn.

— Maintaining a minimum climb gradient of 200 feet per nautical mile (FPNM) until reaching minimum IFR altitude (MIA), unless a crossing restriction requires the pilot to level off.

If ATC vectors an aircraft off a previously assigned DP, ATC assumes responsibility for terrain Vectors and obstruction clearance (minimum 200 FPNM climb gradient is assumed).

Table 1: Key differences between Standard Instrument Departures (SIDs) and Obstacle Departure Procedures (ODPs).

November/December 2020 17 DPs of a Different Sort The AIM section on DPs also includes information on DVAs — Diverse Vector Areas — and VCOAs (Visual Climb Over Airport). In brief, a DVA is an area in which ATC may provide random radar vectors during an unin - terrupted climb from the departure runway until above the Minimum Vectoring Altitude or Minimum IFR Altitude (MIA). The DVA provides obstacle and terrain avoidance in lieu of using an ODP or SID.

A VCOA procedure is a departure option for an IFR aircraft to visually conduct climbing turns over the airport to the published “climb-to” altitude from which to proceed with the instrument portion of the departure.

Pilots must advise ATC of the intent to fly the VCOA option prior to departure.

Careful planning is the key to

avoiding CFIT during IFR flight, especially during IMC operations.

Standard Instrument Departure (SID), used at busier tow - Don’t Miss on the Missed Approach ered airports to increase efficiency and reduce communi - The missed approach procedure (MAP) poses another cations needs and departure delays. While SIDs might have CFIT hazard. It is one of the most challenging maneuvers an obstacle clearance function, it is entirely possible for a a pilot can face, especially when operating alone (single SID to exist only for ATC purposes. Either way, ATC will pilot) in IMC. Safely executing the MAP requires a precise explicitly include a SID as part of your clearance.

and disciplined transition that involves not only aeronau - That’s not the case for Obstacle Departure Procedures tical knowledge and skill — the natural areas of focus in (ODPs), which are published for the purpose the very name most training programs — but also a crucial psychological expresses. There are several important things to know about shift. There is little room for error on instrument missed ODPs, and it’s no exaggeration to say that your safety and approach procedures, and a pilot who hesitates due to defi - your life could depend on having that knowledge. Table 1 cits in procedural knowledge, aircraft control, or mindset (derived from the text of AIM 5-2-9) is intended to help you can quickly become a CFIT statistic. Carefully study the see some of the key differences more clearly.

MAP as part of your approach briefing, and don’t deviate from the published altitudes and headings.

See the Big Picture Careful planning is the key to avoiding CFIT during IFR flight, especially during IMC operations. Before you even get to the airplane, you need to: (1) identify terrain and obstacles on or in the vicinity of the departure airport; (2) determine whether an ODP is available; (3) determine whether obstacle avoidance can be maintained visually or if the ODP should be flown; (4) consider the effect of degraded climb performance and the actions to take in the event of an engine loss during the departure; and (5) check the Terminal Procedures Publication for Takeoff Obstacle Notes. You’ll be glad you did.

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 pilot and flight instructor.

18 FAA Safety Briefing

a

E

r

y

t

e

x

s

E

in the

Original photo by Maj. Robert Bowden, CAP.

Sky

Advanced Tools for CFIT Avoidance

By James Williams

ith great power comes great respon -

There are now a host of

sibility.” You’ve probably heard that

superpowers to avoid CFIT

aphorism a few times over the past

“ W couple decades. The rise of superhero

available to almost every GA

movies and series reboots over that time have hammered pilot who wants them.

that witty point home. The line also resonates well with pilots because it does capture a certain raison d’ ê tre of flying. In a EVS uses sensors like infrared cameras to “see” in way what we do have is a real world superpower. A century different ways to include in the dark and through most ago, it was the preserve of only the most daring people, and a weather. So EVS can help you avoid CFIT both at night and few decades earlier than that, it was literally impossible.

in poor weather. You need to be aware that EVS is not an As with any hero, there must be a rogue’s gallery. In this EFVS (enhanced flight vision system). EFVS has specific issue we focus on controlled flight into terrain (CFIT).

hardware and display requirements in addition to training CFIT is a dangerous villain because it strikes often, even as and currency requirements. EFVS allows a pilot to use the it seems so obviously avoidable. Other articles in this issue display information to proceed on an approach beyond the cover various methods of CFIT avoidance, but I’m here to talk about using great powers. minimums. An EVS system can only be used to get you to a point where you must be able to see the runway envi - ronment with your own eyes. EVS thus lets you position

X-Ray Vision

yourself for the best possible chance to make the landing.

Who wouldn’t want X-ray vision?

It will let you “see” where to look for reference points that When I started flying a little more than can be seen with the EVS system, before they can be seen two decades ago, I would have called by your natural vision, in addition to keeping you aware of you crazy if you told me I could have such your general surroundings and possible obstacles. Think of capabilities in a general aviation (GA) airplane.

it like a traffic callout that helps you spot another aircraft, But enhanced vision systems and synthetic vision whether from Automatic Dependent Surveillance-Broad - systems (EVS and SVS) have made good on that promise.

cast (ADS-B) systems or from ATC. By telling you where to November/December 2020 19 look, it dramatically reduces the time needed to visually acquire refer - ence points and improves your chances of seeing them.

Like most superpowers, though, this one has some limitations. First and foremost is cost. It’s a bit of a miracle to have EVS at all, but this particular miracle comes with a steep price. Second, EVS sensors have tech - nical limitations. They “see” infrared wave - length which means they struggle to detect things like the LED lights that are becoming

Spidey Sense

more popular on airports due to their high performance While it doesn’t get as much and improved efficiency. Part of that efficiency improve - attention in the most modern ment is from dramatically reducing wasted heat energy as interpretations, your friendly seen with other lighting forms. The problem for EVS is that neighborhood wall-crawler and waste energy is what the sensor “sees.” Some EVSs include web-spinner was known to be multiple sensors that can detect LEDs, but this adaptation able to detect immediate danger adds cost and complexity.

headed his way. This spidey sense, as it was termed, proba - If your budget or hardware appetite doesn’t allow for bly could be handy in an airplane. The same tools that help EVS, there is another option: synthetic visions systems make SVS a reality can also provide extra terrain awareness (SVS). SVS produce a similar end product — a depic - and warnings. The concept has been around for a while in tion of the outside world sans weather and darkness the form of Terrain Awareness Warning Systems (TAWS).

