FAASafety.gov Notices

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Thu, 19 Mar 2026 10:46:00 -0500

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Flying Cloud Airport (KFCM) Will Be Going to Dual Local Control April 1, 2026

Tue, 24 Feb 2026 09:44:00 -0600

Beginning April 1, 2026, Flying Cloud Airport will be changing to dual local control when the Control Tower is in operation.

Each parallel will have a discrete frequency. The South parallel will use 119.15 and the North parallel will use 125.2. This is being done to improve safety and ease of communication with the increase in traffic at Flying Cloud Airport. When the Tower is closed, 119.15 will be used for local control, and frequencies for Ground, Approach and Pilot Controlled lighting will remain the same.

This information will be available on the ATIS during the change.

Several VFR reporting points will also be changed. This is being done to make them easier to see, especially for transient pilots.

There will be a webinar on this topic February 28 at 0900 Central Time. Here is a link to register for the webinar:

https://www.faasafety.gov/SPANS/event_details.aspx?eid=141313&caller=/SPANS/events/EventList.aspx

For more information on flying into Flying Cloud Airport see “From The Flight Deck – Flying Cloud Airport (FCM)” at https://www.youtube.com/watch?v=Ph89HYxXL7k

Please contact the Flying Cloud Tower at 952-941-1188 or AJT-FCM-ATM@faa.gov with any questions.

USHST Monthly Safety Report for Feb 2026

Wed, 11 Feb 2026 08:08:00 -0600

US Helicopter Safety Team (USHST)

Monthly Safety Report

February 2026

USHST Vision: A civil registered helicopter community without fatal accidents

US Helicopter Safety Team (USHST) Calendar Year Metrics

- The USHST began tracking its new goals for the CY2025-2029 (5-year) timeframe. The goals are by 14 CFR Operating Part, tracking the 5-year average fatal accident rates per 100K hours.

14 CFR Part	Baseline, CY2018-2022 (per 100K hours)	Goal, CY2025-2029 (per 100K hours)	Progress, CY2021-2025 (per 100K hours)
91	0.81	0.73 (10% reduction)	0.5
133	1.73	1.56 (10% reduction)	0.72
135	0.33	0.17 (50% reduction)	0.41
137	1.11	1.00 (10% reduction)	1.24

USHST uses the following as conditions for the fatal accidents included in rate calculations: U.S. registered aircraft, operating in the U.S./U.S. territories (includes offshore), not operating as Public Aircraft (public use).

Helicopter - Safety Enhancement (H-SE) Details

H-SE 2023-05, Training on effects of adverse wind situations.

Government and industry to develop awareness and effective training information that addresses the hazards of adverse wind situations and the impacts to flight performance, especially when at low airspeed.

Through implementation of this H-SE, rotorcraft pilot knowledge can be standardized and potentially more individuals can adapt effective critical decision making to these environmental performance factors. This should lead to an increase in sound aeronautical decision making, better judgment in managing risk, and more consistent compliance with rules and regulations established to ensure a safe aviation system.

Project: • Define Adverse Wind situations in terms of the individual operator (include single pilot, and operation specific considerations). • Promote knowledge base criteria and training strategies for effective risk management and decision making when operating at low airspeeds in vertical flight regimes. • Improve mentoring by engaging trainers and operators who have operational experience in these areas and are willing to act as champions of best practices. The intent is help the individual or organization being mentored to gain the knowledge and skill to establish effective decision making and safety in their own operations.

FAA Rotorcraft Accident Dashboard

Helicopter Safety OUTREACH events:

· Helicopter Rotor Systems: What Every Pilot Needs to Know

· Staying Coherent At The Collective

· Don’t Forget to See and Avoid Other Aircraft (The Rotorcraft Collective)

· Choosing Community over Airframe (w/ Rusty Sloane)

· Flight Helmet Cords Can Impede Egress (NTSB)

JOIN/FOLLOW USHST

USHST Facebook (3923 Members)

USHST LinkedIn

Please refer to USHST.org to view this entire safety report and its Calendar Year Metrics.

For any questions regarding the information within this notice please contact Clarke Pleasants, Assistant Professor of Aerospace, MTSU, at 615-898-2054 or email at clarke.pleasants@mtsu.edu

USHST Monthly Safety Report for January 2026

Mon, 26 Jan 2026 07:46:00 -0600

US Helicopter Safety Team (USHST)
Monthly Safety Report

January 2026

USHST Vision: A civil registered helicopter community without fatal accidents

US Helicopter Safety Team (USHST) Calendar Year Metrics
- The USHST began tracking its new goals for the CY2025-2029 (5-year) timeframe. The goals are by 14 CFR Operating Part, tracking the 5-year average fatal accident rates per 100K hours.

14 CFR Part   Baseline, CY2018-2022 (per 100K hours)   Goal, CY2025-2029 (per 100K hours)   Progress, CY2021-2025 (per 100K hours)
91   0.81   0.73 (10% reduction) 0.62
133   1.73   1.56 (10% reduction)   0.58
135   0.33   0.17 (50% reduction)   0.37
137   1.11   1.00 (10% reduction)   1.38
USHST uses the following as conditions for the fatal accidents included in rate calculations: U.S. registered aircraft, operating in the U.S./U.S. territories (includes offshore), not operating as Public Aircraft (public use).

Helicopter - Safety Enhancement (H-SE) Details

H-SE 2023-04, Improve fatigue awareness and risk mitigation of scheduling factors leading to fatigue
On April 26th, 2018, around 22:50 local time, a pilot and two emergency medical services crewmembers were fatally injured when their helicopter was destroyed upon terrain impact near Hazelhurst, WI. Prior to the accident, the pilot and crewmembers were discussing their desires to go to sleep, and yawning could be heard. One crewmember asked the pilot if he was alright, and the pilot responded, “Uhhh, think so. Good enough to get us home at least.” The pilot could be seen stretching and was last heard speaking around 22:29. As the helicopter began to roll to the right, the crewmembers shouted the pilot’s name and received no response from the pilot, who had slumped to the left. The helicopter became inverted before colliding with terrain. The evidence suggests that the pilot fell asleep at the controls.

FAA Weather Cameras

Helicopter Safety OUTREACH events:
• Enroute Decision Point
• FAASTeam Notice January 12, 2026
• Practice Flying into IMC in a Sim (The Rotorcraft Collective)
• How This AW139 Crew Dealt With Complete Loss of Collective Control

JOIN/FOLLOW USHST
USHST Facebook (3874 Members)
USHST LinkedIn

Please refer to USHST.org to view this entire safety report and its Calendar Year Metrics.

For any questions regarding the information within this notice please contact Clarke Pleasants, Assistant Professor of Aerospace, MTSU, at 615-898-2054 or email at clarke.pleasants@mtsu.edu

Recall of Orion Skyblazer II Red XLT Aerial Signals

Tue, 13 Jan 2026 09:19:00 -0600

Orion Safety Products has issued a recall for self-contained red meteor flares that may be brought onto general aviation airplanes as carry-on equipment or as part of an emergency safety kit. Per the recall notice, Orion Safety Products, the manufacturer of the hand-launched Skyblazer II Red XLT Aerial Signals (“XLTs”) received a report indicating that an XLT ignited without the safety cap being removed or the ignition cord being pulled. The report and photographs indicate that the XLT did not launch but burned in place. Two additional incidents have also been reported. There were no reported injuries. The FAA is not aware of any incidents occurring on aircraft.

The Orion Skyblazer II Red XLT Aerial Signals recall notification and additional information is available on their website: https://www.orionsignals.com/project/recall-notices/

The United States Coast Guard (USCG) has issued Safety Alert 21-25, Recall of Orion Skyblazer II Red XLT Aerial Signal, dated 12/24/2025.

USCG Safety Alert 21-25: https://www.dco.uscg.mil/Portals/9/DCO%20Documents/5p/CG-5PC/INV/Alerts/USCGSA_2125.pdf

FAA Advisory Circular (AC) 91-58A, Use of Pyrotechnic Visual Distress Signaling Devices in Aviation, suggests standards and procedures for the acquisition, use, and storage of pyrotechnic visual distress signaling devices that are intended for use in aircraft emergencies.

FAA AC 91-58A: https://drs.faa.gov/browse/excelExternalWindow/613B15BA5A02FCF4862569E70077CA08.0001

The FAA is aware of this issue and is investigating if corrective action may be appropriate. No determination has been made at this time.

For questions or additional information, please contact:

Davis Mokry

Aviation Safety Engineer (Mechanical Systems)

Davis.E.Mokry@faa.gov

(404) 474-5536

USHST Monthly Safety Report for December 2025

Tue, 6 Jan 2026 06:02:00 -0600

US Helicopter Safety Team (USHST)

Monthly Safety Report

December 2025

USHST Vision: A civil registered helicopter community without fatal accidents

US Helicopter Safety Team (USHST) Calendar Year Metrics

- The USHST began tracking its new goals for the CY2025-2029 (5-year) timeframe. The goals are by 14 CFR Operating Part, tracking the 5-year average fatal accident rates per 100K hours.

14 CFR Part	Baseline, CY2018-2022 (per 100K hours)	Goal, CY2025-2029 (per 100K hours)	Progress, CY2021-2025 (per 100K hours)
91	0.81	0.73 (10% reduction)	0.58
133	1.73	1.56 (10% reduction)	0.58
135	0.33	0.17 (50% reduction)	0.38
137	1.11	1.00 (10% reduction)	1.4

Helicopter - Safety Enhancement (H-SE) Details

H-SE 2023-01, Promote conservative go/no-go decision making

The primary objective of this safety enhancement is to help prevent fatal helicopter accidents that can be directly or indirectly linked to preflight judgment errors, decision-making errors, and inadequate mission planning. The H-SE team led by the HAI Safety Working Group will develop and deliver sources that will likely include policies, procedures, practices, tools, and other resources/tools that when implemented correctly, can prevent future fatal rotorcraft accidents attributable to flawed, inappropriate, and unauthorized preflight GO/NO-GO decisions. To frame the objective in a more positive manner, the team seeks to make it easier for flight planners to make well-informed GO/NO-GO decisions that are correct, appropriate, authorized before every flight, and independent from potential internal or external pressures, influences, or other factors.

NTSB final report: Schweizer 269C, Mogadore, Ohio, Mar. 14, 2025

Helicopter Safety OUTREACH events:

· Shaping the Future of Low-Altitude Drone Operations

· USHST Fall 2025 Newsletter

· Tips and Best Practices for Safe Winter Operations

· Ground Operations in Icing Conditions (The Rotorcraft Collective)

JOIN/FOLLOW USHST

USHST Facebook (3789 Members)

USHST LinkedIn

Please refer to USHST.org to view this entire safety report and its Calendar Year Metrics.

For any questions regarding the information within this notice please contact Clarke Pleasants, Assistant Professor of Aerospace, MTSU, at 615-898-2054 or email at clarke.pleasants@mtsu.edu

Airworthiness Concern Lycoming IO-360 Engines

Tue, 23 Dec 2025 11:34:00 -0600

Operators and Original Equipment Manufacturers have reported instances of un-commanded engine shutdowns on aircraft equipped with Lycoming IO-360 engines and AVStar manufactured vertical and horizontal mounted fuel servos when the throttle was reduced to idle (hereinafter “rollbacks” or “rollback events”).
These events have been reported on production and in-service Cessna 172S and 172R as well as the Piper Archer III, Pilot 100i, and Seminole aircraft having IO-360 engines. The FAA is asking operators and maintainers of aircraft with IO-360 engines for information if they have experienced similar issues on their aircraft, regardless of fuel servo manufacturer or installation orientation.

https://www.faasafety.gov/files/notices/2025/Dec/2025-12-16_ACS_IO-360_engine_rollbacks.pdf

2025 SC FAASTeam Representative of the Year - District Honoree

Wed, 10 Dec 2025 13:49:00 -0600

The South Carolina Flight Standards District Office wishes to congratulate Honoree Gary Lynn Burleson on being named the 2025 SC FAASTeam Representative of the Year. Well done, Gary!

James L. Cline, FPM

(803) 451-2661

james.l.cline@faa.gov

2025 SC DPE of the Year

Wed, 10 Dec 2025 13:48:00 -0600

The South Carolina Flight Standards District Office wishes to congratulate Chris Peterson on being named the 2025 SC Designated Pilot Examiner of the Year. Well done, Chris!

James L. Cline, FPM

(803) 451-2661

james.l.cline@faa.gov

2025 SC FAASTeam Representatives - Outstanding Community Support

Wed, 10 Dec 2025 12:58:00 -0600

The SC Flight Standards District Office wishes to recognize and congratulate the following SC FAASTeam Representatives for Outstanding Community Support:

Jay Seward
Eric Barnhill
Scott Newsome
Brett Zukowski
Bryan Haffey
Dan McManus
Joey Roberts
Jeanette Hibpshman
Jim Grigsby
Ross Russo
Napoleon Washington

Contact Information:

James Cline, FPM

(803) 451-2661

james.l.cline@faa.gov

2025 SC Certificated Flight Instructor of the Year - District Honoree

Wed, 10 Dec 2025 10:38:00 -0600

The South Carolina Flight Standards District Office wishes to congratulate District Honoree James Blakeney McCoy on being named the SC 2025 Certificated Flight Instructor of the Year.

Well done, James.

James L Cline, FPM

(803) 451-2661

james.l.cline@faa.gov

TSA Flight Training Security Program Update for All Flight Training Providers

Wed, 19 Nov 2025 12:19:00 -0600

TSA Flight Training Security Program Update for All Flight Training Providers

This rule applies to flight training providers in or outside the United States.

Please note that the following regulatory requirements apply to all flight training providers:

49 CFR §1552.3 Terms used in this part. Flight training provider means— (1) Any person that provides instruction under 49 U.S.C. subtitle VII, part A, in the operation of any aircraft or aircraft simulator in the United States or outside the United States, including any pilot school, flight training center, air carrier flight training facility, or individual flight instructor certificated under 14 CFR parts 61, 121, 135, 141, or 142.
49 CFR §1552.5 Applicability. Each of the following persons must comply with the requirements in this part: (a) Any individual applying for flight training or recurrent flight training from a flight training provider; (b) Flight training providers; (c) Flight training provider employees; and (d) Persons using a leased aircraft simulator to provide flight training.
49 CFR §1552.17 FTSP Portal. (b) Flight training providers who provide flight training to candidates must obtain an FTSP Portal account and use the FTSP Portal to notify TSA of all candidate flight training events and confirm that a candidate is eligible for flight training. The flight training provider also may use the FTSP Portal for other recordkeeping purposes related to the requirements in 49 CFR §1552.15.

The TSA has several online resources available that provide guidance on the FTSP:

For general information about the FTSP, to establish and log in to your account, visit fts.tsa.dhs.gov.
For the full FTSP final rule regulation, go to www.govinfo.gov/content/pkg/FR-2024-05-01/pdf/2024-08800.pdf.
If you have any questions regarding this notice that is policy related, please email FTSP.Policy@tsa.dhs.gov.
If you have any questions regarding FTSP Portal management and access, please email FTSP.help@tsa.dhs.gov.

FAA Special Programs Section (AFS-830)
Email: safetybriefing@faa.gov
Phone: 202-267-1100

TSA Flight Training Security Program Update

Thu, 23 Oct 2025 09:42:00 -0500

The Transportation Security Administration (TSA) published a final rule for the Flight Training Security Program (FTSP) that took effect on July 30, 2024. The updated and finalized regulation retains many of the interim final rule requirements. One major update is that all flight training providers (including those that train U.S. citizens) must register a provider account with FTSP.

The final rule also makes significant changes to reduce burdens on candidates and providers without impacting security. These changes include:

Flight training providers must establish an account on the FTSP Portal and identify one person as the administrator for their FTSP Portal account. This person may be the security coordinator or another employee. This is required regardless of whether you provide flight training to non-U.S. citizens. (49 CFR §1552.17)
You must designate a security coordinator to act as a single point of contact between you and the TSA. This requirement applies to all flight training providers, including those who only train U.S. citizens. (49 CFR §1552.9)
Initial security awareness training must still be completed within 60 days of hire; however, refresher security awareness training is now required once every two years for each employee who has direct contact with flight students. (49 CFR §1552.13)
Candidates must have a valid determination of eligibility to participate in flight training. (49 CFR §1552.31) NOTE: If a candidate’s determination of eligibility expires due to lawful presence documentation all training must cease until the candidate submits updated documentation of authorization to remain in the United States.
Simplified process for identifying training events. Considerations of weight of the aircraft and training categories are eliminated from the regulation. There are no changes from the interim final rule as to what training events are covered. (49 CFR §1552.3)
The provider notifies the TSA of all training event details. Candidates select providers through the portal; they no longer provide their training event details to the TSA. You must notify the TSA about scheduled candidate training event(s) through your portal account. (49 CFR §1552.51)

The TSA has several online resources available that provide guidance on the FTSP:

For general information about the FTSP, to establish and log in to your account, visit fts.tsa.dhs.gov.
For the full FTSP final rule regulation, go to www.govinfo.gov/content/pkg/FR-2024-05-01/pdf/2024-08800.pdf.
If you have any questions regarding this notice that is policy related, please email FTSP.Policy@tsa.dhs.gov.
If you have any questions regarding FTSP Portal management and access, please email FTSP.help@tsa.dhs.gov.

FAA Special Programs Section (AFS-830)
Email: safetybriefing@faa.gov
Phone: 202-267-1100

USHST Peer Pilot Program Is Here!

Thu, 2 Oct 2025 06:57:00 -0500

As a helicopter pilot you have a lot of external forces impacting your mental health and wellbeing. Operating in the high demand, quick thinking world of helicopters is not an easy thing and mentally drains a pilot.

What can you do, who can you talk to? There is an answer now, reach out to a PEER, that's what you can do!

The U.S. Helicopter Safety Team’s (USHST) Peer Pilot Program (https://www.ushstpeer.org) offers a confidential, non-punitive, and professionally supported system where helicopter pilots can speak openly with trained peer volunteers. The program addresses the human factor head-on, offering understanding, connection, and timely guidance before minor issues become crises. This initiative affirms a simple but powerful truth: pilot wellness is not a peripheral issue; it’s fundamental to safety, performance, and the future of vertical aviation.

Check out the resources below.

Mental Health – USHST

USHST Peer Pilot Program - YouTube

HOME | USHST Peer

FAQs | USHST Peer

VAI Spotlight on Safety: Are You Mentally Fit to Fly?

Eric Sieracki

Eric.Sieracki@faa.gov

610-595-2478

Risk-Based Flight Review Guidance for Instructors

Tue, 30 Sep 2025 18:58:00 -0500

For a short video from the FAA Safety Team on developing a risk-based flight review for your students and clients, click here or put this link in your browser. https://youtu.be/laqHgLMBaJ8

BULIT NORTH and SOUTH ATCAAs - Effective October 30, 2025

Wed, 17 Sep 2025 09:11:00 -0500

EFFECTIVE OCTOBER 30, 2025

BULIT NORTH and SOUTH ATCAAs (see attachment) are within Jacksonville ARTCC, altitudes as assigned by Air Traffic Control from FL180-300.

The ATCAA(s) are adjacent to Warning Areas W-177 and W-161. The 20th FW will use this airspace to meet DOD mission requirements and non-participating aircraft will be able to transition the area when it is inactive.

Potential Impacts:

Departures from KCHS may be given a different departure procedure which will allow them to continue climbing, unrestricted by the ATCAA(s).

Departures from KMYR may be given a slight off course vector to continue their climb, as needed.

If you have any questions, please contact:

Donna Weller, Jacksonville District Military Operations Specialist

(904) 845-1553

9-TEJX-MOS@faa.gov

CFIs and DPEs - Avoid Certification Delays

Thu, 21 Aug 2025 14:06:00 -0500

Recently, many practical test applicants have had there practical tests delayed because the name of the applicant entered in IACRA did not EXACTLY match the name displayed on the applicant's Medical and Knowledge Test Report.

Before scheduling any practical tests and to avoid any practical test delays, please make sure the applicant's FULL name is entered into IACRA. If there is any discrepancy, e.g., "John P. Doe" as opposed to the full name "John Plane Doe," the applicant cannot take the practical test and will have to schedule an appointment at the nearest FSDO to correct the issue.

Also, please make sure your practical test applicants have the correct endorsements. Refer to the Advisory Circular 61.65J.

If you have any questions concerning this matter, please contact:

Xavier Coronel

xavier.coronel@faa.gov

(803) 451-2658

Ryan (RYN) Rwy 6L/24R Nightly Closures

Fri, 11 Jul 2025 14:46:00 -0500

Subject: Runway 6L/24R Closure During Tower Closure Hours, Ref: LTA-RYN-3

This serves as an important reminder regarding runway operations at Ryan Field (RYN) in Tucson, Arizona.
Per the Southwest Chart Supplement, Runway 6L/24R is CLOSED when the control tower is not in operation (0300 - 1300Z).
This closure is in place to ensure the safety of operations during non-towered hours. Airmen are advised to check current NOTAM's prior to operating at RYN and plan accordingly. During tower closure times, Runways 6R/24L and 15/33 will remain available for use and pilot controlled lighting is available for both of these runways.

Geoffrey Kusel
Ait Trafic Manager, Ryan Field Tower
geoffrey.j.ctr.kusel@faa.gov
520-578-0863

Twin Commander Empennage Cracking Concern

Tue, 27 May 2025 16:07:00 -0500

The FAA received numerous reports of empennage fuselage station (FS) and vertical stabilizer skin cracking on numerous models of Twin Commander Aircraft. The FAA previously issued Airworthiness Directive (AD) 95-13-02 to require inspections of the empennage FS 409 frame and adjacent vertical stabilizer exterior skin to prevent failure of the vertical stabilizer due to cracks, which if not detected and corrected, could result in loss of control of the airplane. Twin Commander Aircraft Corporation Service Bulletin 218 provided terminating action to AD 95-13-02 through modifications to the airplane empennage FS 409 frame and adjacent vertical stabilizer exterior skin.

The FAA is aware of continued crack growth in FS 409 as well as the vertical stabilizer skin extending beyond the original areas of concern identified in AD 95-13-02. Operators have also reported additional structural cracking on FS 386 and FS 429 frames, with several instances of cracking being identified in visually inaccessible empennage locations. Service Letter 345 installed access panels which may allow limited observation of the areas of concern, but other areas require more extensive work to gain access.

The FAA is distributing this ACS to both notify owners, operators, and maintainers of these cracks and request feedback and additional in-service data within 10 days to assist the investigation of the potential safety concern.

To view this Airworthiness Concern Sheet click on this link: https://www.faasafety.gov/files/notices/2025/May/ACS_Twin_Commander_Empennage_Cracking.pdf

For questions or to reply to this message contact:

Lekebis Russell
Aviation Safety Engineer (Airframe)
East Certification Branch
1701 Columbia Ave
Atlanta, Ga 30337
(404) 474-5510
Lekebis.M.Russell@faa.gov

General and Business Aviation Call to Action: Airport Familiarization

Thu, 8 May 2025 11:04:00 -0500

Reminder: Familiarization with your Destination Airport is Important

The FAA and the aviation community are committed to pursuing a goal of zero serious close calls and improving situational awareness in the airport surface environment. Be sure to utilize all the tools available and get acquainted with your destination airport before you takeoff.

Arrival Alert Notices

To manage wrong surface events where an aircraft lines up to or lands on the incorrect runway, taxiway, or airport, the FAA released Arrival Alert Notices (AAN) at airports with a history of misalignment risk. AANs are graphics visually depicting the approach to a particular airport and language describing the risk of misalignment. You can view the complete list of AANs at www.faa.gov/aan.

From the Flight Deck

The FAA’s From the Flight Deck video series (https://bit.ly/2Mj0Cme) provides pilots with actual runway approach and airport taxiway footage captured with aircraft-mounted cameras, combined with diagrams and visual graphics to clearly identify hot spots and other safety-sensitive items. The videos also provide advice for pilots on how to mitigate the risk of runway incursions and wrong surface events.

To supplement the videos, the FAA also publishes additional “Pilot Handbook” content. This includes details such as airport-specific cautions, information local controllers want pilots to know, airport communications, airspace details, and other preflight planning resources. To learn more visit www.faa.gov/flight_deck.

Aeronautical Charts

Aeronautical charts are the road map for a pilot flying under VFR. The charts provide information that allows pilots to track their position and provides available information that enhances safety. Always review your destination’s Chart Supplement to become aware of any special aviation activities, traffic patterns, or obstructions. Prepare for your next flight by checking the charts at www.faa.gov/air_traffic/flight_info/aeronav/digital_products/.

In early March 2025, the FAA held an Aviation Safety Call to Action (www.faa.gov/newsroom/faa-takes-immediate-safety-steps-following-general-and-business-aviation-call-action) to identify concrete steps to address recent safety incidents and make general and business aviation safer. As part of our commitment to aviation safety, we are reminding general and business aviation pilots about the tools and resources available to them during their pre-flight, in-flight, and post-flight activities. Learn more about the GA Call to Action at www.faa.gov/GA-action.

Special Programs Section (AFS-830)

SafetyBriefing@faa.gov

(202) 267-1100

In-Flight Abnormal Bell 206L Vertical Vibrations

Tue, 6 May 2025 16:13:00 -0500

The FAA has received reports of severe vertical vibrations occurring during flight on Bell 206L series (L, L-1, L-3, L-4) helicopters and is investigating the concern. The FAA is aware of at least one event where continued vibration resulted in substantial damage to the helicopter’s tail boom, but the aircraft was able to land safely. To assist in the FAA’s investigation, the FAA is interested in receiving any information from operators on occurrences of abnormal in-flight vertical vibrations on the Bell 206L series helicopters, including the conditions/configurations of the helicopter at the time of the event.

To read the Airworthiness Concern Sheet select this link:

https://www.faasafety.gov/files/notices/2025/May/FAA_ACS_-_206L_Series_Vertical_Vibration.pdf

For questions or to provide feedback please contact:

James Guo, Aviation Safety Engineer
AIR-772
3960 Paramount Blvd, Suite 100
Lakewood, CA 90712
562-627-5357 james.guo@faa.gov

Operating Tips for Bedminster TFRs 2025

Wed, 23 Apr 2025 08:49:00 -0500

Pilots should be prepared that the Bedminster TFR (91.141), located in north New Jersey, can be activated at any time during the next four years, but more frequently on weekends mid-Spring thru mid-Autumn. It is every pilot’s preflight responsibility (91.103) to check Notice to Air Missions [NOTAMS] through Leidos Flight Service to verify the exact-airspace and times-of-movement of any TFRs that may be active. Bedminster TFRs can and do change quickly, and always impact many airports in NJ, PA and NY.

