News

FAA announces the selection of the Division Managers

FAA & FAASTeam News - Thu, 08/31/2017 - 10:25

The FSLB are thrilled to announce a major milestone in the evolution of Flight Standards: the selection of the Division Managers. 

 As you know, the organizational intent of our restructuring is to facilitate and accelerate the evolution of Flight Standards as an agile, efficient, and consistent organization. Leadership is one of the keys to successful change, so we invested a great deal of time and effort in making these selections. Just to recap, we used a three-level interview process to help us identify leaders who have the right mindset, which includes awareness of, and commitment to, our new direction. The interviews were also intended to help us determine where these leaders best fit in the new organization. To be sure, the interview and selection process was extremely rigorous. The process demonstrated that we have many potential leaders within the Flight Standards service. 

 
With that background in mind, we are proud to announce that we have selected the following leaders to serve in the Division Manager positions in the new Flight Standards Service structure:

 Air Carrier Safety Assurance

            George Wadsworth, Air Carrier A

            Beth Babb, Air Carrier B

            Alan Stephens, Air Carrier C

            Dennis Hill, Air Carrier D 

            Max Tidwell, Air Carrier E

            Thomas Stachiw, Air Carrier F

 

 General Aviation Safety Assurance

            Thomas Malone, General Aviation A 135

            Roberto Gonzalez, General Aviation B 135

            Clint Wease, General Aviation C 135

            Angelina Mack, General Aviation D 135

            Wayne Fry, General Aviation E 135

            Mark Kramer, General Aviation F

            Hardie DeGuzman, General Aviation G

            Mike Bossert, General Aviation H

  

Safety Standards

Jeffery Phipps, Aircraft Evaluation

Jodi Baker, Air Transportation

Jackie Black, Aircraft Maintenance

Bradley Palmer, General Aviation & Com.

Elizabeth Kearns, Safety Analysis & Promo.

Robert Ruiz, International

Mark Steinbicker, Flight Technologies

Van Kerns, Regulatory Support

 

 Foundational Business

            Mark Hopkins, Business Standards

            Augusto Casado, Resource Management A

            Vincent Chirasello, Resource Management B

            Kawehi Lum, Safety Risk Management

            Bobby Hedlund, Workforce Development

            Debra Entricken, Civil Aviation Registry

 

 As you are aware, Kawehi and Jodi are acting Deputy Directors and Auggie Casado is on military leave.  We have asked the following individuals to be acting Division Managers:

 

Steve Moates: Air Transportation

Andrew Estrada: Resource Management A

Justin Bouchard: Safety Risk Management

 

Again, we chose these leaders for their mindset, their awareness of our new direction, and their commitment to leading this crucial change. Please join us in congratulating them and help us in supporting them as we continue the evolution of Flight Standards. 

Categories: FAA/CAA, News, US

Flight Standards Service Realignment to Strengthen Relationships

FAA & FAASTeam News - Thu, 08/24/2017 - 10:01

“It’s been a long time coming, but we’re finally on the threshold of the initial Future of Flight Standards realignment. The Directors and Deputy Directors have been deeply involved in planning for that realignment,” said Executive Director John Duncan.

In anticipation of the realignment, Duncan invited new Directors Rick Domingo, Larry Fields, Bruce DeCleene and Tim Miller to join him in discussing some of the changes in the organization.

“For many of you, these leaders are familiar names and faces. I assure you, they come to us with a new mindset. We’ve developed that mindset through the cultural changes that have occurred in Flight Standards. I can’t overstress that the culture change is what’s important. The structural change facilitates that culture change,” said Duncan.

“A big part of that change is strengthening our team relationships. We need to learn how to think and act like a solid team across the Flight Standards Service,” said Larry Fields, the new Director of General Aviation Safety Assurance.       

“Actually, that’s where the new mindset plays a very important role. Through the issues of realign­ment, and the questions, it gives us plenty of opportunity to practice mutual learning behaviors,” said Tim Miller, newly appointed Director of Air Carrier Safety Assurance.

The intent of the shift remains the same—a healthy Flight Standards organization that is agile, efficient and delivers a consistent product to the public.

“We’re working interdependently, as a team. We’re applying critical thinking to those chal­lenges and issues to help the service be more agile and efficient,” said Bruce DeCleene, the new Director of Foundational Business.

While there are a lot of moving parts, there’s a lot of hard work going on behind the scenes. Duncan emphasizes that the team should expect anomalies in procedures and processes as well as some possible confusion.

However, Duncan said, “Here’s where I get to be Gene Krantz in Apollo 13: Failure is not an option. If you don’t have the answer to a stakeholder’s question, our new culture is to work the problem aggressively, enthusias­tically, and interdependently — and then respond in a timely way.”

“And let me say this up front, we are all still learning how to think and act in different ways,” added Rick Domingo, the new Director of Safety Standards.

Overall, there has been a good deal of progress made in this transition and the team is very excited about approaching this milestone in the realignment plan.

