FAA Safety Briefing — January/February 2021: Challenge and Response

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 I’ve Got the Flight Controls … Or Do You? A Game Plan for Getting Back in the Sky 31 Flight Forum: letters from the Safety Briefing mailbag 32 Postflight: an editor’s perspective Inside back cover FAA Faces: FAA employee profile On Recovering From Rustiness Making it Look Easy Making Resilient Resolutions to The “Magic” of Standard

10 14

Restore Proficiency Operating Procedures Bringing Avid Aviators Together Tips for Joining or Developing a Well-Run Flying Club Fly Into the Matrix How to Get Into the World of Virtual Flying at Home January/February 2021 1

JUMPSEAT RICK DOMINGO, FLIGHT STANDARDS SERVICE EXECUTIVE DIRECTOR

NEW YEAR, NEW BEGINNING

Happy New Year! I suspect that many it especially appropriate. However that can help you get back into the of us — maybe all of us — were quite much we might want to imagine that game. Even if circumstances continue happy to bid farewell to 2020. To say the advent of a new year on the cal - to limit actual flying for a few more the least, it was a challenging year, one endar wipes the slate clean, we must months, you can use these resources that served up a seemingly endless continue to respond to the numerous over the winter to firm up your aero - parade of unfortunate events. Among challenges that persist from 2020. In nautical knowledge and make a plan those, the COVID-19 public health addition to meeting the challenges for scraping the barnacles off your emergency and the string of diverse of maintaining physical and mental physical flying skills.

natural disasters upended almost health, many in the aviation commu - Happy Anniversary!

every aspect of normal life. COVID- nity have found drastically reduced 19, which continues as I write, has had opportunities to maintain not just Another rationale for the “challenge and response” theme arises from a particularly egregious impact on the regulatory currency, but also appro - celebrating the 60th anniversary industry we all love so dearly. Regula - priate levels of skill and proficiency.

of this publication. It started back tors like the FAA and aviators like you As you probably know from follow - in 1961 as FAA Aviation News, a have all had to find innovative ways to ing the progression of Special Federal name we updated to the current title respond to the many unprecedented Aviation Regulation (SFAR) 118, the beginning with the March/April 2010 challenges we have encountered over FAA has responded to some of the issue. That change was primarily the past year. regulatory challenges by offering a about responding to the challenge modicum of regulatory relief from A Clean Slate?

of matching the publication’s name certain requirements. It is on you to to its continuing mission — to be The magazine team had long planned step up to the challenges of regaining “challenge and response” as the the “FAA Safety Policy Voice of and retaining proficiency in critical Non-commercial General Aviation.” thematic center of gravity for this knowledge and skills, but we can help.

issue of FAA Safety Briefing , but the If you’re looking for an interesting The magazine team is devoting this and even awe-inspiring way to spend events of 2020 and their impact make issue to providing ideas and resources some of your winter hibernation time, try making a list of how aviation has changed in the six decades of our existence as an aviation publication.

Just the last couple of decades have produced game-changing technol - ogies for airframes, avionics, and powerplants for manned aircraft.

The fast-growing UAS sector of our vibrant aviation community presents a whole new set of opportunities and, as you probably recognize, those oppor - tunities come with new challenges to maintaining the highest levels of aviation safety.

I don’t know what 2021 will specif - ically bring in terms of challenges, but I do know that the aviation commu - nity will respond with enthusiasm.

That’s who we are.

2 FAA Safety Briefing

ATIS GA NEWS AND CURRENT EVENTS

AVIATION NEWS ROUNDUP

More DEF Contamination Incidents warnings of “ENG 1 and ENG 2 Fuel Aircraft Disinfection Procedures IMP BYP.” The aircraft landed safely, As a result of the COVID-19 public Another incident involving the and subsequent testing indicated the probable contamination of aviation jet health emergency, aircraft owners presence of urea in a fuel sample.

and operators may find it necessary fuel with diesel exhaust fluid (DEF) Download the Safety Alert for occurred last fall. The urea-based, to increase the frequency with which Operators (SAFO) at they disinfect aircraft interiors and to emissions-reducing solution could be bit.ly/SAFO18015.

present in Jet-A fuel, which can lead include additional areas of the aircraft not previously disinfected. Disinfec - to potential engine failure.

Nall Report Now Near Real-Time On October 20, 2020, an Embraer tants used should be compatible with The Aircraft Owners and Pilots Asso - the aircraft and approved by the aircraft Phenom 300 returned to Savannah/ ciation (AOPA) Air Safety Institute Hilton Head International Airport manufacturer for use on the aircraft.

released its 29th and 30th Joseph A new Special Airworthiness (SAV) shortly after departure in T. Nall Reports, which offer several response to crew alerting system Information Bulletin (SAIB) focuses on the potential near term and long term implications for airworthiness.

Although disinfection is not directly related to airworthiness, too frequent or improper application could result in negative impacts, to include corrosion, embrittlement, increased flammability, and electrical short circuit. Depending on the system or part affected, any of these conditions could create an imme - diate or latent airworthiness issue. The FAA recommends that all owners and operators, as well as any other person responsible for the airworthiness of affected aircraft, implement the aircraft manufacturer’s disinfection guidelines and be aware of the potential negative impacts of disinfectants.

Read the SAIB at bit.ly/NM-20-17.

SAFETY ENHANCEMENT TOPICS Please visit bit.ly/GAFactSheets for more information on these and other topics.

JANUARY FEBRUARY Aeronautical Decision Expanding Your Horizons Learn how acquiring experi - Making Explore the many safety ence in a wide range of envi - benefits of ADM. ronments can improve overall pilot performance.

January/February 2021 3 ATIS alcohol and are flammable in nature. website at enhancements. The data have near real-time analysis of general aviation Whether you are traveling by aircraft permanent.fdlp.gov/lps1644/index.htm.

or shipping products, the FAA has accidents updated on a rolling 30-day NTSB Database Search Function cycle and access to analysis going resources to help you learn how to Improved keep products safe. Visit the PackSafe back as far as 2008. This includes data The NTSB launched a new pub - trends well into 2020. page at faa.gov/Hazmat/PackSafe to learn about updated limits for pas - lic-facing database query system The executive summaries for a given called Case Analysis and Reporting period provide insight and compari - sengers traveling with hand sanitizer and other information about what Online (CAROL), which improves sons of selected dates versus previous users' ability to search for data related years. For the years 2017 and 2018, the you can bring along as a passenger.

Visit the SafeCargo page at to NTSB investigations and safety executive summaries note a decrease recommendations. Additionally, it in overall accident rates. Review the faa.gov/Hazmat/SafeCargo for inter - active shipping guides on flammable makes accessing information within summaries for a detailed analysis of our dockets easier.

trends and rates for non-commercial liquids (such as hand sanitizer), aero - sols, and battery powered equipment. With CAROL, you can use three and commercial fixed-wing operations, query options (keyword, basic, query non-commercial and commercial These are good resources to check if you plan to carry any of these items builder), access pre-populated data helicopter operations, and sport/exper - sets such as safety recommendations imental operations. in your own aircraft as well.

The risk starts well before the airport. associated with the NTSB’s Most View the new report format at Wanted List, and search data for all bit.ly/AOPANallReport. Note that the If you have questions about what is safe to fly with, email hazmatinfo@faa.gov. modes (rail, pipeline, hazardous mate - NTSB takes approximately two years rials, marine, highway, and aviation).

to issue its final findings for accidents, Archives Updated Go to NTSB.gov and click Aviation so as we move into 2021, you will start Looking for an older issue of this maga - Database under the Investigations seeing initial 2019 data rates.

zine? Visit our archive page at menu to search.

Make Sure Your Cargo is Safe bit.ly/FAASB-Arc, which If you are shipping supplies, per - offers issues back to 2008.

The archive page has sonal protective equipment (PPE), or laptops, make sure to check whether recently been updated.

Each year has a tab at the your shipment includes dangerous goods (hazardous materials). top. Each tab shows the six Some common items, such as issues for that year on the cleaning supplies, hand sanitizer, or same page. You can more mobile devices and laptops con - easily scan the titles, head - taining lithium batteries can pose lines, and cover images to a danger in transportation when search for an issue or topic.

not properly handled, packaged, or For issues spanning labeled. For example, most hand 2001 to 2008, visit the sanitizers, including wipes, contain Library of Congress’ New ADs for Cessnas Last November, the FAA adopted a new Airworthiness Directive (AD) for Textron Aviation (Cessna) 180/182/185 airplanes. It was prompted by a report of cracks found in the tailcone and horizontal stabilizer. This AD requires inspecting the tailcone and horizontal stabilizer for corrosion and cracks and repairing or replacing damaged parts as necessary. It went into effect on December 7, 2020. Download the AD at bit.ly/AD-2020-21-22.

The FAA also adopted AD 2020-18-01, which pertains to certain Cessna Model 172, 182, 206, 207, and 210 airplanes. The AD, which was prompted by cracks found in the lower area of the forward cabin doorpost bulkhead, requires repetitively inspecting the lower area of the forward cabin doorposts at the strut attach fitting for cracks and repairing any cracks. This AD went into effect on November 12, 2020, and affects 14,653 airplanes of U.S. registry. Down - load this AD at: bit.ly/AD-2020-18-01.

4 FAA Safety Briefing January/February 2021 5

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

ADDRESSING A SUBSTANTIAL PROBLEM

pathway back to medical certification. so the process is different for general Consequently, many aircrew members aviation pilots whose flying is much were reluctant to report themselves more varied. The FAA tailors the or fellow pilots, despite the safety individual’s recovery plan without concerns. Recognizing this problem, compromising safety. The first step is industry, unions, and the government to recognize that there is a problem.

(including the FAA) developed the Ideally, it’s the pilot in the mirror. More HIMS (Human Intervention Moti - often, though, the impetus comes from vation Study) program in the 1970s. friends, family, work, or the FAA.