A PDF document is available that provides operational tips, best practices, and recommendations for operating safely and efficiently in the Bedminster TFR. We encourage you to download this PDF and save it on your iPad for reference.

The particulars of the Bedminster TFR ATC procedures are an ever changing and evolving process. The PDF document will be updated as necessary and we encourage you to check for changes prior to each subsequent TFR. If you download this document to your iPad, you can easily check for updates by clicking on the provided link found on the first page of the PDF.

Please be sure to share this PDF with your flying colleagues, airport friends, flight schools, and flight instructors who may choose to fly within the Bedminster TFR.

The document is publicly shared on Google Drive and may be viewed, printed and/or downloaded.

Bedminster TFR.pdf

POC: Don Argintar, FAASTeam Lead Representative, flightmatters@gmail.com (201) 897-2344

Philadelphia FSDO Runway Safety Special Emphasis Brochure

Tue, 22 Apr 2025 06:35:00 -0500

The Philadelphia FSDO FAASTeam has put together this educational outreach one (1) page pdf “electronic brochure" (hyperlinked), to help promote “Runway Safety” with “ease and efficiency” for today’s high tech and busy world.

Click the Link >> RUNWAY SAFETY SPECIAL EMPHASIS BROCHURE

Includes related courses for WINGS Credit.
Related FAA YouTube Videos: "From the Flight Deck" (GA Safety Challenges)
Related FAA Runway Safety Pilot Simulator Scenarios and more
Other Related FAA YouTube Videos and more of specific airports.
- This section was limited to Florida only to keep the brochure to one page. However, you title of that section is hyperlinked to where all of them can be found.

There are Hyperlinks all throughout the brochure, so please feel free to experiment with them. This pdf electronic brochure was also viewed on and successfully tested (multiple hyperlinks) with a non-government android cell phone.

This brochure (currently revised on 4/15/25) is good as long as the listed links continue to be correct/available of course.

POC- Eric Sieracki, Philadlpehia FSDO, FAA Safety Team Program Manager, Eric.Sieracki@faa.gov

Automatic Dependent Surveillance - Broadcast (ADS-B) Out Use In/Above Anchorage (PANC) Class C Airspace

Mon, 21 Apr 2025 12:55:00 -0500

This Letter to Airmen contains information related to Automatic Dependent Surveillance - Broadcast (ADS-B) Out requirements within/above the Anchorage (PANC) Class C airspace.

Here is the link to the letter: https://www.faasafety.gov/files/notices/2025/Apr/Anchorage_ADS-B_Letter_to_Airmen_LTA-A11-5.pdf

Please direct any questions about this subject to:

Joshua Coleman

Air Traffic Manager

Anchorage TRACON (A11)

Phone number: 907-271-2700

Email: joshua.g.coleman@faa.gov

FAA Registry to Withhold Aircraft Ownership Data

Fri, 28 Mar 2025 18:10:00 -0500

In accordance with 49 USC § 44114(b), the FAA is implementing a new process for requesting the withholding of aircraft owner information—such as name and address—from public dissemination, such as the publicly available FAA Registry website. This change may impact how we handle and process aircraft ownership data. Please take a moment to review the current process and submission details at: Request to Withhold Aircraft Ownership Data

If you have questions or need further assistance, please contact us at faa.aircraft.registry@faa.gov

Worn Fuel Primer Pumps Lead to Loss of Engine Events on General Aviation Aircraft

Wed, 19 Mar 2025 16:37:00 -0500

The FAA is investigating a report of a worn fuel primer pump that may be installed in general aviation aircraft following a non-fatal accident on a Champion 7EC Traveler. During the initial takeoff climb, the pilot noticed a significant decrease in the engine rpm and lost full engine power shortly after. It was determined that the fuel primer pump in the accident was worn and unable to lock properly causing an overly rich fuel mixture. The airplane sustained substantial damage to the right wing and the fuselage.

FAA's Operational Safety Branch recently issued an Airworthiness Concern Sheet to highlight this concern and included photographs of the wear on the fuel primer pump. The FAA is recommending operators inspect all manual fuel primer pumps found on general aviation aircraft with carburetor engines and provide information including description of damage, available photos, airplane serial number, time in service, and any prior replacement of the manual fuel primer pump.

To view the Airworthiness Concern Sheet select this link:
https://www.faasafety.gov/files/notices/2025/Mar/FAA_ACS_-_7EC_Fuel_Primer_Pump.pdf

To provide feedback please contact:
Aryanna Sanchez
Aviation Safety Engineer, AIR-720
(817) 222-4058
aryanna.t.sanchez@faa.gov

Wake Turbulance Advisory

Sat, 15 Mar 2025 02:56:00 -0500

Pilots must exercise extreme caution if there's any possibility of wake turbulence from a heavier airplane (or helicopter!). There've been two accidents at Kalaeloa (JRF) Airport since December 2023, so we've have lost focus on the absolute necessity of treating wake turbulence with the utmost respect.

We'll provide a very brief review but a detailed study of wake turbulence is beyond the scope of this Notice. Accordingly, pilots are encouraged to review this vital topic and also discuss it with their CFIs.

Per the Pilot's Handbook of Aeronautical Knowledge: "Wingtip vortices are greatest when the generating aircraft is "heavy, clean and slow"...most commonly...during approaches or departures...To minimize the chances of...wake turbulence: 1) Avoid flying through another aircraft's flight path; 2) Rotate prior to the point where the preceding aircraft rotated; 3) Avoid following another aircraft...within 1,000 feet below their flight path; 4) Approach...above a preceding aircraft's flightpath and touch down past the point (where) the other aircraft wheels contacted the runway.

Helicopter vortices should be avoided because helicopters...can generate exceptionally strong wake turbulence...small aircraft should avoid a hovering helicopter by at least three rotor disk diameters.

Wind is important...in avoiding wake turbulence because vortices drift with the wind...10 knots (wind speed) causes the vortices to drift at about 1,000 feet in a minute...If a pilot is unsure of the other aircraft's takeoff or landing point, approximately 3 minutes provides a margin...that allows wake turbulence dissipation. For more info...see Advisory Circular (AC) 90-23, Aircraft Wake Turbulence."

POC ; Ryan Torres; Ryan.E.Torres@faa.gov; phone (808) 688-3105

Update: HNL Arrival and eqparture Procedures

Mon, 10 Mar 2025 19:13:00 -0500

Update: We've received feedback that the HNL North Six Arrival procedure could result in a challenging turn from Base Leg to Final Approach for RWY 4L or 4R. While the following Notice as originally sent addresses the current situation, we want to emphasize that safety is always THE most important concern - nothing else comes close. Accordingly, pilots should consider requesting an alternate arrival or offshore vectors and must be cognizant of all potential risk factors, especially current winds. This is particularly true if there is a tailwind on the base leg before making the turn to final approach.On the North Six Arrival pilots are cautioned to remain east of Taxiway J and north of TWY R and must exercise caution never to exceed their limitations, particularly at low altitudes in a landing pattern. As per the final sentence in the North Six Arrival Procedure, "If unable, advise ATC." So if at any point the successful outcome of the published procedure is in doubt, pilots should communicate with ATC to request amended instructions.

Arrival and departure procedures are being strictly interpreted at Daniel K. Inouye International Airport (HNL), especially since the January 23, 2025 reopening of Runway 4R-22L (and temporary closure of RWY 4L-22R). To avoid a potential pilot deviation, precise compliance with arrival and departure procedures is required; for one example, aircraft on the North Six Arrival must cross RWY 8L at the specific crossing point detailed in the arrival procedure.

As ever, all pilots are reminded to review all current NOTAMS and all applicable arrival and departure procedures before operating at HNL Airport.

POC: Miguel "Mike" Mancha

email: Miguel.A.Mancha@faa.gov Phone: (808) 840-6121

HNL Airport Arrival and Departure Procedures

Fri, 28 Feb 2025 14:48:00 -0600

As ever, all pilots are reminded to review all current NOTAMS and all applicable arrival and departure procedures before operating at HNL Airport.

POC: Miguel "Mike" Mancha

email: Miguel.A.Mancha@faa.gov Phone: (808) 840-6121

The Path to Unleaded Avgas: A Critical Transition for Aviation – Fall 2024 Update

Wed, 11 Dec 2024 10:18:00 -0600

Eliminate Aviation Gasoline Lead Emissions (EAGLE)

Fall 2024 Update

The aviation community has long recognized the need to eliminate lead emissions from piston-engine aircraft, a goal set to be achieved by the end of 2030 through the leadership of the Eliminate Aviation Gasoline Lead Emissions (EAGLE) initiative. This ambitious endeavor brings together government and industry partners committed to finding a safe and reliable unleaded aviation fuel that is viable throughout the aviation supply chain.

As the general aviation community works toward this goal, the role of aircraft owners cannot be overstated. They are, after all, the ultimate end-users of any new fuel, and their buy-in will be critical to its success.

This transition is about more than meeting regulatory requirements—it’s about ensuring that aircraft owners feel confident in the safety and reliability and availability of the new fuel. The solution must be robust enough to meet the diverse needs of the piston-engine fleet, ranging from the World War II era planes to modern helicopters.

Currently, there are three promising unleaded fuel candidates. Their developers are pursuing either the Fleet Authorization (FA) under the Piston Aviation Fuels Initiative (PAFI) or the traditional Supplemental Type Certification (STC) process via an approved model list (AML). Both pathways ensure that engines and aircraft can safely operate on the new fuel, however, regardless of the path to approval to use in the aircraft, consumer acceptance will hinge on more than FAA approval.

Fuel developers must not only prove their products’ safety and compatibility with the existing fleet but also demonstrate to key industry stakeholders that their product is reliable. Aircraft owners need assurance that switching to a new fuel won't void manufacturer warranties. They also need to be confident that it won't cause damage to paint, electronics, engine components or fuel systems. The aviation supply chain will need assurances as well. This next fuel must be produced, distributed, stored, possibly comingled with other fuels, pumped, and consumed without causing damage or requiring significant equipment modifications. Industry stakeholders understand that any new fuels must meet the needs of aircraft owners and be compatible with production, distribution and dispensing systems.

EAGLE has worked diligently over the past 18 months to keep stakeholders informed, providing updates on the progress of key unleaded fuel developers. General Aviation Modifications Inc.'s (GAMI) G100UL and Swift Fuels’ 100R are advancing through the STC process. GAMI has already secured a broad Approved Model List (AML) STC for its fuel in 2022 for piston engines and airplanes. Recently, the FAA granted Swift Fuels its first STC for the use of its 100R in Cessna 172 R & S model aircraft powered by Lycoming IO-360-L2A engines, with many additional engines and airframes being evaluated for approval in the weeks ahead. LyondellBasell/VP Racing’s UL100E is progressing through the PAFI pathway, having completed about 25 percent of critical materials compatibility and full-scale engine detonation and performance testing. Both Swift Fuels and LyondellBasell/VP Racing have also begun working through ASTM International on the development of an industry consensus production specification for their respective fuels.

The recent updates from EAGLE provide optimism. To learn more visit: flyEAGLE.org (See Stakeholder Meetings) Progress is being made, and general aviation’s path to acceptance of unleaded fuel continues.

Congress and the FAA’s commitment to this initiative is underscored by the 2024 FAA Reauthorization, which supports the continued availability of 100-octane low-lead (100LL) avgas until the end of 2030, or when a certified unleaded alternative is available at airports. (Alaska, a state heavily reliant on piston-engine aircraft, has been given a slightly extended timeline protecting continued availability of 100LL through the end of 2032). However, the collaborative industry/government EAGLE goal is clear: the elimination of leaded aviation fuel by the end of 2030.

General aviation is moving to ensure a safe, reliable transition to unleaded avgas without jeopardizing the operational safety of the piston-engine fleet. Aircraft owners must stay informed and engaged as this transition unfolds. It is important that they educate themselves on any restrictions that may accompany an STC and comply with any OEM directives that may be issued. They are the key players in this process, and their comfort with these new fuels will drive this monumental shift.

It is not enough for the FAA to approve these new fuels. The industry—from aircraft owners to fuel distributors to FBOs that dispense fuel and aircraft manufacturers that provide continued operational support—must accept them. Safety, reliability, and commercial viability must guide this transition, ensuring that by the end of 2030, piston-engine aircraft can take to the skies with unleaded fuel that is dependable. The future of general aviation depends on it.

The Eliminate Aviation Gasoline Lead Emissions (EAGLE) initiative is a comprehensive public-private partnership consisting of the aviation and petroleum industries and U.S. government stakeholders, and a wide range of other constituents and interested parties, all working toward the transition to lead-free aviation fuels for piston-engine aircraft by the end of 2030 without compromising the safety or economic health of the general aviation industry. To learn more, visit: https://flyEAGLE.org/

Enhancing Safety Awareness/Training at Portland Hillsboro Airport (KHIO)

Wed, 4 Dec 2024 09:12:00 -0600

The Portland Hillsboro Airport (KHIO) has numerous cranes operating adjacent to airport property. It is vitally important that pilots review NOTAMS, Airport Arrival Notices, and Letters to Airman prior to conducting flight operations at the Portland Hillsboro Airport as these cranes may impact airport operations.

Attached you will find a link to the Letter to Airman published December 3, 2024 specifically addressing issues involving flight training at the airport. The recommendations in this Letter to Airman should be applied to all General Aviation activity at the Portland Hillsboro Airport.

Hillsboro Tower Letter to Airmen: LTA-HIO-6

Contact:

Robert Stricker

(503) 615-5482

Robert.Stricker@faa.gov

Diamond In-Flight Passenger Door Separations

Thu, 14 Nov 2024 16:55:00 -0600

The FAA has received at least 20 reports of passenger door separations from the aircraft while in flight and over 30 reports of aborted flights due to door malfunctions on Diamond Aircraft Industries DA 40 and DA 42 fleets. In August of 2024, Diamond Aircraft issued Service Information Letters SI40NG-094 / SI40-171 / SIF4-008 / SID4-200 and SI 42-252 / SI 42NG-145 to increase the awareness of pilots, operators, and maintenance organizations on the importance of correct latching procedures.

The FAA’s Aircraft Certification Service recently issued an Airworthiness Concern Sheet (ACS) to highlight this concern to operators and request information regarding circumstances surrounding DA 40 and DA 42 passenger door malfunctions which may lead to, or may have resulted in, total separation of the door.

Select this link to see the ACS:

https://www.faasafety.gov/files/notices/2024/Oct/FAA_ACS_-_Diamond_Door_Separation.pdf

If you have any questions or comments, please contact the Aircraft Certification Service through Dan McCully at William.Mccully@faa.gov

DuPage Airport Authority Tower and Illinois Aviation Academy Letter of Agreement

Tue, 27 Aug 2024 10:59:00 -0500

"On 8/25/2024 two Letters of Agreement (LOA) went into effect between DPA Tower and Illinois Aviation Academy (IAA). The two LOAs will have limited impact on the operation for aircraft not participating, however here are some of the key points so that those not involved know what procedures are being followed. At this time the actual documents will not be made public.

The first LOA created 6 colored taxi routes and will be used on frequency as follows:
“Taxi via the Red Route, Cross runway 10”
“Runway 20L, taxi via the Brown route, Cross Runway 33 Hold Short Runway 28”

The second LOA created VFR departure/arrival procedures which are as follows:
Departures Fly the Runway Extended Centerline until passing 1500 MSL, then a turn of no more than 30 degrees in the direction of your course is authorized for destinations west of DPA, East of DPA must continue straight ahead. Leaving 2500 MSL on course is approved in all directions.

Arrivals are to cross the DPA Class D boundary at or below 2000 MSL from all directions.

The creation of these LOAs also created the callsign “Academy” which is only to be used by IAA affiliated aircraft that are familiar with and complying with LOA procedures. Voluntary participation by any other pilots will be their own decision and ATC will not expect compliance unless the Academy callsign is used.

Additionally, there has been a recent uptick in 06C (Schaumburg Airport) departures and arrivals causing arrivals into DPA to respond to TCAS RAs (Resolution Advisories) and forcing go arounds. To avoid these RAs and subsequent go arounds we ask all 06C departures to the west and arrivals from the west to avoid over flying the GPS Fix FRTZZ (5NM Final for RWY 20R) above 1800 MSL (DPA Arrivals will cross FRTZZ at 2500 MSL), and for additional safety we ask you monitor DPA Tower on 120.9 as the tower may reach out on frequency to help avoid the conflict before it develops. Alternative routings would also be appreciated such as flying Southwest bound and requesting a transition through the Class D before going West (we are always happy to accommodate when we can). Flying further Northwest may also help alleviate the issue, however we ask you not climb above 2000 MSL until crossing the extended centerline of Runway 20R. It is also worth bearing in mind that this is typically an issue when DPA is utilizing the RNAV RWY 20R approach, we strongly recommend you listen to the ATIS to determine whether the approach is in use and this additional caution is needed.

Any questions related to these procedures can be directed to the DPA Local Safety Council and can be reached at kdpasafety@gmail.com. The facility can be reached at (630) 587-7800"

Power Lever Failure and Cracking on Cirrus SR20/SR22/SR22T

Fri, 16 Aug 2024 16:36:00 -0500

The FAA is investigating a report of a power lever failure on a Cirrus SR20 airplane. While advancing to full throttle in preparation for takeoff, the power lever sheared and the pilot aborted the takeoff. The fleet operator inspected additional aircraft and found cracks in numerous levers through visual and dye penetrant inspections. The aircraft hours on the fleet ranged from 2900 to 3900 hours. The aircraft are utilized in a training environment and contained an average of 12,000 to 15,000 landings.

FAA’s Operational Safety Branch recently issued an Airworthiness Concern Sheet (ACS) to highlight this concern and the ongoing investigation including photographs of the failed and cracked parts. The FAA is recommending operators inspect the power lever on Cirrus SR20/SR22/SR22T airplanes and provide information including description of damage, available photos, airplane serial number, time in service, and any prior replacement of the throttle assembly or power lever.

To see the Airworthiness Concern Sheet please select this link:

ACS CIrrus Power Lever Failure.pdf

If you have any questions or comments, contact the Operational Safety Branch at:

Kristi Bradley
10101 Hillwood Pkwy
Fort Worth , TX 76177
(817) 222-5485

WANNA FLY WITH THE EAGLES MAKE SURE YOU’RE LEGAL

Wed, 31 Jul 2024 14:16:00 -0500

Aircraft operators must verify that an aircraft is validly registered before the aircraft can be operated. Per 14 CFR part 47, section 47.3, no person may operate an aircraft unless it has been registered by its owner. Pilots should review the registration certificate on the aircraft to ensure that it is valid. Evidence of valid registration is an unexpired Certificate of Registration kept onboard.

For aircraft that have recently changed ownership, but the new Certificate of Registration has not been issued yet, temporary authority to operate is allowed under 14 CFR part 47, section 47.31(c) with a copy of the AC Form 8050-1 that has been submitted to the Registry onboard the aircraft.

For more information on aircraft registration, see the FAA Aircraft Registration website:
https://www.faa.gov/licenses_certificates/aircraft_certification/aircraft_registry/register_aircraft

NTSB Safety Alert - Aluminum Propeller Blades: Prevent Fractures with Proper Inspections and Maintenance

Fri, 17 May 2024 11:59:00 -0500

Aluminum propeller blades can be susceptible to fatigue, cracking, and fracture if a small nick, pit, or corrosion on the surface or edge is not found and repaired during preflight inspection or maintenance. Such damage can concentrate stress from normal airplane operation loads, resulting in fatigue crack initiation and growth followed by propeller blade fracture. Aluminum is more commonly used for airplane propeller blades than composite propeller blades or wood.

Fatigue cracking and fracture of a propeller blade can damage the airframe, and engine, and cause a possible loss of control.

Airplanes utilized for aerial application and coastal operations, as well as those operating on unimproved airstrips, are particularly vulnerable to propeller blade damage. Exposure to chemicals, salt-laden moisture, and loose rocks or debris significantly increases the risk of nicking, corrosion, and fatigue cracking, potentially leading to propeller blade fracture.

Any airplane operating on an unimproved or backcountry airstrip is also at high risk for propeller blade damage because loose rocks, gravel, or debris on unimproved airstrips can create small nicks on aluminum propeller blades that can turn into large fatigue cracks.

Failure to strictly adhere to the manufacturer-recommended overhaul schedules for aluminum propeller blades can have severe consequences. It can lead to the development of undetected fatigue cracks, which, if left unaddressed, can result in dangerous blade separation.

The full NTSB Safety Alert with related accidents/incidents and resources can be accessed here.

For More Information:

Visit the National Transportation Safety Board

DIRECT HIRE - Aviation Safety Inspector (General Aviation Flight Oversight)

Mon, 22 Apr 2024 12:10:00 -0500

Join the Federal Aviation Administration (FAA) as a General Aviation Flight Oversight Inspector. The FAA creates a work environment rich in opportunity, diversity, teamwork, and work life balance. Benefits such as weekends off, paid holidays, steady hours, sick and annual leave, health insurance, and more. Begin a rewarding career with the FAA and be a part of a select group of individuals whose mission is to provide the safest, most efficient aerospace system in the world.

For further details, click on the link: https://www.usajobs.gov/job/786671500

Email Marcus Roulet, Anchorage, AK FSDO manager for more information email; marcus.roulet@faa.gov

Alaska Guide Pilots InFO24002

Thu, 29 Feb 2024 11:16:00 -0600

Purpose: This InFO (24002) provides information to operators and pilots engaged in Alaska Guide Pilot operations by discussing the statutory limitations of Title 49, Public Law section 732 and
providing guidance on how to comply with regulatory requirements if operators choose to continue operating in a non-qualifying manner.

https://www.faasafety.gov/files/notices/2024/Feb/InFO24002_Alaska_Guide_Pilots.pdf

Contact: Direct questions or comments regarding this InFO to the Air Transportation
Division’s 135 Flight Operations Section, at 9-AFS-200-Correspondence@faa.gov.

Spot-welded V-band Couplings Cause Accidents; FAA Final Rule issued

Fri, 21 Jul 2023 11:28:00 -0500

On June 12, 2023, the FAA published an Airworthiness Directive (AD) 2023-09-09 for turbocharged, reciprocating engine-powered airplanes and helicopters and turbocharged, reciprocating engines with a spot-welded, multi-segment v-band coupling installed at the tailpipe to the turbocharger exhaust housing flange. This AD only applies to spot-welded, multi-segment v-band couplings installed at the tailpipe to the turbocharger exhaust housing flange (it does not apply to riveted couplings). This AD establishes a 500 hour life limit of the v-band coupling and requires repetitive inspections. The AD contains an optional inspection in paragraph (i)(2) for only the first 2 years after AD publication so owners/operators can re-use their v-band couplings if they pass the AD required inspections, even if the v-band couplings have reached 500 flight hours.

You may view a photo of the affected clamp at: https://www.faasafety.gov/files/notices/2023/Jul/Exhaust_Clamp.pdf

You may view the Final Rule at: https://www.regulations.gov/document/FAA-2022-0891-0041.

For questions about the AD you may contact:
Thomas Teplik, Aviation Safety Engineer
Central Certification Branch, FAA
1801 S Airport Road, Wichita, KS 67209
Phone: (316) 946–4196; email: thomas.teplik@faa.gov

Auburn High Intensity Flight Training

Tue, 27 Jun 2023 09:56:00 -0500

Please be advised a caution note has been added to the Atlanta Sectional Aeronautical Chart due to intensive flight training below 10,000’ within 35nm of Auburn University Regional Airport (AOU). Consult NOTAMS for latest information. Consult/Subscribe to FAA Safety Alerts and Charting Notices at: http://www.faa.gov/air_traffic/flight_info/aeronav/safety_alerts/

Contact: Keith Williams, Auburn School of Aviation - (334) 844-5908

Non-Towered Airport Flight Operations AC90-66C

Fri, 23 Jun 2023 13:44:00 -0500

The FAA has noticed operations at several Alaska Airports that may be contrary to published procedures for operating in and out of non-towered airport, which may lead to airport traffic issues. AC 90-66C Non-Towered Airport Flight Operations, may help you or refresh your knowledge, for these type of operations.

PURPOSE OF THIS ADVISORY CIRCULAR (AC). This AC calls attention to regulatory requirements, recommended operations, and communications procedures for operating at an airport without a control tower or an airport with a control tower that operates only part time. It recommends traffic patterns, communications phraseology, and operational procedures for use by aircraft, lighter-than-air aircraft, gliders, parachutes, rotorcraft, and ultralight vehicles. This AC stresses safety as the primary objective in these operations. This AC is related to Title 14 of the Code of Federal Regulations (14 CFR) part 1, § 1.1 (traffic pattern), and part 91, § 91.13 (Careless or Reckless Operation), § 91.113 (Right-of-Way Rules: Except Water Operations), and § 91.126 (Operating On or In the Vicinity of an Airport in Class G Airspace). The contents of this document do not have the force and effect of law and are not meant to bind the public in any way, and the document is intended only to provide information to the public regarding existing requirements under the law or agency policies.

if you have any questions or follow-up please contact Kyle Weinzirl, Anchorage FAASTeam at kyle.weinzirl@faa.gov

Maintenance Safety Tip - The “B” Nut can be Deadly

Fri, 26 May 2023 10:38:00 -0500

The “B” Nut can be Deadly

All aircraft maintainers have heard or used the term “B” nut. It is the common description of the nut that is used to connect fluid lines and hoses. It is a very simple component; but does a critical job. It provides a reliable seal in plumbing systems and usually results in ease of maintenance for AMTs. It is designed to provide years of reliable service. However, “B” nut reliability is only as good as how you treat it.

We disconnect and connect them many times during our careers - right? However, do you “tighten” or “torque” this simple critical component? No matter how simple this component is, it requires a specific “torque” to keep it reliable in maintaining plumbing system integrity. You may have seen a maintenance record entry where the sign-off stated, “Tightened B nut.” Does this mean it was tightened enough to stop a leak, or was it tightened to a specific torque? If you are just tightening the “B” nut, you could be setting the stage for future failure or fracture.

