News and Events

 

FAA has published a Fact Sheet titled Safer Flight in Icing Conditions.  This letter reviews recent changes in certification standards for ice-protected airplanes, proposed rulemaking for improved ice detection, and new recommendations for use of pneumatic deice boots. 

 

Although the Fact Sheet is addressed primary to manufacturers and operators of transport-category airplanes, the fact that such emphasis is being placed on these larger, more ice-capable aircraft strongly suggests that ice prediction, detection and protection equipment and procedures are even more lacking in general aviation.

 

Notably, the National Transportation Safety Board (NTSB) on November 8th renewed its call for enhanced ice prediction, detection and airworthiness standards as part of its 10 Most Wanted list of aviation safety recommendations to the FAA.

 

 

Past news items

 

FAA announces it has surpassed its safety goals for fiscal year 2007.  An October 29, 2007 press release states:

 

The number of fatal general aviation accidents declined by 5 percent this year, the Federal Aviation Administration (FAA) announced today.  The FAA’s goal was to have no more than 331 fatal general aviation accidents during the 12 months ending Sept. 30. The actual number was 314. Fatalities in general aviation accidents also declined significantly, from 676 in fiscal 2006 to 564 in fiscal 2007. For these calculations, “general aviation” includes not only privately flown planes but also non-scheduled air taxi flights.

 

FAA's Deputy Administrator for Safety Nick Sabatini cites modern "glass cockpit" technology, the nascent FAA Safety Team (FAASTeam) program and "a dedicated commitment to safety by everyone in general aviation” for the improved record.

 

It's not known whether the commonly accepted reduction in personal aviation flying hours (a response to increasing fuel and other expenses) is in part responsible for the reduction in mishaps, but big increases in corporate and charter ("non-scheduled air taxi") operations are included in the FAA's goals statement and likely more than offset any decrease in personal/recreational flying.

 

The full press release is available on the FAA's website.

 

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The National Transportation Safety Board (NTSB) has published new guidance to pilots for avoiding thunderstorms.  Released as part of the NTSB Final Report on the severe thunderstorm penetration that led to legendary test pilot Scott Crossfield's death, this guidance reminds pilots that avoiding thunderstorms is "primarily [the pilot's] responsibility," and outlines the role and limitations of Air Traffic Control in helping pilots avoid severe weather encounters.

 

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Airworthiness Directives (ADs) and Special Airworthiness Information Bulletins (SAIBs) are going all-electronic.  Starting as early as September the FAA will no longer mail ADs and SAIBs to registered aircraft owners or persons who subscribe to FAA AD/SAIB mailings.  You must register an email address with FAA to receive these vital safety documents. 

 

Visit the FAA's AD/SAIB registration site to sign up for updates. The process will take several minutes.  After you have accessed the site:

  1. Follow all directions for registering.

  2. When presented the list of manufacturers' products (even with high-speed internet, it may take a minute or more for the list to update), check the first box that appears and the entire list will "uncheck."

  3. Go down the list and check the airplane, engine and propeller types for which you'd like to receive ADs/SAIBs (by manufacturer and precise model code).

  4. Complete the registration process as directed.

ADs and SAIBs that apply to specific products will automatically be emailed to you as they are issued.  Example: A new magneto AD will be sent to all who have requested ADs/SAIBs for the engine type that normally has that model of magneto installed by the manufacturer.

 

If you modify your airplane, engine or propeller it appears there is no way to request ADs for nonstandard installations through the email system.  Contact the STC holder or modification provider for its guidance on how you can receive safety updates related to their products.

 

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The FAA has released a revised version of FAA-H-8261-1A, the Instrument Procedures Handbook.  As might be expected, this revision adds information emphasizing procedures involving GPS operation and Technologically Advanced Aircraft.  Include a read of the IPH in preparation your next IPC or Flight Review.

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Fuel management continues to be the single most common cause of in-flight engine failure.  A recent edition of AOPA's "Never Again Online" focuses on fuel mishap avoidance....

 

NEVER AGAIN ONLINE: A CALCULATED GUESS
How well do you manage fuel consumption during flight? Do you visually check remaining fuel in the tanks before every takeoff? You may want to ponder these questions carefully as you read this month's installment of Never Again Online.

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FAA Going to Electronic-Only Airworthiness Directives

 

posted on the FAA's AD website May 2007:

 

Beginning in 2007, you will be able to sign up and receive your ADs via E-Mail.  Choose which ADs you want to receive. You will be able to select by make, model, engine and/or propeller.

Anyone will be able to sign up for this service. You won’t need to be an owner or operator. All you will need is an E-Mail address.

We expect the system to be fully implemented by July 2007.

Eventually we will cease mailing paper copies, but not until we are confident the system is working.

We will update this website as more information becomes available.

We’re interested in your input. Please contact us at 405-954-7071, 405-954-4103.

Or E-Mail us at ADs by E-Mail
 

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Spreading new FAA WINGS

The FAA Safety Team (FAAST) is changing the focus of its Wings-Pilot Proficiency Program from an awards-based program to a true proficiency program. The new system is expected to be in place in June. In a release on the FAAST Web site, spokesman James Pyles said the goal of the program is to instill a culture of constant education and re-education in pilots. "It encourages pilots to continue their aviation educational pursuits and requires education, review, and flight proficiency in the Areas of Operation found in current Practical Test Standards (PTS) that correspond with the leading accident causal factors in the United States," he said. That would be the stick. The carrot is that as long as a pilot keeps up with the curriculum, the requirement for flight reviews is suspended [ed.--this is no change from the current WINGS program].

Under the program, pilots design their curriculum to fit their own requirements and continuously study and review the material. The educational activity is monitored by the FAA and, as long as it meets the requirements of the basic level. Of course, the program also encourages more advanced courses of study as a way of keeping pilots actively thinking about safety. If they drop out, though, the time table for flight reviews is reinstated.

(Mastery Flight Training will provide updates on the specific changes as the information becomes available).

 

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New ATC Precipitation Reporting Criteria

 

An April 2007 FAA InFO (Information For Operators) letter describes new definitions for terms Air Traffic Controllers use to describe areas of  precipitation. 

 

Highlights:

For more details read the InFO letter.

 

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From AOPA:

FAA seeks pilot input on definition of 'known icing'

The FAA's general counsel published a letter of interpretation for comment on April 3 in the Federal Register regarding a proposed change in the definition of "known icing."

This comes after a request by AOPA in November 2006 that the FAA rescind an interpretation by the agency's Eastern Region counsel, which said that "high relative humidity" combined with freezing temperatures could constitute known icing conditions. AOPA said such a definition would ground general aviation for most of the winter.

Now, the FAA wants to know what pilots think of its new interpretation before making it final.

The proposed letter of interpretation reads in part, "The ultimate decision whether, when, and where to make the flight rests with the pilot. A pilot also must continue to reevaluate changing weather conditions. If the composite information indicates to a reasonable and prudent pilot that he or she will encounter visible moisture at freezing or near freezing temperatures and that ice will adhere to the aircraft along the proposed route and altitude of flight, then known icing conditions likely exist. If the AFM prohibits flight in known icing conditions and the pilot operates in such conditions, the FAA could take enforcement action."

"The FAA's definition leaves it up to pilots to decide whether or not icing conditions could be present along their route of flight," said Rob Hackman, AOPA director of security and regulatory policy. "This is appropriate because the pilot must make the go/no-go decision based on the weather information."

AOPA is reviewing the interpretation, and the association will be filing comments before the May 3 deadline.

Members are encouraged to submit their comments on the proposed definition online or to:

Docket Management Facility
U.S. Department of Transportation
400 Seventh Street, SW
Room PL-401
Washington, DC 20590-0001

 

 

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AOPA's Air Safety Foundation reminds us of the need for good fuel planning, monitoring and management in its Fuel Awareness Safety Advisor.