HIMS is an aviation safety program Airmen should use that has also preserved the careers of www.faa.gov/pilots/amelocator to Substance use disorders (SUDs) in thousands of airline pilots. While the find a HIMS AME who can guide the United States are a significant FAA is charged to ensure public safety, them through the process. Airmen problem that can contribute to a secondary benefit of the HIMS pro - may also need to undergo an evalu - premature illness and death. SUDs gram is that the testing required for ation by a HIMS trained psychiatrist can be devastating to one’s career, evaluation and monitoring frequently and psychologist. Some will also family, and others. An astonishing improves the airman’s health and care. need to enter into a treatment pro - estimate notes that SUDs affect more HIMS also provides support to the gram. Participation in an aftercare than 8-percent of the population over airman’s family. As a result of HIMS program, as well as participation in 12 years old. Substances implicated (and less tolerance by others), pilots support groups (e.g., AA (Alcohol - in dependency and abuse include affected by a SUD are now encouraged ics Anonymous) or NA (Narcotics alcohol, prescription drugs such as (in some cases strongly encouraged) Anonymous)) are usually required.

opioids, stimulants, sedatives, etc., as to come forward, resulting in an Some airmen express concern well as illegal drugs. SUDs also pose improvement in overall flight safety. that HIMS appears to be somewhat a public safety concern due to the The airlines have also benefited; they intimidating and they wonder if it’s increased risk of an accident, includ - can retain a trained pilot and improve worth their time. The answer is Yes!

ing aviation mishaps.

morale with a return of almost $10 for HIMS has a relapse rate of less than Consequently, substance abuse and every dollar spent. 15-percent, much lower than other dependence are specifically disqual - Airmen must report any drug or SUD treatment programs. According ifying conditions for FAA airman alcohol related motor vehicle convic - to the Centers for Disease Control, medical certification, as listed in Title tions within 60 days, but must also an average of 95,000 deaths occurred 14 Code of Federal Regulations (14 report any drug or alcohol events, even from 2011-2015 due to excess alcohol CFR) part 67. Even if an individual if they are not convicted, at the time use. In 2018, there were 67,367 deaths does not require an FAA airman of their medical application. In some from drug overdose, primarily from medical certificate, the provisions cases where the event was remote and opioids. Together, SUDs account for of 14 CFR section 61.53 (prohibi - the blood alcohol level was low, the 6-percent of all deaths in the United tion on operations during medical AME (aviation medical examiner) is States. These deaths are preventable.

deficiency) still apply to all pilots, as authorized to issue an FAA airman do the reporting requirements of 14 medical certificate. In cases where a Leo M. Hattrup, M.D., received a bachelor’s degree CFR section 61.15 (alcohol and drug from Wichita State University, a master’s in public pilot has committed multiple DUIs health from Harvard University, and a doctorate offenses) bit.ly/AirmenDUI-DWI.

(driving under the influence), had from Vanderbilt University. He is retired from the SUDs have affected the aviation higher blood alcohol levels or other U.S. Air Force in which he spent the majority of his community in the same way as the indications of a SUD, a more extensive career in aerospace medicine. He is board certified general population. Decades ago, a evaluation is necessary.

in aerospace and occupational medicine. He is diagnosis of alcoholism was a career a certificated flight instructor and enjoys flying HIMS targets commercial pilots fly - stopper for pilots as there was no airplanes, helicopters, and gliders.

ing in a very structured environment, 6 FAA Safety Briefing

I’VE GOT THE

FLIGHT CONTROLS … Or Do You?

A Game Plan for Getting Back in the Sky

By Tom Hoffmann oodbye 2020, hello 2021! You’re definitely not It’s possible also that even though you might not have alone if you wish you could just erase 2020 from experienced any one major hardship or setback recently, the cumulative effects of adapting to new norms may very

G your memory banks. From rampant wildfires and a

record-setting hurricane season, to the COVID-19 public well have deleterious effects on your mental health. Bottom line here — don’t just shrug off or underestimate signs of health emergency, 2020 threw everything but the kitchen sink at us. However, if the last year taught us anything, it’s anxiety or depression. These things have a sneaky way of manifesting themselves at the wrong time, so be proactive how to be resilient, a helpful virtue for pilots these days.

I would venture to guess that many GA pilots were lucky when it comes to your mental and emotional health and don’t be afraid to seek help if you need it. Your ability to to turn over a single page of their logbook in 2020. Or perhaps you were among those who wrote off the entire focus and make safe decisions depends on it.

flying season and decided to wait for a fresh, and hopefully Physical Fitness, Check normal start in 2021. In either case, you’re going to need a A thorough way to assess your overall fitness for flight is plan to knock off the rust that accumulated on your flying to use the I’MSAFE checklist (Illness, Medications, Stress, skills before you take to the skies and include a few things Alcohol, Fatigue, and Emotions/Eating). For a closer look that might not have been on your radar. Since many planes at each element of this check, see the article “Say Ahh and pilots are conveniently tucked away for a long winter’s — A Pilot’s Guide to Self-Assessing Risk” in our Jan/Feb nap, now is an opportune time.

2017 issue at adobe.ly/2ibKIH0. Get a head start now by A good way to tackle this challenge is to consider both ensuring sufficient sleep and a healthy diet are part of your the fitness of the pilot (you!) plus the plane before your daily routine. Making these goals part of your New Year’s next flight. Let’s start with the human element in this resolution may reward you with increased opportunities for safety equation.

flying down the road.

Mental Fitness, Check Also, be sure you’re up to date with medical certification requirements, especially if restrictions in 2020 caused you In addition to being downright weird (I still can’t get used to those eerie cardboard cut-out sports fans), 2020 was also to cancel or delay your exam. The FAA did provide relief to pilots with medical certificates due to expire in 2020, decidedly traumatic for many people. Whether it was dealing with the loss of a family member or friend, recovering from the most recent of which (issued in October 2020) gave pilots with expiring medicals from October 2020 through a financial hardship, or simply the overwhelming separation anxiety experienced by those sequestered in their homes for January 2021 an extra two months (or three months for Alaska pilots) to complete their exam. We’ll touch more on most of the year, it was (and likely still is) a lot to compre - hend. Add children to the picture and the complexity of the the relief provided by the FAA’s Special Federal Aviation Regulation (SFAR) 118 later, but do check aforementioned issues can easily skyrocket. For me person - ally: been there, done that, got the T-shirt. faa.gov/coronavirus for any updates. You can also access January/February 2021 7 standards when it comes to what’s required in your logbook before you can fly as pilot in command (PIC), within a certain time period. We won’t dive in to all the specifics here, but for a complete list of these require - ments, see 14 CFR section 61.57 (go.usa.gov/xkM7t) as well as 14 CFR section 61.56 (go.usa.gov/xkMHp) for flight review requirements.

You’ll also want to check out the current version of SFAR 118 for any relief offered on certain training, recency, testing, and checking requirements, as well as any duration and renewal requirements that may apply to you.

For example, the FAA is allowing a grace period of two calendar months for certain pilots whose flight review was due from October 2020 through January 2021 and who were current to act as pilot in command in March 2020.

Double check (do not assume) you are eligible for any of these provisions. Extensions and relief efforts aside, know that just meeting these requirements alone is unlikely to make you a fully competent and proficient pilot. That takes additional effort.

Proficiency Assessment, Check A good start toward fine-tuning proficiency is to use a flight review as an opportunity to go outside your comfort zone. Weak on crosswind landings? Been a while since you did a short field grass takeoff or simulated an onboard fire? Then make these priority items to work on with an instructor and/or during a flight review. A review that just substantiates all the things you already have a good grasp on is not exactly time (or money) well spent. The key to proficiency is practice … and then more practice.

Even if you have a current flight review in your logbook, don’t assume that action alone can ward off the rust that can accumulate over a period of inactivity. Instead, take a few flights with an instructor — just check they’re not rusty too! An instructor can also help familiarize you with any possible changes in your local area due to COVID-19 (e.g., air traffic control tower hour adjustments, FBO and fuel availability, etc.). An even better idea would be to use those flights toward completing a phase of WINGS, the Before flying, spend some time in the flight deck to re-familiarize yourself with the FAA’s Pilot Proficiency Program. In addition to covering layout of the controls and the proper operation of any newly installed equipment.

important airmanship topics, a WINGS phase also satisfies the flight review requirement. Go to bit.ly/WINGSPPP for a FAQ page at bit.ly/COVIDRegUpdate (PDF download).

more information.

Please be aware that the SFAR does not modify the require - Your return to flying after inactivity should also be ments of 14 CFR section 61.53 regarding prohibition on appropriately paced. “Start with flying in your local airport operations during medical deficiency.

traffic pattern,” says FAA Aviation Safety Inspector (ASI) and flight instructor Allan Kash. “Knock the rust off your Currency Assessment, Check takeoffs and landings on a low-wind day, and then try some Now that we’ve reviewed some of the physical and mental basic air work in your local practice area.” Kash suggests hurdles for returning to flight, let’s look at some of the building your skill base back to proficiency before taking legal and experiential requirements. Remember, being on the challenge of a long cross-country or IFR flight (if legal or current is by no means an indication of being instrument rated).

proficient when it comes to flying. The FAA sets clear 8 FAA Safety Briefing Living Room Learning Of course, even if Mother Nature has you confined to your cozy multi-purpose living room/office/dining area, there’s still plenty you can do to sharpen your flying skills.

For starters, have a look at some of the many courses and live seminars you can view on FAASafety.gov. The follow - ing three courses will get you on your way to improved proficiency and (added bonus!) satisfy the basic knowledge (BK) requirements for a WINGS phase (search on FAASafety.gov or with your browser): • Aeronautical Decision Making for VFR Pilots, ALC-62 — BK1 • Hold Short for Runway Safety, ALC-48 — BK2 • Flight Review Prep Guide, ALC-25 — BK3 There’s also the many educational opportunities that flight simulation technology can offer. Whether with an aviation training device at a school or flight training provider, or with the many at-home options now available, flight training devices and apps are an excellent way to polish skills before getting airborne. For those interested in some tips on at-home options, I highly recommend watching this Experimental Aircraft Association Tech Talk video: player.vimeo.com/video/386101528. Check out the Sim City (Nov/Dec 2017) issue of FAA Safety Briefing for even more good tips on how to best leverage this powerful technology: bit.ly/FAASB-Arc.