Just get the tools you need to get it done right!

Another “gotcha” is finger tightening then “forgetting” to torque the “B” nut. A high risk of this occurring can be distractions (like telephone calls) and interruptions (like multi-tasking) while on the job.

A good technique to follow is if you connect a “B” nut, finish the job with the proper torque. Otherwise, tag it or write it up so it is not overlooked, especially if you leave the job site or another AMT finishes the job!

For more information contact: FAASafety@faa.gov

NTSB Safety Alert: Mechanics, The “B” Nut can be Deadly!

Wed, 10 May 2023 14:29:00 -0500

"B-nut" is a common term for a nut that provides the clamping force to create a reliable seal in lines (fuel, oil, or air, lines on a reciprocating or turbine engine) installed on an aircraft. If a B-nut is improperly secured (either torqued too much or not enough), a loss of engine power or an engine fire could result.

Under- and over-torqued B-nuts could cause fuel, oil, or air leaks depending on where the B-nuts are installed; over-torqued B-nuts could also result in deformation and damage to a line. Fuel or oil leaked onto a hot engine could result in a fire.

B-nuts are exposed to vibration and thermal expansion and contraction during aircraft operations; therefore, maintenance personnel must ensure that the B-nuts are properly secured.

Here is a link to the NTSB Safety Alert SA-086: https://www.faasafety.gov/files/notices/2023/May/SA-086.pdf

For more information, visit www.ntsb.gov

Continental Motors AD 2023-04-08 Crankshaft Counterweight

Thu, 23 Feb 2023 15:00:00 -0600

Continental Motors has discovered a potential assembly error affecting approximately 200 crankshaft assemblies. It is possible one or more counterweight retaining rings were not properly seated in the crankshaft counterweight groove. This condition could allow the counterweight to depart from the crankshaft during engine operation resulting in catastrophic engine damage. Please see Continental Motors MSB 23-01 (link below) for effected models and serial numbers and the FAA issued Airworthiness Directive AD 2023-04-08.

https://www.faasafety.gov/files/notices/2023/Feb/23-01_Mandatory_Service_Bulletin.pdf

Airworthiness Directive Link:

https://www.faasafety.gov/files/notices/2023/Feb/AD2023-04-08_Continental_Motors_Snapring.pdf

For further information, please reference the Related Information on the last page of the AD

or email:

Kyle Weinzirl Anchorage FAA Safety Team kyle.weinzirl@faa.gov

Reno Runway 17R-35L extended Closure

Thu, 5 Jan 2023 09:59:00 -0600

Reno ( RNO ) runways 17R - 35L are closed for an extended time ( Possibly a couple of months ). GA Pilots be aware of increased traffic for the other runways.

Always check NOTAMS when planning to fly to RNO

POC: Larry.D.Cheek@FAA.GOV

Flying in Alaska

Fri, 30 Dec 2022 13:03:00 -0600

Flying in Alaska

Special Considerations

It has been said, there is nothing like flying in Alaska. There is a lot of truth in that statement. While Alaska offers a pilot unparalleled beauty, it also offers a very complex aviation environment in which to navigate. The challenges vary from the complex airspace around Anchorage to the vast, unpopulated areas that allow a pilot to operate in Class G airspace. Flying safely in Alaska requires thorough planning and special attention to detail.

When preparing for a flight adventure, a pilot will consider such things as airspace, his or her capabilities, the weather, and status of the aircraft. In other words, a prepared pilot will have all available information concerning his or her planned flight.

It is important to remember, as part of this planning, that a pilot should consider the flight environment along the route of flight. This, of course, will vary depending on the terrain and the altitude at which the flight will be flown. A pilot should study the route of flight to determine what obstructions may lay along the flight path. Ask yourself, are there mountain ranges to cross or man-made obstacles along the route? It is important to remember that not all towers, power lines, catenary lines (cables), etc. are marked and/or lighted. If these obstacles are not over 200 above ground level (AGL) and/or close to an airport, it is very likely that they will NOT be lighted, marked, or NOTED on a sectional chart. If you are planning to fly low over terrain, it is very important to be aware of these hazards and to plan accordingly. You might consider flying the route at a higher altitude to avoid such obstacles. You may want to discuss your route of flight with an experienced, prudent pilot that is familiar with the area or perhaps fly the route with them before you venture out on your own. If you would like to learn more about the evaluation of man-made obstacles, please review 14 CFR Part 77.

eCFR :: 14 CFR Part 77 -- Safe, Efficient Use, and Preservation of the Navigable Airspace

The most important aspect of a flight is safety. A well planned flight flown with safety in mind, will be a source of wonderful memories.

Safe flying, happy memories.

The FAASTeam, Kyle Weinzirl

kyle.weinzirl@faa.gov

Expansion of R2206 Restricted Area

Tue, 13 Dec 2022 10:13:00 -0600

R2206 LTA

The National Defense Authorization Act directed the Missile Defense Agency (MDA) to deploy a tracking and discrimination sensor to support national security against emerging threats. Clear Space Force Station (CSFS) was selected as the preferred site for the Long Range Discrimination Radar (LRDR) and the United States Air Force was designated as the lead service.

After reviewing the original R2206 Restricted area, it was determined a larger area would be needed to protect aircraft and personnel from encountering excessive interference from LRDR transmissions. MDA, in cooperation with the Federal Aviation Administration (FAA) and Department of Defense (DoD), developed and submitted the proposal to expand the existing R-2206 and to minimize the impact to Clear Airport by establishing an Aircraft Operating Zone (AOZ) (See URL link https://www.faasafety.gov/files/notices/2022/Dec/R2206_LTA.pdf).

For questions or comments, contact Anchorage ARTCC 907-269-2730, http://AJE-EW-ZAN-Airspace- Staff@faa.gov

Yosemite, Sequoia, and Kings Canyon National Parks

Fri, 5 Aug 2022 15:23:00 -0500

Yosemite, Sequoia and Kings Canyon National Parks

A variety of aircraft, including NPS-operated, military, commercial, and general aviation, fly in the airspace over National Parks. Although there are many legitimate aviation uses, overflights can adversely affect the safety of emergency aviation operations (Fire, Search and Rescue), negatively impact park resources and values and interfere with visitor enjoyment.

Regulations Regarding Flights Over Charted National Park Service Areas to include Yosemite, Sequoia and Kings Canyon National Parks

The landing of aircraft is prohibited on lands or waters administered by the National Park Service, U.S. Fish and Wildlife Service or U.S. Forest Service without authorization from the respective agency. Exceptions include: 1) when forced to land due to an emergency beyond the control of the operator, 2) at officially designated landing sites, or 3) on approved official business of the Federal Government. All aircraft are requested to maintain a minimum altitude of 2,000 feet above the surface of the following: National Parks, Monuments, Seashores, Lakeshores, Recreation Areas and Scenic Riverways administered by the National Park Service; National Wildlife Refuges, Big Game Refuges, Game Ranges and Wildlife Ranges administered by the U.S. Fish and Wildlife Service, and Wilderness and Primitive areas administered by the U.S. Forest Service. FAA Advisory Circular (AC) 91-36D (refer to Uploaded Files), “Visual Flight Rules (VFR) Flight Near Noise-Sensitive Areas”, defines the surface as: the highest terrain within 2,000 feet laterally of the route of flight, or the upper-most rim of a canyon or valley.

Federal regulations also prohibit airdrops by parachute or other means of persons, cargo, or objects from aircraft on lands administered by the three agencies without authorization from the respective agency. Exceptions include, 1) emergencies involving the safety of human life, or 2) threat of serious property loss.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Boundary of National Park Service areas, U.S. Fish and Wildlife Service areas, and U.S. Forest Service Wilderness and Primitive areas.

Operators conducting Research, Aerial Mapping or Survey and Motion Picture Industries must contact the Park Aviation Manager prior to engaging in such activity.

For further information; contact Park Aviation Manager: Email: seki_aviation@nps.gov or Phone: 559-565-3158

PTK Airport UAS Grid

Thu, 30 Jun 2022 15:45:00 -0500

Contact:

Oakland Pontiac ATCT- Steve Ameluxen, FLM

Phone (248) 886-8500

Email address: Ameluxen, Stephen (FAA) stephen.ameluxen@faa.gov

Attached is an update for the UAS Facility Map for the PTK Airport. Please note the numerous Zero (0) altitude boxes on and surrounding the airport for your planning purposes.

Reasons for the Zero Altitude grid boxes is due to the Seaplane Base of Operations on Pontiac Lake, also on surrounding lakes and the numerous helicopter operations involving several PTK based helicopter training schools.

https://www.faasafety.gov/files/notices/2022/Jun/KPTK_UAS_FACILITY_MAP_JUN_22.docx.pdf

Reposted Advisory Circular 61-134 CFI Editorial Update

Thu, 19 May 2022 09:19:00 -0500

Advisory Circular 61-134 (General Aviation Controlled Flight Into Terrain Awareness) has had an Editorial Update (see the change bars, the date on the document 4/1/03 has not changed).

PURPOSE OF THIS ADVISORY CIRCULAR (AC). This AC highlights the inherent risk that controlled flight into terrain (CFIT) poses for general aviation (GA) pilots. This AC includes the Federal Aviation Administration’s (FAA) common definition of the term CFIT; identifies some, but not all, of the risks associated with GA CFIT accidents; and provides some recommendations and strategies to combat CFIT within the GA community. This AC is not an all-inclusive document on CFIT; rather, this AC is designed to help flight instructors, FAA Aviation Safety Program Managers, and other trainers develop CFIT training materials by identifying some of the factors involved in GA CFIT accidents. Some common references are included to aid instructors in preparing CFIT presentations. Pilots can benefit from reading this AC to check their own knowledge of CFIT and factors involved to avoid having a GA CFIT accident. This AC will break the study of GA CFIT into three broad categories. One will focus on visual flight rules (VFR) pilots without an instrument rating operating in marginal VFR weather conditions (visual meteorological conditions (VMC)) or instrument flight rules (IFR) weather conditions (instrument meteorological conditions (IMC)) commonly known as scud running. The second category will focus on GA IFR operations in IMC conditions on an IFR flight. The third category will focus on low-flying aircraft operating in VFR conditions. This AC does not address CFIT in Title 14 of the Code of Federal Regulations (14 CFR) part 121 or part 135 operations. The contents of this document do not have the force and effect of law and are not meant to bind the public in any way. This document is intended only to provide clarity to the public regarding existing requirements under the law or agency policies.

AC61-134 CFIT Editorial Link

Please contact Kyle Weinzirl FAASTeam Program Manager, email Kyle.weinzirl@faa.gov with any question or concerns

KSLC Runway Safety Video

Tue, 10 May 2022 14:39:00 -0500

Salt Lake City Int’l (SLC) Runway Safety Video Released

This From the Flight Deck video gives GA pilots a heads up on potential surface safety risks at SLC, including:

Hot Spots
Wrong surface landing risks
Wrong surface take off risks
Potentially confusing taxiway/runway configurations

The video is at: https://youtu.be/97TdBQsKcG0

RNO Video for Wrong Runway Landings

Wed, 13 Oct 2021 06:20:00 -0500

Here is a RNO Airport information Video for wrong Runway Landings. Please click or copy the link below.

https://www.youtube.com/watch?v=fBoNrXT6cq8

For additional information please contact Larry Cheek, RNO OPS FPM

775-379-6934

larry.d.cheek@faa.gov

HNL Reef Runway Taxiway Name Changes, 07 OCT 2021

Sun, 26 Sep 2021 19:47:00 -0500

Per the Runway Safety Planning Study at Daniel K. Inouye International Airport (HNL), DOT-A is implementing Reef Runway Taxiway Signage Improvements. The project will change the Taxiway sign panels in compliance with FAA Taxiway Nomenclature. The new names are to be installed during the October 6, 2021 evening shift, anticipated to correspond to the Pacific Chart (Pac Chart) Supplement, October 7, 2021, update.

POC for questions: Edie Chiu, DOTA Project Manager; eddie.k.chiu@hawaii.gov Phone: (808) 838-8827

Electronic 1 pg Brochure - Runway Safety

Fri, 3 Sep 2021 09:43:00 -0500

The Orlando FSDO FAASTeam has put together this educational outreach 1 page pdf “electronic brochure" (hyperlinked), to help promote “Runway Safety” with “ease and efficiency” for today’s high tech and busy world.

Click the Link >> RUNWAY SAFETY SPECIAL EMPHASIS BROCHURE

Includes related courses for WINGS Credit.
Related FAA YouTube Videos: "From the Flight Deck" (GA Safety Challenges)
Related FAA Runway Safety Pilot Simulator Scenarios and more
Other Related FAA YouTube Videos and more of specific airports.
- This section was limited to Florida only to keep the brochure to one page. However, you title of that section is hyperlinked to where all of them can be found.

This brochure (currently revised on 8/16/21) is good as long as the listed links continue to be correct/available of course.

Kapalua Unicom - reduced hours until further notice

Fri, 7 May 2021 10:31:00 -0500

Due to the ongoing pandemic, until further notice, the shortened Kapalua Unicom hours of operation will be:

07:00-15:00 Monday through Thursday; 07:00-13:00 Fridays and it's currently unmanned on weekends. (For reference, normal contracted hours for Kapalua Unicom are 0600-1800, 7 days a week.)

POC: Ms. Keawe Chang: email: tanya.k.chang@hawaii.gov phone: (808) 665-6109

Dave Strassburg selected as the 2021 Certificated Flight Instructor of the Year for the Eastern US!

Wed, 5 May 2021 15:54:00 -0500

It is my pleasure to announce that the General Aviation Awards Committee has selected Dave Strassburg as the Eastern Regional Flight Instructor of the Year for 2021. This is the second year in a row that Dave has been selected as a regional award winner. Last year he was selected by the committee for the category of Safety Representative of the Year for the Eastern US.

The award committee is made up of recognized aviation professionals that have made contributions to the general aviation community. You can find out more about the judges here (you might recognize some of these folks!). http://www.generalaviationawards.com/judges/

Dave volunteers a lot of time with the local flying community, and it was great to see that he was selected as the Flight Instructor of the Year for the Eastern US.

Dave works as a corporate jet pilot for a large operation, and when he is not flying at his day job, you will usually find him happily flight instructing at Northampton Aeronautics at 7B2. Dave is a Gold Seal Flight Instructor, an ATP, and has his CFI, CFII, and MEI. Dave is also a Glider Flight Instructor and teaches in the Redbird Flight Training Device at Northampton, Massachusetts.

Dave volunteers his time as a Lead Safety Representative and WINGSPro with the FAASTeam with both the Bradley, CT and Boston, MA, Flight Standards District Offices. There is a good chance that you might have seen him presenting, or helping out with a local presentation in the New England area. Dave has also been a resource for pilots that might have a question and feel more comfortable speaking with a Safety Rep, or want to improve their proficiency proactively. He also helps out a lot of folks that have questions about how to get their WINGS Credit and navigating the online site, and he does this as a volunteer. It is a lot of work and a lot of phone calls that he takes!

If you see Dave, please tell him thank you…and congratulations!

Best Regards,

"Dan"

FAASTeam Program Manager (Operations)

Bradley FSDO

(860) 386-1747

john.carter@faa.gov

COVID-19 Vaccines: Pilots and Air Traffic Controllers

Wed, 17 Mar 2021 14:03:00 -0500

After careful review of available data regarding safety profiles, the FAA Office of Aerospace Medicine (AAM) adopts the following policy as both safe and operationally responsive to this unique situation:

Holders of FAA-issued Airman Medical Certificates or Medical Clearances may receive the Pfizer-BioNTech, Moderna, and Johnson & Johnson COVID-19 vaccines; however, a 48-hour no fly/no safety related duty interval must be observed after each dose.

Individuals holding an FAA-issued Airman Medical Certificate or Medical Clearance should be reminded that they are prohibited from performing flight crewmember duties or air traffic control duties if they do not meet medical certification requirements, including those related to adverse events from medications that render them unable to perform such duties.

AAM will monitor the patient response to Pfizer-BioNTech, Moderna, and Johnson & Johnson vaccines and may adjust this policy as necessary to ensure aviation safety. Additional vaccines will each be evaluated as EUAs are issued.

To keep informed with the most current information please visit the website below:

Coronavirus Guidance & Resources from FAA

Overflight of National Parks

Thu, 7 Jan 2021 16:30:00 -0600

In May, National Park Service (NPS) Rangers noticed a tour helicopter flying dangerously low and close to the Montezuma Castle cliff dwelling. In doing so, the pilot was risking serious damage to the site’s ancient architecture. To help protect Montezuma Castle-and other noise sensitive areas, the Federal Aviation Administration (FAA) advises pilots maintain a minimum altitude of 2,000 feet above National Park units (FAA Aeronautical Information Manual, AIM 7-4-6) . While this is a request, damage to archeological sites caused by low flying aircraft can also result in civil and criminal penalties.

Many companies offer packages that allow tourists to view cliff dwellings from the air and it is clear these tours are lucrative. To ensure cliff dwellings are available for future tours as well as to avoid costly fines and potential prosecution, helicopter companies must become responsible stewards of archeological sites on public land.

FAA Aeronautical Information Manual 7-4-6 states “Pilots are requested to maintain a minimum altitude of 2,000 feet above the surface of the following: National Parks, Monuments, Seashores, Lakeshores, Recreation Areas and Scenic Riverways administered by the National Park Service…”

The System Unit Resource Protection Act (SURPA, 54 USC §100721-100725) is a law that allows the National Park Service to seek compensation from individuals or companies that engage in actions causing damage to cliff dwellings. Civil and criminal restitution for damage caused by irresponsible helicopter pilots could cost a company thousands of dollars in damage assessment, law enforcement and repair costs.

SURPA violations could result in the loss of equipment associated with helicopter-related damage. This means that a company’s helicopter, cameras and other equipment used during a violation could be subject forfeiture without compensation.

FAA Advisory Circular 91-36D advises pilots to fly not less than 2,000 feet AGL over noise sensitive areas, such as National Parks and cultural and historical sites, where the ground level is defined as the highest terrain within 2,000 feet AGL laterally of the route of flight or the uppermost rim of a canyon or valley. This advisory is intended to protect noise sensitive cultural and historic sites, natural areas and wildlife, as well as to reduce annoyance, inconvenience, and interference with the uses and enjoyment of the areas.

Helicopter overflights risk damaging ancient cliff dwellings that are sacred places for Native American tribes, hold scientific importance and are beloved by the American Public.

All commercial filming activities taking place within a NPS unit require a permit, pursuant to Public Law 106-206 and 43 CFR 5.2 (a). For information on application procedures and to obtain a permit application, the site manager must be contacted, pursuant to 43 CFR 5.3. Even in situations where filming activities are permitted, NPS studies have advised that no aircraft should pass within 200 feet of cliff dwellings and no helicopters should be allowed to hover within 200 feet of cliff dwellings, due to documented vibration and damage risk to those structures.

For more information please contact:

Vicki Ward, Overflights Manager: vicki_ward@nps.gov

Randy Stanley, Natural Sounds & Night Skies Coordinator: randy_stanley@nps.gov

Piedmont Triad International Airport (GSO) Hot Spot 1

Mon, 21 Dec 2020 09:17:00 -0600

Pilots operating at GSO, Piedmont Triad International Airport need to be aware of Hotspot 1, the Kilo-Kilo 6 intersection. Missing this Hotspot may result in costly delays and introduce risk into the operation. Taxiway Kilo extends far beyond the threshold of Runway 23L going into the Fed Ex hangar and ramp area. If Hotspot 1 is missed, large aircraft may not be able to turn around under their own power and may require extra services, such as a tug, to get back to runway 23L. Taxiing onto the FedEx ramp can cause Jet Blast issues with people and equipment on the FedEx Ramp. Watch the video for more information.

Web Briefing Page w/ Video (use Internet Explorer)
https://spark.adobe.com/page/T9PuBJlH1IHrh/

You Tube Video Link (use Chrome or Internet Explorer)
https://youtu.be/NmM8EOsfM1s

New HNL ASDE-X Function 15 DEC 2020

Sat, 12 Dec 2020 01:23:00 -0600

On Tuesday, December 15, 2020, the Daniel K. Inouye International Airport ASDE-X ground radar will be updated with ATAP (ASDE Taxiway Arrival Prediction software) to prevent wrong-surface landings on taxiways,

If an arriving aircraft (fixed wing or helicopter) 3000 ft. or below lines up with a protected taxiway for 20 seconds or longer in the taxiway alert region, the taxiway alert will go off in the tower and the controllers MUST issue a mandatory “go-around” and aircraft MUST be resequenced due to pilot loss of situational awareness.

This update will cause more “nuisance” go-arounds for helicopters if they inadvertently line up to a taxiway on approach into HNL. There is technology to inhibit inadvertent helicopter alerts, but in all likelihood, some will receive mandatory go-around instructions if they line up on taxiways during their approaches.

For Medevac flights, especially if the pilot has a critically ill patient and requests priority to HNL, the controllers do not want to send them around but if the taxiway alert goes off the controllers will be REQUIRED to send them around.

POC David Higa, HCF Support Specialist

Phone: 808-840-6125

email: David.Higa@faa.gov

Norms. Are You Positive or Negative?

Thu, 1 Oct 2020 14:26:00 -0500

http://www.faasafety.gov/files/notices/2020/Oct/Topic_of_the_4th_Qtr_Norms.pdf

Normalcy in the workplace, in the hangar, in the shop. What is that anyway? This short presentation is a great example of positive and negative norms that you could experience at work. Click the link, above, for more information.

St. Louis Aviation Maintenance Association Message

Fri, 28 Aug 2020 08:54:00 -0500

A message from the St. Louis Aviation Maintenance Association (SLAMA),

After 26 years of hosting the Inspection Authorization (IA) Renewal and Maintenance Symposium, the SLAMA Executive Board made the decision to postpone this year’s event scheduled for February 2021. The new date for this event is now Thursday September 16, 2021 and will count towards the next even-numbered year IA cycle starting April 1, 2021.

In accordance with FAR §65.92(a) each inspection authorization expires on March 31 of each odd-numbered year. The current inspection authorizations are set to expire on March 31, 2021.

If utilizing a “refresher course” acceptable to the FAA, for this year’s current cycle, free on-line refresher courses and webinars are available for all Airman on www.faasafety.gov under the Maintenance Hangar Tab and Seminars and Webinars Tab at the top of the home page.

For additional and up to date information, please visit The St. Louis Aviation Maintenance Association website at www.stlouisaviationmaintenance.com .

Grant Gillian

St. Louis Safety Program Manager

(314) 890-4859

grant.gillian@faa.gov

Congratulations to Alex Engelson!

Wed, 5 Aug 2020 15:47:00 -0500

You probably know Alex Engelson from our WINGS Safety Meetings where he volunteers his time as a FAASTeam Representative and presenter. (Alex also instructed as a local Fixed-Wing CFI, and served as a Flight Instructor on the Blackhawk Helicopter with the Massachusetts National Guard).

Alex recently began a new chapter in his aviation career, and it is my pleasure to welcome him aboard to his new position with the Bradley FSDO as an Operations Safety Inspector. I am happy to report that Alex will still be still be involved with the FAASTeam as a volunteer Service Provider!

If you see Alex, please tell him congratulations!

Thank You and Best Regards,

"Dan"

John Daniel Carter

John.Carter@faa.gov

(860) 386-1747

St. Louis FSDO Safety Tips Newsletter Summer 2020

Mon, 13 Jul 2020 15:11:00 -0500

I have created this St. Louis FSDO Newsletter in hope of providing useful and valuable aircraft maintenance and safety information to both pilots and mechanics within the St. Louis District. In this issue, I will be discussing:

Safety Wire
Exhaust and V-Band Clamp Safety Maintenance
Maintenance Records

http://www.faasafety.gov/files/notices/2020/Jul/Summer_2020__Rev_1.pdf

Grant Gillian, St. Louis Safety Program Manager, (314) 890-4859, Grant.gillian@faa.gov

Prevention of Lake Hood Water-Lane Incursions & Pilot Deviations

Wed, 1 Jul 2020 11:31:00 -0500

Subject: Prevention of Lake Hood Water-Lane Incursions & Pilot Deviations

There has been an increase in Pilot Deviations at Lake Hood when aircraft operating on the surface
of the water crossed active sea-lanes without an air traffic control (ATC) clearance. Crossing an
active sea- lane without an ATC clearance is a Runway Incursion defined as any occurrence at an
aerodrome involving the incorrect presence of an aircraft, vehicle or person on the protected area
of a surface designated for the landing and take-off of aircraft.
In an effort to maintain a safe environment for all Water-Lane users the Anchorage Tower ATC team
request that all pilots operating on the surface of Lake Hood:

• Exercise the highest level of cockpit situational awareness while taxiing to or from water-lanes
or while transiting any designated movement area.

• Make certain that you have an ATC clearance to enter or cross any water-lane even when not
advertised as the water-lane in use. For example, “West” may be the advertised active water- lane,
but all aircraft still require an ATC clearance to cross the North/South and SE/NW water- lanes.

• Clarify any ATC communications or instructions that is unclear or questionable. When in doubt,
always ask for clarification.

The Anchorage Tower ATC team remains focused on providing the safest and most efficient air traffic
service possible for the pilots and passengers who use the Anchorage and Lake Hood airports.

http://www.faasafety.gov/files/notices/2020/Jun/LHD_LTA_Diagram.pdf

For further information/questions, please contact Lake Hood, AK Tower 1(907) 271-5936

Congratulations to Safety Rep Dave Strassburg!

Tue, 23 Jun 2020 16:17:00 -0500

It is my pleasure to announce that the 2020 Bradley FSDO Safety Representative of the Year, Dave Strassburg, was also selected as the 2020 Eastern Honoree for the General Aviation Awards Program! http://www.generalaviationawards.com/news/I

Aviation is Dave's profession, his hobby, and his passion. When Dave is not working at his job as a Learjet pilot, you will find him instructing at Northampton, Massachusetts where he enjoys teaching in gliders, tailwheel airplanes, and the Red Bird Trainer. When Dave is not instructing, you are likely to find him conducting an evening WINGS Safety Seminar.

Dave also volunteers his time as a Safety Rep and Designated WINGSPro for the Bradley and Boston FSDO and has been instrumental in assisting pilots in the New England Area with WINGS training and is known for his ability to answer WINGS questions. He is commonly referred to as "The WINGS Guy" so much that Dave recently made a Facebook page as "The WINGS Guy" to be a contact and resource for pilots and flight instructors with WINGS.