 

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U.S. House Transportation Committee wants to crack down on "widespread fraud" on aviation medical applications.  From AVweb 3/27/07:

 

House Committee Probes Aviation Medical "Fraud"

By Chad Trautvetter, Editor in Chief

On Tuesday [March 27], House Transportation and Infrastructure Committee Chairman James L. Oberstar, D-Minn.,...released a committee oversight report that identifies "widespread fraud" among pilots who hide serious medical conditions from examining physicians to retain medical certification for their FAA pilot certificates. The report notes that "in July 2005, the DOT Inspector General found 'egregious cases' of airmen lying about debilitating medical conditions on their applications" for FAA medicals. The DOT watchdog sampled 40,000 airman's records and found more than 3,200 held current medical certificates while simultaneously receiving Social Security benefits, some for medically disabling conditions. Forty people were prosecuted, but the committee's oversight and investigations staff believe hundreds more could have been pursued if not for limited resources. Further, the research team found "toxicology evidence" of serious medical conditions in nearly 10 percent of all pilots involved in fatal accidents during a 10-year period, though less than 10 percent of these medical conditions were disclosed to the FAA.

(If pilots continue to fly with "serious" and disqualifying medical conditions, what does that say about their mindset for making other risk management decisions that affect their safety and that of passengers and persons on the ground?--TT)

 

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from Cockpit Concepts March 5, 2007:

 

Long time aviation safety expert CO Miller posed the question, "What is aviation's most egregious error?" Most of the answers focused on altitude busts while the second most popular were related to CFIT. CO surprised everyone by stating that the most egregious error made in aviation is, "The failure of the aviation industry to take full advantage of the 'lessons learned' from all its accidents."

 

"Lessons learned" is what Mastery Flight Training and the Weekly Accident Update are all about.  To learn more lessons about the safety of flight, get a free subscription to Cockpit Concepts. 

 

Cockpit Concepts is e-mailed two times a month (5th, 20th). This issue is posted to Hangar 13's Library, and prior issues can be found in Archives.
 

 

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Bob Miller doesn't sugar-coat safety.  An outspoken advocate for quality recurrent training, Bob publishes Over the Airways--the bi-weekly journal for the proficient pilot.

 

With a free subscription you'll receive regular e-mail compilations of Bob's insightful articles on the state of personal aviation, and what informed pilots like you can do to improve the safety and the public perception of general aviation.  Bob's attitude is that some aspects of aircraft safety are appalling, but at the same time provide positive lessons we can take to the cockpit to eliminate repeating accident history...the same motivation I've had for over seven years with the Weekly Accident Update. 

 

Be an even safer pilot.  Sign up for Over the Airways.

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AOPA Report Shows Rise In GA Accidents

AOPA this week released its annual review of aviation safety, the Nall Report, and this year's edition shows the overall 2005 accident rate increased to 7.2 accidents per 100,000 flight hours, compared with 6.5 the year before. The rate of fatal accidents also increased, from 1.3 to 1.4 per 100,000 flight hours. "While the sky certainly isn't falling, the record that we chalked up in 2005 could stand some improvement," said Bruce Landsberg, executive director of the AOPA Air Safety Foundation. The number of fatal accidents related to weather declined, but the number due to maneuvering flight rose. The complete text of the Nall Report also is available free online.

 

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From AOPA on-line:

NTSB warns pilots to be more vigilant about severe weather enroute
As a result of several fatal crashes in the last year, that National Transportation Safety Board has issued a new bulletin urging pilots to be more vigilant, and to make fewer assumptions, when it comes to hazardous weather. The report highlights four accidents, including the April crash of former supersonic test pilot Scott Crossfield, as instances when pilots and air traffic controllers did not communicate as clearly as they could have in regards to severe weather nearby. While the bulletin encourages pilots to avoid areas of severe thunderstorms, it also reminds pilots to ask air traffic controllers when instructions are unclear, and to clarify with each controller what weather services are available, since different radar facilities have different equipment that may provide more or less detail than other facilities. <http://www.ntsb.gov/alerts/SA_011.pdf>

 

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Read the review of Sander Vandeth's A Pilot's Guide to Safe Flying, a book so good Australia's Civil Aviation Safety Authority is giving a copy to every student pilot in Australia.

 

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The Aviation Safety Reporting System highlights the hazards of interrupted checklists in its latest report.

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AOPA's Air Safety Foundation asks "How Long Has It Been?  Rustiness Can Kill".  This e-report details the fatal crash of a light twin piloted by a pilot who had not flown in nine months...and whose instructor had specifically counseled about the hazards of not flying frequently. 

 

The airplane crashed after overshooting the turn to final, the pilot overcorrected with a steep turn that was followed by a pitch up and roll, a classic traffic-pattern stall.  Read more about this mishap, and follow links to more AOPA reports.

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NASA's Aviation Safety Reporting System (ASRS) celebrates its 30th year of improving flight safety by highlighting the "close call" experiences of others.  Read the anniversary issue of Callback in pdf or html. 

 

Additional ASRS links:

 

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A new AOPA Air Safety Foundation ePilot report highlights the advantages of using "all available resources" in the airplane when faced with an abnormal situation...and a reminder that, when working with others, communication is the most important factor in a successful outcome.  Read the report of a Beech Baron's manual landing gear extension procedure gone bad in this ASF report.

 

(Note: AOPA reports this as a Beech Travel Air, perhaps understandable given that the mishap airplane's official designation is "95-C55".)

 

 

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From www.aero-news.net:

NTSB Reports Increase In Aviation Accidents In 2005

The NTSB has released preliminary statistics for 2005 showing an overall increase in civil aviation accidents for both scheduled airline and general aviation operations.

U.S. civil aviation accidents increased from 1,717 in 2004 to 1,779 in 2005. However, total fatalities decreased from 636 to 600, and most of these occurred in general aviation and air taxi operations.

"The increase in accidents is disappointing," said NTSB Acting Chairman Mark Rosenker, "but the decrease in total fatalities is a hopeful sign. Overall, it is clear that we need to maintain a strong focus on safety in all segments of the aviation community," he said.

General aviation accidents increased from 1,617 in 2004 to 1,669 in 2005. Of these, 321 were fatal accidents, up from 314 in 2004. The general aviation accident rate increased from 6.49 per 100,000 flight hours in 2004 to 6.83 in 2005. The fatal accident rate increased from 1.26 to 1.31.

The number of fatalities rose slightly from 558 to 562.

In 2005, 32 accidents were recorded for Part 121 scheduled airline operations, including three that resulted in 22 fatalities. In June, the driver of a mobile belt baggage loader at Washington Reagan National Airport was fatally injured when the vehicle struck a US Airways Express EMB-170 being prepared for flight.

In December, a Southwest Airlines Boeing 737 slid off the runway at Chicago's Midway Airport, went through a barrier fence and onto a roadway, killing a passenger in a passing automobile. Also in December, a Chalk's Ocean Airways Grumman G73T experienced an in-flight breakup shortly after takeoff in Miami, resulting in 20 fatalities.

Air taxi operations reported 66 accidents in 2005, the same number as reported in 2004.

The accident rate for this category showed a slight decrease from 2.04 per 100,000 flight hours in 2004 to 2.02 in 2005, with fatalities dropping markedly from 64 in 2004 to 18 in 2005.

FMI: www.ntsb.gov/aviation/Stats.htm

 

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Kimberly Smith, Manager of the Federal Aviation Administration's Small Aircraft Directorate, said at a recent Public Meeting on the topic of aging general aviation aircraft that "Aging...means different things."  It means "facing the negative impact of fatigue, corrosion, [effects on electrical] wiring and aircraft operating history.  It does not mean chronological age."

 

Watch this space for more information on the FAA's March 22-23 Aging Aircraft Public Meeting, held in Kansas City.