— through an entirely different method. The synergy of TAWS, and its predecessor, the Ground Proximity Warning highly accurate position detection, with high quality geo - System (GPWS), were developed specifically to combat graphic data and increasingly common display screens, CFIT accidents in the air carrier world.

allows for the world to be “reverse engineered” around Early systems relied on radar-like sensors to detect you by knowing exactly where you are and what geogra - ground and later used highly detailed terrain databases.

phy and obstacles are in that area. This allows the SVS to These systems provided more warning time to the crew; “draw” a picture of the outside world regardless of condi - they have thus been required in the air carrier world for tions. In that way, it can have an advantage over the vision decades. The rise of GPS as the staple navigation aid in GA, capability in some EVS, since those can be degraded in along with copious storage, meant that all the pieces were specific circumstances.

in place to make this superpower available to GA. These SVS can also be added to some avionics suites with systems use the precise GPS location information com - far less expense and modification to the aircraft if you bined with highly accurate terrain and obstacle databases already have a compatible display and position informa - and can provide aural and visual warning of impending tion source. In fact, some manufacturers were able to add danger depending on aircraft equipment configuration.

this function to existing devices in the aftermarket.

In the generic sense, TAWS capability is available from But as with EVS, SVS does have its limitations. Most many avionics systems with the required components.

critical is that what you see on the display is only as good Some systems can even be optioned with officially sanc - as your position source and your database. Also, since SVS tioned TAWS. The difference between TAWS and the more is showing you what should be there rather than what is generic systems is similar to that between EVS and EFVS.

there, it can’t display things like traffic, vehicles, or wildlife The certified TAWS system has to meet specific regulatory on the runway. So SVS should be used somewhat more requirements in terms of equipment, installation, and data - strategically than EVS. SVS does allow for a major step base fidelity while the generic does not. The generic terrain forward in terms of CFIT avoidance that is much more systems can offer significant assistance to a pilot but do not accessible than an EVS, even if it isn’t quite as powerful.

20 FAA Safety Briefing meet the technical requirements of a certified TAWS. For and pull up geographically relevant charts and procedures.

the average GA user, though, even the basic terrain/obsta - As you would expect, there are differences between each cle avoidance technology is a huge win. implementation and some will be of greater benefit than others. All will improve over time as more experience leads to better systems. But the goal is clear: shift workload from

Just Another Rather

the pilot to the digital copilot and provide another set of eyes to alert the pilot to potential problems.

Very Intelligent

Assistant

Super Powers in Your Pocket

No doubt you’ve seen movies fea - So you’re probably wondering where this leaves you if turing Robert Downey Jr. as Iron - you don’t own or have a say in your airplane’s equipment.

man, rapidly issuing commands to his AI I have good news: you’re not left powerless. Some of the assistant, Jarvis (an acronym for Just Another Rather Very shiny new superpowers are available in portable devices.

Intelligent System), or later Friday, and thought it sure When combined with a portable ADS-B receiver/AHRS would be nice to have an assistant like that on my flights.

(Attitude and Heading Reference System) they can offer Well, you might soon be in luck.

amazing capability. Some concepts like the digital copilot Like the competition for super-capable AI assistants in are designed for such devices while others can be adapted.

smartphones and home assistants, this idea is also gaining In fact, with the addition of ADS-B/AHRS units, or if your steam in the GA world. Research by the MITRE Corpora - aircraft has a compatible system, you can gain terrain/ tion led to a software system called digital copilot, created obstacle awareness and warnings and even SVS.

to run on tablet type devices, which will give the pilot timely information and alerts. It works by monitoring a

Great powers come with great

large set of aviation databases and flight progress. Accord - responsibility.

ing to MITRE, “This prototype technology may be applied to airspace awareness, clearance conformance, approach briefing automation, surface safety, holding pattern depic - Yes, there are limitations. Much depends on the devices tion and traffic pattern entry, and other tasks.” MITRE’s you have and how they play together. Not all providers goal wasn’t to bring an actual product to market, but rather offer their product on all mobile platforms. As with any - to prove the concept and let others develop the idea.

thing at the intersection of technology and aviation, you That’s what has happened. Apps like ForeFlight and need to know before you go — check what works before Garmin Pilot have added functionality to adopt some of relying on any of these superpowers.

the digital copilot concepts. These apps can do things like You also need to consider inflight power usage. If the assist with preflight briefings and flight plans, provide aircraft you are flying doesn’t have a way to provide contin - notification of changing conditions on your route of flight, uous charging, it’s a good idea to have an alternative power Photo courtesy of Avidyne.

November/December 2020 21 source. Keeping the screen on, particularly at higher bright - ness settings, can drain the battery pretty quickly. The last thing you want is to line up for an approach and watch the approach plate disappear because your battery just died.

Some of the shiny new

Image courtesy of ForeFlight.

superpowers are available in

portable devices.

Notwithstanding the limitations, the portable revolution gives you a great set of tools for avoiding CFIT — tools that were unimaginable not so long ago. Most of these apps will allow free download at least for trial purposes. If you’re starting from scratch, make sure you have compatibility with all platforms and accessories you intend to use.

Check with friends and fellow pilots for advice on what to buy. You may be able to save a bit by opting for a slightly older model without sacrificing too much performance.

You should also be sure to ask what accessories you will need. In terms of capability gained per dollar spent, these superpowers are some of the best deals in GA.

As stated earlier, great powers come with great respon - sibility. You have to know the limitations. Remember that most are for advisory use. It might be tempting to use that shiny new EVS to sneak below minimums on the approach.

But that’s where the responsibility comes in. Pushing these powers too far could put you in exactly the situation they were intended to avoid.

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

P I L O T S

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GAARD APP!

Use the FREE General Aviation Airborne Recording Device (GAARD) app to collect and analyze your flight data and improve safety for you and your fellow airmen.