If you see Dave please tell him thank you, and congratulations!

Best Regards,

"Dan" Carter

John.Carter@faa.gov

FAA Safety Team Program Manager - Operations

Bradley FSDO (860) 386-1747

Is Your Flight Review Set to Expire, But You Can’t Fly With a CFI Because of COVID-19?

Mon, 4 May 2020 16:33:00 -0500

You may be able to extend your flight review grace period for up to three months by earning three WINGS credits. WINGS is the FAA’s Pilot Proficiency Program. You can get WINGS credits by going to FAASafety.gov. Hover over “Activities, Courses, Seminars & Webinars” then choose “Courses” for online training, or “Seminars & Webinars” if you prefer to earn credit by attending a live webinar. There are over 500 online courses and lots of webinars available. To complete a phase of WINGS, you’ll need to complete three flight credits when things get back to normal but to extend your flight review, three ground or “knowledge” WINGS credits is all you need.

The intent of the requirement to take three online courses is to make the demonstration of continued learning and professional development universally available, easy to complete and rational. The SFAR requires three WINGS knowledge credits since January 2020. The credits can be any set of online courses, activities, webinars, or even seminars prior to the shelter in place, that provide the three WINGS credits. Online learning, activities, courses, Zoom or prior seminars, and webinars are acceptable.

There are also other requirements explained in a new, 93-page document that the FAA has posted to the Federal Register. For all the details, see the new Special Federal Aviation Regulation (SFAR) that covers Relief for certain persons and operations during the Coronavirus Disease 2019 (COVID-19) Outbreak. The SFAR is effective April 30. The Federal Register version is available at this link: https://www.federalregister.gov/documents/2020/05/04/2020-09472/relief-for-certain-persons-and-operations-during-the-coronavirus-disease-2019-covid-19-outbreak.

Some of the requirements are:

Current to act as PIC in March of 2020
Flight review due March through June of 2020
Pilots in any operation that requires at least a commercial pilot certificate
Or, operations requiring private pilot certificates who have:
- 500 hours total time
- 400 hours as PIC
- 50 hours last 12 calendar months
- Doing these types of operations:
  - Incidental to business or employment
  - In support of family medical needs or to transport essential goods for personal use
  - Necessary to fly an aircraft to a location in order to meet a requirement of this chapter
  - A flight to transport essential goods and/or medical supplies to support public health needs
- Persons onboard must be essential to the flight

You get the idea. However, be sure to read the full SFAR before you use it to exercise an extension of your flight review. Make sure that you, and the operation you will be flying, meet the requirements of the SFAR.

For technical questions concerning this action for pilots, contact:
Craig Holmes, General Aviation and Commercial Division
Federal Aviation Administration,
800 Independence Avenue SW, Washington, DC 20591
Telephone (202) 267-1100; email: 9-AVS-AFS800-COVID19-Correspondence@faa.gov

Alaska Transitions to ICAO Flight Plan Format

Mon, 30 Mar 2020 06:10:00 -0500

Alaska Transitions to ICAO Flight Plan Format

The FAA transitioned to mandatory use of the international flight plan format for all IFR and VFR domestic and international civil flights in the contiguous United States in August 2019.

Effective March 26, 2020, all domestic and international civil flights in Alaska must use the international flight plan format as well. The change is part of an effort to modernize and streamline flight planning and supports the FAA’s NextGen initiatives.

Benefits of the international form make it easier and more intuitive for pilots to use and will increase safety.

An increase in the size of the departure and destination fields allows for a greater variety of entry types
Transmission of the supplemental pilot data field, which contains pilot contact information, along with the VFR flight plan to the destination facility, to reduce search and rescue response times
Air traffic control gains access to detailed equipment codes to identify aircraft capability

The international format will also allow for integration of Performance Based Navigation and enhance air traffic control services by allowing for easier identification of equipage, which can make greater use of airspace.

With the exception of military flight operations, the international format is required for all IFR and VFR flights across the NAS. Guidance on how to complete an international flight plan is available at www.faa.gov/go/flightservice.

Please contact Flight Service on our feedback email if you have any questions at 9-AWA-ATO-SYSOPS-FS@faa.gov.

FAA Extends AD Compliance Time for 210 Carry-Thru AD Inspection Due to COVID-19 Restrictions

Thu, 26 Mar 2020 16:48:00 -0500

The FAA has issued a Global AMOC (Alternative Method of Compliance) for AD 2020-03-16 to extend the compliance time from 60 days to September 9, 2020. This extension changes the compliance time from 60 days to approximately 180 days. The original 20 hours time-in-service (TIS) compliance time identified in AD 2020-03-16 remains the same.

Owners and operators face difficulty meeting the 60 day compliance time due to a number of factors associated with the COVID-19 virus, including facility availability, equipment availability (masks used in the application of chemicals), and travel and personnel restrictions imposed by local, state, and federal governments.

The FAA continues to stress the critical nature of this AD but acknowledges the flexibility that must be exercised in this unprecedented situation.

Select this link for the full Wichita ACO Global AMOC Textron AD 20200316 COVID-19 Extension 3-24-20.

For questions about this notice please contact:

Wichita ACO Branch
1801 Airport Rd
Wichita, KS 67209

Bobbie Kroetch
bobbie.kroetch@faa.gov
(316) 946-4155

Juneau FSDO Facility Access

Wed, 18 Mar 2020 15:47:00 -0500

As of March 18, 2019, access to the Juneau Flight Standards District Office is restricted. The facility will have limited personnel on site and visitors will not be permitted entry unless access is determined to be mission critical. Although the facility has limited access, the Juneau FSDO staff is still fully accessible and operational while teleworking and available by phone, email, or other means such as Skype. Please contact the Juneau FSDO with any questions or concerns. Thank you,

Juneau Flight Standards District Office
3032 Vintage Park Blvd. Suite 106
Juneau, AK 99801
(907) 790-7315 - Voice
(907) 586-8833 - Fax

UAS Operations at CO55

Fri, 28 Feb 2020 06:19:00 -0600

Colorado airmen be advised that there are high intensity UAS operations being conducted on Christman Field (CO55) at or below 400 feet AGL. Airmen are requested to remain at or above 500 feet AGL when overflying the airport operational area. Situated at the base of the foothills, approximately 5 miles WNW of the Fort Collins city center, these UAS operations are being conducted both day and night.

For further information please contact Mr. Chris Robertson, CSU Drone Center Director at (970) 556-5652.

Calling All Female Pilots and AMTs - The Master Pilot and Master Mechanic Awards Program Wants You! (Corrected Notice)

Tue, 12 Nov 2019 09:51:00 -0600

The FAA Safety Team is encouraging all female pilots and AMTs who have at least 50 years experience to apply for the Wright Brothers Master Pilot Award and the Charles Taylor Master Mechanic Award. We will be honoring these amazing women at ceremonies during Sun 'n Fun April 2020 and EAA AirVenture July 2020. Space is limited so apply early for either event. Please click on the following link or copy and past into your browser for more information. https://www.faasafety.gov/files/notices/2019/Nov/MPA_MMA_FB_Twitter_Posting_Edit.pdf

The Buck Stops With Me

Wed, 18 Sep 2019 15:14:00 -0500

Did you ever break a rule? There is plenty of blame to spread around when rules are broken in an organization and there is a mishap. Mechanics, inspectors, managers, the manufacturer, procedure writers, lawyers, and regulators all contribute to our culture. We should work together to make sure it is a positive culture. This presentation has tools for you to champion a commitment to reduce pressure to break rules.

Click below:

http://www.faasafety.gov/files/notices/2019/Sep/The_Buck_Stops_with_Me.pdf

http://www.faasafety.gov/files/notices/2019/Sep/The_Buck_Stops_with_Me_Presenter_Notes.pdf

American Bonanza Society Control Cable Turnbuckle Recommendation

Thu, 30 May 2019 08:02:00 -0500

American Bonanza Society Control Cable Turnbuckle Recommendation

The American Bonanza Society (ABS) posted an article on January 30, 2019, that addressed some concerns over corrosion found on aileron and rudder cable turnbuckles hidden under the safety wire and one occurrence where the rudder cable turnbuckle failed. All of these occurrences happened where the turnbuckle is positioned beneath a heater duct or in the case of the rudder cable, the overheat inlet air duct.

After reviewing the original article, the FAASTeam feels it would be prudent to disseminate the information again to ensure all affected aircraft are inspected. Below are important excerpts from the ABS article.

The ABS is still in the beginning stages of gathering information. They cannot exclude any model of Bonanza, Baron, Debonair or Travel Air at this point. ABS will be making recommendations once they have a better handle on the data. For now, ABS recommends having a mechanic remove the safety wire and visually check the turnbuckles, and replace the turnbuckles if there is any sign of fatigue cracks or corrosion.

So far this issue has only been found in aileron cable turnbuckles in Bonanzas at the point the cable passes under the heater duct. The condensation from that duct may promote corrosion on the turnbuckles beneath the heater duct. If condensation is found in this manner, then this would confine this issue to Debonairs and Bonanzas, excluding Barons and Travel Airs. ABS might also suggest mitigations besides cable replacement to address the hazard. However, at least one of the five known cases involve a fatigue failure of the turnbuckle at mid-shaft with no evidence of corrosion. Around 1984, Beech began using a clip instead of a safety wire design. In the post 1984 airplanes, the turnbuckles are in the wheel wells, not in the fuselage under the heater duct. These can be visually inspected without removing clips.

In all cases of turnbuckles using the safety wire design, the safety wire completely obscured the failure under the safety wire wrap; the safety wire in each case was all that was holding the control cables together. Therefore, to inspect for this type of failure, the safety wire must be removed to facilitate the inspection of the turnbuckle.

Clip-style turnbuckles may not be immune to this issue and should be inspected the same way as those secured with safety wire. The difference is that the clip-style turnbuckles are much easier to see, and therefore easier to inspect. In later models (generally post-1984) the turnbuckles are clip-style and located in the wheel wells. Although these turnbuckles may dry much better than those inside the fuselage, they may be exposed to even more moisture in the wells and should be inspected as well.

If you have further questions, contact the American Bonanza Society at:

American Bonanza Society
3595 N. Webb Road Suite 200
Wichita, KS 67226

(316) 945-1700

info@bonanza.org

NEWS FLASH - FSDO Name Change

Mon, 20 May 2019 08:53:00 -0500

Help us spread the word!

On May 26th, 2019, the Flight Standards District Office formerly known as the DuPage FSDO, will be renamed the Greater Chicago Flight Standards District Office - CHI FSDO.

Our contact information is:

FAA CHI FSDO

2300 E Devon Ave Suite 261

Des Plaines, IL 60018

847-294-8700

7-AGL-CHI-FSDO@FAA.GOV

The official contact person for this project is:

Lee Stenson at 847-294-8700

Thank You!

United -States Helicopter Safety Team-Monthly Report (Apr 2019)

Wed, 10 Apr 2019 15:02:00 -0500

Monthly Report

As of: 1 April 2019

The USHST is a regional partner to the International Helicopter Safety Team.

USHST Goal: Reduce the U.S. helicopter fatal accident rate 20% by the end of 2019 (20% by 2020)

USHST Helicopter Safety Enhancement (H-SE)

Helicopter Safety Enhancement (H-SE) 91: Enhanced Helicopter Vision Systems
FAA and industry to research, develop, and promote the use of enhanced helicopter vision systems (EHVS) technologies (e.g. Night Vision Goggles, Enhanced Vision Systems, Synthetic Vision Systems, Combined Vision Systems, etc.) to assist in recognizing and preventing unplanned flight into degraded visibility conditions due to weather and to increase safety during planned flight at night.

FUTURE WORK: Intervention Strategy 157: FAA and industry to develop improved on-board wire strike protection devices. The intent is to expand the capabilities of currently available WSPS kits and potential new technologies. Note: The USHST is not pursuing this issue as it fell below our USHST “cut” line.

To view the entire USHST Monthly Report, click on the links below:

http://ushst.org/Reports

For any questions regarding this notice please contact Scott Tyrrell of the Rotorcraft Standardization Branch, AIR-612, at 817-222-5121 or email at scott.tyrrell@faa.gov

Deer Valley Airport (KDVT) Safety Videos

Tue, 9 Apr 2019 11:16:00 -0500

For those who fly into Phoenix Deer Valley Airport (KDVT), please check out this newly published series of safety videos for pilots. The videos can be found here:

https://deervalleyairport.com/Pilots/fly-smart-fly-safe

For questions, please contact Ed Faron, Deer Valley Airport Manager:

ed.faron@phoenix.gov, 602-273-2122

Merrill Field Runway Safety Action Team Meeting

Tue, 26 Mar 2019 15:43:00 -0500

An Aviation Safety and Runway Safety Action Team meeting will convene April 12, 2019 to discuss operations on the Merrill Airport (MRI) and surrounding area.

The meeting will begin at 5:00 PM in the UAA Aviation Technology Building Conference Room. Expect the meeting to last up to two hours.

This year the meeting will include a variety of other safety related issues, topics, and concerns. There will be time given for participants to bring up concerns and/or new ideas to improve our operation within the Merrill Field airport area.

Thank you for your help in improving aviation safety. I look forward to seeing you at the Runway Safety Action Team and Aviation Safety Meeting on the 12th. of April at 5:00 PM. If you cannot attend in person, you may call in via 1-888-335-6670, passcode 464527. If you have any questions, or would like an airfield tour following the meeting (on or before March 30th), please contact:

Ralph Gibbs at 907-343-6301

STCs Play Well Together or Do They

Tue, 26 Mar 2019 14:06:00 -0500

Here is the correct Notice including two links.

http://www.faasafety.gov/files/notices/2019/Mar/Frankenplane_Topic_2nd_Qtr.pdf

http://www.faasafety.gov/files/notices/2019/Mar/Presenter_Notes_Topic_2nd_Qtr.pdf

Encourage other AMTs to register on FAASafety.gov for one-stop shop reference material and education.

Gina Moretto, FAA Safety Team Program Manager

Gina.Moretto@faa.gov, 303-342-1104

Aviation Maintenance Alert for Cirrus SR20 and SR22 Aircraft

Tue, 19 Mar 2019 16:55:00 -0500

The Chicago Aircraft Certification Branch has posted an Aviation Maintenance Alert for Cirrus SR20 and SR22 Aircraft.

This Alert results from an accident that occurred on May 27, 2018 in Houston, Texas where a SR-20 airplane crashed shortly after takeoff.The pilot reported that he could not maintain roll control of the airplane immediately after takeoff. The airplane began to roll to the left. The pilot was able to counteract with right aileron input initially, but the airplane continued to roll to the left. The pilot continued to use right aileron and trim, lowered the nose, and executed a straight-in forced landing just beyond the departure end of the runway. Examination of the airplane after the accident revealed that the left aileron actuation arm and attach bolt were missing with no associated impact damage. Further investigation indicated that the safety wire was missing from the actuation bolt.

Recommendations

As the bolt is readily visible during a walk around inspection, we recommend that all owners and operators visually verify the presence of the required safety wire before further flight. If safety wire is not present, have a qualified maintenance provider correct the situation before further flight.

In addition, Cirrus aircraft will be updating their recommended pilot preflight walk around to better define the examination of the Aileron area and the maintenance manuals to emphasize the requirement of proper safety wiring the associated hardware. We recommended that all operators adopt the new manual practices and revisions.

To view the Aviation Maintenance Alert follow this link to the FAASafety.gov library.

For questions concerning the content of this notice, please call Scott Fohrman, Continued Operational Safety Program Manager, Chicago Aircraft Certification Branch, (847) 294-7136

United -States Helicopter Safety Team-Monthly Report (Feb 2019)

Mon, 18 Mar 2019 13:05:00 -0500

Monthly Report

As of: 18 March 2019

The USHST is a regional partner to the International Helicopter Safety Team.

USHST Goal: Reduce the U.S. helicopter fatal accident rate 20% by the end of 2019 (20% by 2020)

USHST Helicopter Safety Enhancement (H-SE)

H-SE 127A is Training for Recognition/Recovery of Spatial Disorientation. The H-SE calls for the industry to develop training for recognition of spatial disorientation and recovery to controlled flight. The training developed should emphasize the use of all available resources installed on the aircraft (to include automation, such as increased use of autopilot).

Within the UIMC dataset, there were five accidents where a pilot’s incapacitation by spatial disorientation was either the cause or a contributing factor to the accident. This H-SE proposes education initiatives and use of SD simulation as part of the helicopter simulator training sessions.

To view the entire USHST Monthly Report, click on the links below:

http://ushst.org/Reports

For any questions regarding this notice please contact Scott Tyrrell of the Rotorcraft Standardization Branch, AIR-612, at 817-222-5121 or email at scott.tyrrell@faa.gov

Tucson Airport and Airspace Safety documents

Fri, 22 Feb 2019 09:25:00 -0600

Are you flying to Tucson International Airport soon, or one of the many surrounding airfields?

Please check out these documents. Tucson FAA Safety Team Representatives created these products to make your flight safer:

The Tucson Practice Areas document describes the local practice areas, as well as common reporting points and transit routes: https://www.faasafety.gov/files/notices/2018/Nov/Tucson_Practice_Areas.pdf

The KTUS Safety Brief document provides detailed information, links and photos in an effort to reduce runway incursions, surface incidents and pilot deviations at KTUS: https://www.faasafety.gov/files/notices/2018/Nov/KTUS_Safety_Brief_FAASTeam.pdf

Questions: Contact Tina Buskirk, FAASTeam Program Manager, Scottsdale FSDO, 480-284-7434, tina.b.buskirk@faa.gov

United -States Helicopter Safety Team-Monthly Report (Dec 2018/Jan 2019)

Thu, 14 Feb 2019 07:43:00 -0600

Monthly Report

As of: 14 February 2019

The USHST is a regional partner to the International Helicopter Safety Team.

USHST Goal: Reduce the U.S. helicopter fatal accident rate 20% by the end of 2019 (20% by 2020)

In CY 2018, the U.S. helicopter industry experienced a negative trend in which 24 fatal accidents and 55 fatalities occurred.

USHST H-SE 19A, Safety Culture and Professionalism, would have had the most significant impact in preventing these fatal accidents (applicable to 50% of the 24 fatal accidents)

To view the entire USHST Monthly Report plus a Bonus Report , click on the links below:

http://ushst.org/Reports and Identifying How UAS/OPA Can Reduce Fatal Accidents in High Risk Manned Helicopter Operations

For any questions regarding this notice please contact Scott Tyrrell of the Rotorcraft Standardization Branch, AIR-612, at 817-222-5121 or email at scott.tyrrell@faa.gov

Do You Know NOTAMs?

Tue, 5 Feb 2019 13:44:00 -0600

Have you ever wondered what a NOTAM said? Do you know the difference between the various kinds of NOTAMs? In case you need a refresher, FAA has a back to basics course to help you understand what Notices to Airmen (NOTAMs) are and what they are saying. There is a lot of useful information encoded into NOTAMs that can help you take your flight safety to the next level.

For pilots

For airport operators

United -States Helicopter Safety Team-Monthly Report (Nov 2018)

Thu, 20 Dec 2018 10:18:00 -0600

Monthly Report

As of: 11 December 2018

The USHST is a regional partner to the International Helicopter Safety Team.

USHST GOAL: Reduce the fatal U.S. helicopter accident rate by 20% by 2020. (0.61 fatal accidents per 100,000 flight hours)

OUTREACH

Since 01 January 2018, the Personal / Private industry experienced:

• 7 fatal accidents

• 22 fatalities

Over a ten year period (2009 – 2018) the Pers/Pvt industry:

• experienced fatal accident rate of 5.0 per 100K flight Hours

• accounted for ≈3% of the flight hours in the U.S.

To view the entire USHST Monthly Report, click the link below:

http://ushst.org/Reports

For any questions regarding this notice please contact Scott Tyrrell of the Rotorcraft Standardization Branch, AIR-612, at 817-222-5121 or email at scott.tyrrell@faa.gov

Avoiding Wrong-Surface Landings

Wed, 12 Dec 2018 21:32:00 -0600

The FAA Runway Safety Team produced a great video on preventing Wrong Surface Landings (WSLs). They are a hazard / threat to pilots at ALL experience & rating levels. Just for a kick-off attention-grabber, there's a WSL about every other day in the National Airspace System, and about 85% of WSL Events are committed by GA pilots! Worse still, the HNL Airport legacy architecture with staggered Runway 4L & 4R approach ends; Communications Issues; and Expectation Bias are THE three classic WSL precursors, so it looks like we’ve won (NOT!) the trifecta here. Please click on/cut & paste this link to view an outstanding (under-4-minute!) video:

https://www.youtube.com/watch?v=5II-s_j35cI&feature=youtu.be

New Safety Video for Tucson International Airport

Fri, 30 Nov 2018 12:26:00 -0600

Numerous wrong-runway landings have occurred at Tucson International Airport (KTUS), especially when runways 11/29 are in use. Many pilots have mistaken runway 29R for 29L, 11L for 11R, or Taxiway Alpha for a landing surface. Taxiway Alpha is north and parallel to Runway 11L/29R.

Pilots are urged to thoroughly plan for their arrival at Tucson in advance. Review the airport diagram, as the airport geometry is complex.

Please view this new Runway Safety video, with a focus on operations at KTUS:

http://aftw.org/tus-releases-runway-safety-video/

Please also view this video on Wrong Surface Landings, developed by the FAA Runway Safety Group:

https://www.youtube.com/watch?v=5II-s_j35cI&feature=youtu.be

For questions, please contact Tina Buskirk, FAA Safety Team Program Manager, Scottsdale FSDO, tina.b.buskirk@faa.gov

United -States Helicopter Safety Team-Monthly Report (Oct 2018)

Fri, 16 Nov 2018 05:10:00 -0600

Monthly Report

As of: 13 November 2018

The USHST, a regional partner to the International Helicopter Safety Team, established a goal of reducing the fatal U.S. helicopter accident rate by 20% by 2020. (0.61 fatal accidents per 100,000 flight hours)

OUTREACH

Since 01 January 2018, the Utility Patrol and Construction (UPAC) industry has experienced 6 fatal accidents and 9 fatalities. Over a ten year period (2009 – 2018) the UPAC industry experienced a fatal accident rate of 3.39 per 100K flight Hours and accounted for 2% of the flight hours in the U.S.

To view the USHST Monthly Report, click the link below:

http://ushst.org/Reports

For any questions regarding this notice please contact Scott Tyrrell of the Rotorcraft Standardization Branch, AIR-612, at 817-222-5121 or email at scott.tyrrell@faa.gov.

United States Helicopter Safety Team-Monthly Report (Sep 2018)

Fri, 16 Nov 2018 04:57:00 -0600

Monthly Report
As of: 04 October 2018

CY YTD Rate = 0.66 Fatal Accidents per 100K Flight Hours (30 September 2018) EOY Target = 0.65.

OUTREACH

Since 01 January 2013, the Helicopter Air Ambulance (HAA) industry has experienced 18 fatal accidents and 43 fatalities. Over a five year period (2012 – 2016) the HAA industry experienced a fatal accident rate of 0.55 per 100K flight hours and accounted for 17% of the flight hours in the U.S...

To view the USHST Monthly Report, click the link below:

http://ushst.org/Portals/0/PDF/USHST%20Monthly%20UPDATE%202018.pdf?ver=2018-09-11-091039-017

For any questions regarding this notice please contact Scott Tyrrell of the Rotorcraft Standardization Branch, AIR-612, at 817-222-5121 or email at scott.tyrrell@faa.gov.

Flight Instructor Endorsements

Wed, 26 Sep 2018 10:35:00 -0500

The FAA recently received the following email message from a stakeholder external to the FAA. The email read -

“I was contacted by an applicant for an Initial CFI in the XXX FSDO with an issue regarding the newly released Touchdown Autorotation Proficiency Endorsement. Per the applicant, he had never received any training in the performance of a touchdown autorotation. When the DPE arrived to administer the practical test, the DPE questioned the CFI applicant about the training he had received to obtain this endorsement. The applicant advised he had never received this training, so the DPE would not accept the endorsement.

Once the DPE advised the training school that he would be doing a touchdown autorotation during the practical test, the DPE was advised that the school did not have insurance to conduct this maneuver, so the practical test was cancelled.

It was at this time the DPE began investigating why a school would provide this endorsement without actually conducting flight training for the touchdown autorotation. He was advised that the XXX FSDO told their DPEs that this training could be conducted either by ground or flight.

We believe this was not the intent of the endorsement process.”

The FAA would like to reiterate to flight instructors, training schools, and designees, that this training is not intended to be conducted by ground training only. There is a proficiency component to this training in which the flight instructor attests to the applicant’s competence in these tasks. In order to accomplish this, the flight instructor issuing this endorsement must have flown with the applicant in order to make that determination.

For more information related to flight instructor practical tests in helicopters, refer to FAA-S-8081-7B (with Changes 1, 2, & 3). You can find the most recent copy of this document at https://www.faa.gov/training_testing/testing/test_standards/media/FAA-S-8081-7B.pdf.

As a reminder, this is no different from the requirements outlined in 14 CFR § 61.183(i) for airplanes and the stall/spin endorsement. Flight instructors, training schools, and designees preparing someone for the airplane flight instructor practical test, or conducting the practical test, should refresh themselves on this requirement.

Thanks for the help with this and if you have any questions please do not hesitate to contact the Airman Training and Certification Branch at (202) 267-1100.

United States Helicopter Safety Team-Monthly Report (July 2018)

Wed, 12 Sep 2018 09:58:00 -0500

“20% by 2020”

Monthly Report (July 2018)

The USHST, a regional partner to the International Helicopter Safety Team, set a goal in 2016 of reducing the fatal U.S. helicopter accident rate by 2020 to 0.61 fatal accidents per 100,000 flight hours, compared with USHST’s baseline rate of 0.76 per 100,000 hours. That number is the average fatal accident rate for 2009–2010 and 2012–2014. The fatal accident rate has been trending downward over the past 15 years, but it has been below 0.61 only twice, and experienced a sharp increase in 2008 and 2013.

The USHST target for 2018 is to reduce the fatal accident rate to 0.65 (or lower) per 100,000 flight hours. Preliminary data for the first six months of the year show a rate of 0.71 per 100,000 hours.