Plane and Simple Do a complete preflight inspection of the aircraft with no time constraints. Then you’ll have time to take care of things like cleaning the windshield, topping up the Ok, you’ve got your pilot plan all set, but what about your oil, or clearing out any unwanted critter nests.

trusty aerial steed? A few essentials to consider up front are ensuring your aircraft is up-to-date on its annual inspection bring it up to temperature, do a thorough run-up, and then and oil changes, your pitot-static, transponder, and ELT return it to parking for another walk-around. “Don’t be in a checks are up to snuff, and that your aircraft is compliant with rush,” Metzler says. “If there’s anything that’s questionable, any applicable airworthiness directives. Perform an AROW contact maintenance.” She adds that pilots should also be check to verify you have your A irworthiness certificate, your comfortable flying with a mask if necessary and suggests R egistration certificate (check the expiration date), your carrying an extra just in case yours breaks. Headsets have O perating handbook or flight manual (including updates and been known to wreak havoc on face mask straps.

supplements), and your W eight and balance data.

Body, Mind, and Airplane Before flying, spend some time in the flight deck to re-fa - miliarize yourself with the layout of the controls and the So there you have it. A plan to get both you and your air - proper operation of any newly installed equipment (e.g., craft fit, trim, and ready to fly this year. Here’s hoping for a ADS-B, GPS, tablet brackets/chargers, etc.). Check that successful and safe year of flying!

you’ve updated any databases and software components, including any apps you might use on your smartphone or tablet. Then do a complete preflight inspection of the air - LEARN MORE craft with no time constraints. That way there’s no pressure to complete the check and you’ll have ample time to take AOPA’s Don’t Get Rusty video series care of any last-minute needs, like cleaning the windshield, youtube.com/playlist?list=PLQCVVyDKYo3K_AblL_6XvxoEZJNLgqjr0 topping up the oil, charging the battery, or clearing out any “Getting Back in the Game” FAA Safety Briefing Mar/Apr2014 (pg. 9) unwanted critter nests.

bit.ly/FAASB-Arc National FAASTeam Operations ASI Heather Metzler suggests that after completing these steps, start the aircraft, January/February 2021 9

ON RECOVERING FROM

RUSTINESS

Making Resilient Resolutions to Restore Proficiency

By Susan K. Parson Photo courtesy of Garmin.

New Year, New Challenges Don't make resolutions without an action plan.

Opportunity is missed by most people because it is The secret to success is right in your hands.

dressed in overalls and looks like work.

— J. Allen Shaw (author) — Thomas A. Edison (inventor) For those who live in places plagued by snow, ice, and/or bit - terly cold temperatures, winter is typically the time for both If opportunity doesn't knock, build a door.

pilots and planes to huddle inside and await a more clement — Milton Berle (comedian) climate. Before I moved west, I did my share of shivering Earning a new certificate or rating is the most obvious through preflights, engine preheats, and hoping the airplane’s opportunity to add to your base of aviation knowledge, rudimentary heating system would keep my teeth from skill, and experience, so you might productively use the chattering. I vividly remember a night when, having ferried winter to decide on your next aeronautical challenge and a new Civil Air Patrol airplane back to Virginia, my co-pilot make a plan to achieve that goal. Interested in drones, more and I emerged into a gusty, icy wind. As we struggled to formally known as Unmanned Aircraft Systems (UAS)?

secure the bird, my co-pilot was grimly muttering something Check the FAA’s UAS portal (see Learn More) for infor - like “I love aviation . . . I love aviation . . . I love aviation.” But mation on getting a remote pilot certificate. To get started, no matter how much you really do love aviation, those of us select which type of drone user you are and click to get who fly for pleasure often conclude that it would be far more information on the rules and regulations that apply to your pleasant to save our flying money and time until spring.

specific situation. You can then begin researching where it As we move into a new calendar year and look forward is safe to fly and when you need approval to fly.

to the brighter days of spring, many may find that the Looking to upgrade your current pilot certificate or rustiness from the usual winter hiatus is compounded rating? Start by researching the requirements in the by the persistent impacts of the COVID-19 public health appropriate part of Title 14 Code of Federal Regulations emergency. While that particular challenge hasn’t abated at (14 CFR), available in numerous apps and online sites like the time of this writing, it’s still important to plan for the e-CFR (electronic Code of Federal Regulations). To get time when both weather and health conditions permit us to acquainted with the certification testing standards, go to emerge from hibernation.

the FAA’s Airman Testing page (see Learn More) to review 10 FAA Safety Briefing the applicable Airman Certification Standards (ACS) or You Might Also Consider These … Practical Test Standards (PTS) documents. Winter is a Good luck is when opportunity meets preparation, great time to complete any requirements for ground school while bad luck is when lack of preparation meets reality.

and aeronautical knowledge testing (commonly called — Eliyahu Goldratt (businessman) the “written” exam). You might also consider putting any Not every opportunity to add experience requires a cer - money that you would have spent on flying now aside to tificate, rating, or endorsement. A new aviation challenge help you respond financially to the new challenge.

could be just the ticket to making you a more polished Another option — usually somewhat less demand - aviator. The opportunities in this category are nearly ing in terms of time and money — is to pursue a new boundless, but one that allows for a productive winter endorsement on your existing pilot certificate(s). An response is glass cockpit familiarization training. Though endorsement attests to the completion of ground and/or many pilots now start and finish their training in glass flight training required for specific operating privileges, cockpit aircraft, this technology may still be unfamiliar for airman certification testing, or for recurrent train - to others. Even if you plan to fly your favorite round dial ing such as the flight review or instrument proficiency airplane forever, you might find it both interesting and check. The range of possible endorsements is as wide as useful to sample from the glass cockpit menu. There is a the world of aviation. Just a few that you might consider lot you can — and should — do to learn the basics of the adding include spins, high performance, high altitude, system you want to master long before you approach the complex, and tailwheel. Of these, I had the most fun — actual airplane. There’s an app for almost every system and learned the most about basic flying — from earning nowadays, and you can learn a great deal from working my tailwheel endorsement in a Citabria several years through menus and programming planned trips without back. The tailwheel endorsement training also provided pressure from passengers or the pricey progression of the my first opportunity to operate on grass. Even if you can’t Hobbs meter.

take aeronautical action just yet, you can determine what Two final ideas: First is to use the “down” time to take you need, start the mental preparation, research possible up work on a new phase in the WINGS pilot proficiency training providers, and save at least some of the money program, and/or take advantage of the growing number of you’ll need when you do start flying.

online seminars that aviation organizations like AOPA and January/February 2021 11 EAA are developing in response to the challenges COVID- 19 poses to currency and proficiency.

A second is to improve your aviation communication

Certificates, Ratings, Endorsements

skills. You can use an aviation band radio — the kind you might have in your flight bag as a back-up communications Certificates: The basic document that the FAA issues to option — or any of the many apps or programs that let you a pilot is a certificate. There are several different levels listen in on ATC communications. While most GA pilots of pilot certification, depending on the extent of train - will not be operating into some of the nation’s busiest air - ing and testing required. These include student, sport, ports, it is nevertheless instructional (and sometimes very recreational, private, commercial, and airline transport entertaining) to tune into the ATC frequencies around New pilot (ATP). The FAA also issues instructor certificates, York and Chicago.

such as flight instructor and ground instructor.

These are truly challenging times — but aviators always Ratings: Except for student and sport pilot certificates, rise to the occasion. Make it so!

pilot and instructor certificates have associated ratings that specify what, and/or how, the pilot is qualified to Susan K. Parson (susan.parson@faa.gov) is editor of FAA Safety Briefing and a fly. The most common form is the aircraft category and Special Assistant in the FAA’s Flight Standards Service. She is a general aviation class rating, with the typical rating on a private pilot cer - pilot and flight instructor.

tificate being “airplane single-engine land.” An aircraft specific type rating is required to act as pilot-in-com - LEARN MORE mand of any aircraft that is more than 12,500 pounds maximum gross takeoff weight or of any turbojet.

FAA — Unmanned Aircraft Systems Ratings are also added to a certificate when the pilot www.faa.gov/uas qualifies for a certain operating privilege, such as an instrument rating.

FAA — Airman Testing Page www.faa.gov/training_testing/testing Endorsements: An endorsement attests to the com - pletion of ground and/or flight training required for Electronic Code of Federal Regulations specific operating privileges or for airman certification www.ecfr.gov testing. Endorsements are used to provide operating privileges and limitations to student pilots since they do not yet have an aircraft category and class rating; to attest to an applicant’s preparation for an airman knowledge test or practical test; to certify completion of recurrent training requirements such as a flight review or instrument proficiency check; and to attest to completion of training and experience for certain air - craft characteristics (e.g., tailwheel, high performance, complex, high altitude).

12 FAA Safety Briefing

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 January/February 2021 13

NOW PLAYING

Making It

LOOK EASY

The “Magic” of Standard Operating Procedures

By Paul J. Preidecker grew up in a small city in Texas, about 75 miles north of point on the approach. I also admired the precision pilots Dallas. If my parents wanted to offer up a perfect week - demonstrated by keeping the nosewheel exactly in place over the yellow lead-in line as they taxied to the gate. Dad

I end day, they would say “Let’s go for a drive to Dallas

and watch airplanes!” This was well before Dallas/Fort was right. They did make it look easy!