Data collected is anonymous and will contribute GAARD App on iTunes Store to a national database for safety trend monitoring. (Android/Google Play Store version coming soon . . . ) Go to ngafid.org or scan the QR code to get started today!

22 FAA Safety Briefing

Are We There Yet?

Exploring External Pressures By Paul Cianciolo

Editor’s Note: The following article appeared in the Jan/ “Simply put, get-there-itis is a pilot killer,” observes Allan Kash, an aviation safety inspector (ASI) in the FAA’s Gen - Feb 2017 issue of FAA Safety Briefing . After a compre - eral Aviation and Commercial Division. “It’s a classic behav - hensive analysis of controlled flight into terrain (CFIT) ioral trap, which is an accident-inducing, operational pitfall accidents, the General Aviation Joint Steering Committee a pilot may encounter as a result of poor decision making.” determined that “external pressure to complete a mission” ( For more about this topic, check out “Get-Home-Itis” in the was a key causal factor. Many of the concepts discussed in March/April 2013 issue of this magazine .) Get-there-itis is this article support these findings and mirror the underly - often a result of the influence of your passengers. They tend ing causes of CFIT accidents.

not to understand the intricacies of GA flying.

“The biggest external pressures that I’ve experienced are f you won’t put up with a backseat driver, why would non-pilot passengers,” notes Kevin Clover, an ASI and the you be influenced by a backseat flyer? The external or FAA’s national FAA Safety Team (FAASTeam) operations social pressures associated with completing a flight have lead. “Their general expectation is that an airplane ride is

I been associated with a number of general aviation (GA)

going to go like a car ride. They can become irritated and accidents. There is almost always pressure on the pilot to even bored by all the things that have to be done or consid - launch, and pressure to continue. Even the drive to the ered to get the airplane in the air.” airport can create pressure to avoid wasted time.

What else is one to do without cell service or WiFi, right? Some people can’t handle the pressure of being away The “E” in PAVE from their internet connection, and that pressure can When you fly with non-pilot passengers, prepare yourself.

migrate to an unwary pilot. This doesn’t just apply to kids They may not say it, but they are thinking it. Are we there or spouses either. High-powered business types used to yet? Are we there yet? Are we there yet? If you just rolled making decisions and taking risks can create a pressure on your eyes at those words, you were affected by the “E” the pilot to complete the flight. “When you tell them there in PAVE (the risk assessment checklist of P ilot, A ircraft, is a safety issue, they still want to make the decision to go,” En V ironment, and E xternal Pressures ). The “E” here is the explains Clover, who is a former part 135 charter pilot.

external pressure of “get-there-itis” — or “get-home-itis” “They can’t seem to separate making a business decision depending on the destination.

November/December 2020 23 that involves the loss of money to that of a flight decision tion: “Can the pickup and transportation to the medical care center be made safely?” Risking the life of the entire HEMS that could involve the loss of life.” You’re the pilot-in-command, so the responsibility of a aircrew in an attempt to save one life is not a safe practice.

If you have made the technology leap and are using a safe flight rests with you, not your passengers. Motivation to meet a set schedule not under the pilot’s control will new skysharing app to legally rideshare in the skies, you have another external pressure to think about. The goal cause pressure on the pilot, even if flying solo. Significant family events like family reunions, weddings, funerals, here is to complete the flight to make money, which is why a commercial pilot certificate is required. It provides an graduations, athletic events, connecting travel arrange - ments, and vacations can cause the perfect internal storm added level of safety to counter external pressures among other things. ( For more about this topic, check out the article that pushes you out of your comfort zone. “In this scenario, pilots can be compelled to take unnecessary flight risks “Can I Air-Share with My Airplane?” at bit.ly/3hYyX57.)

Flying for nonprofits can also influence your risk-based when making the go, no-go, decision for that particular flight,” states Marcel Bernard, an ASI and FAA aviation decision making. Flying to save a dog, transport a veteran, or search for a missing person puts the pilot in a mis - training device national program manager. “An example would be departing on a flight in marginal, or forecast mar - sion-first mentality. Civil Air Patrol (CAP) has recognized this risk to pilots, which is why the organization requires the ginal weather conditions when they would otherwise not go.” Bernard has personally experienced pressure from his completion of an “Operational Risk Management Matrix” worksheet before every mission flight. This paper-based family (passengers) to get home during a trip. “I resisted and found a hotel room for the night. Making the no-go flight risk analysis tool, or FRAT worksheet, assigns a point value for each hazard that corresponds to its risk factor. A decision was the right thing to do.” low risk flight has a worksheet total of 75 points or less. As Mission Mentality the risk value increases, the flight can be released only by With family it can be easier to say “it’s a no-go” because it’s a higher-level officer in the chain-of-command, which is a not your job to get to the destination. Your job is to keep valuable control to prevent accidents. The CAP worksheet your family safe. However, helicopter emergency medical doesn’t strictly follow the PAVE checklist — the external service (HEMS) pilots have a unique external pressure due pressures are the Mission broken down into two hazards.

to the critical nature of their overall operation. The pilot 1. Operations Tempo: The more aircraft involved, the is driven by the goal — to get a critically ill patient to the greater the chance for collision.

hospital. In order to reduce the effect of this pressure, HEMS 2. Search Complexity: High workload caused by unfamiliar operators do not notify the pilot of the patient’s condition.

tasks can add to distractions.

This narrows the pilot’s decision making role to one ques - 24 FAA Safety Briefing More than four aircraft in the search area is considered high risk and carries a 20-point value. The combination of complex tasks for the aircrew to perform and the use of technology not routinely used by the aircrew is also con - sidered high risk, and similarly carries a 20-point value. If everything else on the worksheet is low risk and these two high risk items are at 40 points, the flight is still within the low risk threshold of 75 points.

If you won’t put up with a

backseat driver, why would you

be influenced by a backseat flyer?

The external or social pressures

associated with completing a

flight have been associated with a

number of GA accidents.

