Friday, January 31, 2014

Risk management while airborne

CAREing for your flight


We know how to check out the airplane that we will be flying to see if it is airworthy and we have some requirements as pilots that help make our Go / No Go decision but how do we monitor the progress and safety of our flight once in the air? We do this by using the acronym C.A.R.E.

C = Consequences. A flight, regardless of the distance, is in a constant state of change. To be safe, pilots must decide what impact these changes are having on the safety of the flight. Let us discuss some of the variables and their possible impact on the flight.

Has the airplane been operating normally? Have you noticed if the engine is running a little rough or is the oil temperature running a little warmer than normal? These are things that can creep up on you unexpectedly that could change the outcome of the flight. Are the winds aloft doing what you expected? If your ground speed is higher than you expected that is OK but lower then planned could cause issues with fuel. Also, as the airplane burns fuel you may see a change in the center of gravity. During a long flight it is possible in some airplanes to shift the center of gravity out of the acceptable range just by burning too much fuel for the given loading.

A = Alternatives. During your flight planning you became familiar with the location and types of airports along your route, right? You are tracking your progress along the ground and adjusting your back up plan based on location and situation, aren't you? One of the easiest ways to remain safe and relatively stress free is to have alternatives. It doesn't need to be an elaborate plan or be all consuming during your flight but understanding what your options are at any given point will help the decision making process when the time comes. What do you do if the weather turns bad? Where can I stop for fuel if the need arises? What local airports are suitable for an alternate in case of an emergency? These are all things that should be on your mind during the entire flight.

R = Reality. When things do start to change for the worse, you need to not only recognize that fact but you need to accept it. Hmmm, is it taking longer to reach my checkpoints? Maybe I should land for more fuel. Am I getting tired? Maybe I should land and take a break, grab some food or go for a walk. The fact is, a large number of experienced pilots find themselves is bad spots because they ignored the worsening weather, fuel gauge or their own body.

E = External Pressures. Get there itis will kill you, period. The romantic getaway that you promised to your spouse, business meeting, wedding or anything else you can think of is not as important as getting to your destination alive. Make your personal minimum list, share it with others while explaining what each item means and then stick to it. If the people that rely on you understand why you make the decisions that you do, it should help take the pressure off when things don't go as planned.


Flying is supposed to be fun as well as useful. Don't let complacency, outside pressures or a lack of attention turn a wonderful experience in to a tragic event.

Thursday, January 30, 2014

Are you ready for this flight?

Are You Ready To Fly?

All pilots have been exposed to the I.M.S.A.F.E. acronym and its use as a sort of pre-flight check for the pilot. Let's break it down and look at each of the letters individually.

I = Illnesses. Do you have a cold or allergies? If you do, you probably should not be flying.

M = Medications. Are you taking medications of any type either prescription or non-prescription? If you are, make sure that your AME and the FAA allow you to fly with these medications in your system. In flight is the worst possible place to find out your new sinus medication makes you drowsy.

S = Stress. Are you under any kind of stress? Stress by itself is not bad but too much stress will cause distraction and a loss of performance. Not what you need when flying an approach in the soup.

A = Alcohol. How long has it been since you had your last drink? Remember the eight-hour bottle-to-throttle rule. In addition to that don't forget the 0.04% blood alcohol content. Even though you might meet the legal requirements, if you are hungover you won't be operating at maximum.

F = Fatigue. A lack of sleep can not only cause a loss of focus, lose enough sleep and the effects are similar to a night out drinking.

E = Emotions/Eating. Argue with your spouse? Skip breakfast or work through lunch? The combination of being bring dehydrated and having low blood-sugar will cause your performance to suffer.

PAVE Your Way

The above checklist covers the pilot, now let's examine the flight in its entirety using the acronym P.A.V.E..

P = Pilot. Are you up to the planned flight? You have used the I.M.S.A.F.E. checklist above and it show that you are fit for flight. Right? How much time do you have in the aircraft or similar aircraft to the one you are going to be flying? Are you current and proficient? How are your IFR skills? Are your personal skills and training up to making this trip?

A = Aircraft. Does the aircraft meet or exceed the mission requirements? Can it handle the people, fuel, and "stuff" that you are asking it to? Have you calculated the aircraft performance, weight and balance? Does all the required equipment and instrumentation work?

V = enVironment, meaning environment. What is the weather forecast to be? How does the actual weather compare to the forecast? Is it getting better or worse ? Where is the freezing level? Have you checked all en route and destination NOTAMs and TFRs? Remember to wear appropriate clothing for the type of terrain you will be flying over and not the room that you are planning your flight in. Do you have enough survival gear?