On 03 October 2017, the USHST Safety Analysis Team (SAT) published a report which analyzed 104 fatal helicopter accidents that occurred between 2009 and 2013. The accidents were evaluated according to the taxonomy developed by the Commercial Aviation Safety Team (CAST) and the International Civil Aviation Organization (ICAO). Using the CAST/ICAO Common Taxonomy Team’s (CICTT’s) guidelines. The SAT Team members assigned each accident to a single CICTT occurrence category. The Top 3 CICTT codes were Loss of Control - Inflight (LOC-I), Unintended Flight Into IMC (UIMC) and Low Altitude (LALT). These three categories accounted for 50% of the fatal accidents analyzed and were responsible for more fatalities (104) than the remaining CICTT categories combined (96).

The U.S. Helicopter Safety Team (USHST) issued a report on its study in October, along with 22 recommended “safety enhancements” that address four general issues — Outreach, Training, Policy, Technology & Equipment, the development and successful implantation is intended to reduce the number of fatalities.

To view the USHST Monthly Update, click the link below:

https://www.faasafety.gov/files/notices/2018/Jul/USHST_Monthly_UPDATE_2018_-_07.pdf

Wrong Surface Landings

Thu, 30 Aug 2018 12:46:00 -0500

In October 2017, FAA distributed FAAST Notice NOTC7400 to raise pilots’ awareness of Wrong Surface Landings (landing on the wrong runway, a taxiway or at the wrong airport) occurring within the National Airspace System (NAS). Since then, Wrong Surface Landings (WSL) continues to occur, approximately one every other day.

Airport geometry, communication and expectation bias are among the most common wrong surface landing precursors:

Parallel and offset parallel runway configurations contribute to more WSL than any other configuration
Pilots incorrectly proceed to the runway they typically utilize or expect, vs. the one actually assigned by ATC, even after correctly reading back the runway assignment.
Pilots not specifically (visually) identifying or confirming their assigned runway, or misidentifying another runway for the one they are cleared for.
Pilots not utilizing readily available geographic, visual and charted information to aid in correct runway identification
Pilots not planning for their arrival adequately

This short video, Wrong Surface Landings, produced by FAA’s Runway Safety Group, elaborates on the impacts of airport geometry, communication and expectation bias on the WSL problem, and presents anecdotes to avoid a wrong surface landing. Among the best practices to put you on the correct runway:

Thorough preflight and inflight planning to include arrival runway usage and preparation for unexpected changes
Manage and reduce cockpit distractions
Active listening
Be prepared to react to a change to a landing runway assignment
Use all available visual and charted cues, and equipment resources
If ever unsure, ask ATC

Pilots of all experience levels have committed the wrong surface landing!

Please view the linked video now (less than 4 minutes),
to help you to avoid a wrong surface landing.

Moreover, help your fellow pilots by passing this information on to them.

For more information, contact the FAA Runway Safety Group at 9-AWA-RunwaySafety (FAA)

Pilot Records Database - See your FAA Records Online

Fri, 27 Jul 2018 08:03:00 -0500

The Pilot Records Database (PRD) has been available as a beta since January 2017. PRD allows certain aviation employers such as those operating under FAR Parts 121 and 135 to review an aiman's FAA records online after an airman has granted consent via PRD.

This review of an airman's records normally occurs during the hiring process as required by the Pilot Record Improvement Act of 1996 (PRIA).

As part of the PRD beta release, airman who are applying for employment with an aviation employer may be asked to provide consent which allows the company to review your airman records online via PRD.

ATP and Commercial pilots are invited to log into PRD* and review your FAA airman records. This includes certificate information, incidents or accidents, enforcements, and more. You can also enter your previous aviation employers which will simplify the PRIA process when applying for a new pilot position.

Requirements:

FAA ATP or Commercial Pilot Certificate
Current FAA Medical
Online Identity Verification during account creation
*Not all users who wish to use PRD will be able to complete the online identity verification process. Those users must continue to use the existing PRIA processes and forms. An alternate registration option will be made available in the future. Subscribe to PRD Updates to stay informed.

Visit the PRD Website

Watch a Video showing how to grant consent

Watch a Recorded Webinar

Pilot Records Database (PRD)

Mon, 2 Jul 2018 10:43:00 -0500

Review Your FAA Airman Records; Grant Consent to Hiring Aviation Employers

This review of an airman's records normally occurs during the hiring process as required by the Pilot Record Improvement Act of 1996 (PRIA).

Requirements:

FAA ATP or Commercial Pilot Certificate
Current FAA Medical
Online Identity Verification during account creation
*Not all users who wish to use PRD will be able to complete the online identity verification process. Those users must continue to use the existing PRIA processes and forms. An alternate registration option will be made available in the future. Subscribe to PRD Updates to stay informed.

Visit the PRD Website

Watch a Video showing how to grant consent

Advocates for Aviation Safety

Thu, 26 Apr 2018 16:22:00 -0500

The Advocates for Aviation Safety has recently become an Industry Member. Their focus is entirely on helping us promote the WINGS program. Paul Burger, the Advocates founder, has recently put up $10,000 to create the CFI Sweepstakes Challenge. CFIs get one entry into the sweepstakes drawing each time they get a pilot phased in WINGS. This year, CFIs must be NAFI or SAFE members to participate. But, next year, it will be open to all CFIs.

Potential for Wrong Runway Landings at Tucson International (KTUS)

Wed, 28 Mar 2018 12:22:00 -0500

Numerous wrong-runway landings have occurred at Tucson International Airport (KTUS), especially when runways 29 are in use. Many pilots have mistaken runway 29R for 29L, or Taxiway Alpha for a landing surface. Taxiway Alpha is north and parallel to Runway 11L/29R.

Ensure correct runway lineup. Runway 29L is the shorter runway on the south side of the airport. Pilots are urged to thoroughly plan for their arrival at Tucson in advance. Review the current airport diagram, in addition to the attached photos depicting runways 29 at KTUS.

https://www.faasafety.gov/files/notices/2018/Mar/KTUS_Runways_29_and_Taxiway_A.pdf

For questions, please contact Charlotte York, Tucson ATCT Support Specialist: 520-295-5723; Charlotte.York@faa.gov

To All Pilot flying in the area of the Los Altos Rod Gun Club

Tue, 20 Mar 2018 11:36:00 -0500

To all Pilots flying in the area of the Los Altos Rod and Gun Club:

The Los Altos Rod and Gun Club is located in Los Gatos, Ca. in the Santa Cruz Mountains (see location below) at an elevation of approximately 2800 MSL. Be aware of the hazards a live firing range presents to aircraft. Flight within 500 feet of the club presents potential small arms hazards to the aircraft flying over the gun club.

Due to low over flights of the gun club recently, the FAA is monitoring flights in the area.

Please choose a course and altitude which will not present a potential hazard for your aircraft when flying near the Los Altos Rod and Gun Club.

https://www.faasafety.gov/files/notices/2018/Mar/Los_Altos_Rod_and_Gun_Club_Notice_to_Pilots_Holden.pdf

Please note the following NOTAM:

!SJC 10/049 SJC AIRSPACE SMALL ARMS FIRING WI AN AREA DEFINED AS 1NM RADIUS OF SJC210011.5 SFC-1000FT AGL 1710171914-PERM

Pilot Deviations - Santa Monica Airport

Fri, 16 Mar 2018 13:14:00 -0500

KSMO Runway Safety and Operational Update

There continues to be a significant number of surface pilot deviations at KSMO since the runway length has been shortened. Pilots must use only marked exits when entering or exiting the runway at KSMO. Operations on closed taxiway/runway surface are prohibited. Please note, and avoid, the following situations, which could lead to the filing of a Pilot Deviation:

Pilots are still exiting the runway anywhere along the runway between runway lights, which is NOT authorized.
Pilots sometimes taxi beyond the runway end after landing, onto the yellow chevron-marked surface. Taxing on the surface beyond the runway ends is NOT authorized.
The yellow chevron-marked surface beyond each runway end is NOT a displaced threshold. Landing or take-off from that surface is NOT authorized.
When taxiing out for departure, some pilots are taxiing onto the closed portions of parallel taxiways Alfa and Bravo, which is NOT authorized.

Please review the hyperlink for photographic examples, and refer to the included airport diagram to familiarize yourself with appropriate intersections and taxiways:
https://www.faasafety.gov/files/notices/2018/Mar/SMO_Airport_Notice.pdf

For additional information on airport signs and markings, please refer to the Aeronautical Information Manual, Section 3. Airport Marking Aids and Signs.

Please contact, Robert Russ, SMO ATCT, at robert.russ@faa.gov or 310-398-4525 ext. 2, for any questions or additional information concerning this information.

Happy New Year!

Mon, 8 Jan 2018 09:43:00 -0600

Happy New Year! Now that the holidays have passed and the new year has begun, how about revisiting EAA AirVenture 2017? See the following link to FAA's YouTube channel and the Safety Center Forums at last years event: https://www.youtube.com/playlist?list=PL5vHkqHi51DTSlckHo99a3Yz6D0mF99B_

Thank you

Pilot Weather Reports (PIREPs)

Wed, 20 Dec 2017 18:04:00 -0600

So, what is a PIREP anyway, I mean really? A pilot report or PIREP is a pilot’s report of actual weather conditions encountered while airborne. Typically, pilots file a report to ATC or Flight Service when the weather conditions are not the same as the forecast, or when the conditions are actually worse than the forecast. Low visibility, turbulence, icing, and thunderstorms are good examples of actual weather conditions that may not be in the forecast but may be conditions a pilot experiences during flight.

What pilots don’t often realize is that a PIREP should also be filed when the weather is better-than-forecast. A PIREP filed to report good weather is just as important as a PIREP filed to report bad weather.

The main purpose of a PIREP is Safety! PIREPs help weather forecasters update their data, and improve the quality and accuracy of a weather forecast. These reports also assist pilots, dispatchers, and flight planners to develop a mitigation strategy for possible weather hazards encountered during a flight.

The FAA has a new, electronic PIREP submission tool at the National Weather Service’s Aviation Weather Center Digital Data Service (ADDS) website. Registered users can electronically submit turbulence and icing PIREPs on the site, which are instantly displayed in graphical form and distributed nationwide. Visit https://www.aviationweather.gov/user/register to register on the Aviation Weather Center site. For more information, see INFO 14011 – Electronic Submission of Pilot Weather Reports (PIREP).

You can also submit PIREPs, as usual, by radio call to the ground facility for your established communications (i.e., FSS, ARTCC, or terminal ATC). If you are unable to submit a PIREP inflight, you can also call the nearest FSS or Weather Forecast Office upon landing. Use the form linked here to help with formatting your report.

One important thing to keep in mind: Although the PIREP should be as complete and concise as possible, pilots should not be overly concerned with strict format or phraseology. The important thing is to relay the information so that other pilots can benefit from your observation.

Are PIREP reports required by regulation? No. However, it is every pilot’s responsibility to file PIREPs, even if there isn’t a specific regulatory requirement to do so. As noted in 14 CFR section 91.183(b), the pilot in command of each aircraft operated under IFR in controlled airspace must report any unforecast weather conditions encountered as soon as possible. VFR pilots may feel that PIREPs are not important since they can see the weather, but it’s every pilot’s responsibility to file PIREPs even if there isn’t a specific regulatory requirement to do so. Filing PIREPs improves safety for everyone in our National Airspace System (NAS). Remember — the PIREP you file could save the life of a fellow aviator!

Free PIREP training is available on FAASafety.gov. Look for the Air Safety Institute’s SkySpotter “PIREPs Made Easy” course (FAASafety.gov course ALC-96). After registration and completion of the course, you will receive WINGS credit that you can use to complete your Flight Review.

PIREPs are each and every pilot’s responsibility, so spread the word!

Additional Helpful Links

Aviation Weather Center ADDS Aircraft Reports

https://www.aviationweather.gov/airep

Operational Implementation of AWC Online PIREP Submission Form

http://www.nws.noaa.gov/os/notification/scn16-31pirep.htm

Inflight Electronic PIREP Submission (1800WXBRIEF)

https://www.1800wxbrief.com/Website/#!/inflight-pireps-submission

Aeronautical Information Manual (AIM) Chapter 7-1-19, Pilot Weather Reports

https://www.faa.gov/air_traffic/publications/media/aim.pdf

“Pipe Up With PIREPs” FAA Safety Briefing magazine, May/June 2008

www.faa.gov/news/safety_briefing/2008/media/mayjun2008.pdf

Know where training aircraft practice in Utah and more!

Wed, 11 Oct 2017 15:51:00 -0500

A group of Utah flight schools has come together to form the Utah Flight Training Consortium. Our goal is to promote safety in our own back yard in a rapidly growing flight training environment. One of the first products produced by the group is an interactive Google map that allows pilots to see where each school has established practice areas in order to increase situational awareness and decrease the likelihood of an accident. The website also features a monthly safety article which is written by one of the safety team or by a student at one of the schools. Please take a moment to explore the website and review the practice area map prior to your next flight. If you are a flight training organization in the Utah area and would like to join our monthly safety meeting, please contact us.

www.utftc.org

Contact: Craig Davis 435-592-4759 craigdavis@suu.edu

EAA AirVenture 2017 Videos

Thu, 31 Aug 2017 08:13:00 -0500

All of the presentations that were recorded at the FAA Safety Center during this years EAA AirVenture are now available for viewing on the FAA's YouTube channel. See the following link:

https://www.youtube.com/channel/UCRjoWtWg9BPyZK8YxMrH2Zw

We apologize for the video quality issues.

North Little Rock CTAF/UNICOM Change

Mon, 12 Jun 2017 15:56:00 -0500

New Frequency 123.075 for North Little Rock Municipal Airport (ORK) and Camp Robinson Army Airfield will go into effect March 31, 2016. Always check current NOTAMs prior to flight.

Points of Contact regarding change:

North Little Rock Municipal Airport Manager Clay Rogers 501-835-5654 director@northlittlerockairport.com

Camp Robinson Army Airfield CW3 Dustin Beene 501-212-5657 dustin.l.beene.mil@mail.mil

Potential for Wrong Runway Landings at Tucson International (KTUS)

Mon, 8 May 2017 13:17:00 -0500

Numerous wrong-runway landings have occurred at Tucson International Airport (KTUS), especially when runways 29 are in use. Many pilots have mistaken runway 29R for 29L. Runway 29L is off-set approximately 2,500 feet northwest of the runway 29R threshold. In addition, runway 29L is narrower than runway 29R. Also be aware that Taxiway A is parallel to runway 29R and may be mistaken for a runway. Pilots are urged to thoroughly plan for their arrival at Tucson in advance. Review the current airport diagram, in addition to the attached photos depicting runways 29 at KTUS.

https://www.faasafety.gov/files/notices/2017/May/Kneeboard_Runway_29.pdf

For questions, please contact Charlotte York, Tucson ATCT Support Specialist: 520-295-5723; Charlotte.York@faa.gov

April 24 – The FAA encourages general aviation pilots to learn how to meet the BasicMed requirements

Mon, 24 Apr 2017 12:37:00 -0500

General aviation pilots can now prepare to fly under BasicMed without holding a Federal Aviation Administration (FAA) medical certificate as long as they meet certain requirements. They can fly under BasicMed beginning on May 1, the effective date of the January 10 final rule. It offers pilots an alternative to the FAA’s medical qualification process for third class medical certificates, while keeping general aviation pilots safe and flying affordable.

General aviation pilots may take advantage of the regulatory relief in the BasicMed rule or opt to continue to use their FAA medical certificate. Under BasicMed, a pilot will be required to complete a medical education course every two years, undergo a medical examination every four years, and comply with aircraft and operating restrictions. For example, pilots using BasicMed cannot operate an aircraft with more than six people onboard and the aircraft must not weigh more than 6,000 pounds.

A pilot flying under the BasicMed rule must:

possess a valid driver’s license;
consent to a National Driver Register check;
have held a medical certificate that was valid at any time after July 15, 2006;
have not had the most recently held medical certificate revoked, suspended, or withdrawn;
have not had the most recent application for airman medical certification completed and denied;
have taken a BasicMed online medical education course within the past 24 calendar months;
have completed a comprehensive medical examination with any state-licensed physician within the past 48 months;
have been found eligible for special issuance of a medical certificate for certain specified mental health, neurological, or cardiovascular conditions, when applicable; and
not fly for compensation or hire.

Pilots can read and print the Comprehensive Medical Examination Checklist and learn about online BasicMed online medical courses at www.faa.gov/go/BasicMed

Address questions or comments to: SafetyBriefing@faa.gov.
Follow us on Twitter @FAASafetyBrief or https://twitter.com/FAASafetyBrief

Teterboro ILS 6 Mandatory Altitudes!

Fri, 17 Feb 2017 09:37:00 -0600

It is essential after transitioning from the Jaike arrival to the ILS 6 SIAP at Teterboro Airport (KTEB) that the mandatory crossing altitude at Dandy intersection be observed. The 1500 foot altitude is over scored and under scored to designate the requirement. Air Traffic Control typically will call 5 miles from Dandy, cross at 1500 feet, cleared for the ILS 6 approach. If ILS is selected early and the glide slope is intercepted and followed the aircraft will be positioned at approximately 1700 feet over Dandy (rather than the 1500 mandatory altitude) creating a separation issue with Newark traffic. Please observe the crossing restriction to avoid causing a Pilot Deviation and subsequent risk of loss of separation with other aircraft. Attachments show the SIAP and highlights.

Runway Safety Videos VNY SNA CNO

Thu, 2 Feb 2017 15:16:00 -0600

Due to the increase of runway incursions at Van Nuys Airport, John Wayne Orange County Airport, and the Chino Airport, educational videos have been produced to make pilots more aware of the problem areas at each airport. Please take a moment and review the videos for these airports.

Van Nuys KVNY https://goo.gl/w32UJy Van Nuys Airport in Southern California is a general aviation facility and is one of the 50 busiest airports in the nation. This video details some of the surface safety risks encountered at KVNY, including minimal space between parallel runways, line up and wait, wrong runway operations and helicopter/fixed wing operations.

John Wayne KSNA https://goo.gl/qpn0qR John Wayne Airport Orange County in Southern California is a commercial and general aviation facility and is one of the nation’s 50 busiest airports. This video details some of the surface safety risks encountered at KSNA, including runway exiting, runway incursion hotspots and helicopter/fixed wing operations.

Chino KCNO https://goo.gl/4TCi8i Chino Airport in Southern California is a general aviation facility with a diverse mix of traffic and pilot experience. This video details some of the surface safety risks at KCNO including runway incursion hotspots, wrong runway operations and flight training operations.

RUNWAY SAFETY MATERIAL & LINKS FAA Western-Pacific Regional Runway Safety Team, Updated 1/30/2017

FAASTeam http://www.faasafety.gov

Runway Safety http://www.faa.gov/go/runwaysafety

Airport Safety http://www.faa.gov/airports/airport_safety/

FAA Runway Safety Group Email Contact - James.Fee@faa.gov

Additional information is available in the attached document.

The Takeoff and Landing Performance Assessment (TALPA) Initiative

Wed, 26 Oct 2016 13:43:00 -0500

On October 1, 2016 airports in the United States began using new reporting terminology to describe contaminated paved runways in both Field Condition Notices to Airmen (FICON NOTAMs) and on Automatic Terminal Information Service (ATIS) messages per the Takeoff and Landing Performance Assessment (TALPA) initiative.

Under TALPA, Mu (friction) values are no longer provided to pilots. Instead, a three-digit Runway Condition Code (RwyCC) is assigned to paved runways whose surfaces are more than 25% covered by: water, frost, snow, slush, and/or ice. Similar to Mu values, a RwyCC is assigned to each third of a contaminated runway (i.e. touchdown, midpoint, and rollout).

Note: While participating airports are required to report contamination (including a runway condition of greater than 1/8” depth of water) the FAA only encourages airports to report a “wet” runway condition, defined as 1/8” depth or less of water.

If a RwyCC is used in conjunction with voluntarily-provided manufacturer-derived airplane-specific data, pilots will be able to more accurately determine the distance required to stop on a contaminated runway. If airplane-specific data is not available, pilots should consult their AFM and apply distance required adjustments, accordingly.

Nevertheless, TALPA will provide all pilots more descriptive information to reflect runway conditions. To interpret RwyCC’s, a Runway Condition Assessment Matrix (RCAM) has been developed.

The RCAM, along with other TALPA-applicable FAA publications, can be found at: http://www.faa.gov/about/initiatives/talpa/

As noted on that website, questions about TALPA should be sent to: 9-awa-TALPA@faa.gov

Pilots-Careful about taking those Galaxy Note7 devices on your aircraft!

Tue, 18 Oct 2016 16:39:00 -0500

October 14- WASHINGTON – The U.S. Department of Transportation (DOT), with the Federal Aviation Administration (FAA) and the Pipeline and Hazardous Materials Safety Administration (PHMSA), today announced it is issuing an emergency order to ban all Samsung Galaxy Note7 smartphone devices from air transportation in the United States. Individuals who own or possess a Samsung Galaxy Note7 device may not transport the device on their person, in carry-on baggage, or in checked baggage on flights to, from, or within the United States. This prohibition includes all Samsung Galaxy Note7 devices. The phones also cannot be shipped as air cargo. The ban will be effective on Saturday, October 15, 2016, at noon ET.

To view the DOT Press Release and for questions or comments regarding this order, select this link: https://www.transportation.gov/briefing-room/dot-bans-all-samsung-galaxy-note7-phones-airplanes

To view the Emergency DOT Order select this link. https://www.faasafety.gov/files/notices/2016/Oct/2016-25322.pdf

HIGH-DENSITY, MILITARY STUDENT TRAINING BETWEEN MOBILE, AL AND PENSACOLA, FL

Fri, 10 Jun 2016 08:27:00 -0500

HIGH-DENSITY, MILITARY STUDENT TRAINING BETWEEN MOBILE, AL AND PENSACOLA, FL

6/8/16

Use caution for high-density, high-performance, military student training in the vicinity of NFD NOLF (Summerdale Navy Outlying Field), NBJ NOLF (Barin Navy Outlying Field), 5R4 (Foley Municipal Airport, Foley, Alabama), and JKA (Jack Edwards Airport, Gulf Shores, Alabama). Summerdale Navy Outlying Field (NFD NOLF) re-opened on 3/9/16.

These four, uncontrolled airports all lie within a 7 NM radius, and are located halfway between Mobile, Alabama, and Pensacola, Florida. This 7 NM radius is just west of the “inner ring” of the Pensacola Naval Air Station’s (NPA) Class C airspace.

Participating student aircraft include T1 (turbojet), T6 (single-engine, high-performance, fixed-wing), and Bell B06 (rotary-wing) traffic, that may or may not be in communication with ATC (Pensacola Approach Control). Maneuvers include high-speed, high altitude descents out of 3000 feet and higher into these fields, plus practice approaches, pattern work, and general maneuvering, both VFR and IFR.

Additional complexity is the result of high-volume summer traffic, and “pop-up” coastal convective activity. Also, constricted airspace due to the Pensacola South MOA (10,500 feet MSL to 23,000 feet MSL), Pensacola North MOA (10,500 feet MSL, up to, but not including, 18,000 feet MSL), R-2908 (Restricted Area), and other, high-density military student traffic areas.

https://www.faasafety.gov/files/notices/2016/Jun/2016.06.08_High-Density_Military_Student_Training_MOB-PNS.pdf

For additional information contact:

CW Baker

charles.w.baker@faa.gov

Federal Aviation Administration

SS (Support Specialist)

Pensacola TRACON

North Little Rock CTAF/UNICOM Change

Tue, 29 Mar 2016 09:58:00 -0500

New Frequency 123.075 for North Little Rock Municipal Airport (ORK) and Camp Robinson Army Airfield will go into effect March 31, 2016. Always check current NOTAMs prior to flight.

Points of Contact regarding change:

North Little Rock Municipal Airport Manager Clay Rogers 501-835-5654 director@northlittlerockairport.com

Camp Robinson Army Airfield CW3 Dustin Beene 501-212-5657 dustin.l.beene.mil@mail.mil

Changes to CFI Rotorcraft PTS published on March 22, 2016; includes new policy on autorotations.

Fri, 25 Mar 2016 18:15:00 -0500

The FAA has published Change 1 to the Flight Instructor Practical Test Standards (PTS) for Rotorcraft (Helicopter and Gyroplane) on March 22, 2016. The change is specific to the helicopter class rating and focuses on a change in the policy concerning the performance of autorotations during the CFI practical test. The updated PTS can be found at the following web address - https://www.faa.gov/training_testing/testing/test_standards/media/FAA-S-8081-7B.pdf

The change in policy effects the way the Flight Instructor practical test may be accomplished when testing autorotations. As in the past, instructional knowledge must be demonstrated on the practical test in autorotations, either straight-in or 180°, as per Area of Operation X for a helicopter class rating.

The change in policy states that an examiner may accept, at his or her discretion, a logbook endorsement in lieu of demonstrating these tasks during the practical test. This logbook endorsement must be given by a current flight instructor with a rotorcraft category and helicopter class rating on his or her flight instructor certificate that provided the training and can attest to the applicant’s competence in these tasks. The following areas must be trained, and documented in the endorsement, as evidence of instructional knowledge relating to the elements, common errors, performance, and correction of common errors related to straight-in and 180° autorotations.

This logbook endorsement may be accepted, at the discretion of the examiner, provided the practical test is not a retest as a result of the applicant failing the previous practical test for deficiencies in instructional knowledge pertaining to the elements, common errors, performance, or correction of common errors related to straight-in or 180° autorotations.

In the case of an applicant who was found deficient in these areas, the examiner must test the applicant in the instructional knowledge pertaining to the elements, common errors, performance, and correction of common errors related to straight-in and 180° autorotations. The applicant must provide a helicopter appropriate for performing autorotations if demonstration of this task is required during the retest.

The purpose of this change is four-fold. This change will:

1. Align the policy for helicopter CFI practical tests with airplane CFI practical tests for critical maneuvers.

2. ?Allows the personnel who are most proficient at performing autorotations (active CFIs) to certify an applicant’s instructional knowledge and proficiency in these high risk tasks.

3. Makes the helicopter CFI a more integral and accountable part of the applicant’s training leading to a higher level of professionalism among CFIs.