Categories: FAA/CAA, News, US

It's not too late to reserve your ADS-B Rebate! NavWorx avionics now eligible!

FAA & FAASTeam News - Tue, 08/22/2017 - 12:41

Notice Number: NOTC7328

Attention pilots and aircraft owners:  The ADS-B Rebate Program will now allow aircraft owners with NavWorx ADS600-B avionics, part numbers 200-0012/0013, to apply for a rebate.

To be eligible, rebate applicants who purchased and installed these NavWorx units after September 19, 2016 must comply with section (e)(1)(iv) of the recent Airworthiness Directive (AD 2017-11-11), or use an FAA-approved Alternative Method of Compliance. 

The FAA is offering a $500 rebate for new ADS-B installations in fixed-wing, single-engine piston aircraft.  The last day to make a rebate reservation is September 18, 2017, if reservations are still available. Once the reservation is established, you will still have up to 150 days to complete the remaining steps in the process.

Are you eligible for a rebate? Please visit faa.gov/go/rebate/ for details.

Questions?  For questions about the ADS-B rebate program, please contact ADSBRebateHelp@faa.gov

Categories: FAA/CAA, News, US

FAAST Blast — Week of Aug 07, 2017

FAA & FAASTeam News - Thu, 08/10/2017 - 10:04
 

FAA Safety Team | Safer Skies Through Education

SUBJECT LINE: FAAST Blast – Flight Standards Reorg, ADS-B Rebate, Avoiding Pilot Deviations, Human Errors Happen
Notice Number: NOTC7313

FAAST Blast — Week of Aug 07, 2017 – Aug 13, 2017
Biweekly FAA Safety Briefing News Update

Flight Standards Service Reorganization

The FAA has published an Information for Operators bulletin (InFO 17010) to inform industry about the Future of Flights Standards (FFS) Initiative. FFS is a service-wide cultural and structural realignment intended to ensure that Flight Standards provides agile, efficient, and consistent service to the aviation community. The forthcoming structural realignment will support the ongoing culture change by eliminating redundancies and shifting from the traditional geography-based structure to a function-based organization. The new structure will enable Flight Standards to provide faster response times, single points of accountability in each functional organization, greater agility, and consistency.

For more details, click here. Be sure to also check future issues of FAA Safety Briefing for more information.

Act Now for ADS-B Rebates

The FAA’s $500 rebate for completed ADS-B installations in fixed-wing, single-engine piston aircraft is ending soon. The last day to apply for a rebate is September 18, 2017. Act now to see if you are eligible. Visit www.faa.gov/go/rebate/.

Tips for Avoiding Pilot Deviations

Runway safety is a top priority for all pilots. Download our FlySafe fact sheet today at https://1.usa.gov/2fquNra for important tips on how to avoid pilot deviations. Check out the video, “Pilot Deviation Safety” on YouTube at https://t.co/taIcGe326n. Produced by the FAASTeam, this video discusses aerial and ground pilot deviations and how to prevent them. It’s part of the FAASTeam’s GA safety video series called "Let's Take a Minute for Safety." Take a minute to watch these short videos to learn more about loss of control safety.

Errare Humanum Est

            As a pilot, have you ever skipped a weather briefing? Rushed a preflight? Skipped a checklist? If the answer is yes, you’ll want to read this: “Errare Humanum Est – To Err is Human” in the July/Aug issue of FAA Safety Briefing (https://adobe.ly/2toAmM5). You can download the entire issue here at www.faa.gov/news/safety_briefing/2017/media/JulAug2017.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 or https://twitter.com/FAASafetyBrief

 

Categories: FAA/CAA, News, US

Future of FAA Flight Standards Progress

FAA & FAASTeam News - Thu, 08/03/2017 - 10:31

Hi, folks -

 

We are now just over two weeks away from the Future of Flight Standards realignment, so it is a very exciting and busy time. Our new leadership team is working hard to make the process as smooth as possible and, most importantly, to minimize any risk to our Continued Operational Safety mission.

 

Here’s a quick summary of what’s happening:

 

  • Interviews for the vacant Division Manager positions are underway and will be completed later this week. Along with the Directors and Deputy Directors, John B, Mike Z and I will make selections by August 18. The normal HR processes may take a few days, but we do expect to have most if not all of the Division Managers in place shortly after our August 20 transition date.

 

  • The Directors are holding virtual meetings this week with employees in the four new functional areas. Please remember, though, that our organizational intent is to not create four new silos. Interdependence and horizontal communication are essential. Regardless of your assigned functional area, your work with the other three needs to be as open and seamless as possible.

 

If you are moving to a new organization, you can expect to receive a communication in the next few days. This message will address where you will be in the organization and to whom you will report. As we’ve stated before, no one will move, lose pay, or change job duties.

 

  • We plan to establish a Rapid Response Team that will enable you to ask questions, raise problems or concerns, or direct external customers as we near the transition. We will provide details later.