 

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FAA clarifies that reports of an FAA/ATA agreement on so-called "user fees" (as reported below) were incorrect, and that no arrangement is in place with the Air Transport  Association or other entities to institute a program of user fees at this time.  The report does not refute that FAA has been expressing increased public interest in a new "revenue stream" for funding, outside of direct Congressional budgetary control.

 

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FAA has agreed with the Air Transport Association to impose a system of user fees for commercial and general aviation airplanes.  If this goes through as described there may be a dramatic change in private flying in the United States. 

 

From www.aero-news.net:

FAA, ATA Agree On User Fees

Wed, 01 Mar '06

Now To Stick It To The Rest Of You

The Los Angeles Times is reporting today that the FAA and the Air Transport Association have signed an agreement on a user-fee-based system. The paper says that the agreement was signed in Washington Thursday, and now the airlines and the FAA will work together to lobby Congress. The ATA website does not mention the agreement as of this writing, nor does the FAA's.

Under the agreement, airlines would pay fees for each takeoff,  and for enroute use of the air traffic system. The fees would be sized produce some $10 billion of the FAA's over-$14-billion budget; the remainder is envisioned as coming primarily from user fees on general aviation and on other FAA activities. The "other activities" are expected to include significantly increased charges for registration and certification services, according to FAA documents obtained by Aero-News.

Although the actual contents of this agreement have yet to be made public, the agreement reportedly protects the airlines from peak-fee charges, which they were determined to avoid. The Air Traffic Control system is sized for, and its expenses driven by, the peak requirements of the airline industry. The need to manage the hundreds of departures from the nation's twenty busiest airports, at the same times every morning and evening, is one of the biggest cost drivers. But the lines have argued for, and obtained, flat fees. The airlines and FAA are also determined to make general aviation pay "a fair share." How that is determined will have a profound impact on the industry.

Many GA operators are required by regulation to operate in a system that was built and is operated for the primary convenience of the airlines, and they are unlikely to quietly accept a new mandate to subsidize those same airlines. FAA's own forecast doesn't have GA instrument operations recovering to Year 2000 levels (let alone exceeding them) until 2014 (that's at terminal facilities... it sees the recovery coming at enroute facilities earlier).

The interests of the FAA and the airlines came together, in that both were dissatisfied with the old system. FAA says that the old ticket- tax did not produce a stable revenue source because tickets are selling for less (yet, FAA revenues actually have recovered, because load factors are markedly higher). The airlines didn't mind the ticket tax so much, but wanted out from under the 4.4 cent a gallon fuel tax, 4.3 cents of which goes to the FAA (the 0.1 goes to a fund to deal with leaking storage tanks).

The real benefit of user fees for the FAA is that it gives the FAA scope to unilaterally raise its own revenues; this is good news if you are a unionized FAA employee. It also creates the need for an entire new bureaucracy in Washington to collect and manage the fees.

For the ATA, it creates the possibility of shifting costs by using its political clout, not to mention damaging Part 135 charter operators and Part 91 fractionals that have been siphoning off the lines' highest-margin customers.

FMI: www.airlines.org (Air Transport Association), www.faa.gov

 

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An article from Aero-News.net

 

ADIZ TFR: UFN

Thu, 23 Feb '06

NOTAM Number: FDC 6/2238
Issue Date: February 22, 2006 at 20:13 UTC
Location: Metropolitan Area, Washington, District of Columbia
Beginning Date and Time: February 23, 2006 at 17:00 UTC
Ending Date and Time: Until further notice
Reason for NOTAM: Temporary flight restrictions for Special Security Reasons
Type: Security
Replaced NOTAM(s): This notice combines previously issued FDC NOTAMs 5/9477, 5/1254, 4/5555, 5/9481, 5/9482, 6/0465
Pilots May Contact: Leesburg (LEE) Automated Flight Service Station, 866-225-7410

Affected Area(s)

 Airspace Definition:
 Washington, D.C. Metropolitan Area Air Defense Identification Zone (ADIZ)
 Altitude: From the surface up to but not including FL(180)
 Effective Date(s):
 February 23, 2006 at 17:00 UTC (February 23, 2006 at 12:00 EST) - Until further notice

 Airspace Definition:
 Bay Bridge and Kentmoor
 Altitude: From the surface up to but not including 4500 feet MSL
 Effective Date(s):
 February 23, 2006 at 17:00 UTC (February 23, 2006 at 12:00 EST) - Until further notice

 Airspace Definition:
 Washington, D.C. Metropolitan Area Flight Restricted Zone (FRZ)
 Altitude: From the surface up to and not including FL(180)
 Effective Date(s):
 February 23, 2006 at 17:00 UTC (February 23, 2006 at 12:00 EST) - Until further notice

Operating Restrictions and Requirements

No pilots may operate an aircraft in the areas covered by this NOTAM (except as described).

All Areas

 For purposes of this NOTAM only, a DC ADIZ flight plan is defined as a flight plan filed for the sole purpose of complying with the requirements for VFR operation into or out of the DC ADIZ. The DC ADIZ flight plan is separate and distinct from a standard VFR flight plan. There is no search and rescue associated with DC ADIZ flight plans.

 Transponder Failure: Any person operating an aircraft within the DC ADIZ who becomes aware of an inability to comply with the requirement to continuously squawk the ATC assigned transponder code must immediately request control instructions and comply with all instructions from ATC. If unable to contact ATC, pilots must exit the DC ADIZ by the most direct route. These procedures do not authorize entering restricted areas.

 Penalties: Pilots who do not adhere to the above procedures may be intercepted, detained and interviewed by federal law enforcement/security personnel and/or DoD. Additonal sanctions are possible.

 Get more information about waiver applications from the FAA website at http://www.waiver.tfr.faa.gov

Washington, D.C. Metropolitan Area ADIZ

 A. Operating requirements in the DC ADIZ: The following procedures apply within the Washington, D.C. Metropolitan ADIZ. No person may operate an aircraft, including ultralight vehicles, unmanned air systems, civil aircraft, and public aircraft, unless that person follows the rules of 14 CFR and meets the following standard DC ADIZ operating requirements:

 1. The aircraft is equipped with an operable two-way radio capable of communicating with ATC on appropriate radio frequencies.

 2. The aircraft is equipped with an operating transponder with automatic altitude reporting capability as specified in 14 CFR Section 91.215.

 3. Before departing from an airport within the DC ADIZ or before entering the DC ADIZ, pilots must file and activate an IFR flight plan or, for VFR, a DC ADIZ flight plan. For VFR operations, the FAA will consider the DC ADIZ flight plan to enter/exit the DC ADIZ closed when the pilot lands aircraft at an airport within the DC ADIZ or when the aircraft exits the DC ADIZ. Once an aircraft exits the DC ADIZ, it cannot re-enter the DC ADIZ on the same flight plan.

 4. Before operating in the DC ADIZ, pilots must get a discrete transponder code from ATC and must continuously squawk that code until leaving the DC ADIZ or landing at an airport within the DC ADIZ.

 5. Pilots must establish and maintain two-way radio communications with the appropriate ATC facility before entering and while operating in the DC ADIZ. Aircraft operating in an airport traffic pattern at non-towered airports and monitoring the CTAF are exempt from this requirement.

 6. Pilots must get an appropriate clearance before operating within Class B airspace and must establish two-way communications with the ATC facility providing air traffic services before entering Class D airspace.

 7. Aircraft operations by pre-approved DoD, law enforcement or aeromedical flights are exempt from the requirements of Part 1.3.

 B. VFR traffic pattern operations at towered airports

 1. Pilots conducting VFR traffic pattern operations (not including practice instrument approaches) at an airport with an operational airport traffic control tower within the DC ADIZ must:

 a) Request closed pattern work before departure or traffic pattern entry.

 b) Remain in two-way radio communication with the tower.

 c) Continuously squawk transponder code 1234.