Pressure Popping Principles Now that you understand what can cause external pres - sures and influence a pilot’s decision making skills, let’s look at how to mitigate those risks. The use of personal standard operating procedures (SOPs) is a way to manage it whereas a FRAT worksheet helps you make the go, no-go it will take some time to get the preflight done. Let them decision. According to the FAA’s Risk Management Hand - know that you may not get to your intended destination book (bit.ly/2kuuDSn), the goal with an SOP is to supply a today if the weather changes. “I mitigate the pressure from release for the external pressures with procedures that can my family and friends through education,” explains Ber - include, but are not limited to the following: nard. “I explain the limitations of flights accomplished in GA aircraft in advance. — I’m not the airlines, and the air - • Allow time on a trip for an extra fuel stop or to make an craft I fly have significant limitations compared to the major unexpected landing because of weather.

air carriers using turbojet aircraft. — By educating potential • Have alternate plans for a late arrival or make backup passengers in advance, much of the pressure disappears.” airline reservations for the must-be-there trips.

Above all, remember this: management of external • For really important trips, plan to leave early enough so pressure is the single most important key to risk man - that there would still be time to drive to the destination.

agement, because it is the one risk factor that can cause a pilot to ignore all others. It places time-related pressure • Advise those who are waiting at the destination that the on the pilot and figures into a majority of loss of control arrival may be delayed. Know how to notify them when accidents, especially on base to final. So manage your “E” delays are encountered.

before you take off.

• Manage passenger expectations. Ensure passengers know that they might not arrive on a firm schedule, and Paul Cianciolo is an associate editor and the social media lead for FAA Safety Brief - if they must arrive by a certain time, they should make ing . He is a U.S. Air Force veteran, and an auxiliary airman with Civil Air Patrol.

alternate plans.

• Eliminate pressure to return home, even on a casual LEARN MORE day flight, by carrying a small overnight kit containing prescriptions, contact lens solutions, toiletries, or other “Your Safety Reserve” — FAA Safety Briefing, Mar/Apr 2015 necessities on every flight.

bit.ly/FAASB-Arc The key to managing external pressure is to be ready to accept delays. As Bernard puts it: “What good is it if you “Voice of Reason” — FAA Safety Briefing, Jul/Aug 2014 die trying to get there?” Clover notes that the “key is to bit.ly/FAASB-Arc reset your passengers’ expectations early.” Let them know November/December 2020 25

CHECKLIST SUSAN K. PARSON

(DON’T) HIT THE DIRT!

Tips for Terrain Avoidance

Let’s face it. Some kinds of accidents are just more baffling than others. Many — maybe all — of us are tempted to spout the usual “I-would- never -do- that !” mantra when we hear about pilot-in - duced mishaps. In the privacy of our own thoughts, though, we can sorta kinda understand how stuff happens when pilots press their luck a little too far with, say, fuel. But it’s a lot harder to understand controlled flight into ter - instrument meteorological conditions Factors. In Part III: Your CFIT Risk, rain (CFIT) accidents, because the idea (IMC). The second category looks at you combine the totals and determine of flying an aircraft that is under your GA IFR operations in IMC conditions your CFIT Risk Score.

control into terrain is unfathomable.

on an IFR flight. The third category Even so, it keeps happening, possibly Take Ten (or Just Nine ...)

addresses low-flying aircraft operating because we don’t know enough to rec - in VMC. A common thread is the There is no shortage of YouTube ognize the danger signs soon enough to videos on a variety of aviation safety idea that the pilot is always responsi - stay out of the trees.

ble for ensuring that he or she is well topics, including CFIT avoidance. The To that end, both the FAA and the FAA’s 2016 offering, “CFIT — What trained, qualified for the intended aviation community have developed flight, in compliance with all regula - More Can We Do?” — takes just a number of resources to help fill any under nine minutes to watch. Once tory requirements for the flight, and gaps in your knowledge of common has the self-discipline to follow safety you are in YouTube’s CFIT search CFIT causes and how to avoid them.

neighborhood, you’re likely to find procedures that can minimize CFIT type accidents. plenty of others to watch as well. Set See the AC in Alaska, the FAA video features The AC also has a list of safety One readily available resource is the recommendations keyed to the types some fabulous scenery — the kind FAA’s Advisory Circular (AC) 61-134, best viewed from a safe altitude.

of operation described above, some of General Aviation Controlled Flight into which apply directly to pilots and oth - Check it out and do your part to make Terrain Awareness . Don’t let the 2003 CFIT accidents a relic.

ers that are broader cultural changes issuance date lead you into thinking that we as a community still need it’s out of date — sadly, things haven’t to make. Being a fan of checklists, I Susan K. Parson (susan.parson@faa.gov) is editor changed enough to merit its with - of FAA Safety Briefing and a Special Assistant in especially like the way the AC includes drawal. This particular AC identifies the FAA’s Flight Standards Service. She is a general a copy of the Flight Safety Foundation’s some of the risks associated with aviation pilot and flight instructor.

(FSF) CFIT risk-assessment safety tool.

general aviation (GA) CFIT accidents, While some of its material is and provides recommendations and LEARN MORE directed to corporate or crewed oper - strategies to combat the scourge of ations, the basic concepts are both CFIT in GA.

scalable and applicable to individual Advisory Circular 61-134, GA CFIT Here’s a preview. The AC looks GA pilots. Part I, CFIT Risk Assess - Awareness at GA CFIT in terms of three broad ment, is about calculating the level bit.ly/AC61-134 categories. One focuses on VFR pilots of CFIT risk for each flight, sector, without an instrument rating who CFIT Video — What More Can We Do?

or leg. Part II looks at CFIT Risk-Re - operate in marginal VFR weather Youtu.be/JBxg6hgbAr8 duction Factors, Company Culture, conditions (MVFR), visual mete - CFIT/Automation Overreliance Flight Standards, Hazard Awareness orological conditions (VMC), and bit.ly/CFITAutomation and Training, and Aircraft Equipment what is known as “scud running” in 26 FAA Safety Briefing

DRONE DEBRIEF JOHN REINHARDT

MOTION PARALLAX EFFECTS IN UAS AERIAL VIDEOGRAPHY

Controlled flight into terrain (CFIT), trees, or towers is a prime concern of mine every time I fly. I fly a three- pound quadcopter to take aerial ©2020 JW Reinhardt images at low altitudes and there are so many obstacles to avoid.