 

A great number of people have worked hard to make this transition as smooth and as organized as possible. No matter how hard we try, though, change on this magnitude is challenging and there will be bumps in the road. If you encounter one of those bumps, please treat it as an opportunity to use horizontal communication and interdependence to get past it.  Elevate issues to your supervisor as needed. Together, we will make it all work.

 

Thanks for all the great work and support. I hope you are as excited as I am in the final approach to this major milestone in our ongoing Future of Flight Standards journey.

 

Best,

John Duncan

Categories: FAA/CAA, News, US

FAA evolution of Flight Standards: selection of Directors and Deputy Directors

FAA & FAASTeam News - Fri, 07/14/2017 - 09:58

Hi, folks –

 

John Barbagallo, Mike Zenkovich, and I are very happy to announce a major milestone in the evolution of Flight Standards: the selection of the Directors and Deputy Directors. 

 

As you know, the organizational intent of our restructuring is to facilitate and accelerate the evolution of Flight Standards as an agile, efficient, and consistent organization. Leadership is one of the keys to successful change, so we invested a great deal of time and effort in making these selections. Just to recap, we used a three-level interview process to help us identify leaders who have the right mindset, which includes awareness of, and commitment to, our new direction. The interviews were also intended to help us determine where these leaders best fit in the new organization. 

 

We used this process to interview and place all current executives. For the remaining positions, we used a bid process that attracted 640 applicants.  After several stages of evaluation, we interviewed 8 candidates.  We focused on selecting those who demonstrated that they have the right mindset and that they are prepared to lead at the executive level in the new Flight Standards Service.

 

Mindset and leadership maturity are very important. For that reason, we chose not to fill two of the deputy positions at this time. We will address this issue through a future bid.

With that background in mind, we are proud to announce that we have selected the following leaders to serve in the Director and Deputy Director positions in the new Flight Standards Service structure:

 

Air Carrier Safety Assurance

            Tim D. Miller, Director

            Jim Gardner, Deputy Director

            Wes Mooty, Deputy Director

 

General Aviation Safety Assurance

            Larry Fields, Director

            Jim Viola, Deputy Director

            Thomas Winston, Deputy Director

 

Safety Standards

            Rick Domingo, Director

            Tim Shaver, Deputy Director

            Deputy Director (Not currently filled.)

 

Foundational Business

            Bruce DeCleene, Director

            Nick Reyes, Deputy Director

            Deputy Director (Not currently filled.)

 

Again, we chose these leaders for their mindset, their awareness of our new direction, and their commitment to leading this crucial change. We will introduce this team more fully in a future Monthly Message video. In the meantime, please join us in supporting them, and in holding them accountable to being the kind of leaders we need.

 

Best,

John Duncan

John Barbagallo

Mike Zenkovich

Categories: FAA/CAA, News, US

CALLBACK 450 - July 2017

ASRS Callback - Fri, 07/14/2017 - 09:35
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Issue 450 July 2017 The windshear saga in American aviation history reveals a complex and costly past. Windshear has existed for as long as aviators have taken to the skies and is largely responsible for several classic aviation losses. Notable U.S. aviation accidents include Eastern Flight 66 (1975), Pan American Flight 759 (1982), and Delta Flight 191 (1985).

Windshear remained unrecognized for years. It was not clearly understood until swept wing, jet aircraft encountered the phenomenon. Since 1975, windshear has been researched and studied, measured, defined, catalogued, and rightly vilified. Technology has been developed to identify and minimize the threats that it poses. Procedures have been implemented to aid pilots who experience windshear in flight and flight crews invest hours of simulator training practicing windshear escape maneuvers.

Even with progress to date, windshear continues to be a worthy adversary to aviation professionals. It requires respect and wisdom to defeat. Pilots often must make decisions regarding known or anticipated windshear, and the best practice is always avoidance.