 2. Before exiting the traffic pattern or conducting any other flight operations within the DC ADIZ, pilots must comply with standard DC ADIZ operating requirements.

 3. DoD aircraft operating in the VFR traffic pattern of a military airport may be assigned a discrete code other than 1234.

 4. Pilots operating under the provisions of this section need not to file a flight plan if the aircraft remains exclusively within the airport VFR traffic pattern of the same airport.

 C. DC ADIZ Egress procedures for select airports: These procedures permit aircraft operating from select airports to exit the DC ADIZ by the shortest route without complying with the standard DC ADIZ requirements. They apply only to aircraft exiting the DC ADIZ. These procedures do not authorize entering restricted areas.

 1. These procedures further apply only to aircraft departing the following airports: Airlie /2VA9/ VA (DCA270035), Albrecht /MD48/ MD (DCA043044), Harris /VA97/ VA (DCA284040), Martin /MD90/ MD (DCA101036), Martin State /MTN/ MD (DCA054040), Meadows /3VA1/ VA (DCA272036), Mylander /MD92/ MD (DCA083034), Stewart /MD64/ MD (DCA101035), St. John /4MD9/ (DCA026039), Tilghman Whipp /7MD9/ MD (DCA111034), Upperville /2VG2/ VA (DCA288039), Wolf /1W5/ MD (DCA017033).

 2. The following egress procedures apply:

 a) Pilots need not file a flight plan.

 b) Aircraft must squawk code 1205 to indicate their intent to depart the DC ADIZ.

 c) Pilots must monitor Potomac approach as soon as practicable after departing and until clear of the DC ADIZ.

 d) Pilots must exit the DC ADIZ by the shortest route before proceeding on course.

 e) Pilots need not communicate with Potomac TRACON unless directed by ATC.

 f) Pilots arriving at one of the above airports, or transiting the DC ADIZ, must comply with standard DC ADIZ procedures.

Bay Bridge and Kentmorr

 A. Ingress/egress procedures for Bay Bridge (W29) and Kentmorr (3W3), MD.:

 1. The following procedures apply for ingress/egress to W29 and 3W3:

 a) Pilots must remain below the floor of Class B airspace (3,500 or 4,500 feet MSL, as appropriate).

 b) Pilots must proceed no further west than the western-most point of the Chesapeake Bay Bridge.

 c) Arriving aircraft must fly the shortest route from the eastern ADIZ boundary to W29 or 3W3.

 d) Departing aircraft must fly the shortest and most direct route from W29 or 3W3 to the eastern ADIZ boundary.

 e) Aircraft flying between W29 and 3W3 must squawk the appropriate arrival code and enter the arrival pattern via the shortest route.

 2. If the planned flight will not conform to the above procedures, pilots must comply with standard DC ADIZ procedures.

 3. Pilots arriving/departing 3W3 must squawk code 1233.

 4. Pilots arriving/departing W29 must squawk code 1227.

 5. Direct any questions to the Federal Aviation Representative at the National Capital Regional Coordination Center telephone (703) 563-3221.

Washington, D.C. Metropolitan Area FRZ

 A. Operating requirements in the DC FRZ: the following operational procedures apply within the Washington, D.C. Metropolitan FRZ.

 1. All Parts 91, 101, 103, 105, 125, 133, 135, 137 flight operations are prohibited within the Washington, D.C. Metropolitan FRZ, except flights specifically authorized by waiver from the FAA.

 a) All flights are prohibited except operations approved in advance by FAA or any of the following entities: DoD, aeromedical, law enforcement, other federal agencies, foreign operated state aircraft.

 b) Aircraft operations by approved DoD, approved law enforcement or approved aeromedical flights must maintain contact with ATC and continuously squawk an ATC issued transponder code.

 c) Lifeguard flights must get appropriate authorization before entering the DC FRZ. Locally based emergency medical helicopters, with appropriate FAA and TSA program approval, are exempt from this requirement. For information on authorization contact the FAA at the national capital regional coordination center, telephone (703) 563-3221.

 2. The following operations are authorized:

 a) Part 121 air carrier flights that meet or exceed TSA-approved standard security programs/procedures.

 b) Aircraft operating under the DC Access Standard Security Program (DASSP) with a TSA flight authorization.

 c) Aircraft with an appropriate FAA waiver.

 3. Get information about waiver applications from the FAA website at https://waiver.tfr.FAA.gov, or call the National Capital Regional Coordination Center (NCRCC), telephone (703) 563-3221.

 B. Operating requirements in the Maryland 3: all persons operating an aircraft to or from the College Park Airport (CGS); Potomac Airfield (VKX);or Washington Executive/ Hyde Field (W32), must follow operating requirements and all other requirements as specified by the Transportation Security Administration (TSA), and meet or exceed the provisions of 49 CFR Part 1562.3. Approved DoD, approved law enforcement, or approved aeromedical flight operations are exempt from the flight plan requirement specified below. For all arrivals and departures, pilots must comply with the following:

 1. File a flight plan for each leg of flight with the Leesburg automated flight service station (AFSS), telephone 866-225-7410.

 2. Pilots may not file from the air.

 3. Obtain an ATC authorization with discrete transponder code from Potomac approach.

 4. Maintain two-way radio communication with ATC while operating within the DC ADIZ/FRZ.

 5. Be equipped with an Operational Mode C and continuously squawk an ATC issued transponder code

 C. Pilot procedures for operating in the Maryland 3:

 1. Pilots must call Leesburg AFSS, telephone 866-225-7410, and identify themselves using the confidential pilot identification code assigned to them.

 2. Leesburg AFSS will accept a flight plan only after verifying the confidential pilot identification code.

 3. ATC may accept IFR cancellation in the air, however, pilots must remain on the ATC issued transponder code until on the ground.

 D. Air traffic procedures in the DC FRZ: Pilots operating an aircraft departing from College Park Airport (CGS); Potomac Airfield (VKX); or Washington Executive/ Hyde Field (W32) must meet the following requirements:

 1. Egress procedures

 a) Get an ATC authorization from Potomac approach, telephone 866-599-3874.

 b) IFR departing Washington Executive/Hyde Field and Potomac Airport: ATC will provide eastbound or southbound departure instructions to outside the DC FRZ. Aircraft must fly as assigned by ATC.

 c) IFR departing College Park Airport: ATC will provide eastbound or northbound departure instructions to outside the DC FRZ. Aircraft must fly as assigned by ATC.

 d) VFR aircraft must fly as assigned by ATC until clear of the DC FRZ and/or the Class B airspace and expect departure instructions away from the DC FRZ.

 2. Arrival procedures

 a) Comply with standard DC ADIZ operating requirements.

 b) VFR approach to College Park Airport: pilots can expect routing via the vicinity of freeway airport.

 c) VFR approach to Potomac Airport and Washington Executive/Hyde Field: pilots can expect routing via the vicinity of Maryland airport or Nottingham VORTAC.

Area Descriptions

For purposes of this NOTAM only, the Washington, D.C. Metropolitan Area Air Defense Identification Zone (DC ADIZ) is that area of airspace over the surface of the earth where the ready identification, location, and control of aircraft is required in the interests of national security. Specifically, the DC ADIZ is that airspace, from the surface to but not including FL180, within the outer boundary of the Washington Tri-Area Class B airspace area, and that additional airspace contained within an area bounded by a line beginning at 383712N/0773600W, thence counter clockwise along the 30-mile arc of the DCA VOR/DME to 384124N/0762548W, thence west along the southern boundary of the Washington Tri-Area Class B airspace area to the point of beginning.

Ingress/egress procedures for Bay Bridge (W29) and Kentmorr (3W3), MD. Is defined as an area bounded by the following coordinates: 390327N/0762223W to 390045N/0762416W to 385012N/0762548W to 385010N/0761420W to 385653N/0761218W TO 390210N/0761609W to point of beginning below 4500 FT MSL.

