Takeoffs and Landings: Base to Final Turn

Overshooting that base-to-final turn can be a problem. Trying to get back on course safely can be dangerous.

Accident Case Study: Delayed Reaction

On December 20, 2011, a TBM-700 crashed onto a freeway near Morristown, New Jersey. In this case study, we piece together the events that led to the tragedy, and discuss what we as pilots can learn from them.

Washington Pilots Association Donates $1000 to AOPAs Efforts

The Washington Pilots Association contributed $1,000 to go toward AOPA’s advocacy efforts.

This donation will support AOPA's attempt to influence changes to the current medical certification system. The proposed changes would exempt noncommercial VFR pilots that operate aircraft with six seats or less, weighing less than 6,000 pounds at speeds less than 250 knots, and at an altitude of less than 14,000 feet msl from FAA medical certification.

Why does the Washington Pilots Association (WPA) feel that the General Aviation Pilot Protection Act is important to support? It isn't a secret that General Aviation is shrinking. Some would blame over regulation, the high price of fuel, limited attention spans and a myriad of other things.

Aviation is expensive and that will never change but if we can identify roadblocks to flying and either eliminate them or lessen the impact that they have on the pilot population we just might be able to increase the number of pilots again.

 

 

Cessna Twin Icing AD

A new airworthiness directive  issued by the FAA bans most early Cessna twins from flight into known icing regardless of whether or not they are equipped with anti-icing gear.

It would appear that the FAA feels this to be necessary because too many pilots were ignoring a mandatory service bulletin that was issued by Cessna in 1997.

It was discovered that even a little ice on almost 7,000 of the twins could seriously affect the slow-speed handling.

This AD becomes effective April 7, 2014 and required the installation of a placard requiring an extra 15 knots on approach if there is an inadvertent encounter with icing.

This is the current list of the airplanes affected by this AD. (Cessna Twin)

I have slipped the surly bonds of Earth…put out my hand, and touched the face of God

I simply had to share the altered poem below. It was posted with the following notes to bring it in to compliance with current FAA guidelines.

 

 

Oh, I have slipped the surly bonds of earth(1),
And danced(2) the skies on laughter silvered wings;
Sunward I've climbed(3) and joined the tumbling mirth(4)
Of sun-split clouds(5) and done a hundred things(6)
You have not dreamed of -- Wheeled and soared and swung(7)
High in the sunlit silence(8). Hov'ring there(9)
I've chased the shouting wind(10) along and flung
My eager craft through footless halls of air.(11)
Up, up the long delirious(12), burning blue
I've topped the wind-swept heights(13) with easy grace,
Where never lark, or even eagle(14) flew;
And, while with silent, lifting mind I've trod
The high untrespassed sanctity of space(15),
Put out my hand(16), and touched the face of God.

NOTES:

1. Pilots must insure that all surly bonds have been slipped entirely before aircraft taxi or flight is attempted.

2. During periods of severe sky dancing, crew and passengers must keep seat belts fastened. Crew should wear shoulder belts as provided.

3. Sunward climbs must not exceed the maximum permitted aircraft ceiling.

4. Passenger aircraft are prohibited from joining the tumbling mirth.

5. Pilots flying through sun-split clouds under VFR conditions must comply with all applicable minimum clearances.

6. Do not perform these hundred things in front of Federal Aviation Administration inspectors.

7. Wheeling, soaring, and swinging will not be attempted except in aircraft rated for such activities and within utility class weight limits.

8. Be advised that sunlit silence will occur only when a major engine malfunction has occurred.

9. "Hov'ring there" will constitute a highly reliable signal that a flight emergency is imminent.

10. Forecasts of shouting winds are available from the local FSS. Encounters with unexpected shouting winds should be reported by pilots.

11. Pilots flinging eager craft through footless halls of air are reminded that they alone are responsible for maintaining separation from other eager craft.

12. Should any crew member or passenger experience delirium while in the burning blue, submit an irregularity report upon flight termination.

13. Windswept heights will be topped by a minimum of 1,000 feet to maintain VFR minimum separations.

14. Aircraft engine ingestion of, or impact with, larks or eagles should be reported to the FAA and the appropriate aircraft maintenance facility.

15. Aircraft operating in the high untresspassed sanctity of space must remain in IFR flight regardless of meteorological conditions and visibility.

16. Pilots and passengers are reminded that opening doors or windows in order to touch the face of God may result in loss of cabin pressure.

FAA orders changes to Boeing 767 elevators

FAA orders changes to Boeing 767 elevators

by GLENN FARLEY / KING 5 News Aviation Specialist

Bio | Email | Follow: @GlennFarley

KING5.com

Posted on January 27, 2014 at 5:57 PM

Updated yesterday at 5:58 PM

 

SEATTLE -- The Federal Aviation Administration on Monday published details of an Airworthiness Directive ordering airlines to change out a certain kind of rivet used to attach a type of linkage controlling the elevators on Boeing 767 jetliners.

The elevator is a moveable part of the plane's horizontal stabilizer in the tail that allows the plane to climb or decent.

The order affects 415 jets owned by U.S. based carriers and will likely extend through foreign regulatory agencies to more than 900 767s. That includes nearly every airplane from the first 767-200 models to the 767-400ER.

But the order is not considered an emergency. In fact, the FAA is giving airlines six years to comply with a permanent or "terminal repair" designed to fix a long standing problem involving repeated inspections that's gone on for well over a decade.

The concern is over a type or rivet designed as a safety device, something called a shear rivet that is designed to break under certain circumstances to prevent the elevator from jamming.

"It's designed so that if one of the bell crank assemblies jams up, it will simply shear the rivets out and the others will be able to operate normally,"  said John Nance, a pilot and air safety analyst.

The 767 elevators involve six bell cranks that transmit motion from actuators to the rudder itself.  It's all part of a redundant system where one or more bell crank failures will not cause problems.

The FAA became concerned "by reports of failed shear rivets in the bellcrank assemblies of the elevator power control actuator" according to the Airworthiness Directive.  In other words, some rivets failed when they weren't supposed to.

Previous AD's issued on the rivets called for inspections. But now the FAA is confident enough with Boeing's design that it's ordering solid rivets be installed instead.

"This actually isn't a big deal, actually what it does is showing that the system is working very well,"  said Nance, referring to the interaction between airlines, Boeing and the FAA.

There have been no accidents involving 767s as a result of the rivet problem.



January/February issue of FAA Safety Briefing

January 7–The January/February 2013 issue of FAA Safety Briefing explores the important role technology plays in keeping general aviation safe and efficient. Articles discuss the many benefits of emerging technologies as well as the potential safety hazards of being too technologically focused.

Among the feature articles in this issue include:

• "The (Lost) Art of Paying Attention"–a look at how pilots can manage the attraction to technological distraction (p. 8)
• "New Technologies, New Procedures" – making the most of NextGen modernization options (p. 16)
• "There’s Light at the End of the Runway" – using data and technology to improve runway safety (p. 24)

Other features include an aviation road map to the information superhighway (p. 13), how to avoid automation bias (p. 12), and “Brushing Back the Dark,” a look at the latest in night vision technology (p. 20).

The issue’s Jumspeat department (p. 1) explains the important balance of adopting, adapting, and being adept when it comes to integrating new technology, while Nuts, Bolts, and Electrons (p. 31) covers how to combat distractions in the workplace.

FAA Safety Briefing is the safety policy voice for the non-commercial general aviation community.  The magazine's objective is to improve safety by:

• making the community aware of FAA resources
• helping readers understand safety and regulatory issues, and
• encouraging continued training

As published on FAA.GOV