This month, CALLBACK shares reported incidents that reveal some means and extremes of windshear experienced in modern aviation. Lessons to be gleaned are ripe, rich, and many. Teasing a Toronto Tailwind After encountering windshear that resulted in an unstabilized approach, this A319 Captain elected to continue to a landing. He noted his awareness of the current winds and trends as well as his personal preparedness to go around as reasons for continuing the approach.■ After being delayed due to low ceilings in Toronto, we were finally descending…in heavy rain and moderate turbulence with clearance to 7,000 feet MSL. After a third 360 degree turn, we were…transferred to the Final Controller and proceeded inbound for the ILS RWY 05. The last several ATIS [reports] showed winds at approximately 090 to 100 [degrees] at 5 to 10 knots, and the Final Controller mentioned the same with an RVR of 6,000 plus feet for Runway 05. When cleared for the approach, we were at 3,000 feet MSL to intercept the glideslope, and I noticed the winds had picked up to a 50 knot direct tailwind. The First Officer was flying. We were assigned 160 knots and began to configure at approximately 2,000 feet AGL. At 1,500 feet the wind was a 30 knot direct tailwind and we had flaps 3. Indicated airspeed (IAS) had increased at this point [with] thrust at idle to 170-175 knots, prohibiting final flaps just yet. The First Officer did a great job aggressively trying to slow the aircraft, as we were concerned about getting a flaps 3 overspeed. As I knew from the ATIS and the Controllers (Tower now), the winds were to die off very soon to less than 10 knots. [Below] 1,000 feet we were just getting the airspeed to put in final flaps (full) and were finally stabilized and on speed between 500 to 800 feet. The winds were now at the reported 090 [degrees] at 8 knots or so [below] 500 feet. The total wind shift was approximately 90 degrees from direct tailwind to a right crosswind - losing 40 knots [of tailwind] in the space of 1,500 feet or so. The reasons I elected to continue the approach were: 1. [I knew] about the wind shift and decrease [in tailwind] as reported on the ATIS and from ATC. 2. [I saw] a positive trend in the wind. 3. [I was] prepared for the missed approach (at 500 feet) IF the winds and IAS stayed as they were earlier in the approach. We landed uneventfully in the touchdown zone and on speed…after breaking out before minimums.
Up and Down into Salt Lake City While being vectored for an approach, this light twin transport Pilot encountered a vertical windshear that dramatically demonstrated the intensity, danger, and potential traffic conflict that a challenging vertical shear can present.
■ We had lined up for the ILS RWY 3 at Ogden, but at glideslope intercept, the weather had [deteriorated] to ¼ mile visibility and a 400 foot ceiling. We broke off the approach,…requested an approach to land at Salt Lake City, and were vectored to the ILS RWY 34L. Approximately 10 miles downwind in solid IMC [with the] autopilot and altitude hold on and about to turn base, we hit a downdraft that dropped us approximately 2,000 feet. The horizon ball was all brown, the autopilot and altitude [hold function] were ineffective, the loss of control set off the master warning system due to lack of fuel (at the time we had 750 pounds per side), and the terrain warning went off. Recovery was accomplished, but with a 2,000 foot gain (assigned altitude [had been] 10,000 feet; at the floor of the incident [the altitude was] approximately 8,000 feet; at the ceiling of incident [the altitude was] approximately 12,000 feet). I was then routed back to the west and north on vectors for sequencing back to the ILS RWY 34L at Salt Lake City that was shot with a side-step on final in VFR conditions to RWY 34R.
Shearing Situational Awareness This Air Carrier Captain accomplished a successful windshear recovery while on final approach. He was surprised by the quickly changing environment and challenged by his diminished awareness as a result.
■ We were on final for Runway 8R in Houston and encountered windshear.… Tower started calling an approach wind loss of 20 knots that increased to 25 knots at a 3 mile final. The Copilot and I were discussing what constituted a microburst alert, which was 30 knots, so we elected to continue the approach. We were in moderate turbulence and the wind was currently a right quartering tailwind which would switch to a left crosswind on the runway. I asked the Copilot to increase our target speed to plus 20, which he did, and as we approached the outer marker, we were fully configured and on speed. At approximately 1,400 feet AGL, we received a “MONITOR RADAR DISPLAY.” I saw that the indication was ahead of us to the right of our course. Since we were still stable and fully configured [with the] autopilot and autothrottles on, we elected to continue.

Shortly we received the call, “GO AROUND, WINDSHEAR AHEAD.” I initiated the go-around and asked for flaps 15 and gear up. Very shortly after this, we received the call, “WINDSHEAR, WINDSHEAR, WINDSHEAR.” At that point I pushed the throttles to the stops, verified the spoilers were stowed, and selected Takeoff Go-Around (TOGA) again. The First Officer called ATC and said we were going around. I was so focused on flying the plane with regards to Radio Altimeter (RA) and trend, and verifying I was doing everything correctly, I did not hear what ATC replied back to us. Adding to the workload and task saturation was the plane on Runway 8L, which also went around, and then the two planes behind us on Runways 8L and 8R also went around.

The Copilot advised that ATC said to level off at 2,000 feet as we were passing through 2,000 feet with a high climb rate. I still had “WINDSHEAR” displayed on my ADI, and I told him I was not going to level off. He then had to try to talk to ATC again to get a new altitude. They gave us 3,000 feet. We were climbing rapidly, and I brought the throttles back to level off at 3,000 feet, but overshot it to approximately 3,200 feet and descended back to 3,000 feet. The landing gear horn immediately began to sound when I pulled the power back since we still had flaps 15. I made sure we were above flaps 15 retraction speed, and we completed a normal go-around at that point to clean maneuvering speed.