4. Greatly enhance safety during the CFI practical test.

Any questions regarding this new policy should be directed to Shawn Hayes of the Airmen Certification and Training Branch (AFS-810) at shawn.hayes@faa.gov or via phone at (202) 267-0863.

Runway Incursion Training Materials for CFIs

Wed, 2 Mar 2016 13:22:00 -0600

Runway Incursions are still a major threat in our aviation system. General Aviation pilots are the leaders in making these incursions.

We encourage all CFIs to spend a little extra time reinforcing Runway Incursion mitigation strategies with their students/clients. We have included a link (below) to the Runway Incursion Baseline Remedial Training Lesson Plan. This document was created for trainers assigned to do remedial training with pilots after an incursion. But, you can use it to provide pilots the training they need to avoid a Runway Incursion. Let’s all be proactive and reduce Runway Incursions…

https://www.faasafety.gov/gslac/ALC/libview_normal.aspx?id=109405

Kevin L Clover
National FAASTeam Office
Kevin.l.clover@faa.gov

Reminder: Appointment Required for Visiting Minneapolis FSDO

Mon, 22 Feb 2016 09:21:00 -0600

Please remember that visits to the Minneapolis FSDO are by appointment only. Appointments are accepted Monday through Friday, 7:30am to 4:00pm Central Time.

The Minneapolis FSDO is located on the north side of the Minneapolis-St Paul International Airport. Their address is: 6020 28th Ave. S., Suite 201, Minneapolis, MN 55450.

For an appointment, please contact the office at (612) 253-4400.

CFIs' HNL Runway Incursion Prevention Letter

Thu, 11 Feb 2016 14:02:00 -0600

The Honolulu FSDO needs your focus and help to reduce the number of Runway Incursions at HNL International Airport. The accompanying letter from KC Yanamura, the HNL FSDO Manager, and two attachments offer some analysis, techniques, and visual aids to help you improve everyone’s performance in this vital initiative.

Please reference the following link to access the above materials: https://www.faasafety.gov/files/notices/2016/Feb/00_HI_CFI_RI_LETTER_upload.pdf

Please call if you have any questions. Scott E. Allen, Jr., FAASTeam Program Manager. 808-837-8351 scott.e.allen@faa.gov

Part 91 operators use of Minimum Descent Altitude as a Decision Altitude

Thu, 14 Jan 2016 17:55:00 -0600

Part 91 operators use of Minimum Descent Altitude (MDA) as a Decision Altitude (DA)

Many navigation systems permit operators to fly non-precision approaches with GPS lateral and vertical navigation guidance. FAA Order 8900.1, Volume 3, Chapter 18, Section 5, paragraph C073 provides guidance on how an MDA may be used as a DA when using vertical navigation (VNAV).

Operators must be authorized with a Letter of Authorization (LOA) C073 in order to use an MDA as a DA with VNAV. This information was originally published in Notice, N 8900.248, dated 12/11/13. The Notice expired 12/12/14 and the information incorporated in the above mentioned 8900.1 guidance.

Recommended Actions: Operators of aircraft should accomplish the following:

1.View FAA Order 8900.1, Volume 3, Chapter 18, Section 5, paragraph C073 to determine if your aircraft is capable of using MDA as DA.

2.Determine if you are willing to accomplish procedures required in LOA C073.

3.Request LOA C073 from your Principal Operating Inspector at local Flight Standard District Office.

Contact: Questions or comments should be directed to Kel Christianson, Aviation Safety Inspector, AFS-470 at (202) 267-8838.

FAASTeam on Social Media!

Thu, 10 Dec 2015 11:01:00 -0600

The CVG FSDO FAASTeam is now entering the 21st century and is going to be more active on social media!

Look for me, your friendly neighborhood FAASTeam Program Manager on LinkedIn by using my name or my email address (Jason Forshey, jason.s.forshey@faa.gov).

You can also find me on Twitter @CVG_FAASTeam

I'm going to put out updates, coming events and important safety information for the Cincinnati District. I encourage pilots, mechanics and anyone else who is interested in aviation safety to connect with me at the above contacts. Spread the word to your fellow aviation enthusiasts!

Jason Forshey, FAASTeam Program Manager, CVG FSDO

The FAASTeam wants YOU!

Thu, 29 Oct 2015 08:55:00 -0500

Calling all airmen in the Cincinnati and Dayton areas!

The FAASTeam is recruiting, and we are looking for representatives on the operations and airworthiness sides of the house. If you are a pilot or a mechanic, and you have a desire to promote safety and be an ambassador for the FAA, apply to be a FAASTeam Rep and help us maintain the excellent safety record we have here in southwest Ohio!

Just go to www.faasafety.gov, go to the "about the FAASTeam" link and you will find a link to "join the FAASTeam." There you will see the application to join us as a representative. After a quick training program, you'll be sent out into the world to be an advocate for safety and conduct educational outreach through seminars and presentations and events.

The FAASTeam reps are VOLUNTEERS, they contribute as much as they are able and as much as they are willing. You'll be the face of the FAASTeam for the general public and you'll be able to work closely with your friendly neighborhood FAA inspectors.

I'm looking forward to hearing from you!

Jason Forshey, FAASTeam Program Manager, CVG FSDO

Check it Out!

Fri, 18 Sep 2015 11:38:00 -0500

How do you get long-time pilots excited about flying again? Check out in a new aircraft. Here’s how I do it…

I fly a lot of Cessnas, Pipers and Beechcraft airplanes. But, I was recently asked to instruct in a Sky Arrow 600, a somewhat different plane for me. It is a Sport Aircraft, so it is much lighter. It has tandem seating, with Rotax pusher engine mounted up and behind the rear seat. So how can you systematically learn to fly this comfortably?

Well, it turns out that, over the years I have learned how to learn. This is a process which makes learning any new topic a bit easier. Whether you are a musician, learning to play a new instrument, or a computer programmer learning a new language, or a pilot learning to fly a new aircraft, there are steps that you can take which move the learning process along quickly and smoothly. Here is how I address new aircraft.

First, I turn to our new friend, the internet search engine. I find out all of the gossip about the plane. Whether it is the newest thing on the block, or it is a plane that arrived on the scene in the late 1930’s, there is a ton of info out there that other people are willing to share. What are the quirks? What did other people like about it? Generally, how does it climb? How do the controls feel? Other people are really willing to share their experiences and knowledge. I take advantage of that.

Then, read the Pilot’s Operating Handbook. If you can name a plane, you can probably find a POH for it on the internet. I have found just about every plane I have looked for, including the POH for the B-17 and the Lockheed C-141 Starlifter. If a POH was created, it is out there somewhere.

I skip the early chapters initially, and move right into the section on aircraft description. How does the fuel system work? Electrical system? The landing gear? Flaps? What is new and different about this plane that I have not seen in the planes I have flown before? What is similar?

Then, I move to the performance section. I am not looking for numbers to memorize, but I am looking for a general feel for the plane. Does it get off the ground quickly, or does it hold on to the runway for 4,000 feet? Climb performances – 300 fpm 3,000 fpm? What seems to be a reasonable cruise speed and fuel flow?

Next, I move to the normal procedures. The amplified portion of the checklist often points out why certain parts of the plane act as they do. Why, for example, do you want to ensure that you take off using one particular fuel tank rather than another? Why do you leave the cowl flaps open or (closed) at a particular point in the flight.

With all of this knowledge swimming around in my head, it is time to actually meet the plane. I highly recommend finding an instructor that is familiar with the airplane to assist with the check out. I let them know my plan for getting familiar with the plane. They may offer additional items.

When I meet the plane, I generally walk around, going oooh and aaah. But then it is time to get serious. I conduct a preflight inspection, by the book. But, this is as much a “get familiar” inspection as an “is everything OK? “ inspection. Then, I get in the airplane and just look at every switch and dial.

As I taxi out, I am trying hard to fix in my head, the sight picture of the plane on the ground. Where is the horizon relative to the glare shield, or the front part of the cowling? I care about this because this is the picture I expect when I lower the nose as I roll out on my landing. And, I will want the nose a bit higher than this as I rotate for takeoff and as I start my flare to land.

Finally, I begin the inflight portion. The climbout and level-off checks are accomplished by the book. I really spend a bit of time just feeling the controls. How much force does it take to roll, to pitch, to yaw? How does it feel when I slow down, as if to land? This is also a great time to get the feel of flying in different configurations. Gear? Flaps? Speed brakes? Try them out.

And finally, I spend a good deal of mental time, noting the manifold pressure or RPM settings coupled with the outside sight pictures, for various airspeeds and configurations. If I know target pitch pictures and power settings for various phases of flight, it will become much easier to fly the plane comfortably.

And finally, while at altitude, I pull out the performance data for my altitude and check the actual performance against the book numbers. How will this plane perform if I am travelling?

At the end of this exercise, I do not expect to be an expert on the plane. I don’t really expect to be totally comfortable. But I do expect that I will know enough to fly it safely and competently. And, I’m excited about flying!

For more information about transitioning to a new aircraft, check out the FAA Advisory Circular 90-109A.

Have fun. Fly safe.

Christopher Hope
2015 FAASTeam Representative of the Year
To contact the author, go to: www.ChrisHopeFAAFlightInstructor.com
For more information on the GA Awards program go to http://www.generalaviationawards.org/

Southern CALIFORNIA Helicopter + ALL Aircraft

Wed, 12 Aug 2015 14:01:00 -0500

Southern California HELICOPTER + ALL Aircraft

Fly Neighborly "NOISE & SAFETY" Information

Helicopter, as well as ALL aircraft noise in the greater Los Angeles region has been a concern for residents for many years. In response to those concerns, the Federal Aviation Administration (FAA) has solicited and received input from local communities and other stakeholders specifically on helicopter noise and safety issues.

The FAA has expressed that the most satisfactory and widely accepted noise abatement measures are those developed and supported by engaged stakeholders and the FAA at the local level. The FAA is engaging in a continuous local process pursuing remedies aimed at reducing helicopter noise that are responsive to community quality-of-life and economic interests that are consistent with National Airspace System (NAS) safety and efficiency. The agency does not have the authority to prohibit aircraft overflight of a particular geographic area unless the operation is unsafe, or the aircraft is operated in a manner inconsistent with the Federal Aviation Regulations.

The FAA is collaborating with stakeholders such as the Professional Helicopter Pilots Association (PHPA) and Los Angeles Area Helicopter Operators Association, (LAAHOA) and other entities, in pursuit of voluntary agreements on routes and altitudes, best practices, outreach and training, implementation of the noise complaint system, and other means of addressing the helicopter noise situation in the Los Angeles area.

Get INVOLVED - Get EDUCATED

Please Fly Neighborly!

#1. Please see attached two items from PHPA. #1. NOISE & ANNOYANCE - Understanding Our Impact - article. https://www.faasafety.gov/files/notices/2015/Aug/PHPA_Noise__Annoyance_FAA_OK_amended_(2)_6-6-15.pdf

#2 SoCal Helicopter NOISE AREA Hotspots, (Depiction of Noise Sensitive Areas taken from Portions of the Los Angeles Helo Chart) https://www.faasafety.gov/files/notices/2015/Aug/PHPA_Noise_Areas_Flyer_FAA-OK-(2_6-6-15.pdf

Meet the Airman Certification Standards (ACS)

Thu, 25 Jun 2015 10:16:00 -0500

The FAA is beginning to plan its transition to the new Airman Certification Standards (ACS) framework for certification of pilots, starting with the Private Pilot Airplane, Commercial Pilot Airplane, and Instrument Rating Airplane in the next 12 months.

Background: Since September 2011, the FAA has been working closely with a diverse group of aviation community stakeholders convened to help the agency improve the testing/training standards, guidance and test development/test management components of the airman certification process. Participants have developed the Airman Certification Standards (ACS) framework as a way to improve airman training and testing. The ACS provides an integrated, holistic system that clearly aligns airman testing with certification standards and guidance.

Built on the existing Practical Test Standards (PTS), which explicitly define the performance metrics for each flight proficiency element listed in 14 CFR, the ACS approach enhances the PTS by defining the specific elements, aeronautical knowledge, and risk management needed to support each Area of Operation/Task. By presenting the elements of knowledge, skill, and risk management in the integrated ACS format, the ACS better serves the applicant, the instructor, and the evaluator. It will also enable the FAA to clearly align knowledge/skill performance standards, guidance, and test materials.

The FAA continues to work with the industry group to refine the ACS and plan for its implementation. Current efforts involve FAA validation of the ACS documents, review of proposed updates to H-series handbooks, intensive review/revision of knowledge test questions, and support for industry efforts to prototype the ACS approach in selected locations.

To learn more about this effort, follow this link to the “ACS FAQs.”

ACS FAQs for Applicants CFIs DPEs 6-17-15.pdf

You can also find more ACS-related information, including sample ACS documents, on the AFS-630 web page http://www.faa.gov/training_testing/testing/

Pilot Insights - What’s Harder? Flying in Class B Airspace or Taxiing at a Complex Airport?

Tue, 2 Jun 2015 14:45:00 -0500

For many of us, landing at an airport in Class C or Class B airspace can be a challenge. For some pilots, talking to radar controllers seems intimidating. But, most pilots who fly into towered airports and who use flight-following on a regular basis find that the talking part does not seem so bad. In fact, most of the students that I take into Class B airspace find that it’s no big deal. It does require being attentive to the radio and listening for instructions regarding headings and altitudes, but these are not much different than calls we receive when in Class D airspace, talking to Tower.

No, most pilots find that their biggest challenge occurs not in the air, but on the ground.

Taxiing at a larger airport can be intimidating. There are often multiple runways, and a lot of taxiways. The taxiways are VERY wide. And, the signs are WAY over to the side. Yes, you can ask for progressive taxi instructions but, if the radio is busy you might end up getting even more frazzled. I can’t make it simple, but I can share some tricks to make the taxi experience much easier.

Start planning your taxi long before take-off.

Every airport in Class B or C airspace has a published airport diagram. If you have any of the aviation flight planning packages, you already have them. But, even without those applications, you can download them for free by typing “approach charts” into your favorite search engine and selecting faa.gov, or AOPA.org, fltplan.com, or airnav.com, just to name a few.

Take a look at that diagram and note the runway you will likely use, the location of the FBO and the likely taxi route. If it is not obvious, make a phone call to the FBO (easy to find on airnav.com) and ask. Then, highlight your expected route on the diagram. (check NOTAMS – some taxiways might be closed.)

STOP the aircraft.

After you land and clear the runway, STOP the aircraft. Get that diagram out, and have it in your hand when you call Ground for a clearance. And, be ready to write down those taxi instructions. Expect Ground to give you a set of instructions such as “Taxi to parking via taxiways Alpha, Alpha One, Delta. Hold short of runway 20, then via Charlie to the ramp.” If you have already looked at the diagram, you will know exactly what the controller expects, and it is easy to run your finger along that route as you repeat it back.

Once you are taxiing, STOP again if you have to do anything other than look out the window and taxi. This includes trying to look at the little blue airplane moving across your “Smart Taxi” app. When you are rolling, you need to be engaged in taxi mode and looking outside.

Know the meaning of runway signs and markings. Remember:
·       All taxiways are lettered
·       All taxiway signs are black and yellow
·       The taxiway you are on has yellow letters on a black background
·       The taxiway you are approaching has black letters on a yellow background
·       All runways are numbered
·       All runway signs have white letters on a red background

The two painted lines on the ground that you really need to remember are:
·       The single solid, single dashed line
·       The double solid, double dashed line

Most pilots seem to know that the double lines indicate the official entrance to a runway (holding position) and the single lines indicate the official boundary of a taxiway (the area where you need Ground control permission to move). But, I often find confusion when I ask which side is which. If you are approaching a double dashed or double solid line can you cross without asking? Or, is it the other way around?

Here is how I keep it straight in my head. I tell myself that if the first line I see has openings (one or two dashed lines) I can slide through the opening without asking. But, if the first line I see is solid, I need to ask.

Check it out next time you taxi. You will see that as you approach the runway for takeoff, the solid lines are nearer to you than the dashed lines. So, stop and ask for a clearance. However, as you depart the runway after landing, you will see that the dashed lines come first. So slide on through, make sure that your airplane is totally passed the double lines, then stop and ask Ground for a clearance.

Still a little confused? You can download the FAA Quick Reference Guide here: http://www.faa.gov/airports/runway_safety/news/publications/media/QuickReferenceGuideProof8.pdf

Want more information about avoiding those pesky ground problems? Check out this short Runway Safety course from the AOPA Air Safety Institute. Just paste this link into your favorite web browser: http://www.aopa.org/Education/Online-Courses

Christopher Hope
2015 FAASTeam Representative of the Year
To contact the author, go to: www.ChrisHopeFAAFlightInstructor.com
For more information on the GA Awards program go to http://www.generalaviationawards.org/

CFI Info - The Gunslinger in All of Us

Thu, 9 Apr 2015 17:10:00 -0500

I got to know “The Gunslinger” at a world-famous aviation simulator training school. He sauntered into my multi-engine instrument refresher class, sporting aviator sunglasses and a white flying scarf tied skillfully around his neck. His ten-gallon cowboy hat boasted a snug fit. He packed a six-gun, pearl-handled attitude. He had come, to once again, tame the piston twin.

The Gunslinger’s approach to engine failures was the “draw fast and shoot method.” His goal was to complete the process of: fly the airplane, identify, verify, feather and secure the failing engine in under four seconds. He was fast, but not accurate. He shut down the operating engine forty percent of the time - poor survival odds on take-off. Mistakes in multi-engine emergencies are nothing new. Perhaps we’ve all caught a glimpse of the Gunslinger or some other cowboy in the mirror.

As pilots, we are only as good as the quality of our training and recurrent emergency review. The bold items in the emergency checklist must be memorized and practiced in the correct order to develop the accurate automatic response. Before each take-off, we should mentally expect the engine to fail and rehearse our reaction accordingly. Engine failures are stressful no matter how good our training.   The hard part: correctly choosing the failed engine and the corresponding levers of throttle, prop and mixture for shut down. Accuracy is essential…without good training, the panic and fear may end in catastrophe.

So how long should it take? My last piston-twin engine failure was a catastrophic failure caused by a factory defect. There were 18-20 seconds from first vibration to full shut down on the right engine. There was time to fly the airplane and identify which engine failed.   Enough time to say “right engine,” touch each throttle handle to identified left and right and pull the right throttle back to “verify.” The same followed with the prop to “feather” and the mixture to “secure” the failing engine. This 8-10 second process guaranteed that the failing engine got shut down and that the chance of success was 100 percent. Of course, flying the airplane during the entire process was required.

Part of the challenge is the way we simulate engine failure.   Pulling a throttle or mixture back in full sight of the trainee eliminates the need to decide which engine has failed. Turning off an engine fuel selector in flight may create an artificial element of surprise, but how safe is it?

Here is an alternative method which can be effective for training and testing for the correct identification of a failing engine.
1.      During various stages of flight - cover the throttle quadrant with a
         piece of paper so it is hidden from the pilot.
2.      Bring a throttle to idle behind the paper shield, hold onto it and ask,
         “Which engine has failed?
            a. While the decision is being made the pilot must remember to
                “fly the airplane”…applying rudder,   aileron and pitching for blue
                 line or Vyse.
        b. Factors that help with the decision: yaw, pitch and roll toward the
                dead engine, “dead” rudder foot and/or possible changes in
               engine gauges.
3.      If the failed engine is correctly identified by saying left or right
         or pointing at it, move the paper and continue.
          a. If it is not correctly identified - it is time for more training.
4.      The pilot should complete the steps of “continue to fly the airplane,
         power up, and clean up.”
5.      Depending upon the conditions of the day, phase of flight and the
         airplane being flown; there may be time and/or altitude to troubleshoot.
6.      If a shutdown is necessary: next comes feather, secure and trim. As the
         instructor, your job is to assist the student to learn how to acurately choose
         the failed engine and correctly secure it. At this stressful point, it is easy
         to “draw and shoot” making a wrong choice with the wrong engine levers.
         To promote safety during this essential step, place hand, palm forward,
         about an inch behind the engine levers. If the correct engine lever
         (prop or mixture as appropriate) is retarded until it touches your hand –
         continue. This will help develop muscle memory and skill in selecting and
         feathering the failed engine rather than the operating one. If the incorrect
         lever is retarded, your hand will stop a complete shutdown and more
         training is needed.
            a. The failed engine prop lever should be pulled back as described
               above until it touches the palm of your hand for feather to demonstrate
              accuracy and to simulate feathering the failing engine.
         b. Repeat with the failed engine mixture lever for “secure.” It completes
              the simulated shut down procedure but your hand in position won’t
               allow an engine shut down if the choice is wrong and the “draw” is fast.
               In that case, start the training again….
                               And maybe loosen the cowboy hat.
7.      If the choice is successful set zero thrust to continue simulated
         single-engine flight or push the levers forward to end the maneuver.

Give it a try and share your results. Remember, briefing it on the ground
in advance is a must.

References:

FAA AFS-8: Flying Light Twins Safely; FAA-P-8740-66 Flying Twins; www.faasafety.gov; 2008
David Robson: Transition to Twins; Aviation Supplies and Academics, Inc.; 2000
Jeppesen Sanderson Training Products: Multi Engine Manual; Chapter 5; Jeppesen Sanderson, Inc.; 2001.
Airplane Flying Handbook; Chapter 12, Transition to Multiengine Airplanes.

Mary Schu
2015 National CFI of the Year
Mailto:maryschuaviation@gmail.com

For more information on the GA Awards program go to http://www.generalaviationawards.org/

Pilot Insights - It’s just a little weather – what’s the big deal?

Thu, 9 Apr 2015 13:13:00 -0500

There is a big misconception about the complexities of flying in clouds. There are lots of YouTube videos and flying magazine articles about flights into clouds that result in fatalities. Among them, you’ll find one that says: “I don’t understand how anyone could make that mistake. All you have to do is look at that artificial horizon thing to figure out whether your wings are level or not.” Or, perhaps you are a low-time Private Pilot. You received three hours of instrument training with a hood of some type, and you did pretty well. So, what’s the big deal?

The big deal is that flying in a cloud is very different than pretending to fly in a cloud!

Here are two things to know before you fly in a cloud for real:

How flying “in the weather” differs from flying “under the hood”.
How to prepare for entering the clouds.

When you were certified you demonstrated your ability to fly straight and level, make climbs and descents and fly toward a VOR without looking outside of the plane. But, that hood, in short doses, does not demonstrate that you can maintain control of the aircraft while you are:

Entering data into the GPS.
Talking to someone.
Navigating to the correct point.
Fighting the fear that something very bad is going on.
Trying to calm your passengers who also know that you are in over your head.
Or, doing all these things at once.
And, never getting even a glimpse of the sky or ground to reorient your head.

Flying in the clouds for real, you see nothing outside but the inside of a cotton ball. Your head tells you one thing about your orientation; your instruments tell you something totally different. And, when you look away from the attitude indicator to retune a radio or GPS, the airplane has a tendency to roll into a bank without you seeing it or feeling it. When that bank degenerates into a descending spiral, all of the back pressure in the world will not stop the descent.

So, what do you do? Stay out of the clouds until you have your instrument rating. Do this by obtaining and HEEDING weather reports. Then, if you inadvertently find yourself in in a cloud, get out the same way you got in; slow turn back around, slow wings-level descent back down, or slow wings-level climb out of the cloud.

Even today, after years of flying with an instrument rating, I know that when I enter the clouds my head and my body will need a minute or so to fully accept the situation. So here’s what I do to prepare for entering the clouds:

My technique is the same whether climbing into a cloud after takeoff or descending into a cloud for an approach. About fifteen seconds before I enter the cloud, I ensure that I am wings-level, and that my eyes and my mind are focused on the attitude indicator. Then I start that familiar chant in my head: Attitude, altitude; Attitude, heading; Attitude airspeed... By being mentally “on the gauges”, before I need to be, I slide into the weather with a minimum of discomfort.

The next time you have an opportunity to fly with an instructor, ask to practice these techniques with some real clouds.

Want to see the aftereffects of inadvertent IMC? Check out this video. It has been around a while but, it truly represents the feeling of the first time in the weather. And, for pilots without adequate training, it depicts the typical ending, which comes in about three minutes. - - http://www.aopa.org/AOPA-Live.aspx?watch=%7BCCA30EA1-A94D-4E45-ABCD-3AD4074403E0%7D

Christopher Hope
2015 FAASTeam Representative of the Year
To contact the author, go to: http://www.chrishopefaaflightinstructor.com/
For more information on the GA Awards program go to http://www.generalaviationawards.org/

KSJC Tecky One Departure (TECKY DP)

Wed, 8 Apr 2015 13:22:00 -0500

On January 8, 2015, the FAA published the TECKY ONE DEPARTURE (TECKY DP) at Norman Y. Mineta San Jose International Airport (SJC). Charted on the TECKY DP is waypoint SPTNS (“Spartans”) with an associated mandatory crossing altitude of 5,000 feet, which is depicted with both an underscore and overscore on FAA-distributed charts. Pilots are reminded that, unless amended by ATC, compliance with the mandatory crossing altitude of 5,000 feet at SPTNS is required and expected. Failure to comply with the mandatory crossing altitude at SPTNS has resulted in less than standard vertical separation between aircraft operating on the TECKY DP and aircraft operating on adjacent routes. It should also be noted that the Top of Climb altitude on the TECKY ONE is Flight Level 190. After crossing SPTNS at 5,000, pilots are expected to climb to FL190.

For additional information, please contact Thann McLeod, NCT Operations Support Manager at 916-366-4008.