E = External Pressures. Why are you making this trip? Does a non pilot passenger not understand your hesitation in launching or why you are considering a diversion? Do you have a meeting or special event such as a graduation or wedding that you are in danger of missing? External pressures can place a huge demand on us to make the trip. The key here is to set your personal minimums and stick to them no matter what. You might say doing that is easier said than done but it really can be that easy. I always have a back up plane to cover the important things. Can I drive, take a train, fly commercially? Pick one and parallel plan so you know that you can make it. Don't forget to plan a little extra time to offer greater flexibility.

Remember, the only life or death situation is the one you may face in the air if you push your luck.

You can never have too much gas. There is no reason to burn your reserves during a normal flight. My personal minimum is one hour fuel in the tanks when I land. If the winds aloft are not in your favor or your routing changes, don't compromise safety. Land and fuel up, be a little late if need be but get there alive.

General aviation has earned a reputation that it doesn't deserve. Flying little planes is not inherently unsafe, it is generally the pilot that causes the plane to stop flying. Sure, mechanical failure can happen to the plane with the best maintenance money can buy or the weather can turn bad at a moments notice but statistics show that the most common error exists between the yoke and the chair.

Tuesday, January 28, 2014

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.






Monday, January 27, 2014

2014 Aviation Conference and Trade Show

Don't forget to check out the 2014 Aviation Conference and Trade Show February 22 & 23rd in Puyallup Washington!
 
 
Conference & Trade ShowFebruary 22 & 23, 2014
Washington State Fair Events Center Puyallup, WA
SATURDAY 9-5:30 | SUNDAY 10 - 4 PM
ADMISSION: $5.00
FREE parking | FREE kids 17 and under
 
 
Here is some information taken directly from the even web site http://www.washington-aviation.org/hours.html
 
Frequently Asked
Attendee Questions:
 
What is it? This two day event brings pilots, mechanics, aircraft owners and their families together for seminars and presentations as well as over 350 exhibits.
Big NEWS for 2014!
Apart from the great new line up of aviation seminars SAT and SUN, in 2014 we will once again expand the event with sessions designed to help businesses, airports and students at the 2nd Annual NW Aviation Business & Career Forum. NOTE: This FRIDAY event is held independently from the Conference and Trade Show and does not impact attendees or exhibitors at this unless they wish to participate.
Looking for a place to stay?
Click here for a list of available lodging.more
Flying to Thun Field (Pierce County Airport)?
Spencer Aircraft has partnered with SIM - Safety in Motion to provide a FREE shuttle for pilots. The shuttle will begin at KPLU 1/2 before the show opens and conclude 1/2 hour after show closes.
How much does it cost?
Admission to the event is $5.00/day, kids 17 & under are free. Tickets are available at the Blue Gate entrance Parking is FREE in the Blue Lot. Special events, like Fridays Aviation Business & Career Forum, or Saturdays IA Maintenance Renewal Seminar, have separate fees.
Where is it?
The Northwest Aviation Conference and Trade Show is hosted at the Washington State Fair Events Center in Puyallup WA (directions). 35 minutes from SEATAC International Airport.
We occupy the Showplex Exhibit Hall which is accessed by the Blue Gate on Merdian. The hall is 122,000 feet and includes food court, 5 seminar rooms, keynote area, static displays and over 350 exhibitors.
What Presentations are scheduled for 2014?
We were pleased to welcome Mark Baker, AOPA president, who is the keynote speaker Saturday at 1 pm. Steve McCaughy, JJ Greenway, and Johnny Summer
CALL NOW: 866-922-7469/ locally 360-427-5599 or email Rachel with any questions! 


Sunday, January 26, 2014

Nearing the end of my IFR training

After what seems like forever, I am nearing the end of my IFR training. I've been at this for months but illness in the family, military duty, bad weather, and all around life has gotten in the way.

I should be taking my check ride in the next week or so as long as the weather holds and I can get on the schedule after I return from a trip to Texas for work. 

Here is the flight that I had on Saturday, January 25th 2014. It was an interesting flight as ATC was very busy. I requested the GPS 35 with a full procedure ILS to 17 after. Tacoma Narrows Airport was too busy to support that at the time so I flew it in reverse.