Worth International Airport (DFW) emerged from the Behind the Magic earth, so our drive was to Dallas Love Field. Those were Ten years after my first lesson, I found myself in class at a the days of gleaming Pan Am 707s, pastel colored Braniff regional airline. Later I became my airline’s chief instruc - 727s, and many other airlines that have long since dis - tor, a position I held for almost 19 years. I learned why it appeared from the skies. If the winds that day were from looked easy, even though — like most things that appear to the south, that meant aircraft were landing on runway be magic — it really takes a lot of work. Rigorous, regular 13 (later 13L when the parallel runway was created).

training was certainly a part of the answer. But there’s more.

The perfect place to watch was Bachman Park, located The very nature of airline operations offers a great deal of near the approach end of the runway. The park was (and repetition: Chicago O’Hare International Airport (ORD) to is) actually under the raised approach light system. My Lincoln Airport (LNK) … LNK to ORD … ORD to LNK.

dad, who was stationed at an air base near London in WWII, would point out various facts and details about Repetition brings a certain level of comfort from knowing that you’ve been there and done that. Airports become the approaching aircraft. He would often remark on how those pilots make it look so easy. familiar, frequencies get memorized, taxi routes are well known. The dark side of repetition and familiarity is the I got my first flight in a Cessna when I was nine but, as for many flyers, life did not accommodate lessons for a risk of complacency. It is easy to know the drill so well that you are not prepared for the unexpected. Just because you few more years. I started at 34, while I was in the middle of a career completely unrelated to aviation. But that job landed on runway 27L three hours ago does not mean it will be the same this time. There are just too many variables required extensive travel. Whenever I was at or around an airport, especially a major field handling hundreds of air - to let complacency rule the flight deck.

Even more than airport and route familiarity, the ingredi - line flights per day, I was always impressed by the smooth consistency of airline operations. I noted that the landing ent that makes it look easy and helps thwart complacency is adherence to standard operating procedures (SOPs). SOPs gear, regardless of the plane, always came down at the same 14 FAA Safety Briefing are essential to flight safety. Compliance with SOPs means

STANDARD OPERATING PROCEDURES

following the appropriate procedure at the appropriate time.

It means doing it the right way, all the time, every time.

SOPs are an important barrier to errors caused by fatigue, Pilot distraction, stress, or inattention. Therefore, SOPs make you Aircraft Recurrent a more reliable pilot. In addition, strict adherence to SOPs Environment Training Renew will allow you to more effectively deal with issues such as External Factors Plan mechanical irregularities or unexpected weather.

I am learning that lesson all over again now. After retir - ing from my airline career, I started flying for a medical transport company under part 135. Once again, there are SOPs that will make it look easy and contribute to safety, Brief Review Callouts Self but there is always a learning curve when taking on a new Crosscheck Crew airplane and operating environment.

Passengers SOPs: Your Strategy for Success Do Regardless of the type of flying we do, whether flying a Cub over a meandering river, or operating coast-to-coast in the Checklists, Profiles flight levels, developing and adapting SOPs is key to man - aging safety … and making it look easy. SOPs are not just about running checklists. SOPs are also about developing your flight. With the COVID-19 public health emergency, a mental model and personal philosophy about operating your SOP should include verifying fixed-base operator not just an upcoming flight, but all flights. A basic five-step business hours and service availability. Don’t ever forget process will help you create your own set of procedures.

checking the Notices to Airmen (NOTAMs), even for a Plan-Brief-Do-Review-Renew. Let’s have a look.

short flight across town.

Plan: Whether you are flying around the pattern or A crucial planning SOP is to identify and mitigate exter - around the country, you need a plan. An excellent place nal pressures . Pilots are “mission driven.” We want to get to start is to use the PAVE ( P ilot, A ircraft, en V ironment, there, and we want to be on time. When there are threats to E xternal Pressures) model. Using this model is the first step mission completion, be they weather, a small mechanical to developing a model for SOPs.

problem, or day turning into night, we sometimes let the With respect to the pilot , SOPs should include an honest mission become more important than the threat. The key assessment of proficiency. Has it been a few weeks since to dealing with external pressures is to recognize that most you flew in Instrument of them come from internal desires and attitudes, which Meteorological Conditions makes them manageable. When I was a member of my air -

SOPs are about

(IMC)? Pull out your per - line’s Aviation Safety Action Program (the airline version of

developing a

sonal minimums (you have the Aviation Safety Reporting System, aka “NASA” form),

mental model

that, right?) to make sure we found that almost 80-percent of crew-reported mistakes you can manage with your used the words “rushed” or “distracted.” Many of these

and personal

skill set as it exists today, situations could have been prevented.

philosophy

not when you first earned Brief: Briefings are just as important in single pilot

about operating

your rating. Consistent operations as they are in a crew environment. In a crew application of the I’MSAFE

not just an up -

environment, they help create a shared mental model of checklist (Illness, Meds, coming flight, how a flight will be conducted. No crewmember should Stress, Alcohol, Fatigue, ever have a doubt or be surprised by what the other but all flights.

Emotions/Eating) should crewmember is thinking or doing. In a single pilot situ - also be an SOP.

ation, it is a simple matter to brief yourself. When flying Moving to the aircraft , SOPs are not confined to your own an approach in IMC, briefing the key elements of the aircraft. If you are a renter, you still have the responsibility approach out loud is a great way to create and reinforce as pilot in command (PIC) to determine airworthiness and your own mental model.

condition for safe flight. SOPs should also include reviewing performance and weight and balance requirements. Do: Integral to well-developed SOPs are checklists Regarding the enVironment , the many fine flight plan - and profiles. With checklists, the form may depend on ning tools available enable you to review everything about your situation. Some are read-and-do. Others (typically January/February 2021 15 found in crew environments) are challenge-and-re - using TLAR (that looks about right) to quickly determine sponse. Many functions can be performed by using a if you’re on track, and deploying its corollary, TARA (that ain’t right - adjust), if you aren’t where you need to be.

flow, which involves taking action in a logical sequence and then using the checklist to verify. Many of us also Another element for the “review” part of your SOP is the debrief. At the end of the flight, I always ask my crew - have mnemonics as part of the checklist toolbox. The point is to develop an SOP that works for you and use it member, or myself when flying solo, what I could have done better. A debrief is a great way to learn and identify every time.

With respect to profiles, this tool provides a graphical improvements for the next time. No flight is perfect, but it can still be a goal.

timeline representation of actions needed at key points during various phases of flight. I strongly recommend Renew: The end of the flight does not mean the end of that you create your own profiles. They give you a stan - SOPs for the day. Do you have a personal plan for con - dard model for performing certain tasks along a timeline.

tinuous improvement? Recurrent training, on-line safety For example, profiles provide a set procedure (in time seminars, and the FAA WINGS program are all resources and space) for retracting flaps, setting up an instrument you can use to respond to the challenge of continu - approach, or lowering the gear. Using profiles for each ous improvement in your aviation knowledge and skill.

phase of flight will help you perform each task the same Flight reviews and instrument proficiency checks are the way, every time. This type of discipline helps reduce minimum requirements for currency. Establishing and workload and gives you the mental bandwidth to respond maintaining a program of self-study should be a part of correctly and safely to an unexpected challenge.

your personal SOPs.

Review: Whether you are using a sophisticated suite There’s nothing magical about being a better pilot or of avionics or more basic steam gauges, proper flight path making it all look easy. But I hope you will respond to management is your responsibility. Your SOP should thus the challenge by making your own SOPs. Your success include constant and consistent monitoring and review may even inspire a future pilot to join our ranks, which is of your situation. An SOP that includes callouts at critical another win for us all.

points can easily be built into your profiles. On approach, for example, a “1,000 feet to minimums” callout will help Paul J. Preidecker enjoys the spontaneity of non-scheduled operations and splits his time between flying a Learjet for a medical transport company and maintain awareness of your vertical flight path. Another applying best practices from his air carrier background to general aviation.

situational awareness technique for your SOP could be Photo courtesy of City of Chandler, Ariz.

16 FAA Safety Briefing

    

    

  
   

    



January/February 2021 17

Bringing Avid Aviators

T o g et h e r

Tips for Joining or

Developing a

Well-Run Flying Club

By Phil Dixon eeting and befriending fellow aviators is a true people have a stake in an asset such as an airplane, squab - benefit of being a FAA Safety Team (FAASTeam) bles and personal conflicts can crop up. Here, though, the M Program Manager (FPM). For those who have not chemistry among members and spouses was positive. It met me or one of my fellow FPMs across this fruited plain, was as if we had known each other for years.

So what is the recipe for a great flying club? Here are a let me introduce our team. We are the FAA's safety educa - tors, reaching and engaging audiences through seminars few personal observations as well as helpful insight from club president Ray Keith on how to make it successful.

and webinars.

Soon after a seminar in St. Louis, I received an email First, let me stress that the camaraderie this group enjoys is part of a formula that Ray had developed over from Jerry Kiske, a regular attendee. He told me his flying club had a one-seventh share available for purchase and several years. The ingredients for a sustainable group include common needs, goals, finances, and personali - that the members would like me to consider buying it.

I knew the basics of flying clubs, but I had never really ties. Right off the bat, for example, the owners want to fly affordably. Aircraft availability is important, but nobody looked into how they worked. Jerry gave me a copy of the club’s by-laws and a detailed three-page description of its is willing to compromise safety. That means no quibbles if the plane needs maintenance or an inspection. Avail - 1978 Cessna 172 and cost information. Jerry named some of the members I might know. Many had attended our ability also depends on community spirit; being a good member and partner means never hogging the plane FAASTeam seminars and briefings, so Jerry didn’t have to convince me of these members' commitment to safe every weekend or for two-week trips. Everyone con - tributes as well by being accountable for some aspect of practices. After doing my own due diligence, to include research, financial review, and (of course) discussion with managing and operating the club. Naturally, I became the safety education officer.

Susie, my better half, I joined.

Good interpersonal relationships are built on personal Chemistry Counts respect, and group cohesiveness means that members enjoy I can't remember now which came first, my initial solo flying with each other to make the occasional expensive flight in the airplane, or the initiation barbecue at the han - hamburger run or to work on skills. After all, being com - gar. As I got to know my fellow members over a charcoal mitted to safety means maintaining proficiency through grill, I began to realize how fortunate I was. When multiple practice and recurrent training.