"Climb Via" information is available http://www.faasafety.gov/SPANS/noticeView.aspx?nid=5469

Thann McLeod
Manager, NCT OSG
Airspace & Procedures
Northern California TRACON
916-366-4008 (desk)
916-366-4418 (fax)

FAAST Blast-Sun ‘n Fun Fly-In, Combatting Crosswinds and Turbulence, and Mountain Flying

Tue, 7 Apr 2015 17:25:00 -0500

FAAST Blast — Week of April 6 – April 12, 2015
Biweekly FAA Safety Briefing News Update

Aviation Safety Front and Center at 2015 Sun ‘n Fun Fly-In
            Headed to the 2015 Sun ‘n Fun International Fly-in and Expo this year? Be sure to check out the FAA Aviation Safety Center where you’ll find more than 20 safety forums to choose from. This year’s forum lineup will cover several important GA safety topics including loss of control, pilot deviations, ADS-B equipment, fuel management, and more. Several of the sessions will be hosted by NTSB officials, including NTSB Board Member Dr. Earl Weener, who will provide a progress report on GA safety.
            You’ll have a chance to congratulate some of your fellow pilots and mechanics, too, as they receive their Master Pilot and Mechanic awards on Thursday, April 23, followed by a chance to meet Dennis Roberts, FAA’s Southern Region regional administrator. A general aviation Town Hall is also scheduled to take place on Saturday, April 25, led by Congressman Sam Graves.
            The FAA Center, located at the corner of Laird Drive and Sun ‘n Fun Drive, opens daily at 8:00 a.m. and will serve as host to several informational booths and exhibits from 9:00 to 5:00 p.m. daily. Be sure to grab a free copy of FAA Safety Briefing while you’re there.
            For a complete schedule of FAA forums, go to http://www.faa.gov/news/safety_briefing/ and click the FAA Safety Forums link. For more information about Sun ‘n Fun, visit http://www.sun-n-fun.org/.

Combatting Crosswinds and Turbulence
            Although the more pleasant temperatures of spring are now upon us, gusty winds are also on the rise in many areas. A good (and safe!) way to start your flying year is to get some crosswind flying practice with your favorite flight instructor. It’s also a good idea to review some of the best practices and procedures for dealing with winds and turbulence. For example, prior to landing, pilots should always review what their Plan B is going to be should excessive crosswinds or turbulence factor in. It’s much better to execute a well-thought-out contingency plan than to make radical decisions during critical phases of flight.
            For more helpful tips on how to combat crosswinds and turbulence, check out “Getting Crossed-Eyed with Crosswinds and Turbulence” in the March/April 2015 issue of FAA Safety Briefing http://www.faa.gov/news/safety_briefing/2015/media/MarApr2015.pdf.

Understand the Challenges of Mountain Flying
            Flying over the beautiful scenery of a mountain range involves more risks than flying over flat land. It can be a challenge for any pilot, especially those without a lot of experience. Get the facts about mountain flying at http://1.usa.gov/1H36HVH.

Produced by the FAA Safety Briefing editors, http://www.faa.gov/news/safety_briefing/
Address questions or comments to: SafetyBriefing@faa.gov.
Follow us on Twitter @FAASafetyBrief or https://twitter.com/FAASafetyBrief

Preflight those electrons

Tue, 3 Mar 2015 14:01:00 -0600

There are so many items that need attention before we fly – airplane condition, weather conditions and our own health conditions, just to name a few. But, now we have an entirely new group of items to check due to our fascination with all things electronic. And, all of the electronics that we take with us need our attention too.

Here are some things that need to be done before the electronics go into the flight bag:

Make sure you know how to use it. (Well, duh?) 4,000 feet and 100 knots is no time to try to figure out the buttons. (I often take a new portable device with me in the car. When my wife drives, I am navigating to some airport.)
Make sure that the database information for your route of flight is up-to-date and loaded in the shortcut folder where you can access it quickly.
Make sure that rechargeable batteries are truly recharged. And if using AA or AAA batteries make sure you have spares.

Then, when you get in the plane, figure out if you need to find a place to mount each electronic item or can it sit in your lap? Can you read the screen in the sunlight? Do you need to plug in antennae or power? How can you route those cords so that they are out of the way? Check all of these items out in a no-stress situation.

Before you really depend on any new gadget in flight, take some time, on a totally non-critical flight, to try things out. It is best that you take a friend with you, and have them fly while you play with (excuse me, test) your new equipment.

Looking for some cool, FREE, apps to make flying more fun? Try this: http://appcrawlr.com/ios-apps/best-free-apps-flight-planning

Christopher Hope
2015 FAASTeam Representative of the Year
To contact the author, go to: www.ChrisHopeFAAFlightInstructor.com
For more information on the GA Awards program go to http://www.generalaviationawards.org/

CFI Info – Fresh Air and Stalls

Fri, 6 Feb 2015 14:46:00 -0600

Forty years ago, when I was a fearful student pilot, my instructor, Jim, had a great teaching technique. It added fresh air to the stuffy cockpit and a new approach to demonstrating and recovering from power-off stalls.

Many pilots tolerate stalls with anxiety, perspiration, eyes closed and a face set for impending death. Often the pilot does not breathe until the stall is complete; possibly thinking that might somehow prohibit losing control. Stalls are too often misunderstood and associated with unmanageable danger in the minds of most students.

And rightly so….. because stalls are associated with a number one cause of fatal accidents – loss of control. Understanding, recognizing and developing skill in recovering from a stall is essential in aviation education and beyond. We are often afraid of what we do not understand. Stalls should be understood, not feared.
We used a high wing Cessna trainer and I observed the stall demonstration as he performed it. My job was to open the window and put my left hand out the window near the wing root. Since window-open speed was Vne, doing this was not a concern.

The sound of the wind was loud. But just as the text book explained, the air at the wing root went silent as the airplane slowed and the stall approached. Within a few seconds the low pressure reached the stall warning horn and it began to “sing.” This indicated the wind had stopped half-way out the wing providing the “stall warning” of the approaching full stall. Soon the entire wing stalled and for an instant the wind was quiet. At that point the nose dropped, recovery was initiated and the airplane began to fly. The dead space near the wing root was again filled with the wind as it returned from the tip of the wing, inboard past the stall warning and down to the wing root and my hand. The sound and rush of air as it returned to my hand was a tactile experience not soon forgotten.

The fear of stalls became secondary, replaced with understanding, thanks to Jim and an interesting and fun approach to instructing stalls and reducing risk. As an instructor, I have used this technique for years with great results. (In colder climates, turning on the heater might be part of the pre-maneuver checklist.)

Give it a try and see what you think.

Want to learn more?

Chapter 4 Airplane Flying Handbook
http://www.faa.gov/regulations_policies/handbooks_manuals/aircraft/airplane_handbook/

Chapter 4 Pilots’ Handbook of Aeronautical Knowledge
http://www.faa.gov/regulations_policies/handbooks_manuals/aviation/pilot_handbook/

Mary Schu
2015 National CFI of the Year
Mailto:maryschuaviation@gmail.com

For more information on the GA Awards program go to http://www.generalaviationawards.org/

5 Videos That Every Helicopter Pilot Needs to Watch

Fri, 6 Feb 2015 14:23:00 -0600

Movies can be heartwarming, funny, or motivational, but only a few take aim to save lives. Following are five videos that the International Helicopter Safety Team (http://www.ihst.org/) encourages helicopter pilots to watch and take to heart in order to enhance helicopter safety and reduce accidents.

That Others May Live – This video is a case study by Airbus Helicopters and offers a pilot's account of an actual inadvertent IMC encounter that occurred at night in a VFR equipped AS350 helicopter. https://www.youtube.com/watch?v=EMxuO77mdQo

No Greater Burden - Much research has been done on the negative effects of stress on our physical and psychological well-being. The more stress we experience, whether we know it or not, the more inclined we are to lose concentration, forget things, and perform poorly on tasks that should be familiar and easy for us. More often than not, those effects have little impact upon our day-to-day life, however, such effects while flying could lead to a disastrous outcome. The Aircraft Owners and Pilots Association (AOPA) developed this video. http://www.aopa.org/Education/Safety-Videos/No-Greater-Burden

178 Seconds to Live - This brief but frightening AOPA video warns us, “Don’t get lured into the trap.” http://www.aopa.org/AOPA-Live.aspx?watch=%7BCCA30EA1-A94D-4E45-ABCD-3AD4074403E0%7D

Degraded Visual Environment and Loss of Control - Experience demonstrates that disorientation is the largest single cause of fatal and serious injury helicopter accidents. The European Helicopter Safety Team produced this video. http://vimeo.com/15479359

Autorotations: Reality Exposed – The Helicopter Association International gathered helicopter safety experts for this video to help pilots gain a better understanding of the autorotation process. http://ihst.org/Default.aspx?tabid=3159&language=en-US

Address Update

Fri, 12 Dec 2014 17:09:00 -0600

Moving?

This is a friendly reminder for all you airman certificate holders of the world. Please note that in accordance with 14 CFR 61.60, 63.21, and 65.21, the FAA requires you to update your mailing address within 30 days of obtaining that new address.

**Click the following link for more information on how to update your address** http://www.faa.gov/licenses_certificates/airmen_certification/update_address/

For Questions or further information please contact:
9-AMC-AFS760-Airmen@faa.gov or call: (405) 954-3261

“That Others May Live” The horrifying tale of an inadvertent encounter with IMC.

Fri, 12 Dec 2014 16:40:00 -0600

What kind of pilot flies a VFR equipped helicopter into IMC? Is it due to inexperience, lack of discipline, or lack of integrity? Well, who would even allow such kinds of pilots to fly expensive helicopters? It just does not happen. However, are there situations when operational pressure is high, the conditions are tight and changing, when a true professional is required to make an instant decision? A decision that perhaps later in the quiet of the office his peers judge to be less than the best? Hear directly from a highly experienced, highly professional pilot who was involved in a horrifying inadvertent encounter with IMC during an EMS mission.

In the video, "That Others May Live", Denver Pletcher offers himself up as an example of a pilot who encountered IMC while on a mission to save a life. The video takes viewers through the professional decision making that lead to the encounter, and then the hair-raising event. This story had a good outcome. Often this is not the case.

This story is of benefit to all pilots, but it is of particular benefit to high time, high integrity, highly professional pilots. There are some mistakes reserved for the most expert!

Follow this link to view the video:
Link: http://www.youtube.com/watch?v=EMxuO77mdQo

For questions concerning this notice contact: Steve Sparks (Mailto:Steven.Sparks@faa.gov , or phone (614)-546-5771)

Opening: Designated Aircraft Dispatcher Examiner

Tue, 2 Dec 2014 07:44:00 -0600

Designated Aircraft Dispatcher Examiner (DADE) Announcement

Open Date:     December 1, 2014
Close Date:     December 19, 2014

Position:          Designated Aircraft Dispatcher Examiner (DADE)

Duty Location(s):       Cincinnati, Ohio

Positions Available:    One

Required Certificate:             Aircraft Dispatcher

DADE Qualifications:            Candidates must meet FAA Order 8900.1, Volume 13, Chapter 3, Sections 1 & 2 requirements.

Candidates must meet the following criteria:

Must have held an Aircraft Dispatcher Certificate for at least the past three years.
Should be current and qualified as an Aircraft Dispatcher at a 14 CFR Part 121 Flag/Domestic or Supplemental carrier, or have Part 121 Aircraft Dispatcher experience for 2 of the last 3 years.
Must have a comprehensive knowledge of FAA regulatory requirements and current FAA policies for a Part 121 air carrier.
Ability to present clear and concise information consistent with targeted audience.
Ability to compose a variety of correspondence and reports.
Ability to apply FAA regulations, advisory circulars, and policy, to Aircraft

Dispatcher operations and functions.

Must reside within the jurisdiction of the Cincinnati Flight Standards District Office.

Resume must be included with the application package. Resume must contain: name, mailing address, phone number, country of citizenship, specific information about your current position, education (high school, colleges, or universities), other work experiences, and any other qualifications you may possess.

Eligibility for the position will be determined from your Resume which must be complete and up-to-date. You may provide additional information regarding your experience, training, education, etc., which are directly related to the requirements of Order 8900.1 as noted above.

Designated Examiners are not employees of the Federal Aviation Administration.

All applications must be received no later than December 19, 2014. Faxed applications will not be accepted.

Mail completed application package to:
Federal Aviation Administration
Cincinnati Flight Standards District Office - GL05
Attn: Scott Crowley
4358 Ferguson Drive
Cincinnati, Ohio 45245

Maintenance Safety Tip

Mon, 24 Nov 2014 13:40:00 -0600

                    "Heading Off” Aircraft Heading Errors

How often do you think about the sensitive nature of the heading reference systems installed in that aircraft you are working on? Maybe you should. Check out the new Special Airworthiness Information Bulletin (SAIB CE-15-01) issued by the FAA on 11/4/2014. There continues to be a growing number of reported heading errors and anomalies in heading reference systems due to standard maintenance practices and the use of standard tools while maintaining these systems. The problem stems from the sensitive nature of these heading sensors which can be substantially affected by ferrous materials, including the improper use of magnetic tools (like magnetic screwdrivers) in close proximity. What can you do to help?
            The FAA recommends that you follow all manufacturer installation/maintenance instructions, warnings, and troubleshooting procedures per their instructions for continued airworthiness or maintenance manuals. A simple test for possible magnetic interference is to use a magnetic compass and slowly move around the area of the sensor looking for any deflections of the compass needle. Excessive needle movement can be evidence of ferrous material or sources of magnetic interference like flap motors or flight control system components.
          For more information on how to identify sources of magnetic interference that might affect heading sensor operations, see this SAIB at: http://go.usa.gov/7hEH.

Are interested in learning about other safety information and recommendations from the FAA? Go to this website:   http://go.usa.gov/Hj7J

Alaska Terminal District ODO terminated

Wed, 17 Sep 2014 13:02:00 -0500

The Alaska Terminal District has terminated opposite direction operations (ODO) at most Alaskan tower-controlled airports. The only exceptions to this guidance are emergencies, operational necessity, and medical evacuation flights (MEDEVAC). The affected airports are Bethel, King Salmon, Kenai, Lake Hood, Merrill Field, and Juneau Airports.

This is an interim measure until all affected facilities can accomplish a thorough review and revise operating procedures as necessary. The new procedures will include VFR operations as they relate to opposite direction operations.

We understand these procedures may have an economic impact to some of our users and we are committed to resolving this as quickly as possible.

If you have any further questions, please contact David Chilson, Support Manager, Alaska Terminal District at 907-271-2703 or email david.chilson@faa.gov.

Interior Alaska Flight Instructor Association

Fri, 22 Aug 2014 12:06:00 -0500

The Interior Alaska Flight Instructor Association (IAFA) holds 8 meetings a year on the last Wednesday of the month except November, which is the next to last Wednesday due to Thanksgiving, and December, which there is no meeting due to Christmas.

The meeting dates are as follows:

Sep 24, 2014

Oct 29, 2014

Nov 19, 2014

Jan 28, 2015

Feb 25, 2015

Mar 25, 2015

Apr 29, 2015

May 27, 2015

The monthly meetings are informative and interesting and generally include two short presentations and opportunity for discussion. IAFA is a very active group and is in need of a new coordiator to help organize the meetings. If interested in IAFA or becoming the coordinator, you may contact David Fagre at (907) 750-6273 or dafagre@gmail.com.

FAAST Blast

Tue, 12 Aug 2014 16:40:00 -0500

FAAST Blast — Week of Aug 11 – 18, 2014
Biweekly FAA Safety Briefing News Update

Comment Period for Airman Certification Standards Open until Aug. 25
            In 2011, the FAA established an Aviation Rulemaking Committee (ARC) composed of industry experts to provide recommendations on improving the FAA’s airman testing and training materials. As a result, the ARC chose to adopt an “Airman Certification Standards” (ACS) approach that would define not only the performance metrics for knowledge and skill, but also the required content for guidance materials such as the FAA-H-series handbooks and for relevant knowledge test questions.
            An industry-led ACS Working Group published draft ACS documents for the commercial pilot certificate and the authorized instructor certificate in the Federal Register for public review and comment. The docket will be open for review until August 25, 2014. To read the Notice, please go to: www.gpo.gov/fdsys/pkg/FR-2014-06-25/pdf/2014-14791.pdf. Access the docket via this link: www.regulations.gov/#!docketDetail;D=FAA-2013-0316.

SAIB Highlights Air Intake Issue for Select Piper Airplanes
            The FAA issued Special Airworthiness Information Bulletin (SAIB) CE-14-23 on Aug. 6 that details a concern with the deterioration and possible collapse of the air inlet hose on Piper model PA-28, PA-32, PA-34, PA-44, and PA-46 airplanes. The air inlet hose may be between the air filter and the fuel injector, carburetor, or carburetor heat box depending on the model. A collapsed hose reduces airflow to the engine and could result in a rough running engine or a loss of power.
            The SAIB recommends that owners inspect the air inlet hose of each airplane’s engine(s) within the next 25 hours of time in service to verify that it is an approved Piper part. The SAIB calls for replacement of the hose if it is not an approved part, or if it exhibits any of the following conditions: broken or loose cords on external surface; loose or displaced supporting wire; signs of wear, perforation, deterioration or collapse. For more information, go to the FAA’s SAIB library.

ADS-B Checks
            Are you ADS-B (Automatic Dependent Surveillance – Broadcast) equipped? Find out how your equipment is performing. Email Mailto:9-AWA-AFS-300-ADSB-AvionicsCheck@faa.govand include your N-number, ADS-B transmitter, and GPS make/model numbers to find out. For more on ADS-B, go to http://www.faa.gov/nextgen/implementation/programs/adsb/. You can also check out the latest video on ADS-B here: www.faa.gov/tv/?categoryId=44.

No, You Can’t Take All Those Bags!
            Does this phrase sound familiar? Traveling in GA aircraft is not as item restrictive as flying commercial; however, how much you and your bags weigh directly impacts an airplane’s ability to get airborne. Flying companions can learn more about why it’s important for a pilot to ask so many questions about weight in the article “You Can’t Take All That” in the current issue of FAA Safety Briefing at http://www.faa.gov/news/safety_briefing/2014/media/JulAug2014.pdf.
Produced by the FAA Safety Briefing editors, http://www.faa.gov/news/safety_briefing/
Address questions or comments to: SafetyBriefing@faa.gov.
Follow us on Twitter @FAASafetyBrief

What you should know about "Climb Via"

Tue, 22 Jul 2014 12:10:00 -0500

On April 3, 2014, the FAA changed ATC phraseology and procedures associated with Standard Instrument Departure (SID) clearances. The new key phrase is “climb via,” which is closely related to the long-standing “descend via” phraseology used in Standard Terminal Arrival (STAR) clearances.

Misunderstanding of the new “climb via” SID phraseology caused the filing of numerous pilot deviation reports. Some of these deviations resulted in less than standard aircraft separation. It is the pilot-in-command’s (PIC) responsibility to ensure compliance with an ATC clearance. For “climb via” clearances, remember the following:

Top Altitude: Prior to takeoff, pilots must identify the appropriate initial altitude to maintain as described on the SID chart or assigned by ATC. This altitude should not be confused with altitude restrictions or expected final altitude.
Correct phraseology is imperative. Comply with proper “climb via” phraseology on initial climb out radio transmissions to ATC. Phrases such as "on the" or "climbing on" a procedure are not appropriate and can create confusion and additional ATC workload to verify the clearance that was issued to the pilot by the previous controller.
Pilots are required to respond to climb or descend via clearances by repeating the "climb/descend via" clearance verbatim. Abbreviated read backs can result in controllers repeating instructions until pilots give verbatim read back of the clearance.
When subsequently changing frequency pilots must advise ATC on initial contact of current altitude, “climbing via/descending via” with the procedure name, and runway transitions, if assigned.
If assigned an altitude or speed not contained on the procedure, advise ATC of restrictions issued by a previous controller.

For more information visit the links below:

Contact Stephen J. Lloyd, FAA ATO, Director of Safety: 202-267-4645

ATTENTION: Airmen Using EIK

Mon, 14 Jul 2014 14:44:00 -0500

ATTENTION: Airmen Using EIK

Due to dense residential congestion and rapidly rising terrain on the south side of Erie Municipal Airport (EIK), airmen are strongly urged to fly a standard approach as depicted in the Aeronautical Information Manual and or Airplane Flying Handbook, whenever possible, so as to maintain a safe measure of separation from structures on the ground.

When departing on Rwy. 15 to the south, please be aware of your rate of climb until clear of the residential area and or established at a reasonable altitude allowing re-entry into the traffic pattern.

During those months when outside air temperature becomes a challenge, be extra vigilant when determining the affect density altitude will have on your aircraft’s performance.

Remember, when operating in any airport traffic area 14 CFR 91.119, in part, states that… Except when necessary for takeoff or landing, no person may operate an aircraft below an altitude allowing, if a power unit fails, an emergency landing without undue hazard to persons or property on the surface.

Maintenance Safety Tip-1404

Wed, 25 Jun 2014 15:14:00 -0500

Good Intentions + Lack of Knowledge = Fatal Consequences

Substituting a recommended compound with a non-recommended compound can have unintentional consequences. An example of this is when an operator substituted a lubricant with a non-lubricant during an installation of a threaded rod end. The procedures only called for grease on the threaded rod end. The operator’s intent was to enhance corrosion protection but instead he unknowingly affected the preload on the threaded connection by using the torque value for threads with lubricant. This led to premature thread wear (see image below). Unfortunately the damage remained undetected until the threads eventually failed in flight causing loss of control and resulting in a fatal aircraft accident.

See the linked photo. https://www.faasafety.gov/files/notices/2014/Jun/Worn_Threads.pdf

Are you following the manufacturer’s procedure for the use of a particular compound on the threads of a threaded connection? Are you absolutely sure? Beware that substituting a lubricant with a non-lubricant can affect the preload on the threads and can result in premature thread wear and ultimately thread failure. Furthermore, substituting a non-lubricant with a lubricant can lead to excessive loading on the threads and can also result in thread failure. Either of these may affect the required torque on the threaded connection.

The sinister thing is that failures may be latent and might be catastrophic. Review the procedures for the equipment you work on or have worked on. Advise your fellow mechanics and the operator about using the correct compounds that are called for by the manufacturer’s recommended procedures. Add the torque procedures or highlight them on work instructions, checklists or work cards. Finally, if a compound is to be substituted, be sure you know how it will affect the torque value. The best practice is to (first) verify with the manufacturer that it is a suitable substitute. If there is any doubt, check it out!

The National FAA Safety Team values your input. We would appreciate your input using the websites below.
http://www.faa.gov/about/office_org/headquarters_offices/avs/stakeholder_feedback/afs/field/sf_faasteam/

Maintenance Safety Tip-1405

Fri, 20 Jun 2014 15:57:00 -0500

Is the Duct Ready for Flight?

On November 16, 2013, a Piper PA-28-140 lost engine power shortly after takeoff and crashed, resulting in a destroyed aircraft and a seriously injured pilot. Why? Read on.

You are probably very familiar with the air ducts commonly referred to as “SCAT,” “SCEET,” “CAT,” and “CEET.” You may have replaced some on the aircraft engines you have worked. You might even keep a ready supply on hand. Although we are not going to go into detail about each duct here, we do caution you to ensure that the one you are using is acceptable for the particular application intended. Beware! Although it “looks like a duct,” “feels like a duct,” or “fits like a duct,” it may not function like the “approved” duct for your specific job.

Investigation revealed that the “SCAT” duct installed as a carburetor air inlet duct on the mishap PA-28-140 did not meet the specifications of the air duct authorized and provided by Piper. The duct COLLAPSED, thereby cutting off air flow to the engine.

An approved Piper inlet duct is engineered and designed to operate in a vacuum of -12 inches of HG (mercury), at temperatures between -65 to +500 degrees Fahrenheit. The wire supporting the duct is .048 inches in diameter. Although the collapsed duct had the correct inside diameter, the wall thickness was thinner and the wire size was several thousandths less than the Piper duct.

We believe that “off the shelf” ducts may be being used as a normal replacement part instead of the authorized Piper carburetor air inlet duct. We say this because there have been no approved carburetor air inlets ducts ordered from Piper since 1999 even though the FAA registry indicates there are over 5000 registered PA-28-140 aircraft.

What can you do to help prevent another accident? Well, if applicable, check your fleet of PA-28-140 aircraft. Pass the word to the owners and operators who fly these aircraft, as well as your AMT colleagues that maintain these aircraft. The number one thing you can do is always research the manufacturer’s manuals to validate you are using approved replacement parts. Finally, never replace components based on what was previously installed. Trust, but verify.

See Maintenance Safety Tip-1209, “Who do YOU Trust?” published August 2012. http://www.faasafety.gov/SPANS/noticeView.aspx?nid=4046.

Maintenance Safety Tip

Wed, 30 Apr 2014 10:58:00 -0500

Stressed Out Propellers

Are you operating your propeller under stress? Are you damaging your propeller? Will your propeller suddenly fail? You will likely respond with a confident - NO! But wait! How do you know for sure?

If you want to be sure, obtain and read FAA Special Airworthiness Information Bulletin SAIB NE-08-21, located at http://www.hartzellprop.com/service_support.php?id=84, dated May 14, 2008. Yikes! 2008! Yes, it is dated, but the information could save your life; because what you don’t know can hurt you! Consider the following.

Does the piston engine aircraft you work on or operate have a range of restricted propeller RPMs? Does it have a maximum propeller RPM indicated on the tachometer? Many aircraft models do. Some aircraft may require a placard or marking that states, for example, “Avoid continuous operation between 2,000 and 2,250 RPM”.

Such limitations typically result from certification testing when increased propeller stresses are observed during certain operating conditions. Operating in these ranges can result in some very significant vibration. Prolonged violation of such restrictions could result in structural damage to a propeller, leading to propeller failure or internal engine component failure, such as the crankshaft.

Ask yourself the following:

When was the last time you had your tachometer accuracy checked? It might be out of calibration resulting in propellers being operated in a restricted RPM operating range or causing propellers to exceed their maximum propeller RPM without your knowledge.

Is it possible the restriction placards in the aircraft are no longer correct? If so, there is an increased risk of exposing the propeller to damaging vibratory stresses.

If a tachometer was replaced or modified, does it have the proper markings, such as redlines, yellow arcs, red arcs, green arcs, or other noted limitations?

Are instrument panel placards for RPM restrictions incorrect, illegible, or missing?

If a propeller and/or an engine was replaced or modified, are the propeller RPM restrictions or placards still providing correct information?

Ponder this: On June 18, 2012, a Piper PA-28-200, lost about 6” of the tip of one propeller blade while still in flight! It can happen - and does happen! (BTW, although the pilot described “a violent vibration,” he made a successful precautionary landing at a nearby airport.)

If you keep the stress off the propeller, you will remove stress from yourself.

Safety Outreach - GAJSC

Tue, 29 Apr 2014 06:45:00 -0500

This General Aviation Joint Steering Committee “Topic of the Month” - "AOA Systems" - is provided in support of the National FAASTeam Performance Plan.