Before takeoff, I consider distance estimation and depth perception fac - tors to avoid a CFIT. The FAA’s Pilot’s Handbook of Aeronautical Knowledge (PHAK) explains these factors and identifies them as both monocular and binocular in nature.

Monocular cues include motion parallax, geometric perspective, and copter’s obstacle avoidance system.

and is flown laterally. This captures aerial perspective. Binocular cues are The first step is to plan the operation the parallax effect — trees or other dependent upon the viewing angle dif - to determine the operation’s objective, static structures in the foreground ference between each eye to the object.

airspace, weather, and flight path. Sec - — that presents the motion differ - These visual illusions can be dreadful ond, I conduct a site survey to identify ence between the foreground and for flying; however, they are very use - ground and air risks. Third, I establish the skyline. As the quadcopter flies ful for composing aerial images.

a geo-fence and an altitude hard deck laterally, it also yaws to maintain PHAK defines various monocular that clears all obstacles. I fly low and focus on a tagged object in the cues and explains that motion parallax slow (or hover) to frame and compose skyline. The video captured in this is an “apparent motion of stationary the image, adjust camera settings, and sequence will show the foreground objects as viewed by an observer mov - track the subject. Flying within visual moving faster than the background ing across the landscape.” For example, line of sight, I use the quadcopter’s with a slight yaw.

take driving on the highway — when camera to view a different perspective The other visual cues can also be you look out the window, fences and ensure I’m clear of any obstacles.

exploited using frame composition and electrical poles close to the road To exploit monocular cues in the and camera settings to create interest - zoom past, while trees in the distance digital images, especially the motion ing aerial images.

appear to move at a slower rate. The parallax effect, I use the camera’s Understanding both of these PHAK further explains that geometric settings and design specific flight concepts will allow you, as a UAS perspective occurs when an object sequences. It is extremely rewarding pilot videographer, to better frame appears to have a different shape when to capture images that show these the images you desire while main - viewed from varying perspectives and effects. To record video showcasing taining the highest level of safety.

distances. It also states that aerial per - the parallax effect, I fly the quadcopter Learning to use monocular cues spective refers to the effect the atmo - using two different flight sequences: while flying drones can save costs sphere has on the appearance of an 1. For the first sequence, I fly really and may inspire you to use different object when viewed from a distance; low on top of the ground or water approaches to videography, creating the object has fewer details and its and rapidly move forward toward more interesting images.

color will become less saturated with the skyline. The video captured in blue tones (at daylight) or red/orange this sequence shows the foreground John Reinhardt is a program manager in the UAS tones (during the golden hour).

Integration Office’s Operational Program Branch. He moving faster than the skyline.

To prevent CFIT, I take several steps currently manages the FAA’s UAS Test Sites Program.

2. The second sequence uses the before liftoff to counteract monocular quadcopter’s ActiveTrack function cues, in addition to using the quad - November/December 2020 27

NUTS, BOLTS, AND ELECTRONS JENNIFER CARON

SAFETY WIRE … IT CAN SAVE YOUR LIFE

and engine controls, landing gear, • Safety wire should be tight and and tailwheel assemblies, or any maintain a light tension when other point where a turning or actu - secured. You should notice about ating movement takes place. They six to eight twists per inch with a Photo by James Lewis.

should not be re-used. good safety wire job. Safety wire is not intended to take the place of • Self-locking nuts: a type of nut that the proper installation of fasteners.

resists loosening when exposed Always make sure that the fasteners to vibrations and torque, used in or components are tightened to the applications where they will not proper torque first, then install the be removed often. Replace them safety wire. Always remove all old when they’re no longer maintaining safety wire before installing new.

minimum prevailing torque, since repeated removal and installation • When inspecting fiber or nylon will cause the self-locking nut to locknuts, make sure the bolt or lose its locking feature. stud extends at least the full round or chamfer through the nut. Flat Loose hardware or components have end bolts, studs, or screws should Tips to Keep Things Tight: led to accidents, many of them fatal.

extend at least 1⁄32 inch (or 1 and • If there is a hole in a bolt … it likely Properly secure aircraft components 1/2 threads) through the nut.

requires a cotter pin or safety wire with safety wire, ensure that hardware in it. Be sure to ask.

• Castle nuts require a cotter pin locking mechanisms are correctly or safety wire to lock them down.

installed on your aircraft, and check Turnbuckles should either have them often to confirm they are taut safety clips or safety wire.

and ready for flight.

If you’re doing owner-performed Fasteners, Wires, and Fast Facts maintenance, make sure that you Safety wiring, or positive wire locking, know what you’re doing, and get a is a type of locking device used to second set of eyes to look at your work after you’re done. If you have secure (“safety”) cap screws, nuts, bolt heads, and turnbuckle barrels, which any doubts, ask your mechanic, get • When installing or inspecting safety some advice from your Experimental cannot be safetied by any other prac - tical means. Safety wire is necessary in wire, ask yourself, does it pass the Aircraft Association (EAA) Chap - “Righty-Tighty” test (i.e., ensure ter, or talk to your local FAA Flight areas where vibration could loosen a bolt. Any tendency of the hardware to that the safety wire is applied so Standards District Office inspectors — that it is in tension in the tighten - they are more than willing to help.

loosen is counteracted by the tighten - ing of the wire. Used properly, it will ing direction — the direction that There are many other parts that would cause the bolt to “Tighty”). require safety wire or other means of lock so that the wire remains taut and prevents further movement. locking. FAA Advisory Circular AC 43.13-1B outlines the various lock - Keep it Locked ing methods and the proper safety While there are several methods of wiring procedures.

safetying aircraft parts, two other basic methods include cotter pins and Jennifer Caron is FAA Safety Briefing ’s copy editor and quality assurance lead. She is a certified techni - self-locking nuts.

Here the bolt tightens to the right. If one bolt tries to cal writer-editor in the FAA’s Flight Standards Service.