Everything happened so fast. ATC should not give a level off altitude of 2,000 feet since I now know it is possible to still be in windshear…at that altitude. If I were to fly this approach again, I would elect to abort the approach and wait for tower to stop calling a 20-25 knot loss at a 3 mile final.… We thought that since the planes ahead of us were landing, we would be able to [as well]. Obviously there is always a first flight that cannot land, and on this day, that was us.
The Final Authority — 14 CFR 91.3 This heavy transport Captain perceived a subtle suggestion to take off when weather that may have presented a windshear hazard was nearby. He exercised his authority with seasoned wisdom and sound judgment when he opted not to leverage the safety of his aircraft or crew.
■ As we were taxiing west on Runway 27, we could see a radar return of a strong storm which was depicted red on our screen. The storm was directly west of the…airport and appeared to be moving east toward us. As we turned south on Taxiway N, we could only see part of the storm to our right on the radar display. When we switched frequencies to Tower, we heard that there was windshear on a two mile final for our runway. As we approached the runway, we advised Tower that we would not take off. Tower reminded us that the windshear was two miles in the opposite direction from where we would be heading. It seemed like the cell was directly over the field at that time, possibly centered a little north.… The FOM guides us not to get within 5 miles of a cell below FL200. Tower instructed us to taxi out of the way so that several other aircraft could take off while we waited a few minutes for the storm to pass.

I feel that Tower was more concerned about getting airplanes on their way than waiting a few minutes until it was safe. I also think [there is an] air carrier culture pressure to get the job done even if there is an increased risk.

When one aircraft decides it is not safe to take off, perhaps Tower should inform the following aircraft that might not have been on frequency to get the same information. Although several aircraft took off away from the storm, they faced the possibility of getting a decreasing performance windshear on takeoff.
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ASRS Safety Topics!ASRS Database Report Sets each consist of 50 de-identified ASRS Database records relevant to topics of interest to the aviation community. View/Download Report Sets »CALLBACK Issue 450 Download PDF & Print View HTML ASRS Online Resources CALLBACK Previous Issues Report to ASRS Search ASRS Database ASRS Homepage Special Studies
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In cooperation with the FAA, ASRS is conducting an ongoing study on wake vortex incidents, enroute and terminal, that occurred within the United States. Learn more » May 2017 Report Intake: Air Carrier/Air Taxi Pilots 5,625 General Aviation Pilots 1,388 Controllers 682 Flight Attendants 428 Military/Other 396 Mechanics 220 Dispatchers 174 TOTAL 8,913 ASRS Alerts Issued: Subject No. of Alerts Aircraft or Aircraft Equipment 2 Airport Facility or Procedure 1 ATC Equipment or Procedure 6 TOTAL 9 NOTE TO READERS:   ■  Indicates an ASRS report narrative    [   ]  Indicates clarification made by ASRS A Monthly Safety Newsletter from The Office of the NASA Aviation Safety Reporting System
Issue 450

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Categories: News

CALLBACK 449 - June 2017

ASRS Callback - Fri, 07/14/2017 - 09:32
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Issue 449 June 2017 The FAA is striving to improve efficiency in the National Airspace System (NAS) by increasing capabilities in 12 active or completed Metroplexes. A Metroplex is a metropolitan area that includes one or more commercial airports with complex, shared airspace and serves at least one major city. Potential benefits include reduced fuel burns, fewer aircraft exhaust emissions, and improved on-time performance.1

The Optimized Profile Descent (OPD), the Optimization of Airspace and Procedures in the Metroplex (OAPM), and Time Based Flow Management (TBFM) are important pieces of the Metroplex concept. Operational problems that occur in Metroplex areas are not unique to Metroplex environments nor attributable to Metroplex mystique. Threats experienced in Metroplex areas result from complex interactions and forces at play when optimizing airspace, time, and aircraft operations. Some threats are exclusive to the Metroplex environment and relate directly to a piece of the Metroplex concept. Most threats are not limited strictly to the Metroplex environment, but they are intensified by the higher traffic density. ASRS reported incidents citing Metroplex issues reveal that the usual suspects are involved when considering related factors such as degraded communication, misunderstanding, lack of procedural knowledge, and poor execution.