18 FAA Safety Briefing Formula for Success When it comes to safety, there are no secret formulas. So when I asked Ray to summarize what he has developed for our flying club, here’s what he provided.

Safety first. The expectation is for all members to keep learning. Safety starts with establishing a club safety/educa - tion officer. This club airman is the final decision-maker on FAA photo.

whether to ground the airplane. He or she provides direction on training and WINGS program updates. He or she is the which means that each member is an owner with a stake club's insurance liaison and tracks each pilot/owner's cur - in aircraft care, maintenance, and risk management. The rency and certification.

majority rules on decisions, and all abide by the outcome.)

Run it like a business, but remember that this kind of Establish a financial officer role to manage or track business also requires good member chemistry and a solid revenue, fixed and variable expenses, budgets, planning, and safety culture. Establish officers. Require all members to forecasting. This member needs to be detailed, conscientious, take some kind of active role in managing the group. These and a good communicator. He or she must also be transpar - steps maintain a level playing field, and owner chemistry/ ent in managing the club's money.

engagement thrive when everyone has a responsibility. Check Select owners wisely. This rule has several important regularly to see if any factors are out of balance with the components: (a) Stay away from the “I'm looking for a club's capabilities.

cheaper way to fly” pilot. (b) Look for the right chemistry.

Establish by-laws that are objective and clear. This docu - Experience shows it is better to have a likeminded low - ment is the foundation for a sound pilot/owner/club structure.

er-time pilot than a 5,000-hour pilot with a “Top Gun” It is specific and every pilot/owner must agree to it with a complex. You can change aptitude with coaching and signature. By-laws should include a process to approve repairs, training, but attitude is harder to change. (c) Select owners replacements, and upgrades to the aircraft and its equipment.

who are eager to join in for club meetings and socials, but also willing to clean up the airplane after each flight and Know the club’s limitations. How many pilots are too many? How many aircraft can the club manage? Which is to participate in clean-the-hangar days. (d) Look for like interests. Understand the type of owners you want and best for the club: an aircraft rental program, or equity owner - ship shares? (Note: My club takes the equity share approach, make sure the prospective member is a good fit. Check them January/February 2021 19 out! If a prospective owner claims to be safety-conscious, do you see validating actions? Is there any history of regulatory non-compliance?

Make sure a prospect’s flying needs align with existing members’ needs. Does the prospective owner want to make three overnight business trips per week? Does the member want to take the aircraft for an entire weekend every other week? Do owners want to allow month-long vacations that take the aircraft out of the region? It's best to clearly understand a prospect’s ambitions for both flying (e.g., trans - portation? training? recreation?) and finances (e.g., upgrades to the aircraft) before admitting that person as a member.

Establish backups. When any given member is on vacation, the club should designate another member to fill in as needed on the absent owner’s duties and responsibilities to the group.

Keep the fun factor! General aviation includes less than one percent of the population. Enjoy the time in the air and around your fellow aircraft owners and new friends.

As you can see from the pictures from our club friend Carmelo Turdo, founder of The Aero Experience photog - raphy, this group of friends were joined together from a common love of flying and from this flying club. I have since changed locations and reluctantly sold my share. I'm hoping to soon join a group that’s perfectly suited for me near my new home.

Are you a member of a flying club? Share your thoughts on what makes a successful club at @FAASafetyBrief or SafetyBriefing@faa.gov.

Members of this St. Louis-based flying club enjoy regular gatherings and cookouts and consider camaraderie important to the club’s success.

20 FAA Safety Briefing

Notes from FAA Safety Briefing Editor

Susan K. Parson

Before I moved to Arizona in 2019, I spent over 25 happy years in a northern Virginia flying club that owned and operated a C182. Like Phil, I am still searching for the right fit in a new club. My previous club shared many of the ingredients in Phil’s formula for flying club success, starting with safety as a core value and recruiting members who wanted to be responsible owners, not renters. We operated as a limited liability corporation that owned the airplane; members owned shares in the corporation. New members signed a document commit - ting to abide by both by-laws that established the legal structure and operating guidelines that specified rules for things like scheduling (e.g., a maximum of two reservations at any given time), proficiency (e.g., annual checks with the chief pilot), and procedures (e.g., dealing with mechanical issues away from home base). I strongly second Phil’s advice to verify that a prospect’s needs align with those of other members. In my experience, some of our biggest challenges arose from differing needs for the airplane. Lively discussions ensued when members who used the plane primarily for personal transportation wanted upgrades, while those who flew locally for pleasure and profi - ciency were more keen on keeping dues and rates low.

Phil Dixon is a FAA Safety Team (FAASTeam) program manager in the Memphis, Tennessee Flight Standards District office. A former designated pilot examiner, he holds an ATP certificate, is a flight engineer and flight instructor, with mul - tiengine, single engine, and instrument ratings. He produces the FAASTeam’s “57 Seconds to Safer Flying” instructional video series to inform, educate, and persuade pilots to make good decisions. Watch all his videos on the playlist at bit.ly/57secs.

Good member chemistry and a solid safety culture are two key elements of a successful flying club. A good way to accomplish this is to have each member contribute and be accountable for some aspect of the club’s operation.

January/February 2021 21

FLY

Into the

How to Get Into the World of Virtual Flying at Home By James Williams he world has changed. You’ve probably heard that

”Unfortunately, no one can be told

phrase a lot over the last few months. You’ve probably

T thought that a Matrix of your own, where you can

what the Matrix is. You have to see it control the environment precisely, doesn’t sound like such a bad idea. We can’t do that, but we can use a virtual world to sharpen and refine skills even if we can’t actually get into for yourself. This is your last chance.

a real-world airplane. We talked about using these virtual worlds in our November/December 2017 “Sim City” issue, After this, there is no turning back.

but here the focus is on what you can do to take advantage of these virtual worlds from home.

You take the blue pill, the story ends, Follow Me Down the Rabbit Hole you wake up in your bed and believe In today’s world, there is something of an arms race in the evolution of processors, and graphics cards are back in a big way. This is important because these developments enable

whatever you want to believe. You

flight simulation programs that are more sophisticated both in visual presentation and integration with real world weather

take the red pill, you stay in Wonder -

and air traffic control. To determine what equipment you need in terms of hardware for good simulation, though, first

land, and I show you how deep the

you need to understand what the requirements are.

Beware the System Requirements

rabbit hole goes.”

System requirements identify the minimum hardware and software specs required for the program to run. They are usually expressed as Minimum System Requirements — Morpheus, The Matrix.

and Recommended System Requirements. Minimum really does mean minimum! There is generally little to no 22 FAA Safety Briefing Photo courtesy of Intel.

A "Comet Lake" Intel CPU.

AMD offers its more modern Ryzen processors (now in third generation) to compete with the Core series. Ryzen CPUs are usually listed as Ryzen 3, 5, 7, or 9 to give you a rough correlation to the Intel competitors. As with Core, there are multiple offerings in each group, (i.e., Ryzen 7 5800X) (third generation).

Graphics Processing Units (GPUs): Formerly known as a video card, these processing units handle advanced Photo by Dan Williams.

visuals. Pay close attention to these specs, especially if they require a minimum amount of VRAM (Video Random Here’s the setup I used to test X-Plane and the MS Flight Simulator 2020.

Access Memory). A good GPU is key to better visuals.

performance margin built into those minimum specs if you RAM: Random Access Memory is the computer’s want to get anything close to advertised fidelity. Fidelity “working memory.” More is better and capacity is mea - loss might not be an issue for less sensitive games, but for sured in gigabytes (GB). 16GB is good but 32GB is better.

flight simulation, it breaks immersion and can make the RAM is faster for the CPU to access than the larger capac - aircraft impossible to control. So you need a computer that ity hard drive.

meets or exceeds not just the minimum requirements, but Hard Drive (HD): This is the computer’s long-term also the recommended system requirements. Now let’s memory. You’re trading speed of access for larger capacity.

decode each item in the list of requirements.

Standard modern HD capacities are measured Central Processing Units (CPUs): This is the com - in terabytes (TB) (1,000 GBs). But puter’s “brain.” It is a critical component. There are really the advent of Solid-State only two CPU vendors to choose from: Intel and AMD.

Drives (SSD) and Intel offers its Core series of processors. Now in the elev - later NVMe enth generation, these come in four flavors: Core i3, i5, SSDs i7, and i9 (higher numbers are better). Each model has a (nonvola - subset to indicate generation (i.e., Core i9-9900K) (ninth tile memory generation). New generations usually arrive every year.

solid state drives) improved transfer speeds so that HDs can be considered a perfor - mance part. NVMe SSDs, sometimes referred to as m.2 drives, plug directly into the Photo courtesy of Samsung.

An m.2 NVMe SSD. AMD's Ryzen CPU.

Photo courtesy of AMD.

January/February 2021 23 Photo courtesy of Nvidia.

Examples of Nvidia's new Ampere (30 series) GPUs. Note the massive upscaling of the cooling required.

capable system (Intel Core i9-9900K with an Nvidia GeForce motherboard and offer transfer speeds much closer to that RTX 2080 Ti, 32GB of RAM, and an m.2 NVMe). I “flew” of RAM than traditional HDs. Some programs recommend both in a virtual Cessna 172 with full controls (yoke/throttle not only a minimum amount of free capacity, but also quadrant/rudder pedals). Here’s how they stacked up.

suggest using a SSD.