• Cotter pins: used for securing bolts, loosen through vibration, it will tighten the other bolt and vice versa.

screws, nuts, and pins on aircraft 28 FAA Safety Briefing

ANGLE OF ATTACK TOM HOFFMANN

SEEING FIT TO END CFIT

After reconvening in 2011, the General actual conditions as viewed through review of existing measures intended to address pressure to complete a flight, Aviation Joint Steering Committee a remote camera) at airports, similar (GAJSC) set its sights on ways to more to what is being done in other parts and identifying new opportunities for improved education and outreach to effectively address the leading causes of of the United States, such as Alaska.

general aviation (GA) accidents. After Note: The FAA recently announced an the flying community on the impor - effort underway in Colorado where tance of managing pressure.

analyzing accident data on several hundred accidents and ranking the weather cameras were installed at 13 Safety Enhancement 54: locations with additional sites under resulting causal factors, the GAJSC Terrain Awareness Warning Systems formed working groups to tackle these consideration. Additionally, there are (TAWS) for GA, Addressing Time- plans to install 23 new camera facilities leading issues one by one. First up were Limited Inhibit, and Future Auto loss of control working groups (WG) in Hawaii beginning in late 2020.

Ground Collision Avoidance for takeoff and landing and maneuver - Safety Enhancement 51: Improve TAWS capabilities and ing, followed by the system component Augmented Visual Technology for GA algorithms to better protect pilots failure — powerplant group.

Encourage GA pilots and operators operating in areas with challenging Controlled flight into terrain to equip and utilize Enhanced Vision terrain, and develop additional safety (CFIT) was next with a 20-plus System (EVS) / Synthetic Vision protections to prevent the permanent government/industry member WG System (SVS) technology to enhance inhibition of nuisance TAWS alerts convening in 2017. In line with a set of situational awareness with respect to during a terrain-critical flight.

tried-and-true methods and practices surrounding terrain.

employed with the previous WGs, the Safety Enhancement 56: CFIT group pored over a set of CFIT Safety Enhancement 52: UIMC Escape Response accidents from 2008-2018 in search of WINGS Program Overhaul Review data on unintended flight into ways to prevent reoccurrences. They FAA to overhaul and develop a plan IMC (UIMC) escape to understand operated by scoring a set of interven - for continual improvement of the FAA if better training on UIMC escape tion strategies derived from the data Pilot Proficiency Program (WINGS) maneuvers and situational awareness is and deemed to have broad-based to make it more user-friendly and needed to reduce CFIT and loss of con - applicability. After a final consensus, dynamic. In addition, the WG rec - trol accidents that result from UIMC.

the CFIT WG issued these strategies ommends reviewing/updating the in the form of Safety Enhancements Safety Enhancement 58: Approach program’s training content to ensure it (SEs). SEs are essentially plans con - Guidance in Night/Mountainous VFR is all up to date and includes CFIT-spe - taining one or more intervention strat - To further prevent CFIT accidents, cific information from the CFIT WG’s egies to prevent or mitigate a problem the FAA along with pilot organi - efforts. Note : The FAA Safety Team has associated with the cause of an acci - zations, flight instructor refresher already convened a WINGS enhance - dent. Although the initial SE list was course (FIRC) providers, and train - ment committee and is looking to inte - much larger, the following seven SEs ing providers should conduct an grate changes in 2021 in concert with have been approved and are currently education campaign and/or develop the ongoing FAASafety.gov overhaul.

being implemented. Expect to see and learning modules educating the hear more about these topics (and pos - Safety Enhancement 53: instrument-current pilot community sible additions) in the near future.

Pressure to Complete a Mission of the safety benefits of backing up a To identify opportunities for improving nighttime VFR approach with lateral Safety Enhancement 12: awareness of the need to mitigate mis - and vertical navigation guidance, par - Weather Technology sion completion pressure on piloting, ticularly in mountainous terrain.

This safety enhancement investigates including sources and types of pres - and deploys cost-effective technol - sures, and the impact on decision-mak - Tom Hoffman is the managing editor of FAA Safety ogies that can provide real-time Briefing . He is a commercial pilot and holds an ing. The SE recommends conducting a weather information (including A&P certificate.

November/December 2020 29

VERTICALLY SPEAKING RON STEWART

THE INVISIBLE THREAT

Avoiding Wire Strikes in Rotorcraft Operations

A defining characteristic of helicop - • Look for all indicators of a power ter operations is the distinct ability of line (e.g., right of way clearing or rotorcraft to conduct a variety of low- support structures).

level operations, and to perform unique • Always cross transmission lines at and invaluable tasks that have become the point of the supporting structure.

essential to our everyday lives — every - • Be prepared to climb out of the wire thing from lifesaving emergency medi - environment if any distraction or cal response, to wildfire suppression, to confusion occurs (e.g., irrelevant electrical and gas utility support.

crew conversation, radio call, etc.).

But as these types of helicopter What is the Solution?

• Assume that wires are always pres - operations have expanded, so have the Power utilities have been expanding ent in any unfamiliar operations number of wire strike accidents. Sadly, training programs to educate both area until proper high reconnais - wire strikes remain one of the lead - pilots and utility crews in proper sance confirms otherwise.

ing fatal accident causes in low-level techniques to mitigate the risk of helicopter operations. Many pilots Organizations exposed to low-level wire strikes. Modified low-level crew mistakenly believe that just watching flight should consider an enhanced resource management (CRM) pro - for wires will provide sufficient reac - training program that provides spe - cedures, which incorporate linemen tion time. Statistics show that all pilots cific tools and awareness of low-level and patrol personnel into active crew flying low are susceptible to a strike, hazards. Here are two examples: roles and responsibilities, as well regardless of experience and ability.

• Wire Environment Training pro - as enhanced pilot understanding Several capable and experienced pilots vides a basic knowledge of low- of power line structures and hard - who have survived a wire strike say level CRM, utility rights of way, ware, have had a significant impact the same things: “I just didn’t see it.” structures, and hardware that can in reducing the number of wire “The wires just appeared.” “There was provide early indicators on the strike incidents related to power line no time to think or react.” possible presence of wires, as well as patrols. Achieving a broad reduction indicators on direction of the wire and/or elimination of wire strike inci - What and Where is the Wire and other hazards.

dents lies in training and education Environment?