The Washington, D.C. Metropolitan Area Flight Restricted Zone (DC FRZ) is defined as an area bounded by a line beginning at the Washington /DCA/ VOR/DME 300 degree radial at 15 NM 385655N/0772008W, thence clockwise along the DCA 15 NM arc to the DCA 022 degree radial at 15 NM 390611N/0765751W, thence southeast via a line drawn to the DCA 049 degree radial at 14 NM 390218N/0765038W, thence south via a line drawn to the DCA 064 degree radial at 13 NM 385901N/0764832W, thence clockwise along the DCA 13 NM arc to the DCA 282 degree radial at 13 NM 385214N/0771848W, thence north via a line drawn to the point of beginning, excluding the airspace within a 1 NM radius of Freeway Airport /W00/ Mitchellville, MD, from the surface up to but not including FL180. The DC FRZ is within and part of the Washington, D.C. Metropolitan ADIZ.

Other Information:

ARTCC: ZDC - Washington Center
Point of Contact: Federal Aviation Representative
 National Capital Regional Coordination Center
 Telephone 703-563-3221
Authority: Title 14 CFR section 99.7

FMI: www.tfr.faa.gov, Depicted TFR data may not be a complete listing. Pilots should not use the information on this website for flight planning purposes. For the latest information, call your local Flight Service Station at 1-800-WX-BRIEF.

 

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The FAA has issued Special Airworthiness Information Bulletin (SAIB) SW-06-21 concerning "certain autopilot components that could exhibit a potential failure of the Turn Coordinator causing the [autopilot's] roll computer to drive the servo when not commanded...."

Turn coordinator-referencing autopilots include S-TEC  models and the King KAP 140.  Both are very common current-production Cessna, Diamond and Cirrus airplanes as well as being retrofitted in many legacy aircraft.   Other model autopilots may also reference the turn coordinator.  "Glass cockpit" airplanes with these autopilots use a hidden turn coordinator-like gyroscope that potentially suffer the same failure modes.  Check the Pilot's Operating Handbook supplement for the airplane you fly to determine if its autopilot senses from the turn coordinator.

This SAIB warns that a failed turn coordinator or something as simple as a loose grounding strap from the turn coordinator's power supply can cause the autopilot command a roll.  This has ramifications also for flight if the turn coordinator becomes inoperative or its circuit breaker pop.

The warning continues:  "When this failure occurs the autopilot might (if equipped) display...an "AP Ready" annunciation even though the roll axis is in a failed or misleading condition.  This failure may result in loss of control of the aircraft."

The FAA has "field data to support that when the Rate Gyro of the Turn Coordinator losses [sic] its power reference signal, the Roll Flight Guidance Computer would continuously drive the servo in a non-commanded direction.  The field data...identifies that this failure may occur in various autopilots." 

The SAIB lists three recommendations, condensed here:

Perform a preflight test to check all modes of the autopilot as contained in the Pilots Operating Handbook autopilot supplement.

Disconnect the autopilot and hand-fly the airplane if you see any deviation from expected flight path. 

Check the turn coordinator power reference for proper grounding during annual inspection.
 

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Over 20,000 U.S. pilots submitted comments on the Washington DC ADIZ...Did you?

Proposed changes to the airspace around Washington D.C. threaten to significantly restrict personal and business aviation over a area, inhibit commerce for aviation and non-aviation businesses in the region, and erode freedom of travel as guaranteed under the Constitution.  The proposed creation of a new class of National Defense Airspace (NDA) would provide severe penalties for even minor and accidental transgressions while on otherwise authorized flights, and threatens to spread to other parts of the country.

Over 20,000 U.S. pilots submitted comments to the FAA, and four public meetings in the D.C. area took the message to lawmakers.  To see all the posted comments (there are over 18,000 at the time of this writing), from any of the comments screens hit the simple search button at the upper left of the FAA's comments center page.  Enter 17005 in the Docket Number field and then search.  From there you can view text and pdf versions of every comment (note: the pdf views are much easier to read). 

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Next Monday, Feb. 6, is the final deadline to comment on ADIZ

Proposed changes to the airspace around Washington D.C. threaten to significantly restrict personal and business aviation over a area, inhibit commerce for aviation and non-aviation businesses in the region, and erode freedom of travel as guaranteed under the Constitution.  The proposed creation of a new class of National Defense Airspace (NDA) would provide severe penalties for even minor and accidental transgressions while on otherwise authorized flights, and threatens to spread to other parts of the country.

NOW'S THE TIME FOR YOU TO ACT.

Your public comment on Docket 17005 will make our views known.  See AOPA's ADIZ Alert for more on this vital issue, and help with making your own comment to rulemakers.  If you're fully informed on the issue and ready to submit your comment, use this direct link to the comment center. 

To see all the posted comments (there are over 18,000 at the time of this writing), from any of the comments screens hit the simple search button at the upper left.  Enter 17005 in the Docket Number field and then search.  From there you can view text and pdf versions of every comment (note: the pdf views are much easier to read).

LET YOUR VIEWS BE HEARD by posting your comments to Docket 17005.   DEADLINE for posting comments is FEBRUARY 6th.

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Airplanes with missing or incorrect data in the FAA's registration database may be "restricted from the national airspace system" and  owner(s) and nonowner pilots attempting to fly such airplanes will be subject to enforcement action.  Deadline for making any necessary corrections is February 1, 2006 . 

According to FAA notices published in the Federal Register, "The FAA and TSA believe that it is in the interests of national security and aviation safety to ensure that only properly registered aircraft operate within the National Airspace System (NAS)."

The FAA has posted an Aircraft Registrations At Risk  inquiry page.  Aircraft on this list have "known incorrect addresses" that need to be addressed and corrected as necessary before the February 1st deadline.  "These aircraft registrations are at risk of being suspended or revoked and the N-number assignment canceled." 

To be doubly sure...

**************

Read Tom Turner's daily Aero-Tips, starting in January on www.aero-news.net. 

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Look for Tom Turner's Aero-Craft podcasts, Mondays in the Featured Broadcasts section of www.aero-news.net.  Links to past 'casts will appear on the Books and Magazines page of www.thomaspturner.com.

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Looking for a last-minute gift idea?  Order Dick Ward's Flying Thoughts: An Aviator's Flight Through Life.  Read the review, with ordering information.

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An article from Aero-News.net  12/07/2005:

Aero-News Welcomes Expert CFI Tom Turner To The ANN Line-Up

Wed, 07 Dec '05

Will Provide Daily Aero-Tips, As Well As Weekly 'Aero-Craft' Audio Segments

Our regular readers will recognize the name Tom Turner -- and maybe, some of you have even been fortunate enough to meet him. Tom is one of THE people to talk to on matters of aircraft systems and operation... in fact, Tom is the Manager of Technical Services for the American Bonanza Society. In addition to his duties with ABS, Tom also operates Mastery Flight Training in Wichita... so he knows a little something about flight instruction, too.

We've been keeping this under our headsets for awhile now, but the time has come for us to announce that Tom (above, at this year's AirVenture) has agreed to bring his considerable expertise to the pixilated pages of Aero-News. (Turner, like the rest of us at ANN, evidently views sleep as something for others to experience.)

Tom will soon be providing our readers (and -- this is so cool to say -- our listeners) with a series of features intended to both refresh our minds, and educate us, in-depth, on matters of technology and safety we may think we know, but could always stand to learn more about. Remember: a good pilot is ALWAYS learning.