This month CALLBACK offers a sample of reported Metroplex incidents from Pilot and Controller points of view. Resulting complications include traffic compression, aircraft separation, vectors for spacing, airspace violations, potential airborne conflicts, and airspeed reassignments that result in unachievable altitude restrictions. Sweet Separation After receiving clearance for a visual approach, a Challenger Jet Captain was drawn into a compromising position. The incident illustrates a looming concern as Airport Acceptance Rates (AAR’s) and Airport Departure Rates (ADR’s) are increased within a Metroplex.■ South of Avenal, ATC [vectored] a heavy B747 1,000 feet above us, sequencing us behind them for Runway 24L with repeated cautions for wake turbulence. Both aircraft were instructed to fly heading 065 after Santa Monica, which puts them on a downwind for Runway 24L. The B747 had made the turn to final when ATC asked us if we had a visual on the B747. We acknowledged that we did and were cleared for the visual. At that point, separation from terrain and other aircraft is now my responsibility. We set up for a squared off base to final turn to maximize wake turbulence separation from the heavy B747. Before we intercepted the final approach course, the Final Controller issued us a heading of 230 degrees. This shortened our turn to final and reduced our separation from the B747. After the B747 touched down, Tower cleared a Super A380 into position on Runway 24L and then subsequently cleared him for takeoff. We had minimum traffic separation from that aircraft and zero wake turbulence separation. A follow-up call to the Tower revealed that although ATC has guidelines of 5 miles minimum separation between departing aircraft and the same standard for arriving aircraft, there is no standard separation between a departing aircraft and an arriving aircraft.
Waking Up During the Descent This C560XL Captain was a bit upset when he encountered the wake of another aircraft. The two aircraft were descending within a Metroplex on different STARs that serve different airports, share common waypoints, and provide guidance to aircraft whose weights could differ by two orders of magnitude.
■ While flying the FERN5 arrival into Santa Monica, descending thru FL370, we experienced severe wake turbulence from another aircraft in front of us. I believe [the aircraft was] a Super A380, on the SADDE6 arrival to Los Angeles. The event took place between REBRG and DERBB intersections with ATC reporting that the Super A380 was 15 nautical miles ahead of us and descending. The aircraft upset was an abrupt negative g’s, followed immediately by a right roll to 90+ degrees.… I quickly brought the plane back to a level attitude, assessed passenger injuries, aircraft control in approach/landing configurations, and whether any structural damage [had occurred]. [There were] no serious injuries, and aircraft integrity was verified. We continued to our destination due to close proximity of all diverts (Van Nuys, Burbank, and Los Angeles). We [advised ATC of a medical issue with a passenger], and as a precaution, to have the passenger checked out by medical personnel upon arrival.… The FERN5 and SADDE6 [arrivals] converge and share fixes DERBB, REYES and FILLMORE. No altitude restrictions exist [at these three fixes] on either arrival. The FERN5 is tailored for smaller General Aviation (GA) aircraft and the SADDE6 tends to be for larger commercial aircraft. These two arrivals should not converge or share fixes, and [they should] have altitude crossing restrictions. ATC should also be aware of these conflicts and not allow Heavies [and] Supers to be descending thru this airspace [without] much, much greater lateral and vertical separation.
“Control the Ball” – V. LombardiAn Approach Controller experienced unpredictable compression and inadequate spacing that resulted from new procedures and an OPD serving the Atlanta Metroplex. He offers his analysis, rationale, and solution.
■ While assisting another Controller on the combined TAR-D/L position, four arrivals were inbound from the northeast, two on the WINNG arrival and two on the PECHY arrival. All aircraft needed to be blended in order to fit on the base leg for Runway 26R. Aircraft X, the lead aircraft on the PECHY arrival, was followed by Aircraft Y, also on the PECHY arrival. The spacing provided by Center was more than the required 5 miles, but due to the overtake created by the fact that arrivals cross the airspace boundary at 280 knots “descending via” the arrival procedure, this spacing rapidly collapsed to less than 5 miles. To mitigate the situation, the Controller issued Aircraft Y 210 knots to increase spacing enough to give the Final Controller something to work with. Aircraft Y immediately responded that they would no longer be able to meet their altitude restrictions if they slowed, which would, in turn, result in an airspace violation of satellite and departure airspace.

It is unacceptable to get aircraft at 280 knots on the base leg, with unpredictable compression (there is a 15 mile window in which the Pilot can slow to 250 knots), especially when two base leg feeds are routinely fed to the same runway. Many times it is inappropriate to feed the Final Controller at a speed greater than 210 knots (our facility standard operating procedures specifically state that the final should not normally be fed at speeds greater than 210 knots), and aircraft “descending via” are unable to make altitude restrictions if slowed beyond the 280/250 knot restrictions on the Optimum Profile Descent arrival procedures.

[We should] terminate the OPD procedures at [our airspace] boundary and have all aircraft level at hard altitudes and in trail at 250 knots, especially when feeding dual base legs. The OPD is manageable in a single stream scenario, but we are being fed dual stream OPD arrivals from the northeast and the northwest. This complexity…creates a huge safety risk. Simply slowing an aircraft to 210 knots to comply with our SOP results in the aircraft not being able to meet crossing restrictions, [which then] results in multiple airspace violations.… The dual arrivals are routinely blended into a single base leg feed, requiring additional speed control and vectors. This procedure is not acceptable.
Old Habits Die HardAn unexpected pilot route deviation prompted this Controller to issue a new “direct to” and “descend via” clearance. All seemed in order until the Controller remembered that the new OPD STAR is not what it used to be.
■ Center cleared this aircraft direct SMOOV and failed to enter it into Enroute Automation Modernization (ERAM) (ERAM showed the aircraft routed over the HOWRR transition for the SMOOV arrival). I eventually noticed that the aircraft was not flying the route I expected it to fly, and that’s when I had to figure out how to clear him back onto the route and issue a “descend via” clearance. So I [cleared] him direct SMOOV and issued the “descend via” clearance, but I had forgotten that the crossing restriction for SMOOV is at or above 10,000 feet. It had been 12,000 feet for ages before these new Optimal Profile Descent arrivals. The aircraft descended early down to 10,000 feet into A80 (Atlanta) Macon sector’s airspace before crossing the boundary for the new shelf which has been set aside for this descent. There was no loss of separation or conflict.