Microsoft FS2020 has gorgeous visuals with many Bandwidth: Some programs require an active internet photorealistic airports and an eye-popping level of detail.

connection to run. This is measured in megabits per sec - When it came to the actual “flying,” though, X-Plane had ond (Mbps). You can test your connection here: the edge. Its physics and handling felt more like an air - www.speedtest.net.

plane, while FS2020 was more “arcade-like” (i.e., slightly On a Windows 10 system you can see your configuration more rubbery and forgiving). The difference wasn’t stark, by clicking on the Windows button on the lower left side but it was noticeable.

of the screen, then click Settings, About, and look at the X-Plane also has a significant lead in community sup - Device Specifications.

port including upgrades, a greater and more diverse set of aircraft models, and plug-ins (some free) that expand Choose Your Path functionality. For example, PlaneCommand allows you X-Plane has been (and may still be) the de facto standard.

to give spoken commands to a virtual copilot, (i.e., flaps But in August 2020, Microsoft returned to the virtual sky 10), which obediently performs these tasks. With proper with Flight Simulator, generally referred to as FS2020.

hardware and controls, X-Plane is used in FAA-approved FS2020 is much closer to what’s called a Triple A game training systems. The base simulator is very similar and can (think Call of Duty or Madden Football). So how does it be upgraded. Another point of divergence is that FS2020 stack up to the tried-and-true X-Plane? It’s tough duty but requires an internet connection to work.

since someone has to do it, I spent some time with each In the end, both options were fully capable of providing simulator in order to find answers.

enough fidelity to serve as a virtual training ground for Anything less than a really modern system is likely to your flying skills. For what it’s worth, I think the differences struggle with FS2020. X-Plane has lower system requirements boil down to personal preference: FS2020 feels like a really and also offers a free demo download you can use to test your polished video game, while X-Plane feels more like a simu - system. Since my venerable desktop was not up to the task of lator accessible to the general public.

properly testing these programs, I arranged access to a more 24 FAA Safety Briefing Right now, X-Plane is the only way to go for VR support. FS2020 recently started taking sign-ups for a closed beta test, but Microsoft has only confirmed support for one headset that is not yet publicly available.

If you want VR, also keep in mind that it may need addi - tional system requirements.

Using the right controls is one of the best ways to improve fidelity of PC-based flight simulation. Yes, you can use keyboard controls, but that doesn’t translate well as a stand-in for the airplane. FAA-approved trainers prohibit the use of a keyboard or mouse to manipulate the flight controls or other aircraft systems. There are a number of options now, to include VR controllers, joysticks, and yokes at various levels of sophistication. When combined with throttle quadrants and rudder pedals, you can have a great personal flight simulator. While it won’t meet FAA stan - dards, it can allow you to keep your head in the game and keep muscle memory firm.

One final word of advice: When shopping for PC VR and Gear, Lots of Gear components in general, and things like yokes in particu - One of the biggest aspects of immersion and fidelity in a lar, be sure to check manufacturer’s suggested retail prices simulator is the visual presentation, which is dependent on (MSRPs) and patronize reputable vendors. I’ve seen some the simulator programing, GPU ability to output that pro - crazy prices in the secondary market.

graming, and how you choose to display it. A large, high Back to the “Matrix” idea: Red Pill or Blue Pill? Building resolution monitor (or several) was once the best choice.

your own “training matrix” takes some money and effort, With the rise of high quality accessible Virtual Real - but start with what you’ve got and build your way up. Just ity (VR) systems, though, multiple monitors are now think of the virtual flying possibilities in a Matrix of your optional. Until I tried VR with flight simulation, I confess very own.

I thought it was a solution in search of a problem. I don’t Editor’s Note: The views and opinions expressed in this think that anymore. A article are those of the author and do not necessarily reflect the VR system with X-Plane

We can use a

official policy or position of the FAA. The FAA also does not 11 is impressive, so if officially endorse any goods, services, materials, or products of

virtual world

you’re looking for the best manufacturers that are referenced in this article.

possible “Matrix,” VR is to sharpen and

worth consideration. You

refine skills

James Williams is FAA Safety Briefing ’s associate editor and photo editor. He is can see how it improves also a pilot and ground instructor.

even if we

flight fidelity by just, well,

can’t actually

looking. Are you abeam LEARN MORE the numbers? Just turn

get into a

your head — no more

real-world

X-Plane 11 System Requirements fumbling with keyboard www.x-plane.com/kb/x-plane-11-system-requirements airplane.

controls to pan the cam - era left or right. While Microsoft Flight Simulator (2020) System Requirements bit.ly/MSFlightSim2020 you can’t necessarily touch the flight deck controls, you can use the VR controllers to manipulate them. It gave Speed Test me a bit of a chuckle to reach down and disengage the www.speedtest.net parking brake to taxi out.

January/February 2021 25

CHECKLIST SUSAN K. PARSON

IS THERE A CARD FOR THAT?!

NATIONAL CHECKLIST DAY

aviation safety tool carried the con - with the law of primacy, it tends to be There is always something new to learn. Even after a lifetime of immers - cept into numerous other industries. my go-to approach for activities like preflight inspection, engine start, and ing myself in All Things Aviation, I Same Concept, Shifting Forms had no idea that National Checklist pre-taxi.

While the basic checklist concept Do-and-Review: Pilots who pri - Day might be a thing. Though it hasn’t has been with us for 85 years, the inspired an annual proclamation or a marily use this method argue that it is structure, style, and use of this critical most consistent with the meaning of celebratory greeting card, apparently tool has evolved and, at least in my National Checklist Day is a thing, the word “checklist:” you perform the view, greatly improved. When I look action and use the checklist to verify and it rolls around every October 30.

at the checklist for the elderly-but- Here’s why. that you completed all listed items.

much-loved Aztec I flew alongside Go-with-a-Flow: This one — In the Beginning … the checklist for, say, one of today’s possibly just another name for On that day in 1935, Boeing was set tricked out GA glass cockpit airplanes, do-and-review — advocates using there is a world of difference.

to introduce what was then the most logical and consistent flow patterns sophisticated airplane ever: The Model One thing that hasn’t changed is to accomplish all necessary tasks, the tendency aviators have to argue 299, later (and better) known as the with the printed document as a B-17 Flying Fortress, at Dayton’s Wright — often quite passionately — about backup. Using mnemonics (e.g., “proper” or “correct” ways to do Field. Boeing’s chief test pilot and a CIGARS for pre-takeoff checklist) is company mechanic accompanied the things. I have certainly observed consistent with this method.

plenty of arm-waving discussions flight crew. On the ground, an eager Which one is the best? My response audience watched as the magnificent about the “right” way to use a check - to that particular challenge is “none of list. Here are the contenders: machine raced down the runway. It the above” (because each has limita - lifted off, began to climb, and crashed Challenge-and-Response: Profes - tions) and “all of the above” (because sional flight crews use challenge and seconds later. The cause? The flight crew each has its strengths). It is quite pos - had failed to disengage the gust locks. response. In this model, the pilot sible to effectively use each of them monitoring (PM) reads an item on Recognizing that aircraft complex - at different phases of any given flight.

ity had now outstripped the memory the checklist (the challenge). The The only wrong answer? Not using a pilot flying (PF) responds by taking capacity of any human, the company checklist at all!

created a checklist and made its use the required action, and the PM verifies that the correct action was mandatory. The rest, as they say, is Susan K. Parson (susan.parson@faa.gov) is editor of FAA Safety Briefing and a Special Assistant in history. Use of checklists expanded indeed taken.

the FAA’s Flight Standards Service. She is a general from flight crews to other aviation Review-and-Do: This method aviation pilot and flight instructor.

functions, and its success as an is the one I learned and, consistent 26 FAA Safety Briefing

DRONE DEBRIEF MIKE O’SHEA

TAKING THE NEXT STEP IN SAFE DRONE OPERATIONS

airspace safety and compliant with about 15 feet high, and practice So you got a drone over the holidays, or perhaps you ‘gifted’ one to yourself. FAA rules, but they don’t make you some simple maneuvers. I move the proficient with your specific drone. The drone left and right; spin it in place Now what? You clicked on the FAA’s DroneZone (FAADroneZone.faa.gov) FAA does not currently require a flight to the left and right; fly forward, fly proficiency test due to the lower risk backward, and fly side to side. I fly to register your new gadget. (Note: registration is not currently required associated with compliant small drone the drone as if I were piloting from operations (e.g., low weight, no passen - inside the aircraft, with the front of for drones that are less than .55 lbs and only used for recreational pur - gers, confined flight path, and multiple the drone always pointed away from safe landing options). So, is flight pro - me, so as not to confuse its directional poses). With the registration in hand, you ordered awesome bright orange ficiency important? Many small drones orientation. The only time I fly with on the consumer market can be flown the drone facing me is when I take registration numbers to dress up your drone per the FAA’s guidelines right out of the box. But you still need “dronie” shots of me or my boat.

to make the correct inputs and, for suc - Before I perform any complex (bit.ly/3motDK3).

Because you’ve done your research, cessful flight operations (and to avoid drone operation, I conduct drone damaging your shiny new drone), you flights in different environmental you knew you had to take the part 107 remote pilot knowledge test to receive need to be knowledgeable about their conditions and locations. These specific systems. flights increase my knowledge and your remote pilot certificate. Or, if you’re a recreational flyer and you’re fol - So what do you have to do to skillset as I become more familiar become proficient? When I get a with my specific drone and its/my lowing the safety guidelines you found at www.faa.gov/uas/recreational_fliers, new drone, the first thing I do is read capabilities. As I become more profi - everything about it to make sure that cient, I carefully expand my flights to you’re already planning for the upcom - ing safety test. Next, you downloaded I understand the controls and the more complex scenarios, such as fly - operational limitations. I familiarize ing at night, over people, and beyond the B4UFly App to make sure you won’t be violating any airspace restrictions. myself with the remote controller visual line of sight (with the proper before I even turn the drone on. Next, waivers, of course).

With your drone batteries charged and software updated, it’s time to take to the I make my initial flights in good Flying a drone for fun or for a weather and light winds, and I always business requires compliance with sky and fly!

Or is it? The steps listed above do check the B4UFly app for airspace FAA regulations/guidance and pro - help make you knowledgeable about restrictions. I launch the drone to ficiency to fly safely in the National Airspace System. Each drone is unique, and the FAA expects you to be proficient in its operation based on the complexity of the operation.