These features will be split between our print site and on our Aero-News Aero-Casts, and will consist of:

  • Aero-Tips: Aero-Tips -- to be a part of the normal daily rotation, on our website's Top News page -- will cover all manner of aeronautical knowledge and related topics -- such as defining what a Class II NOTAM is and telling us about what a Flight Service briefer, or a DUAT-generated flight brief, is NOT required to tell you. They're destined to be a short but oh-so-valuable tech briefing... each and every day.
  • Aero-Tech Aero-Casts: Just as the name implies, these will be a weekly series of safety and aero-technical audio programs, focusing on topics such as safety procedures, regs, meteorology and staying ahead of the capabilities of your aircraft. This is where Tom's depth of knowledge REALLY shines, and we highly encourage all of our readers to check them out. (Besides, Tom has really been working hard on his Pete Combs impression...)

"ANN has always been blessed by being able to work with some of the most expert people in the aero-biz," says ANN Editor-In-Chief Jim Campbell. "Tom Turner is a guy whose work I've greatly admired, so I couldn't be more pleased to offer a guy with his kind of talent and background to readers of ANN, the world over. This guy is the real-deal -- the kind of person that pilots need to listen to... especially in a system that grows more complex and task-intensive with each passing day."

"ANN has truly aggressive plans for the coming year, and beyond," Jim added, "and with the kind of talent that Tom represents, along with a number of others that will be joining the ANN team shortly, we feel that ANN is able and willing to maintain its position as one of the aviation world's foremost news and information services."

Tom, welcome to Aero-News. We look forward to learning more about the world of aviation from you. And now... yep, just park over there, and Rob will be sure to wash your car. (Just don't point out to him that, now, he's technically the "newbie.")

FMI: www.bonanza.org, www.thomaspturner.com, www.aero-news.net/podcasts
 

_______________________________________________________________________________________________________________________

The National Transportation Safety Board has issued is long-awaited report on "Risk Factors Associated with Weather-Related General Aviation Accidents."  NTSB's recommendations to the FAA include:

  1. Add a specific requirement for all pilots who do not receive weather related recurrent training, that the biennial flight review include the following: recognition of critical weather situations from the ground and in flight, procurement and use of aeronautical weather reports and forecasts, determination of fuel requirements, and planning for alternatives if the intended flight cannot be completed or delays are encountered. (A-05-024)

  2. For pilots holding a private, commercial, or airline transport pilot certificate in the airplane category who do not receive recurrent instrument training, add a specific requirement that the biennial flight review include a demonstration of control and maneuvering of an airplane solely by reference to instruments, including straight and level flight, constant airspeed climbs and descents, turns to a heading, and recovery from unusual flight attitudes. (A-05-025)

  3. Establish a minimum number of weather-related questions that must be answered correctly in order to pass Federal Aviation Administration airman knowledge tests. (A-05-026)

  4. Develop a means to identify pilots whose overall performance history indicates that they are at future risk of accident involvement, and develop a program to reduce risk for those pilots. (A-05-027)

  5. Determine optimal information presentation methods and delivery systems for flight service station weather information briefings, including the possibility of supplementing or replacing some portions of the current standard weather briefing with graphical data. (A-05-028)

  6. Revise guidance materials associated with pilot weather briefings to include guidance for pilots in the use of Internet, satellite, and other data sources for obtaining weather information suitable for meeting the intent of 14 Code of Federal Regulations Part 91.103 and subsequently inform the aviation community about this change. (A-05-029)

*********************************
The General Aviation Manufacturers Association (GAMA) released the third quarter numbers for general aviation shipments and billings. Compared with last year at this time, shipments rose 25.7 percent to 2,423 units, while industry wide billings for new airplanes rose to $10.3 billion.  This of course includes all general aviation airplanes including turbines.  Piston deliveries are up 25.6% in 2005 when compared to the first three quarters of 2004, with 1685 piston airplanes produced in the first three quarters of this year.
 
The third quarter report, including total shipments by manufacturer to date in 2005 and links to reports back through 2000, is available here.

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UPDATE 11/3/2005

Transportation Secretary Norm Mineta said in his remarks at AOPA Expo November 3, that the comment period on Docket 17005 has been extended 90 days.  He promises also that AOPA's call for a public meeting on the issue will be heeded by the FAA.  See AOPA's ADIZ Alert for details.

Original news item:

Proposed changes to the airspace around Washington D.C. threaten to significantly restrict personal and business aviation over a area, inhibit commerce for aviation and non-aviation businesses in the region, and erode freedom of travel as guaranteed under the Constitution.  The proposed creation of a new class of National Defense Airspace (NDA) would provide severe penalties for even minor and accidental transgressions while on otherwise authorized flights, and threatens to spread to other parts of the country.

NOW'S THE TIME FOR YOU TO ACT.

Your public comment on Docket 2004-17005 will make our views known.  See AOPA's ADIZ Alert for more on this vital issue, and help with making your own comment to rulemakers.  If you're fully informed on the issue and ready to submit your comment, use this direct link to the comment center. 

To see all the posted comments (there are over 10,300 at the time of this writing), from any of the comments screens hit the simple search button at the upper left.  Enter 17005 in the Docket Number field and then search.  From there you can view text and pdf versions of every comment (note: the pdf views are much easier to read).

LET YOUR VIEWS BE HEARD by posting your comments to Docket 2004-17005.   DEADLINE for posting comments is FEBRUARY 2nd.

MY POSTED COMMENT:

As a practicing instructor pilot and a former U.S. Air Force officer, I strongly oppose the proposed restrictions on flight operations in the National Capital Region (NCR) contained in Docket 2004-17005.  I've flown and provided flight instruction in the Region under existing ADIZ rules, and have found that these rules create unacceptable flight delays that destroy the utility of private aircraft when used for business or pleasure.

 

Having served our country in command of nuclear alert forces in the field, I fully understand the need for security when protecting vital National assets.  The proposed changes contain in this Docket, however, provide no additional security or ability to identify aircraft beyond that already in place under pre-9/11 Class B airspace rules in the region.  The proposal would, nonetheless, strangle the remaining aviation-related businesses in the NCR that have managed to remain open under the already restrictive Washington ADIZ--itself a knee-jerk response to a nonexistent threat "temporarily" emplaced at the beginning of the Iraq war.  Additionally, it would eliminate the significant non-aviation business dollars brought to the region through access to local commerce by non-airline aviation.

 

Most disturbing is the creation of a new class of National Defense Airspace (NDA) that is unnecessary, which requires (as does the current ADIZ) pilot actions that are directly opposite of techniques trained and evaluated for Federal pilot certificates and ratings, and which would be seized upon to restrict access by other cities jealous of the "special protection" afforded the NCR--all with no discernable increase in real security over that provided under Class B rules.

 

Free, intelligently monitored access to airspace is vital to National security and commerce.  It is also a right afforded citizens of this land who have qualified for pilot certificates.  I did not serve my country for four years on strategic alert to see our rights taken away in the name of "doing something," when that "something" does nothing to further protect our nation.

 

Instead, pilot training and awareness of the current Class B rules would provide the aircraft identification and tracking that is the goal of Docket 17005.  Existing Class B penalties are sufficient to ensure that pilots who violate the airspace will not do so again.

 

I strongly urge Docket 2004-17005 be withdrawn.

 

 

Thomas P. Turner

Mastery Flight Training, Inc.

Rose Hill, Kansas

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NASA's Aviation Safety Reporting System (ASRS) is severely underfunded and may be in danger of being eliminated.  Somewhat erroneously known as a "get out of jail free" means of reporting transgressions, ASRS is in fact designed to capture vital safety lessons learned from situations that almost or may result in a mishap.  Most unintentional regulations violations, if promptly reported by the pilot, are immune from penalty (but not the rulings themselves) should the pilot be found in error--this is designed to encourage pilot contribution to the ASRS safety database.

The August 2005 ASRS Callback reports:

"We feel that it is important to keep you, the aviation professionals who contribute to, and benefit from, the Aviation Safety Reporting System, informed about the status of the program.  The ASRS has been flat funded by the FAA since 1997 and experienced a 20% funding shortfall in 2005.  While the future budget has not been finalized, indications are that the situation could be even worse in FY '06."