[At or above] 10,000 feet at Transfer of Control Point (TCP) SMOOV is a terrible design. It dramatically increases complexity and Controller phraseology in any situation where an aircraft isn’t flying the entire arrival as published. Today, it was because a prior Controller in Jacksonville ARTCC cleared the aircraft direct SMOOV even though they’re not supposed to. During thunderstorm season, there will be many times when aircraft will be deviating off of the published route for the STAR. The TCP, SMOOV, should be changed to at or above 11,000 feet, at the very least, thus totally eliminating any risk of an aircraft descending too soon into approach airspace without excessive verbiage from the Controller. 1. https://www.faa.gov/nextgen/snapshots/metroplexes/
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ASRS Safety Topics!ASRS Database Report Sets each consist of 50 de-identified ASRS Database records relevant to topics of interest to the aviation community. View/Download Report Sets »CALLBACK Issue 449 Download PDF & Print View HTML ASRS Online Resources CALLBACK Previous Issues Report to ASRS Search ASRS Database ASRS Homepage Special Studies
ASRS, in cooperation with the FAA, is gathering reports of incidents that occurred while pilots were utilizing weather or AIS information in the cockpit obtained via data link on the ground or in the air. Learn more » Read the Interim Report »
In cooperation with the FAA, ASRS is conducting an ongoing study on wake vortex incidents, enroute and terminal, that occurred within the United States. Learn more » April 2017 Report Intake: Air Carrier/Air Taxi Pilots 4,703 General Aviation Pilots 1,156 Controllers 566 Flight Attendants 365 Military/Other 335 Mechanics 179 Dispatchers 151 TOTAL 7,455 ASRS Alerts Issued: Subject No. of Alerts Airport Facility or Procedure 1 ATC Equipment or Procedure 1 Company Policy 1 TOTAL 3 NOTE TO READERS:   ■  Indicates an ASRS report narrative    [   ]  Indicates clarification made by ASRS A Monthly Safety Newsletter from The Office of the NASA Aviation Safety Reporting System
Issue 449


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Categories: News

It’s not too late to apply for your ADS-B rebate!

FAA & FAASTeam News - Thu, 07/13/2017 - 09:58

Act Now to Reserve your ADS-B Rebate!
Notice Number: NOTC7263

Attention pilots and aircraft owners:  It’s not too late to apply for your ADS-B rebate! 

For a limited time, the FAA is offering a $500 rebate for new ADS-B installations in fixed-wing, single-engine piston aircraft. The FAA is implementing this program to emphasize the urgent need for pilots to equip for the ADS-B Out rule ahead of the January 1, 2020 deadline.

The last day to make a rebate reservation is September 18, 2017, if reservations are still available. Once the reservation is established, you will still have up to 150 days to complete the remaining steps in the process.

Are you eligible for a rebate? Please visit faa.gov/go/rebate/ for details.

Questions?  For questions about the ADS-B rebate program, please contact ADSBRebateHelp@faa.gov

Categories: FAA/CAA, News, US

FAAST Blast - Piper AD Superseded, ADS-B Twitter Chat, Pilots and Meds, The Basics on BasicMed

FAA & FAASTeam News - Tue, 07/11/2017 - 15:01

 

FAAST Blast — Week of July 10, 2017 – July 16, 2017
Biweekly FAA Safety Briefing News Update
 

Amended AD Issued for Piper Oil Cooler Hose Assemblies

The FAA this week has superseded airworthiness directive (AD) 95-26-13 for certain Piper PA-28 and PA-32 models equipped with oil cooler hose assemblies that do not meet certain technical standard order (TSO) requirements and which could rupture or fail. The superseded AD retains all of the requirements of the original AD and adds language to clarify its applicability and compliance requirements. The FAA estimates that this AD affects 23,643 airplanes of U.S. registry but that the revision will not increase the economic burden or the scope of the AD for any operator. 

For more details, click here.

ADS-B Twitter Chat July 19

Do you have ADS-B questions? Then join us next week as the FAA will be hosting a live Twitter #ADSBchat to directly answer and address your general aviation questions and concerns. The FAA #ADSBchat will take place on Wednesday, July 19, 2017 from 2 p.m. to 3 p.m. ET (1400-1500 EDT). In addition to several FAA experts, representatives from the Aircraft Owners and Pilots Association, Experimental Aircraft Association, and Aircraft Electronics Association will also help co-host the live question and answer session. For more details, go to www.faasafety.gov/SPANS/noticeView.aspx?nid=7241.