• Human Performance Improvement on what this hazard actually looks According to the U.S. Energy Infor - like, and in training pilots to include (HPI) is essential training to help mation Administration, there are crews recognize personal biases wire threat assessments in pre-opera - nearly 200,000 miles of high voltage tion planning. A proactive plan to use that may interfere with effective transmission lines with literally CRM and risk assessment. This all available tools and follow proper millions of miles of low voltage communication and responsibility training also shows how human distribution lines throughout the errors can occur and provides effec - protocols is key.

United States. Wire strike hazards Here are some tips on wire hazard tive mitigation tools.

can exist almost anywhere a flight mitigation: profile demands operations below • Avoid low-level flight whenever it is Ron Stewart is the director of helicopter operations at 500 feet above ground level. This not essential to the operation.

Wilson Construction Company and has been involved environment has an inherent risk of in helicopter utility operations for over 25 years.

• Become familiar with all known wire strikes, and flight crews must be hazards in the operations area prior properly trained to assess the envi - LEARN MORE to low-level flight.

ronment and verify the presence of wires without relying solely on “see • Brief all crew and passengers to Surviving the Wires Environment Video and avoid,” since wires can be com - speak up and be specific if they Youtu.be/9ccxc6S4aWI pletely invisible in some weather or see power lines, towers, or other environmental conditions.

obstacles.

30 FAA Safety Briefing

FLIGHT FORUM JENNIFER CARON knobology. Finally, anytime the Here’s some more feedback weather changes I “plan” for a cou - about NOTAMs from our ple trips from my home airport and new blog on Medium. Check test my decision making skills. it out at medium.com/FAA.

— Srinivas Thank you for the great information at bit.ly/yesNOTAM . I have won - Logon to FAASafety.gov and enroll dered when the NOTAM system was in WINGS Courses for pilots and the going to change. When I was flying WINGS Pilot Proficiency Program.

for the airlines, we would get 10 or Here’s an example of GA — Paul 20 pages of NOTAMs for a one leg Safety Facebook Group flight. Still that way now. Glad it’s members supporting and Here’s the FAA Safety Team’s response finally changing. Good article.

helping each other.

from Heather Metzler: — Mark Very interesting and wide range of Check out our GA Safety Face - answers to what seems like a very The FAA is working towards producing book page at simple question, when indeed it is an a single, filterable, machine-readable, Facebook.com/groups/GASafety extremely important question when it internet accessible NOTAM database comes to aviation safety. For me, I try If you’re not a member, we encour - so that pilots can prioritize critical age you to join in on the discus - to fly at least every quarter, which is safety information. We expect the new not nearly enough to maintain pro - sions and post relevant GA content NOTAM system to be in place by 2022, that makes the National Airspace ficiency, so I normally try to go with but you won’t have to wait until then an instructor once a quarter and do a System safer.

to see a big difference. We’re making WINGS flight. If an instructor is not incremental improvements right now.

available (I fly a Champ most of the To learn more, check out the video of How Do You Maintain Your Pilot time and tailwheel instructors are in the Aeronautical Information Opti - Skills? short supply at times) then I will go mization Summit, Session 1: NOTAM solo and practice. Please keep sharing.

modernization, on the FAA’s YouTube This question was posted to our GA There have been some great ways to Safety Facebook page by Heather channel at Youtu.be/WJpLQPsRu8I.

answer how you maintain your pilot Metzler, FAA Safety Team Program skills, and you never know who you Manager and WINGS Pro. Here are may help by sharing your techniques.

CORRECTION: The Sep/Oct 2020 some of your replies.

issue misidentified Danielle Corbett as By Using Them. Hopping into the the author of Drone Debrief, Data- Roger That, Romeo aircraft and doing the flying to some Based Decision Making. In fact, that extent is like riding a bike — it comes Your comms article, “The Sound article was written by Alina George, back quickly. The stuff leading up to of (Microphone) Music” in the Business and Planning Analyst in the flying, though, rusts much quicker.

Checklist department of the May/ FAA’s UAS Integration Office.

Continue preflight planning. Practice June 2020 issue (bit.ly/One-Two- preparation for certain scenarios.

TREE), was a great bit of history.

Let us hear from you! Send your com - Mix things up with different density Drives me crazy when I hear folks ments, suggestions, and questions to altitudes, different payloads, flight mess it up!!

SafetyBriefing@faa.gov . You can also planning over different terrain. Keep — Skip reach us on Twitter @FAASafetyBrief or the mind sharp by continuously on Facebook at facebook.com/FAA.

asking what’s out there that could Thanks for the note and the feedback; We may edit letters for style and/or length.

glad you enjoyed the piece. It was fun change your decision making regard - Due to our publishing schedule, responses ing routes, alternates, and go/no-go to research and write. I chuckle to may not appear for several issues. While imagine how it would be if “Romeo” decision making.

we do not print anonymous letters, we will — TJ had been used in lieu of “Roger” in withhold names or send personal replies the early days; we might all be saying upon request. If you have a concern with “Romeo” on the frequency for “received Best way is to fly as frequently as an immediate FAA operational issue, and understood.” contact your local Flight Standards Office time and money permits. Second or air traffic facility.

best is to use a simple simulator at home (don’t go crazy) to learn the November/December 2020 31

POSTFLIGHT SUSAN K. PARSON

AUTOMATION À LA MODE

Keeping “George” on Task and on Track

As you have read, the government/ industry General Aviation Joint Steer - ing Committee (GAJSC) established a working group to review controlled flight into terrain (CFIT) events, Image courtesy of Garmin.