Second Generation A-10 Pilot Takes Command


Son Of An A-10 Pilot Now Commands 74th Fighter Squadron At Moody AFB

Already anxious about the first day of high school football practice, a young junior donned his gear and was calmed as he looked to the sidelines to see his father there watching. For the junior, a life of uncertainty and unfamiliarity was something he was used to. The next day his father, an A-10C Thunderbolt II pilot, would lead a squadron of 48 A-10's on a deployment.
Nearly a decade later, the young man traded in his football gear for a flight suit.
The then-anxious football player is now Lt. Col. Ryan Haden who decided to follow in his father's footsteps by joining the U.S. Air Force and becoming an A-10 pilot. He now commands the 74th Fighter Squadron at Moody Air Force Base, GA. "My dad is a builder, of both things and men," said Ryan Haden. "I honestly believe there is no task that he cannot accomplish. He is my mentor and my friend, simply true to his words his entire life. ... He to me is the epitome of a leader of men.

"People would pull me aside at social events and tell me what an honor it was to have worked for, served under or be led by my father," he added. "To me, there's nothing better than to teach and lead people. In my mind, I wanted to be a leader and to do whatever I could to earn the type of respect that my father had."
Ryan Haden said he grew up with a father who demonstrated leadership in a way that made him want to emulate him. "I'm very proud of my son and of what he has become," said retired Col. Robert Haden. "He was at my change of command, and now I can be at his change of command."

Ryan Haden took command of the 74th FS on Nov. 1, 2013. He says watching his father lead has helped to get him to where he is today. Robert Haden added that through both his and his son's careers they have gained many mutual friends, including many pilots Ryan Haden eventually ran into who flew with his father. "My first commander in Korea had been a lieutenant for my dad back when he was the squadron commander in Korea," said Ryan Haden.

Now, after nearly a decade of retirement, Robert Haden continues to show his support for his son. "My dad pinned my lieutenant colonel rank on me," said Ryan Haden. "As I've gone through the ranks from basic pilot wings ... to command pilot wings I always get his sterling silver wings he wore in the mail."
Not only did Ryan Haden get to wear his father's pilot wings, but at 14 years old he also got to be a part of his final flight in Korea. "I've hosed my dad down at a few of his fini flights," said Ryan Haden. "They handcuffed him to the ladder of the A-10 [in Korea] and we hosed him down."
The elder Haden added that final flight traditions have changed throughout the years, but the A-10 pilots continue to participate in different ways. During a recent visit, Robert Haden was also given the opportunity to relive some fond memories in an A-10 simulator and fly once again. He said he was able to take off, land and shoot the gun, but all the new technology was something he was not use to.
Now, with nearly two decades between Robert Haden's retirement and today, both Airmen agree the aircraft remains mostly the same and the A-10 community continues to grow.
(Top: USAF Image: Lt. Col. Ryan Haden, left, 74th Fighter Squadron commander, shows his father, retired Col. Robert Haden, the inside of an A-10C Thunderbolt II cockpit at Moody Air Force Base, Ga., Oct. 31, 2013. Robert Haden was also an A-10 pilot during his 28 years in the Air Force. Bottom: A-10 file photo)
Story By Airman 1st Class Alexis Millican, 23rd Wing Public Affairs
FMI: www.af.mil

ForeFlight Mobile 5.6: File Smarter, Fly More Places | ForeFlight: Intelligent Apps for Pilots

ForeFlight Mobile 5.6: File Smarter, Fly More Places | ForeFlight: Intelligent Apps for Pilots:



ForeFlight Mobile 5.6 is now available for download at App Store. The highlights of this update include enhanced flight plan filing options – including ICAO flight plan form support –  as well as complete worldwide coverage for military pilots and all supplemental DOD/DFLIP/DAFIF data.
ForeFlight Mobile 5.6 requires iOS 6 or later.

'via Blog this'

Monday, January 13, 2014

January/February issue of FAA Safety Briefing

New Technology in General Aviation
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

ASN Aircraft accident Canadair CL-600-2B16 Challenger 601-3R N115WF Aspen-Pitkin County Airport, CO (ASE)

As originally reported by: Aviation Safttey Network.