Contact your Federal representatives and/or AOPA if you'd like to promote continued funding of the ASRS.

For more about the Aviation Safety Reporting System, including the program's immunity policy, click here.

For back issues of ASRS Callback click here.

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AOPA highlights a 9/6/2003 fatal Baron mishap resulting from distraction after a cabin door opening on takeoff, in an on-line Special Report.  The mishap was reported on the Weekly Accident Update as follows:

9/6 1825Z (1425 EDT):  Departing Winder, GA, the door of a Be55 “opened on takeoff” and the “aircraft lost altitude, struck tree and caught fire.”  The solo pilot of the Baron died and the airplane was “destroyed.”  Weather: clear skies, nine miles visibility and an eleven-knot surface wind.  N62JF was a 1964 B55 recently (June 2003) registered to a corporation in Auburn GA.

(“Loss of control—door open on takeoff”; “Fatal”; “Aircraft destroyed”; “Recent registration”—this sort of thing seems to happen about once or twice every year.  A reader who has his airplane serviced at Winder said a local witness reports scarring on the runway that suggests the right propeller struck the pavement several times before the Baron began to climb.  Fly the plane, land, and THEN worry about the door)

Read the AOPA article.

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AOPA highlights a Bonanza mishap in describing the hazards of a "black hole" (poorly lit) airport, in an on-line Special Report.  The mishap was reported on the Weekly Accident Update as follows:

1/22 1230Z (0630 local):  Two died, and a Be36 was “destroyed,” when according to local media the Bonanza “clipped a power line” while attempting a landing at Brownwood, Texas.  “The landing gear clipped a power line, a (Department of Public Service) spokeswoman said. The plane hit a group of standing trees, the left wing broke off and the aircraft burst into flames, The Abilene Reporter-News reported in its Sunday editions.”  Weather was “clear and 10” with a nine-knot surface wind.  N1750A was a 1969 Model 36 registered since 1995 to an individual in Dallas, Texas.

(“Impact with obstacle during normal landing”; “Fatal”; “Aircraft destroyed"; "Night")

Read the AOPA article.

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MASTERY FLIGHT TRAINING, Inc.'s presentation Those Who Have and Those Who WON'T--Avoiding Landing Gear-Related Mishaps, at EAA AirVenture on Saturday, July 30th, was "podcast" live by www.aero-news.net . 

Thanks to those who attended.  See the Aero-News.Net podcast archives for the audio.

**********************

 

from ARSA Callback:

 

ASRS to Conduct General Aviation Weather Encounters Study

 

Weather-related accidents account for the majority of aviation fatalities and most of these weather accidents involve General Aviation aircraft.  Since (most) GA aircraft are not equipped with voice or data recorders, the specific causes for these accidents are often unknown.  In order to develop preventative measures, it is therefore extremely important to gather insights and data from pilots who were involved in weather-related incidents.

 

In conjunction with the FAA, NASA/ASRS will examine a variety of GA weather encounter issues.  Some of the factors to be analyzed include: VFR into IMC, icing encounters, unexpected ceiling and/or visibility issues, disorientation, loss of positional or situational awareness, loss of aircraft control, controlled flight toward terrain (CFTT), and severe turbulence.  Contributing elements such as pilot experience, training, proficiency, weather briefings and aircraft equipment will also be studied.

 

While most aircraft involved in weather encounter events reported to ASRS are expected to be light single and twin, piston-engine aircraft, all aircraft and rotorcraft involved in FAR Part 91 and 135 operations are to be included in this study—piston, turboprop or jet.

 

The time frame for this effort is from April 2005 through September 2005.  [one hopes they continue this study through the critical icing season--tt]

  

In order to provide the level of detail needed to fully understand the hazardous situation and the factors affecting it, ASRS will begin contacting pilots who report general aviation weather encounters to request their voluntary participation in completing a written survey questionnaire.  Reporter participation in the survey is strongly encouraged.

 

All identifying information (names, company affiliations, etc.) will be removed before the ASRS research data is given to the FAA.

 

To support FAA and industry efforts to improve awareness, knowledge, training and procedures related to aviation weather, ASRS strongly encourages general aviation pilots who experience adverse weather encounters to report these incidents to the Program and to participate in the Weather Encounters Study.

 

http://asrs.arc.nasa.gov

 

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Do you fly or instruct in multiengine airplanes?  AVEMCO announces the industry's ONLY damage and liablity coverage when you fly OR INSTRUCT in multiengine airplanes.  Click here for a quote on your single- and multiengine nonowned and CFI insurance.

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from AOPA Online:
"UPDATE: April 19, 2005, the FAA has issued several "alternate means of compliance" (AMOC) that will allow most T-34s to get back in the air this summer. The new AMOCs will allow most owners to fly their T-34s for up to 60 hours, provided they don't exceed 152 knots or -0/+2.5 Gs, don't fly aerobatics, avoid flight into known moderate or severe turbulence, and complete a surface eddy current inspection. It applies to aircraft that have had wing spar modifications by GAMI, Nogle & Black, or Parks Industries. Owners need to contact the original AMOC holder to get the 60-hour flight extension.

"Those aircraft modified by the Saunders Strap AMOC must complete the same surface eddy current inspection as the other AMOCs. However, once the inspection is completed, the airplane is returned to its original flight envelope and has a 300-hour interval between inspections of the center section."

Determined and tireless efforts on the part of the T-34 Association, engineering by the T-34 Spar Corporation/GAMI and participation by all four T-34 AMOC holders has resulted in cooperative development with the FAA of this means of getting T-34s back in the air for at least a limited time until a final "fix" for spar and structure failures can be developed and approved.  Notably, this ruling provides the go-ahead for GAMI's instrumented flight of its T-34 that promises to generate more data proving the viability of the design.

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Raytheon Aircraft announces it has "renamed" (more correctly, "redesignated") the Bonanza and Baron, to reflect installation of the Garmin G1000 integrated "glass cockpit" as standard equipment with expected certification by July 2005.  Beginning with the 2006 model year the Bonanza will now be known as the "G36 Bonanza" and the Baron the "G58 Baron," according to a Raytheon Aircraft press release.

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A Notice of Proposed Rulemaking published in the Federal Register would change the definition of "substantial damage" to include additional items.  For piston-powered airplanes this would include propeller separation in flight and "loss of information from a majority of an aircraft's certified electronic primary displays."  Such incidents would require filing a mishap report with the NTSB.  The comment period on this NPRM has now expired.

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From www.aero-news.net:

Last year's preliminary GA accident data from the NTSB shows the fewest GA accidents since record-keeping began in 1938 and the lowest number of fatal accidents since 1945, AOPA said last week. The number of GA accidents in 2004 dropped 8.4 percent compared to 2003, and the number of fatal accidents declined 11.4 percent, AOPA said. The numbers also improved for flying during instruction. There were 17 fatal instructional accidents in 2004, half the total of 2003. Total instructional accidents were down almost 12 percent.

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A B36TC owner reports to the Aviation Safety Reporting System his second incidence of accidentally selecting the auxiliary ("boost") pump to the HIGH position when thinking he was retracting the landing gear after takeoff.  The pilot notes the close proximity of the auxiliary boost pump switch to the landing gear handle and landing gear indicator lights in 1984 and later A36s and B36TCs, and the similarity in required movement for retracting the landing gear and activating HIGH boost. This and the high percentage of reported mishaps that involve improper landing gear operation point to the need for extreme diligence when operating the landing gear.

As the pilot discovered, and as noted in the Pilot's Operating Handbook, running the auxiliary pump in the HIGH position may provide enough additional fuel flow to reduce engine power or cause, as in this case, a total power interruption.  Specifically the B36TC POH states, in the TAKEOFF checklist:

"DO NOT TAKE OFF WITH THE AUXILIARY FUEL PUMP ON HI.  EXCESSIVELY HIGH FUEL FLOWS CAN CAUSE ENGINE COMBUSTION TO CEASE DURING THE TAKEOFF ROLL. If fuel flow exceeds the red line...,manually lean to the fuel flow red line prior to takeoff."