Background : An AOA (Angle of Attack) system can be used with an AOA indicator to get the pilot’s attention (via audio and/or low cost stick shakers even if the pilot is not looking at it). This focuses the pilot’s attention on where it needs to be to avoid the stall. The pilot can use AOA to fly more precisely and more efficiently; AOA can be very useful in enhancing safety and flying more efficiently. It should be used in conjunction with airspeed and existing stall warning systems when available.

A copy of a short PowerPoint presentation is available at the following link - Click Here.

Who Is To blame?

Fri, 18 Apr 2014 09:57:00 -0500

“Blame” or “Understand”… the Choice is Yours

Its morning and you are heading to work. You notice a car dodging and weaving recklessly in and out of traffic, cutting people off left and right. Your immediate reaction is to focus on the behavior. What a jerk! When perhaps there is more to the story.

Fundamental Attribution Error is an unjustified tendency to assume the guy you see speeding down the highway is a nut, and should not be allowed to drive because he is stupid, rather than ask why the person is behaving that way.

This bias may cause us to blame people for actions that are unintended, and difficult to avoid. We may characterize these people as silly, thoughtless, incompetent, or reckless, when in truth, it could be the complex, confusing, or stressful context of the situation that influenced them to take the action and make a mistake.

In the case of the weaving car above, perhaps the driver is avoiding a loose car part in the road, or a bad pothole, a road hazard you may hit if you are not careful!

When reading an accident report relating to incorrect or improper maintenance, what do we assume? Was the mechanic a bad mechanic? If you say yes, then the learning is over. After all, a good mechanic would never make a bad judgment call. On the other hand, if you assume that the mechanic is skilled, and has good judgment, then the question becomes, “What might have influenced this good mechanic to act in such a way that it caused an accident?” At that point, you will be investigating factors that might cause you to make that same mistake.

Once we place blame on a person, concentrating on the “who,” we often stop looking for the underlying reasons and miss the opportunity to learn the “why”. The question “why” deals with influences. Understanding these influences is such a subtle task that blaming will overpower understanding. Underlying reasons often sound like excuses, deflecting blame, or refusing to take responsibility. When learning of maintenance errors, you need to suspend your judgment long enough to understand the “why.” This will point you to the situational influence that prompted the mistake, and will allow you to understand what might trip you up.

Your personal learning begins when you understand how the situation influenced the mechanic to make a mistake.

National FAA Safety Team

Don’t Bother Me with the Facts!

Fri, 18 Apr 2014 09:55:00 -0500

AKA…Confirmation Bias

An Aviation Maintenance Technician (AMT) hears their radio crackle. Maintenance Control wants them to evaluate damage to an aileron the crew of a departing aircraft detected. After reporting the extent of the damage to Maintenance Control they conclude the aileron damage is allowable, and the AMT defers it according to the company’s procedures. The aircraft departs on time. Later the AMT takes a second look at the structural repair manual, and learns the focus had only been on the allowable damage table. The team had not noticed the damage was, in fact, in a critical area that required them to consult the aircraft manufacturer. The AMT then realized they had inadvertently released the aircraft to fly with a potentially dangerous flaw. This was a team of very responsible, experienced, people. How can professionals make such a mistake?

Well, when the plan is to get an airplane out on time human beings will use every tool at their disposal, including mental shortcuts. Mental shortcuts are not bad. They lead to success nearly all the time, the key word here being “nearly”. In this case the people making the decision relied on good judgment, but did not consider a mental bias called Confirmation Bias.

Confirmation Bias refers to a type of mental shortcut whereby an AMT, or any human, may tend to notice facts supporting their decision rather than information contradicting it. People are less likely to accept facts not lining up nicely with what is already “known” or “believed”. As the strength of our mental model increases, we tend to ignore, or undervalue the relevance of facts contradicting our established beliefs.

A mental bias can lead to unconscious behavior, and it is difficult to prevent what you don’t intend to do. So, work as a team. Two heads are better than one, and many better than two. Try to disprove the decision. No one likes a contrary person, but they are happy to have someone keep them from making a big mistake. Listen to the new guy. They have not had the opportunity to become familiar with the operation “Norms”, and might be able to point out problems more experienced people won’t notice. Adhere to a plan to strictly follow procedures. This will help you avoid cherry picking data to support a risky plan.

National FAA Safety Team

Maintenance Safety Tip

Fri, 18 Apr 2014 09:54:00 -0500

Aging Aircraft in General Aviation Best Practices

Part 3: Special Attention Inspections

Your assessment of an aircraft’s paperwork is only the prelude to a thorough aging evaluation. For aging aircraft, the normal annual inspection minimum requirements specified in 14 CFR 43.15 Appendix D, or those recommended by the manufacturer, may not be enough. You may need to do a detailed inspection, a series of inspections, modifications, part replacements, or a combination of these, to maintain airworthiness and keep an aging aircraft operating safely.

As an aircraft ages, the inspection methods and techniques may change from what was previously required. High aircraft time, severe operating environments, inactivity, outside storage, modifications, or poor maintenance can all prompt a special inspection. The records research will provide the information needed for owners and mechanics to discover what a particular aircraft, or aircraft type, may need.

Special inspection criteria can be written to pertain to a specific aircraft or aircraft type. In the reference listed below, you will find an “Aging Airplane Inspection and Maintenance Baseline Checklist”. You can use this checklist as a starting point to develop a model- or airplane-specific inspection and maintenance checklist.

The design concepts of systems (mechanical, electrical, and flight controls) and of structures (layout and materials) are similar from model to model and from manufacturer to manufacturer for most aging GA aircraft. Areas typically susceptible to aging have been identified.

This concludes the General Aviation Aging Aircraft series of Maintenance Safety Tips, but should also be where you begin to modify or enhance your maintenance techniques when working on aging aircraft. If you have not yet obtained/reviewed a copy of “Best Practices Guide for Maintaining Aging General Aviation Airplanes” please view or download it at:

http://www.faa.gov/aircraft/air_cert/design_approvals/small_airplanes/cos/aging_aircraft/media/aging_aircraft_best_practices.pdf
Spread the word to your maintenance colleagues and pilot acquaintances that work and/or fly these older aircraft.

Maintenance Safety Tip-

Fri, 18 Apr 2014 09:54:00 -0500

“Fly-Away” Tools!

It is sad to say there have been fatalities attributed to tools left in aircraft. Can you imagine the immense emotional impact - and the legal consequences - if your tool caused a loss of life? With a little common sense, attention to detail and time, you can avoid the dire consequences of leaving your tools where they might cause harm to innocent people.

This is one type of accident you can absolutely prevent —the cure is simple, and may keep you from becoming the cause of an accident. After every maintenance action, account for every tool. As a matter of fact, do so before signing off the work. Put a big sign on your toolbox or add a note to the inspection checklist. Included below are some simple tips that may prevent “Fly-Away Tools”:

- Organize your toolbox or tool crib so you can readily identify when a tool is missing.
- Place stickers on your toolbox to remind you to inventory your tools after performing maintenance.
- Place posters throughout your hangar to remind everyone to inventory their tools after performing maintenance.
- Insert steps into your checklist to require a tool inventory prior to signing the aircraft maintenance log and returning the aircraft to service.
- Do not let the aircraft operate or depart until you do the tool check!

Adopting some, or all, of these simple steps will not only prevent the loss of expensive tools, but most importantly, it could save a life.

Maintenance Safety Tip

Fri, 18 Apr 2014 09:53:00 -0500

Aging Aircraft in General Aviation Best Practices

Part 2: Records Research

What is your first step in determining the condition of an aging aircraft? It should be records research! The records will help you determine the degree of inspection necessary, as well as what items may have already been inspected. Your research will help to identify certain maintenance and usage characteristics of a particular aircraft, as well as expose potential areas of attention pertinent to a model type or class.

Inspection and overhaul recommendations contained in older GA aircraft maintenance instructions may not provide adequate guidance regarding aging issues. Therefore, assessing the quality of maintenance and inspections during an aircraft’s life is important to determine which parts have been replaced, if corrosion was ever a problem, and other maintenance factors that could lead to a concern with aging.

If you are going to work on an older aircraft, ask the owner for all available information so you can establish the maintenance history. Your knowledge and experience will help to reveal if there are voids or missing information. Advise the owner about these discrepancies and offer to assist getting the information.

You can compare research from more general model type issues with individual aircraft information to identify similarities and differences. In effect, this helps answer the question: “Does the information I am seeing on this particular aircraft match the history of the aircraft and type, per available records?”

Once collected, the information will help you and the owner establish a baseline to determine what maintenance, repairs, and alterations have been done and how well the aircraft has been cared for.

Next month’s Maintenance Safety Tip, Aging Aircraft in General Aviation - Part 3 will highlight “Special Attention Inspections.” We encourage you to review, as well as share with the aircraft owner, the publication titled “Best Practices Guide for Maintaining Aging General Aviation Airplanes” which can be found at:

http://www.faa.gov/aircraft/air_cert/design_approvals/small_airplanes/cos/aging_aircraft/media/aging_aircraft_best_practices.pdf

Maintenance Safety Tip

Fri, 18 Apr 2014 09:52:00 -0500

Aging Aircraft in General Aviation Best Practices

Part 1: Introduction

How often do you work on old or aging aircraft still in operation? Unfortunately, manufacturers of those aircraft may have gone out of business, and those that still exist might not be able to provide field support. Engineering drawings, maintenance procedures, and other technical data, other than AC43-13, just aren’t available from nonexistent or outdated manufacturers.

Before you work on that “old” aircraft, ask the owner for all the acquired, organized, or preserved data about their aircraft. Reviewing this data greatly increases the likelihood of improvements in maintenance practices and safe operation of a particular aircraft. These actions can have an enormous impact on the continued airworthiness of an aging aircraft when you approve it for return to service.

In the next few months we will talk about two specific best practices that can have a fundamental impact on your approach to maintenance and inspection for aging aircraft. These are records research, and special attention inspections relating to aging aircraft. Doing either of these helps assess the condition of an aircraft. You need both to thoroughly assess the effects of aging (corrosion, metal fatigue, inspection techniques, and wiring deterioration, etc.) on an aircraft and monitor its condition during future operations.

Next month’s Maintenance Safety Tip - Part 2, will highlight “Aircraft Records Research”. We highly recommend you review the publication titled “Best Practices Guide for Maintaining Aging General Aviation Airplanes” and share the guide with the owner of the aircraft. You can find the publication at:

http://www.faa.gov/aircraft/air_cert/design_approvals/small_airplanes/cos/aging_aircraft/media/aging_aircraft_best_practices.pdf

Maintenance Safety Tip

Fri, 18 Apr 2014 09:51:00 -0500

Are you reading “Tacky Tachs” !?

Tachometer inspections are important. Owing to the exceptionally high stresses that may be generated by particular propeller/engine combinations at certain operating ranges, many propeller and aircraft manufacturers have established revolutions per minute (RPM) restrictions and maximum RPM limits for some models.

An improperly operating tachometer can cause an engine to exceed the maximum RPM limits. Since there are no post-manufacture accuracy requirements for engine tachometers, tachometer inaccuracy could be a direct cause of propeller failure, excessive vibration, or unscheduled maintenance.

Proper tachometer operation and accuracy should always be checked (using the manufacturer’s procedure, if available) during normal maintenance intervals. One means of checking the tachometer’s accuracy is with a commercial strobe unit through which the rotating propeller is viewed. Strobe unit controls can be adjusted until the propeller image stops in space. A reading on the face of the strobe instrument indicates the propeller’s true RPM. It is important to know if an airplane has a new propeller model installed (e.g. STC or Upgrade Service Bulletin) to be sure that the tachometer markings align with the acceptable rpm ranges for that new propeller.

CAUTION: Be aware there may be multiple false RPM solutions if the instrument sees only one blade passage.

You can find the subject of this maintenance tip and more enlightening maintenance information by reading Advisory Circular 20-37E. You can access and download a free copy of Advisory Circulars using FAASafety.gov or www.FAA.gov.

Maintenance Safety Tip

Fri, 18 Apr 2014 09:51:00 -0500

Runaway ELTs

You know that Emergency Locator Transmitters (ELTs) are installed for one purpose and one purpose only. That is to help save lives by effectively signaling the location to rescuers if an accident occurs. That’s why you, the AMT, take extra care when you install them, inspect them, and test them.

However, they need to “stay put” in their mounts to do this and you need to know that too many times this is not the case. The FAA is aggressively addressing concerns with the ability of hook and loop style fasteners to retain their designed capability to restrain emergency locator transmitters during accident impact. As an AMT, what can you do to help?

1. Get your hands on and read the FAA Special Airworthiness Information Bulletin (SAIB), HQ-12-32, dated May 23, 2012, Title: “Hook and Loop Style Fasteners as a Mounting Mechanism for Emergency Locator Transmitters." Advise and/or provide a copy of the SAIB to the owner/operator of any aircraft you work on.

2. Before your next inspection or maintenance action on this style mounting, research all manufacturer data. Look for instructions to enable you to positively determine tension serviceability AND corrective maintenance action, if not serviceable.

3. If inspection criteria and/or maintenance action is lacking or vague, take extra care to inspect the fastener for wear and environmental degradation from vibration, temperature, or contamination.

4. If your assessment results in concern that the hook and loop restraint may not be acceptable to keep the ELT secured during aircraft impact, advise the owner. Contact your local Flight Standards District Office (FSDO) to discuss your concerns and what acceptable course of action is available to you, the AMT. It would be helpful to have a copy or a reference to the SAIB.

You can access and download a free copy of this SAIB by going to www.faa.gov, and selecting “Mechanics” and then follow the links to the SAIB. Or, you can click on this link to go directly to the SAIB. http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgSAIB.nsf/(LookupSAIBs)/HQ-12-32?OpenDocument

Now, we gave you information and recommendations on how you can help prevent potential “Runaway ELT’s” . . . so, what are you going to do?

Maintenance Safety Tip

Fri, 18 Apr 2014 09:49:00 -0500

Propeller Basics
Part 2

Operators and maintainers of uncertified or experimental aircraft should apply a great level of vigilance in the maintenance and inspection of the propeller. Experimental installations often use propeller-engine combinations that have not been tested and approved. In these cases, the stress on the propeller and, therefore, its safety margin is unknown. Failure could be as severe as loss of propeller or propeller blades and cause loss of propeller control and/or loss of aircraft control.

Experimental aircraft may operate with unapproved engines or propellers or engine modifications to increase horsepower, such as unapproved crankshaft damper configurations or high compression pistons. These issues affect the vibration output of the engine and the stress levels on the propeller. Significant propeller life reduction and failure are real possibilities.

Frequent inspections are strongly recommended if operating with a non-certificated installation; however, these inspections may not guarantee propeller reliability, as a failing device may be hidden from the view of the inspector. Propeller overhaul is strongly recommended to accomplish periodic internal inspection.

Visually inspect metal blades for cracks. Inspect hubs, with particular emphasis on each blade arm for cracks. Eddy current equipment is recommended for hub inspection, since cracks are usually not apparent. Identified damage must always be evaluated and repaired by an authorized source. Otherwise, you may induce unexpected safety concerns.

For more information, refer to the propeller manufacturer’s maintenance information and to the following FAA Special Airworthiness Information Bulletin’s (SAIB):

NE-06-13 Using Propellers with Four or More Blades
NE-08-18 Engine Dampers
NE-08-19 Propeller Installation on Experimental Aircraft
NE-08-20 Propeller Maintenance
NE-08-21 RPM Restrictions & Placards
NE-08-22 Search Inspection

You can find the specific SAIB at this address: http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgSAIB.nsf/MainFrame?OpenFrameSet by entering the SAIB number in the search box.

This month’s Maintenance Safety Tip was sponsored by Hartzell Propeller; Piqua, Ohio.

Maintenance Safety Tip

Fri, 18 Apr 2014 09:48:00 -0500

Propeller Basics
Part 1

The propeller is a vital component of the aircraft. Nobody can deny that mechanical failure of the propeller can be disastrous! Propellers undergo constant vibration stresses from the engine and air stream, which contribute to high bending and centrifugal stresses.

Before a propeller is certified as being safe to operate on an airplane, an adequate margin of safety must be demonstrated. Keeping your propeller matched to its approved engine and aircraft combination maintains the safety margin. Even though every precaution is taken in the design and manufacture of a propeller, history has revealed rare instances of failures, particularly of the fatigue type.

It is essential that the propeller is properly maintained according to the recommended service procedures and a close watch is exercised to detect impending problems before they become serious. Make it a habit to routinely and carefully observe the propeller’s physical condition. Be wary of grease or oil leakage, loss of air pressure, unusual vibration, or unusual operation as it could be a warning that something serious is wrong. Question everything and have it carefully evaluated before flight. It is “Plane Senseless” to ignore to what your senses are trying to tell you.

For more information, refer to the propeller manufacturer’s maintenance information and to the following FAA Special Airworthiness Information Bulletin’s (SAIB):

NE-06-13 Using Propellers with Four or More Blades
NE-08-18 Engine Dampers
NE-08-19 Propeller Installation on Experimental Aircraft
NE-08-20 Propeller Maintenance
NE-08-21 RPM Restrictions & Placards
NE-08-22 Search Inspection

You can find the specific SAIB at this address: http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgSAIB.nsf/MainFrame?OpenFrameSet by entering the SAIB number in the search box.

This month’s Maintenance Safety Tip was sponsored by Hartzell Propeller; Piqua, Ohio.

P.S. Look for Part 2 in your email next month!

GA Maintenance Alert

Fri, 18 Apr 2014 09:47:00 -0500

Safety and Security of Components

A review of recent helicopter accidents has revealed a number of improper maintenance practices and techniques. Contributing significantly to these accidents is the improper safety and security of critical flight control systems, engine systems, and drive system components. In some cases, proper torque was not applied, safety wire or cotter pins were not installed, self-locking nuts were reused numerous times where they lost their self-locking capability, and critical components were removed and reinstalled without following the Instructions for Continued Airworthiness (ICAs).

A preliminary review as to why these improper maintenance practices and techniques were performed and were overlooked indicates that human factors and failure to follow written procedures are potential factors. Fatigue, time constraints to perform the maintenance tasks, cell phone activity, and complacency were the serious factors related to these accidents.

Click to go to this document to review 11 safety recommendations: https://www.faasafety.gov/files/notices/2012/Nov/GA_Maintenance_Alert_121121.pdf

The ultimate question the pilot or mechanic who performed the work should ask is, “Would I place my family in this aircraft on its first flight after maintenance?” Responding favorably to the safety recommendations in the document will help us answer that question with a resounding YES!

Maintenance Safety Tip

Fri, 18 Apr 2014 09:41:00 -0500

Who Do You Trust?

According to Webster’s, trust is the “firm” belief or confidence in the honesty, reliability, justice, etc., of another person or thing. When it comes to maintenance and inspections, a question you should ask yourself is, “Do I trust or have confidence that the previous maintenance or inspection was properly done?” Sadly, too many problems and accidents prove otherwise.

When removing and replacing a component, don’t “trust” that it was properly installed previously. This is especially true if a component requires bench tests, clearance or tolerance checks prior to installation. READ, UNDERSTAND, and FOLLOW the manufacturer’s instructions and other Instructions for Continued Airworthiness (ICA) rather than installing as previously installed. We are human and as hard as we try, we all make mistakes.

When it comes to inspections, carefully and thoroughly inspect every item required by the manufacturer’s inspection checklist rather than being pressured to take shortcuts or cut corners. Do you have the firm belief or confidence that all the covers and panels were opened and/or removed and areas behind insulation properly inspected during previous inspections? The truth is, you don’t know for sure!

Here is a hypothetical example: Someone replaced missing upholstery screws in an interior side panel. It should be documented…but it might not be. Nevertheless, was the screw too long and is it now chaffing against a fluid line, hose, or electrical wire behind that panel? You don’t know unless you inspect.

The “firm” belief or confidence in reliability comes only after YOU have performed maintenance and inspections per manufacturer’s instructions and data.

Back in the ‘80s, Ronald Reagan had a phrase he used when dealing with the old Soviet Union: "Trust, but Verify.” Good advice for all of us!

Maintenance Safety Tip

Fri, 18 Apr 2014 09:33:00 -0500

Foresee the 4-C’s when Maintaining NVIS-NVG Systems

AMT’s who work on aircraft configured with Night Vision Imaging Systems (NVIS)/ Night Vision Goggle (NVG) systems must have the ability to foresee Criticality, Currency, Configuration and Compatibility.

Criticality: NVIS are FAA approved for installation through Type Certificate Data Sheet (TCDS) or Supplemental Type Certificate Data (STC) processes. It is important to recognize the NVGs are appliances and are part of the overall NVIS even though not physically connected to the aircraft. NVGs compatible with installed NVIS lighting systems are identified in the flight manual supplement (FMS). The NVG manufacturer or an FAA certificated repair facility provides NVG maintenance documents with approved repair specifications.

Currency: Data currency and accuracy is imperative. Don’t overlook any data that may be associated with or related to system installation. Review, understand, and verify before working on NVIS equipped aircraft. A seemingly simple maintenance action could affect the NVIS system.

Configuration: This must be maintained at all times. Any changes to configuration must be supported by FAA approved data. Check, recheck and check again to confirm what you are about to work on will not alter system configuration. Even a minor maintenance action such as changing a light bulb could affect configuration. Check the approved data - all the data!

Compatibility: System compatibility is critical to maintain. Be cognizant of subsequent aircraft modifications. Field Approvals are not authorized for NVIS modifications. Remain wary of actions such as Airworthiness Directives and or Service Bulletins and confirm their compliance will not or did not alter system compatibility.

FAASafety.gov Notices

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Flying Cloud Airport (KFCM) Will Be Going to Dual Local Control April 1, 2026

USHST Monthly Safety Report for Feb 2026

USHST Monthly Safety Report for January 2026

Recall of Orion Skyblazer II Red XLT Aerial Signals

USHST Monthly Safety Report for December 2025

Airworthiness Concern Lycoming IO-360 Engines

2025 SC FAASTeam Representative of the Year - District Honoree

2025 SC DPE of the Year

2025 SC FAASTeam Representatives - Outstanding Community Support

2025 SC Certificated Flight Instructor of the Year - District Honoree

TSA Flight Training Security Program Update for All Flight Training Providers

TSA Flight Training Security Program Update

FAA Special Programs Section (AFS-830) Email: safetybriefing@faa.gov Phone: 202-267-1100

USHST Peer Pilot Program Is Here!

Risk-Based Flight Review Guidance for Instructors

BULIT NORTH and SOUTH ATCAAs - Effective October 30, 2025

CFIs and DPEs - Avoid Certification Delays

Ryan (RYN) Rwy 6L/24R Nightly Closures

Twin Commander Empennage Cracking Concern

General and Business Aviation Call to Action: Airport Familiarization

In-Flight Abnormal Bell 206L Vertical Vibrations

Operating Tips for Bedminster TFRs 2025

Philadelphia FSDO Runway Safety Special Emphasis Brochure

Automatic Dependent Surveillance - Broadcast (ADS-B) Out Use In/Above Anchorage (PANC) Class C Airspace

FAA Registry to Withhold Aircraft Ownership Data

Worn Fuel Primer Pumps Lead to Loss of Engine Events on General Aviation Aircraft

Wake Turbulance Advisory

Update: HNL Arrival and eqparture Procedures

HNL Airport Arrival and Departure Procedures

The Path to Unleaded Avgas: A Critical Transition for Aviation – Fall 2024 Update

Enhancing Safety Awareness/Training at Portland Hillsboro Airport (KHIO)

Diamond In-Flight Passenger Door Separations

DuPage Airport Authority Tower and Illinois Aviation Academy Letter of Agreement

Power Lever Failure and Cracking on Cirrus SR20/SR22/SR22T

WANNA FLY WITH THE EAGLES MAKE SURE YOU’RE LEGAL

NTSB Safety Alert - Aluminum Propeller Blades: Prevent Fractures with Proper Inspections and Maintenance

DIRECT HIRE - Aviation Safety Inspector (General Aviation Flight Oversight)

Alaska Guide Pilots InFO24002

Spot-welded V-band Couplings Cause Accidents; FAA Final Rule issued

Auburn High Intensity Flight Training

Non-Towered Airport Flight Operations AC90-66C

Maintenance Safety Tip - The “B” Nut can be Deadly

NTSB Safety Alert: Mechanics, The “B” Nut can be Deadly!

Continental Motors AD 2023-04-08 Crankshaft Counterweight

Reno Runway 17R-35L extended Closure

Flying in Alaska

Expansion of R2206 Restricted Area

Yosemite, Sequoia, and Kings Canyon National Parks

PTK Airport UAS Grid

Reposted Advisory Circular 61-134 CFI Editorial Update

KSLC Runway Safety Video

RNO Video for Wrong Runway Landings

HNL Reef Runway Taxiway Name Changes, 07 OCT 2021

Electronic 1 pg Brochure - Runway Safety

Kapalua Unicom - reduced hours until further notice

Dave Strassburg selected as the 2021 Certificated Flight Instructor of the Year for the Eastern US!

COVID-19 Vaccines: Pilots and Air Traffic Controllers

Overflight of National Parks

Piedmont Triad International Airport (GSO) Hot Spot 1

New HNL ASDE-X Function 15 DEC 2020

Norms. Are You Positive or Negative?

St. Louis Aviation Maintenance Association Message

Congratulations to Alex Engelson!

St. Louis FSDO Safety Tips Newsletter Summer 2020

Prevention of Lake Hood Water-Lane Incursions & Pilot Deviations

Congratulations to Safety Rep Dave Strassburg!

Is Your Flight Review Set to Expire, But You Can’t Fly With a CFI Because of COVID-19?

Alaska Transitions to ICAO Flight Plan Format

FAA Extends AD Compliance Time for 210 Carry-Thru AD Inspection Due to COVID-19 Restrictions

Juneau FSDO Facility Access

UAS Operations at CO55

Calling All Female Pilots and AMTs - The Master Pilot and Master Mechanic Awards Program Wants You! (Corrected Notice)

The Buck Stops With Me

American Bonanza Society Control Cable Turnbuckle Recommendation

NEWS FLASH - FSDO Name Change

United -States Helicopter Safety Team-Monthly Report (Apr 2019)

Deer Valley Airport (KDVT) Safety Videos

Merrill Field Runway Safety Action Team Meeting

FAA Special Programs Section (AFS-830)
Email: safetybriefing@faa.gov
Phone: 202-267-1100