 ASN Aircraft accident Canadair CL-600-2B16 Challenger 601-3R N115WF Aspen-Pitkin County Airport, CO (ASE):

Status:Preliminary
Date:Sunday 5 January 2014
Time:ca 12:22
Type:Canadair CL-600-2B16 Challenger 601-3R
Operator:private
Registration:N115WF
C/n / msn:5153
First flight:1994
Engines:2 General Electric CF34-3A1
Crew:Fatalities: / Occupants:
Passengers:Fatalities: / Occupants:
Total:Fatalities: 1 / Occupants: 3
Airplane damage:Substantial
Airplane fate:Written off (damaged beyond repair)
Location:Aspen-Pitkin County Airport, CO (ASE) (United States of Americashow on map
Phase:Landing (LDG)
Nature:Unknown
Departure airport:Tucson International Airport, AZ (TUS/KTUS), United States of America
Destination airport:Aspen Airport, CO (ASE/KASE), United States of America
Narrative:
A Canadair Challenger 601 corporate jet, reported by Flightaware to be N115WF, sustained substantial damage in a landing accident at Aspen-Pitkin County Airport, CO (ASE). The airplane came to rest upside down on runway 15. The right hand wing had broken off and a fire erupted. Three people were on board the airplane, the Pitkin County Sheriff's Office said. One person died in the crash, one person has major to severe injuries and one person has minor to moderate injuries.
Flightaware data show that Challenger N115WF arrived at Tucson International Airport, AZ (TUS) about 08:47 MST following a flight from Toluca (TLC), Mexico. The airplane then departed at 10:04 MST, bound for Aspen, CO.
Audio from the Aspen Tower frequency shows N115WF being cleared to land about 12:10 but the flight executed a missed approach: "Missed approach November one one five Wiskey Fox .. Thirty three knots of tailwind." Other flights had also reported low level windshear and a gain of 5-20 knots on approach.
Following the missed approach procedure, N115WF was again cleared to land about 12:20: "November one one five Wiskey Foxtrot wind three three zero at one six, runway one five cleared to land. One minute average three two zero, one four, gust two five." This clearance was confirmed by N115WF: "Roger one one five Wiskey Fox."
The FAA confirmed to ABC News that the airplane was a "Bombardier Challenger 600, coming from Tucson to Aspen".

The last automated weather report before the accident read:
KASE 051853Z 31009G28KT 270V360 9SM HZ FEW035 BKN046 OVC050 M11/M20 A3007 RMK AO2 PK WND 33028/1851 SLP243 T11111200 $
18:53 UTC (11:53 LT): Wind 310 degrees at 9 knots, gusting to 28 knots; wind variable between 270 and 360 degrees; Visibility: 9 miles in haze; few clouds at 3500 feet AGL, broken clouds at 4600 feet AGL, overcast cloud deck at 5000 feet AGL; Temperature: -11°C, Dew point -20°C; pressure 30.07 inches Hg.


Sources:
» Flightaware flight route
» LiveATC (audio file of Aspen Tower ATC)
» Private jet crashes Aspen Airport; 1 dead, 2 hurt (KABC)
» Flightaware accident info
» ABC News


Photos

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Map
This map shows the airport of departure and the intended destination of the flight. The line between the airports does notdisplay the exact flight path.
Distance from Tucson International Airport, AZ to Aspen Airport, CO as the crow flies is 866 km (541 miles).
This information is not presented as the Flight Safety Foundation or the Aviation Safety Network’s opinion as to the cause of the accident. It is preliminary and is based on the facts as they are known at this time.

A Sarcastic View of Pattern Flying

Why is it that student pilots are being taught to fly traffic patterns that would be too large for even a Boeing 777? AVweb's Paul Bertorelli explores the question in this not-so-gentle but humorous video. 
Viewer discretion advised.

Latest edition of "Say Again, Please" released

As published in General Aviation News

Latest edition of ‘Say Again, Please’ released

The fifth edition of “Say Again, Please” has been released.
Talking on an aviation radio and understanding air traffic control instructions can be one of the most intimidating aspects of flight training. In “Say Again, Please” Bob Gardner explains how the ATC system works and teaches readers what to say, what to expect to hear, and how to interpret and react to clearances and instructions.
 This new edition has been updated to reflect current rules and operating procedures, according to the publisher. Chapters cover communication etiquette and rules, understanding radio equipment, emergency situations, and both VFR and IFR communications and clearances.
Also included is a concise summary of the FAA’s communication facilities and their functions, airspace classifications and definitions, and the FAA’s recommended shorthand for copying clearances.
The communication requirements for entering, departing, and transiting each class of airspace is explained in detail by following along with the author on “simulated” flights. A full-color sectional excerpt is provided for the example flights, so readers can review the map while reading the explanation for flying and talking in each area.
Price: $19.95.

Sunday, January 05, 2014

Lets Fly WA website is changing

The Lets Fly WA website is down and will be getting a new address soon. It appears that we had become popular enough that the day after our claim on the site address changed, it was snapped up by a company that is selling pay per click advertising. I guess that I should be flattered but I am kind of at a loss. The blogger pages have been forwarding to the other site for some time and are not up to date themselves.
This will take a little time to straighten out so please be patient.

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