If you only plan to fly 15 feet above your backyard in perfect weather conditions, you most likely can accomplish these flights safely with a lower level of proficiency. But if you want to leave the backyard, start practicing!

Mike O’Shea works with government agencies as a resource on public unmanned aircraft operations and has more than 30 years of experience working in public safety. Let Mike know what you have done to become more proficient in the use of your drone at michael.oshea@faa.gov.

January/February 2021 27

NUTS, BOLTS, AND ELECTRONS JENNIFER CARON

CAN YOU SPOT THE MAINTENANCE DIRTY DOZEN? LET’S FIND OUT

Is this an example of: checklists, and review all items that We all make mistakes. That’s just human nature. But the reality we face were touched/opened/removed. Stress A. Fatigue in this industry is that aviation is is a factor here too. It can change your B. Complacency terribly unforgiving of human error. focus and emotional state in the blink Even a slight mistake can cause a fatal C. Lack of knowledge of an eye. As a good practice, keep your accident. That’s why it’s important to cell phone off during maintenance and The answer is B. Repetitive tasks, know the Dirty Dozen — the 12 com - check it only on breaks.

especially inspection items, are some - mon causes of mistakes in the aviation times overlooked because they’ve been 4) Your boss tells you the aircraft workplace. You need to recognize done so many times before without must be done two days earlier than their warning signs, and most impor - ever finding a fault. But don’t let down originally planned.

tantly, learn how to avoid or contain your guard; stay mentally engaged. Is this an example of: their effects. You’ll find the Dirty Train yourself to expect to find errors, Dozen list at bit.ly/DirtyDozn. A. Lack of communication treat all inspection items with equal Take our short quiz to see if you B. Stress importance, use checklists, and never can identify some of the most com - sign off on work you didn’t do. C. Pressure mon maintenance mishaps in the workplace. Good luck! 3) You’re cutting and twisting The answer is C. Pressure to safety wire and your cell phone complete the task is always present in 1) You’re working on the hori - rings. It’s your doctor with test aviation. Don’t let pressure cloud your zontal stabilizer leading edge and results. You take the call and leave judgment or tempt you into lowering instruct your new coworker to move the floor. Your coworker steps in to standards. Communicate your con - the stabilizer up using the trim complete the task and finds your cerns or ask for help.

switch. He actuates the trim switch safety wire pliers left behind, sitting Did you pick all the right answers?

to “nose up” and drives the leading on the engine. Learning to recognize and combat edge into the maintenance stand.

This scenario is the result of: the Dirty Dozen is an important step Was his mistake a result of: toward preventing errors and acci - A. Distraction A. Complacency dents. For more, check out the Dirty B. Stress Dozen Course (ALC-107) or the B. Distraction C. Pressure Maintenance Error Avoidance course C. A lack of communication (ALC-327) at FAASafety.gov.

The answer is A and B. Distractions The answer is C. Communication are everywhere in aviation mainte - between technicians is key, especially Jennifer Caron is FAA Safety Briefing ’s copy editor nance, and they’re the number one and quality assurance lead. She is a certified technical during procedures where more than cause of forgetting things. You can’t writer-editor in the FAA’s Flight Standards Service.

one technician performs work on the always prevent distractions but aircraft. Never assume what a coworker you can mitigate the effects by will do or has done. Communicate the trying to finish the job, includ - most important things in the beginning ing the lock wire or torque of the conversation and repeat them at seal. If you can’t complete the the end. Use logbooks, checklists, or job, unfasten the connection, worksheets to remove any doubt.

mark it as incomplete for the 2) Jill checks off an inspection next tech, or go back three checklist item because it’s not a steps when you restart the task.

critical component. She has never Shadow your toolbox for quick found any defects on all her previous inventory of all equipment inspections. before closing up panels, use 28 FAA Safety Briefing

ANGLE OF ATTACK TOM HOFFMANN

ON THE PLANE, SNOW IS GLISTENING …

lead to an inadequate Among the many challenges that winter weather presents for aviators, review of icing-related forecasts or tools.

snowfall is likely the most multi - faceted foe. It can severely restrict SA-082 details several aircraft accident sce - visibility, make airport surfaces slippery, render signage and lights dif - narios where wet snow was present, including ficult to discern, significantly increase a VFR helicopter flight rollout distances and, for those returning from a glacier hangar-less aircraft exposed to the dog camp that encoun - elements, wreak havoc on delicate air - tered IMC, snow, icing, craft parts and surfaces, particularly and gusting wind before after a heavy snow. But as the National impacting terrain. This Transportation Safety Board (NTSB) occurred despite the points out in a recent Aviation Safety pilot’s encounter with Alert (SA), there is yet another critical inflight icing in wet danger to consider with these falling snow on an earlier flight frozen flakes: wet snow.

that same day and flight Yes, those large clumpy flakes might manual prohibitions be fan favorites for snowball makers, training on using and understanding against flight in these but for pilots, they pose a serious these and other weather resources.

conditions.

threat to safety. Issued last September, Browse the course library on FAAS - So what can a pilot do to avoid SA-082 (Flight in Snow) advises pilots afety.gov for online courses and and/or mitigate potential wet snow to carefully assess the risk of flight in webinars you can take to up your game conditions? For starters, it’s important wet snow conditions. The SA stresses on icing and winter weather flying. It to fully comprehend the potential for that while snow is typically thought doesn’t hurt to also take some time to icing in these conditions, especially to consist of all-frozen water, snowfall learn more about your aircraft’s equip - when the outside air temperature can also contain liquid particles either ment features.

hovers around freezing and wet snow on the flakes or in liquid particles Finally, know your limitations. If falling amongst the snowflakes. This is possible. Keep in mind that a cloud you suspect you’ll be in over your that produces dry snow could also wet snow can freeze on contact with head on a flight weather-wise, cancel, aircraft surfaces and pose a hazard for contain super-cooled liquid.

divert, or make alternate plans. It’s just When you are assessing risk for structural, engine, and windshield ice that simple.

accumulation. flight into snow and potential icing, be For more information, and for a list sure to review more than just visibility The SA also mentions an investi - of helpful tips and resources on how gation that revealed some common and ceiling conditions. Check en route to mitigate the dangers of wet snow, weather conditions along your route of incorrect assumptions pilots have see SA-082 (link below).

about snow. For example, many flight, check for pilot reports (PIREPS), and leverage the current and forecast believe that flight in snow is generally LEARN MORE safe as long as minimum ceiling and icing products at aviationweather.gov/ icing/fip. You can also check out the visibility requirements are met, or that NTSB Safety Alert 082, Flight in Snow snow conditions are too dry or cold Graphical Forecasts for Aviation at bit.ly/SA-082 (PDF download) aviationweather.gov/gfa or the icing to pose an icing hazard. The NTSB also recorded in its findings that some overlays available on the Helicopter FAA Advisory Circular 91-74B, Flight in Emergency Medical Services Weather pilots believe flying in snow is safe as Icing Conditions long as you can see through it. The Tool aviationweather.gov/hemst. A bit.ly/AC91-74B (PDF download) sound investment might be to seek Alert notes that these assumptions can January/February 2021 29

VERTICALLY SPEAKING GENE TRAINOR

INTRODUCING THE ROTORCRAFT COLLECTIVE

anything from a helicopter. Narrator Dixon noted that he seeks to make Getting the word out is a challenge for any organization. Businesses and Randy Rowles, owner of the Heli - videos that are informative, entertain - copter Institute in Fort Worth, Texas, ing, insightful, and concise. He and governments spend millions if not billions of dollars annually on adver - encourages pilots to have a colleague Hamilton recruited a team in May to listen to their briefings or record them choose topics, write scripts, film peo - tising, public relations, and public events all in an effort to reach audi - for future review. ple and helicopters in action, and edit Future safety videos will cover top - the final products. They coordinate ences. We in the safety business are no ics such as helicopter icing, pre-flight different. This magazine and this col - with the U.S. Helicopter Safety Team.

safety check walk-arounds, and secur - Though it now takes around four umn represent part of the FAA effort ing internal and external cargo. Most to promote safety. The FAA also uses months to produce each video, Dixon will be under five minutes in length and Hamilton hope to eventually cut social media, news releases, and safety but still packed with information.

conferences to get its messages out. that time in half.

So how did the Rotorcraft Col - “Videos lend themselves to being When a new entrant joins the avia - lective start? FAASTeam Program tion safety business, especially if it’s a more instructional,” said Dixon, Manager Phil Dixon, the Collective’s citing their effective combination of grassroots group of people who know leader, already produces and hosts the their stuff, it’s an exciting develop - audio and visual elements. He further 57 Seconds to Safer Flying series that observed that “Social media is the ment. So join me in welcoming the focuses on fixed-wing aircraft. When Rotorcraft Collective to the aviation newest form of mass communication.” FAA Safety Liaison Team Lead Char - To see the videos, access this link safety effort!

lie Hamilton approached him about The Rotorcraft Collective is com - bit.ly/RotorCollective.

producing safety videos for helicop - posed of around a dozen engineers, ters, Phil readily agreed to pitch in.

pilots, mechanics, accident investiga - Gene Trainor is a communications specialist/ technical writer with the FAA Compliance and FAASTeam Manager Valerie Palazzolo tors, and communication specialists Airworthiness Division and a Rotorcraft Collective also got behind the project.

from industry and the FAA. Together team member.

they produce safety videos to share with the public. The group made its video debut during the virtual 2020 FAA International Rotorcraft Safety Conference. Those who receive emails from the FAA Safety Team (FAAS - Team) might have seen the Collective’s promotional video for this three-day conference in October. Others might have seen it on the conference website at www.faahelisafety.org.