figure out why pilots keep driving perfectly good airplanes into the dirt, and suggest safety enhancements to prevent such accidents. human-constructed obstacles. Many CFIT topic explored in this issue, it’s — including the kind I use myself important for pilots to understand The group’s findings included many things you might expect, in the variety — even offer verbal warnings about that many GA autopilots lack the everything from entering the runway ability to integrate aircraft position of conditions discussed in this issue’s feature articles. There were accidents to airborne traffic and terrain. All you and terrain information. That means have to do is to pay enough attention that it’s on the pilot to think that arising from (sigh) continued VFR flight into instrument meteorolog - to read (or hear) and heed your elec - through and manage the automation tronic helpers. so as to maintain adequate terrain and ical conditions (IMC), and from procedural mistakes in IFR flight Too often, though, we humans let obstruction clearance. Avoiding this ourselves slide from the proper mode potential technology pitfall means (e.g., flight below minimum en route altitude, descent below MDA). There of alert Pilot-in-Command to the finding ways to keep yourself con - perilous demeanor of relaxed Pas - tinuously in the loop, and constantly were incidents traced to unrealistic aircraft performance expectations senger-in-Comfort. It is truly ironic aware of automation modes in use.

that the advent of at-a-glance posi - Here are a few ways to accomplish this (e.g., high density altitude, tailwinds on approach). There were wire strikes, tion awareness capability has sharply important goal: diminished the “where-am-I-now” dis - and not just those involving rotorcraft • Use callouts to maintain positional or agricultural application operations. cipline that was the hallmark of being awareness of position, course, and in the loop. When you don’t have to More than half of the wire strike CFIT altitude.

events occurred in other kinds of put any mental effort into ascertaining • Verbally announce changes to positional awareness, it’s easy to stop flying — and they usually occurred in heading, altitude, and frequency.

the neighborhood at or below 200 feet paying attention, until (as the saying • Record changes in writing. The act goes) the ground rises to smite you.

above ground level (AGL).

of speaking and writing bolsters Staying in Pilot Mode Who’s Minding the Store?

awareness.

Loss of situational awareness can be The GAJSC working group also found • Verbally announce any change to cases in which reliance on automation especially prevalent when you have an navigation source and autopilot autopilot (aka “George”) along to help.

was a precursor to CFIT events. As modes.

we have previously explored in this George can do a lot, and most autopi - • Read each item on the autopilot lots manage basic flight functions bet - magazine, technological advances status display aloud every time offer an unprecedented level of ter than most pilots do. For instance, there is a change, stating which most GA autopilots will easily hold situational awareness that can reduce modes are armed and which modes CFIT accidents. Even if your aircraft heading and altitude. Many will also are engaged.

follow a desired navigation track.

panel still sports the classic “six pack” Flying is all about being in the sky of round dials (also known to some But since artificial intelligence hasn’t and looking at the ground. Let’s all do advanced enough to give autopilots as “steam gauges”), chances are good our part to stay in that mode and keep that you have some kind of portable the ability to think, these features our electronic helpers in a mode to do have led to surprises when the pilot gadget that can offer an impressive their part as well.

array of information about terrain and steps out of the loop. In terms of the 32 FAA Safety Briefing

PAUL CIANCIOLO FAA FACES Aviation Safety Information Analysis shops, or take advantage of the latest

CHAD BREWER

and Sharing (ASIAS) program. This technology,” he said. “Many GA pilots job includes working with industry also think that it is too costly or overly Operational Safety Analyst, FAA stakeholders like the Aircraft Owners complicated to analyze their own Integrated Safety Teams Branch and Pilots Association (AOPA), the flight data, when in fact the aviation When he was a child, Chad Brewer National Business Aviation Asso - industry has come a long way in mak - ciation (NBAA), the Experimental ing this accessible to everyone.” Aircraft Association (EAA), and the Chad is excited to be a part of that General Aviation Manufacturer’s solution and looks forward to new Association (GAMA). ways of sharing and leveraging data to One of his team’s accomplishments benefit the aviation community.

was achieving the GAJSC goal to Last but not least, Chad reminds reduce the general aviation (GA) pilots that if they witness or hear of a fatal accident rate by 10-percent from fellow pilot unintentionally behaving 2009-2018. Another was surpassing in a way that may put themselves in the 100-mark of GA stakeholders danger, they shouldn’t be afraid to say providing voluntary flight-safety data something. Be an active safety mentor, into the ASIAS program, which has and you could save a life.

now amassed more than one million flight hours of recorded data. Paul Cianciolo is an associate editor and the social me - dia lead for FAA Safety Briefing . He is a U.S. Air Force Chad’s branch, along with other veteran, and an auxiliary airman with Civil Air Patrol.

FAA and industry experts, recently considered walking through the airport finished developing safety enhance - and getting to fly in an airplane for his ments to prevent controlled flight family’s annual trek to Daytona Beach, into terrain (CFIT). These include Fla., the best part of the vacation.

augmented visual technology for GA In high school, Chad had a phys - pilots, steps to overhaul the FAA’s ics teacher who loved to talk about WINGS Pilot Proficiency Program, aviation. That teacher was a former awareness of pressure to complete Air Force pilot who also taught an avi - the mission, improvements to terrain ation course in school, which sparked awareness and warning systems, and Chad’s interest in becoming a profes - navigation guidance for nighttime sional pilot. Chad went on to graduate VFR approach in mountainous terrain from Embry–Riddle Aeronautical for instrument-current pilots.

University — the other “best part” of Chad strongly encourages all pilots Daytona Beach.

to take a CFIT-related course through During his flight training, Chad FAASafety.gov or from the aviation was lucky enough to find a mentor community. It is critical to be familiar through a family friend who hap - with the causes of unintended flight pened to be the director of the FAA’s in Instrument Meteorological Condi - Flight Standards Service. The mentor tions (IMC) and use best practices to encouraged Chad to apply to the FAA mitigate the risk.

after graduating, which he did. Now, When it comes to challenges in Chad’s passion for safety has a home information sharing and preventing in the Integrated Safety Teams Branch accidents, Chad explains that the GA under the FAA’s Office of Accident safety culture and myths surrounding Investigation and Prevention.

flight data monitoring are on the top Chad and his team provide techni - of his list.

cal expertise and input to government/ “With a large number of GA pilots, industry collaborative efforts including their safety learning stops after they the Commercial Aviation Safety Team receive their airmen certificate — they (CAST), the General Aviation Joint don’t attend safety webinars, work - Steering Committee (GAJSC), and the U.S. Department of Transportation Federal Aviation Administration 800 Independence Ave., S.W.

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