Both the IO-550 A36 and the B36TC POHs note in the FUEL SYSTEM description in Section VII, Systems Description, that "HI boost must not be used during flight unless the engine-driven fuel pump has failed.  The increased pressure of the HI boost will over-drive the fuel control unit producing abnormally high fuel flows which, in turn, will cause roughness.  In some cases, engine combustion may cease."  The B36TC POH adds: "These characteristics are less pronounced as altitude is increased."

Be very careful to avoid inadvertent activation of HIGH boost, especially close to the ground, and to turn the pump OFF immediately if activating HIGH boost results in engine roughness or power loss.  If you intentionally activate HIGH boost confirm expected fuel flow and, if necessary, lean manually to obtain a combustible mixture.

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The tragic 12/7/04 in-flight wing separation of a Texas Air Aces T-34 air combat simulation/extreme unusual attitudes training airplane, which cost the lives of the instructor and student, has resulted in an Emergency Airworthiness Directive immediately grounding all T-34 aircraft pending as-yet-unspecified wing structure inspections.  There are provisions for Special Flight Authorizations ("ferry permits") under specified limitations for aircraft that must be relocated to undergo these inspections.

Read the Emergency AD and the Final Rule AD.

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Raytheon Aircraft has released Safety Communiqué no. 249, Baron Spin Avoidance and Spin Recovery Characteristics.   The Communiqué reemphasizes the need for exercising extreme care when flying or instructing in Barons, to include:

"No stall shall be performed with one engine throttled or inoperative and the other engine developing effective power."

"The Vmc demonstration required by the FAA Practical Test Standards suggests artificially limiting rudder travel..." to induce Vmc-like conditions well above the aircraft's stalling speed.  Vmc recover should include lowering pitch and reducing power on the "operative" engine--"recovery should not be attempted by increasing power on the windmilling engine alone."

"Any time asymmetric power is allowed to continue through spin entry and into a developed spin, a dangerous and possible (sic) unrecoverable spin could be encountered.  RAC believes this is true any time asymmetric power is allowed to continue into a developed spin to the right or to the left."

Communiqué no. 249 is available through Raytheon Aircraft or www.bonanza.org.

********************************

The Transportation Security Administration's "Interim Final Rule" 2004-19147, requiring background investigations for foreign nationals prior to flight training in the U.S., has been published.  Despite the  rule's stated intent, reflected in its title, the current wording of this document would require all U.S. CFIs to register with TSA, and place the responsibility for confirmation of student citizenship on the CFI, not the student.  Other pre-flight training requirements would include submitting a photo of each student (taken immediately prior to flight training) to TSA, passport, birth certificate, and other background checks.

The rule is slated to become law on OCTOBER 20, 2004.

In the interest of public safety and the economic health of literally thousands of small businesses throughout the United states, it is absolutely vital that the wording of TSA 2004-19147 be amended to reflect the intent stated in the Title of this docket, "Flight Training for Aliens...." (emphasis added).

Requiring costly and time-consuming background and security checks of U.S. citizens and properly documented resident aliens receiving initial and recurrent flight training will not only discourage safety education and dramatically and negatively impact personal aviation's safety record, it will also significantly reduce the economic viability of the flight training industry, which is still reeling from the effects of post-9/11 restrictions that were (and are) by even TSA's analysis far out of proportion to any terrorist threat posed by light aircraft.

Further, requiring CFIs to maintain a five-year file of student personal information such as social security numbers or copies of passports and birth certificates introduces significant privacy and identity theft issues.

AOPA is spearheading the call for additional time before the adoption of this rule to permit public comment.  Learn more, and find a link to the TSA comment process at http://www.aopa.org/whatsnew/newsitems/2004/040928tsa.html.

*****

Airwolf Filter Corporation announces Federal STC approval of its line of "wet" vacuum pumps as a replacement for the full gamut of carbon-vane, "dry" instrument vacuum pumps.

Airwolf's press release claims: 

Airwolf Wet Vacuum Pumps are extremely reliable. Wet pumps have a proven track record with over 60 years of history.  They are reasonably priced and the ultimate in safety & security. If you never, EVER, want to worry about another vacuum pump failure, this is the only way to go.

Note that "wet" pump systems are not compatible with instrument air pressure systems such as found on later Beech airplanes--ed..

Given the high number of loss-of-control mishaps that accompany failure of instrument vacuum systems and Airwolf's claimed 2000 hour/10 year wet pump no-failure guarantee, serious IFR pilots may want to investigate the Airwolf system as a replacement for "dry" vacuum pumps.

See www.airwolf.com.

*****

"At the request of the Federal Aviation Administration," Raytheon Aircraft issued revisions to Mandatory Service Bulletins 53-2269 and 53-2260 on June 2, 2004.  These long-awaited revisions remove previous tolerance for minor wing carry-through spar web cracks, although in some cases they extend the interval allowed before required repairs.  These MSBs are expected to be codified as revisions to Airworthiness Directives 90-08-04 and 95-04-03, anticipated later this year.  The American Bonanza Society is investigating the engineering behind the issue; follow the updates by selecting NEWS AND EVENTS in the upper left corner of the ABS home page and scrolling through past items.  Retired Northrop engineer Dick Wilson provides an alternative view that contests the need for repairs.

The following are included in Mandatory Service Bulletin 53-2269 rev 2 and AD 90-08-04:

Travel Air 95, B95, B95A, D95A and E95 serial numbers TD-1 through TD-721.

Baron 95-55, 95-A55, 95-B55, and 95-B55A serial numbers TC-1 through TC-349 and TC-351 through TC-2456.

Baron 95-C55, 95-C55A, D55, D55A, E55 and E55A serial numbers TC-350 and TE-1 through TE-1201.

Baron 95-B55B (T-42A) serial numbers TF-1 through TF-70.

Baron 56TC and A56TC serial numbers TG-1 through TG-94.

Baron 58 and 58A serial numbers TH-1 through TH-1475.


The following are included in Mandatory Service Bulletin 53-2360 rev 1 and AD 95-04-03:

Debonair/Bonanza 35-33, 35-A33, 35-B33, 35-C33, E33, F33, and G33 serial numbers CD-1 through CD-1304.

Debonair/Bonanza 35-C33A, E33A and F33A serial numbers CE-1 through CE-1192.

Bonanza E33C and F33C serial numbers CJ-1 through CJ-179

Bonanza H35, J35, K35, M35, N35, P35, S35, V35, V35A and V35B serial numbers D-4866 through D-10403.

Bonanza 36 and A36 serial numbers E-1 through E-2397.

Bonanza A36TC and B36TC serial numbers EA-1 through EA-471.


Pre-H35 Bonanzas; 58TCs and 58Ps; and A36s, F33As, B36TCs and 58s built since mid-1985 (Baron), mid-1986 (Bonanzas except B36TC) and mid-1987 (B36TC) are NOT affected by this issue.

See the revision for the Bonanza/Debonair at

http://www.racpubs.com/FTP/Service/SB53_2360_1.pdf

and the Baron/Travel Air at
http://www.racpubs.com/FTP/Service/SB53_2269_2.pdf
 

*****

Raytheon Aircraft has released a revision to the B36TC Pilot's Operating Handbook (EA-320, EA-389 and after), dated December 2003.  This extensive re-write completely replaces previous versions of the POH.  Copies of the revision were mailed to all registered owners in early January 2004.  If you did not receive a copy, Contact Raytheon Aircraft (www.raytheonaircraft.com or 1-800-796-2665) and ask for Beech Part Number 36-590006-19B.  For a list of the changes and comments on how they affect operation and maintenance of the B36TC click here.

 

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