During the conference, the group’s first safety video, which covered the importance of thorough preflight passenger briefings, premiered on the final day. During the four-and- a-half-minute video, viewers learn that passengers should be briefed about the following: the dangers of rotor blades, how to enter and exit a helicopter, securing cargo, wear - ing seatbelts, and never dropping 30 FAA Safety Briefing

FLIGHT FORUM JENNIFER CARON the research done by Sabrina Woods, Knowing the proce - dures and V speeds Ph.D. fitness/fatigue, the lifestyle of flying, and keeping healthy will for their own airplane. I asked become de rigor in flight training and not just taught as a by-the-way one guy to give me a short field takeoff, subject. I look forward to your con - tinued stellar articles.

and he asked me if I wanted him to use — Niven flaps! — Elroy Thank you for sharing your feedback.

Hard to come down We enjoyed working on this issue, and we are happy to hear that we hit the and slow down at the same time. mark. Check out the entire July/Aug 2020 human factors-themed issue at Slow down before you start down on Here’s an example of GA your glide path, it makes for better bit.ly/FAASB-Arc.

Safety Facebook Group landings. — Bill members supporting and Up, Up, and Away helping each other.

Here’s the FAA Safety Team’s response What a great couple of Safety from Heather Metzler: Check out our GA Safety Facebook Briefing magazines! Great info Thanks for the all the input. I really page at on accident prevention and safety was expecting more on landings than Facebook.com/groups/GASafety items. Fantastic hot air balloon acci - what was posted, but you all covered a dent data article by Adam Magee If you’re not a member, we lot of ground! Good conversation on a [Sep/Oct 2020]. He does an excel - encourage you to join in on the few techniques as well.

lent job putting things in a different discussions and post relevant GA light. Learned a ton from Adam's Human Factors Dreamin’ content that makes the National efforts with the FAA Safety Team.

Airspace System safer.

Well, you have done it — published His magazine articles are great, the FAA Safety Briefing I have been courses he has for WINGS credit are dreaming about for 35 years! It is so For the flight instructors in the fantastic, and the Lighter Than Air nice to see human factors in the Jul/ group: When conducting a flight (LTA) Outreach Webinar series has Aug 2020 issue come into the light review, what is the most common been very informative!

for all in the industry and not just air flight skill weakness that you see?

— Tom carriers! I’ve always said that most of This question was posted to our GA Thanks very much for taking the time to our airline professionals now come Safety Facebook page by Heather let us know you enjoyed the latest issues almost exclusively through general Metzler, FAA Safety Team Program of FAA Safety Briefing. We were happy aviation. The funding focus is on the Manager and WINGS Pro. Here are to include balloon safety; anyone who air carrier domain, but maybe things some of your replies: flies is part of the aviation community, are changing? Thanks again for and we aim to reach everyone we can.

warming my heart with this issue of Basic stick and rudder skills.

— Michael Safety Briefing .

Let us hear from you! Send your com - — Janeen ments, suggestions, and questions to Inability to fly without a GPS, can't SafetyBriefing@faa.gov. You can also The July/August 2020 issue covers hold altitude, can't land reason - reach us on Twitter @FAASafetyBrief so many in-depth topics and empa - ably soft or with any kind of flare.

or on Facebook at facebook.com/FAA.

thizes with the intense stress that the — Sandra COVID-19 public health emergency We may edit letters for style and/or The greatest weakness I see is the has caused amongst many of us length. Due to our publishing schedule, ground portion of the review.

pilots. The work/research and scien - responses may not appear for several — Stephan tific metrics developed by the FAA’s issues. While we do not print anony - AIR and Flight Standards divisions Crosswind landings. — Tom mous letters, we will withhold names was just phenomenal. Having an or send personal replies upon request. If Pilots need an Aeronautical Deci - engineering background, the study you have a concern with an immediate sion Making (ADM) course and a on “End Around Taxiway” mask FAA operational issue, contact your WINGS phase for flight review at screens was a learning experience.

local Flight Standards Office or air FAASafety.gov. — Bob I also really enjoy the work and all traffic facility.

January/February 2021 31

POSTFLIGHT SUSAN K. PARSON

PUTTING THE “PRO” IN PROFICIENCY

Here’s the inside scoop on people with and money count toward that goal. Brief and Debrief an outsized level of skill that often gets Put quality into every hour you fly.

Perfection may seem to be an unat - them classified as “outliers.” tainable or unrealistic goal; in fact, Tally and Track Have you ever heard of the 10,000- I don’t know anyone who claims to Hour Rule? Based on a study by One of the most effective ways to get have logged the “perfect” flight. Still, the most out of your flying time is to Florida State University professor aiming in that direction will get you Anders Ericsson, this “rule” holds that make a personal piloting proficiency a lot farther than settling for “good plan. Just like a flight plan, your success in a given activity is based not enough.” Use pre-flight briefings to so much on talent, but rather on lots personal proficiency plan should be make sure you understand where based on a “destination” or goal. Here of practice. This premise became the you fell short last time, how that guiding principle of author Malcolm are a few questions to guide your goal happened, and how you can fix it this setting process: (a) What aspect of Gladwell’s 2008 book, Outliers: The time. Finish every flight by spending Story of Success. With examples that your flying do you most need or want a few minutes to debrief. Review how to improve? (b) What do you most encompass everything from basket - it went, identify what needs your ball to The Beatles, Gladwell argues want to achieve through flying? (c) attention in the next flight, and create What will it take to get there? Because that the kind of “overnight success” an action plan. Especially if the events generally attributed to pure talent or you can’t effectively manage much of 2020 have limited your flying without metrics, I love spreadsheets.

sheer luck is more often the result time, don’t hesitate to get help from a of someone willing to invest at least When working toward a new certifi - qualified flight instructor if you can’t cate or rating, I have generally created 10,000 hours in responding to the figure it out or safely respond to the challenge of choice. a table showing what I needed in challenge on your own.

terms of hours and aeronautical expe - For those whose chosen challenge Let the new year’s flying begin!

is GA flying, that’s a daunting num - rience. In addition to documenting each flight in my logbook, I greatly ber. Like many who fly for personal Susan K. Parson (susan.parson@faa.gov) is editor transportation or for fun, I have enjoyed adding to the spreadsheet of FAA Safety Briefing and a Special Assistant in the FAA’s Flight Standards Service. She is a general and watching the advancement of my basic bills to pay before I can direct aviation pilot and flight instructor.

money into GA flying activities. As aeronautical goals.

for 10,000 hours? Running the num - bers shows that such a tally would require flying 20 hours each week for 10 years. If only. But there are things we can do.

Quality Counts Quality matters. Here’s an example.

A year or so ago, I heard the story of a pilot who had been hired into an airline job with something north of 8,000 hours in his logbook. The problem? He had accumulated most of those hours flying VFR in the local area. He quickly washed out of the airline’s training program. You might not be aiming for an airline career, but you can increase your proficiency by making every hour of your flying time 32 FAA Safety Briefing

PAUL CIANCIOLO FAA FACES

BRAD PALMER

Manager, FAA General Aviation and Commercial Division

Growing up near a small airport out - the FAA’s Flight Standards District side of Pittsburgh, Brad Palmer always Office (FSDO) in Richmond, Virginia, had an interest in flying. A career in and later returned to FAA head - aviation was inevitable. He took flying quarters as an air carrier operations lessons as a teenager, but didn’t earn inspector and program manager for his pilot certificate until college. the pilot records database. “During “While learning to fly, I worked out my time developing the database, I on the line supporting the mechanics,” had the opportunity to be in contact he recalls. “Pittsburgh winters were with families affected by the Colgan cold, and I quickly realized I would Air Flight 3407 accident in 2009,” rather be in the cockpit than out on Brad said. “It was a very sobering yet that cold ramp.” rewarding experience that reminded Brad became a flight instructor and me how the work we do affects peo - helicopters, and balloons, along with then a check pilot instructor at a part ple’s lives in a positive way.” the outreach efforts of the FAA Safety 141 pilot school. He flew for a private When the Department of Transpor - Team (FAASTeam) and this magazine.

business ferrying single and multi-en - tation created the Unmanned Aircraft Brad’s division is staffed with employ - gine airplanes across the country. System (UAS) Integration Pilot Pro - ees in 30 states.

Piedmont Airlines hired him at age gram (IPP) in 2017, Brad’s FAA career Recent accomplishments include 20. During his ten years with the took a new direction. Under the IPP, signing a bilateral agreement on pilot company, he also worked with the Air which directed the FAA to partner certification with the European Avi - Line Pilots Association (ALPA). with state, local, and tribal govern - ation Safety Agency, relief for certain Brad started his FAA career as a ments and private sector entities to persons and operations during the general aviation (GA) operations accelerate safe drone integration, Brad COVID-19 public health emergency, inspector in the Airmen Training and helped develop rules to support more and issuing three air carrier certifi - Certification Branch at the agency’s complex low-altitude operations. “I cates to UAS operators.

DC headquarters. He transitioned to think the best part of working on “Looking ahead, the biggest chal - the IPP was seeing the communica - lenge for the FAA’s Flight Standards tion and openness between the FAA, Service will be safely integrating new local, state, and tribal governments, entrants without adversely impact - and leading edge industry partners,” ing traditional GA operations,” Brad observed. “We were all working Brad says. “With UAS growth and toward the common goal of integrat - the development of UAS airspace ing drones safely into our national management, we must work swiftly airspace system.” to further integrate—rather than Now, as manager of the General segregate—these operations with Aviation and Commercial Division, traditional manned aviation.” Brad oversees the teams charged with “Safety is always the top prior - developing and maintaining regula - ity,” he notes. “Leveraging available tions and policies on pilot training, technologies to decrease the GA fatal certification, and operating rules accident rate and integrate UAS will governing GA, as well as promot - help us continue to increase safety.” ing aviation safety throughout the country. His wide-ranging portfolio Paul Cianciolo is an associate editor and the social includes managing the operational Brad’s two boys, Jett and Grey, enjoy some GA flying media lead for FAA Safety Briefing. He is a U.S. Air environment for everything from time with their dad. In the back seat (not pictured) is Force veteran, and an auxiliary airman with Civil drones, to large commercial airplanes, Brad’s wife, Natalie and their daughter, Marley.

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