Pilots and Medications

Impairment from medication, particularly over the counter (OTC) medication, has been cited in a number of GA accidents. Learn more about how drugs can compromise a pilot’s ability to control an aircraft in this month’s #FlySafe topic of the month flyer, “Pilots and Medication” available at http://1.usa.gov/2u71VqX.

Get the Basics on BasicMed

            The July/August 2017 issue of FAA Safety Briefing explores several key facets of the new BasicMed rule, which offers pilots an alternative to the FAA's medical qualification process for third class medical certificates. Our lead feature for the issue, “Bring on BasicMed,” will help you understand what the FAA’s new regulatory relief rule means for you. Author and aviation safety analyst Brad Zeigler takes you step-by-step on what you’ll need to know and do to fly under BasicMed. To view the article, go to https://adobe.ly/2u2hQXe. You can download the entire issue here at www.faa.gov/news/safety_briefing/2017/media/JulAug2017.pdf.

Produced by the FAA Safety Briefing editors, http://www.faa.gov/news/safety_briefing/
Address questions or comments to: SafetyBriefing@faa.gov.
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FAAST Blast – Lycoming Engine AD, ADS-B Rebate Program, NTSB Alert on PIREPs

FAA & FAASTeam News - Fri, 06/30/2017 - 08:51
 

FAA Safety Team | Safer Skies Through Education

FAAST Blast – Lycoming Engine AD, ADS-B Rebate Program, NTSB Alert on PIREPs, Ready for AirVenture?
Notice Number: NOTC7238

FAAST Blast — Week of June 26, 2017 – July 02, 2017
Biweekly FAA Safety Briefing News Update

New AD Issued for Lycoming Engines

The FAA has issued a new airworthiness directive (AD) for all Lycoming TIO-540-AJ1A reciprocating engines that went into effect June 28, 2017. The AD, which was prompted by several reports of engine exhaust leaks, requires initial and repetitive inspections of engine exhaust system weld joints and torque checking the exhaust pipe flange mounting nuts. The FAA estimates the AD will affect 758 engines installed on airplanes of U.S. registry. For more details, click here.

Act Now for ADS-B Rebates

For a limited time, the FAA is offering a $500 rebate for completed ADS-B installations in fixed-wing, single-engine piston aircraft. The FAA is implementing this program to emphasize the urgent need for pilots to equip for the ADS-B Out rule ahead of the January 1, 2020 deadline. Are you eligible for a rebate? Please visit www.faa.gov/go/rebate/ for details. But act now! The last day to apply for your rebate is September 18, 2017.

NTSB Issues Safety Alert on PIREPs

            The NTSB has issued a new Safety Alert this week entitled: Pilot Weather Reports (PIREPs): Pay it Forward. The Alert reviews the importance of PIREPs to flight safety and provides tips and resources for pilots to enhance the quality and frequency of their PIREPs. One such resource you can use to improve your PIREPs is the online course, “SkySpotter: PIREPs Made Easy (ALC-96),” available on FAASafety.gov, as well as a PIREP Notice that went out May 10, 2017, at www.faasafety.gov/SPANS/noticeView.aspx?nid=7155

Are you Ready for AirVenture?
            The “World’s Greatest Aviation Celebration” — EAA’s AirVenture — will kick off on Monday, July 24. The weeklong event is scheduled to attract more than 500,000 visitors and more than 10,000 aircraft which will arrive at Wittman Regional Airport in Oshkosh, Wisc., as well as other surrounding airports. If you’re headed that way, be sure to carefully read and adhere to the procedures in the special event Notice to Airmen (NOTAM). Flight planning for AirVenture should include thorough familiarity with NOTAM procedures, as well as knowledge of primary and alternate airports. Carry a copy of the NOTAM for in-flight reference, which can be downloaded at www.faa.gov/air_traffic/publications/notices/media/6_22_17_ntap.pdf (see Section 5). EAA’s Airventure website also contains a handy pilot resource page for all those flying in at www.eaa.org/en/airventure/eaa-fly-in-flying-to-oshkosh.
 

Produced by the FAA Safety Briefing editors, http://www.faa.gov/news/safety_briefing/
Address questions or comments to: SafetyBriefing@faa.gov.
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Categories: FAA/CAA, News, US

FAA: Outdated Data bases are not to be used in the MEL

FAA & FAASTeam News - Thu, 06/29/2017 - 07:00

The FAA has just released Policy Letter 98 Rev 1

 

This letter removes out dated data bases and now only deals with Data Base Inoperative

 

The FAA now states that Outdated Data bases are not to be used in the MEL

 The Policy Letter is dated June 1, 2017

 

Subject:     NAVIGATION DATABASES

MMEL Code:       34 (NAVIGATION)

Reference:             Policy Letter 98, Revision Original, dated January 20, 1999

                                              14 CFR §§ 91.213, 91.503, 91.1115, 121.628, 125.201, 129.14, 135.179

AC 20-138, AC 20-153, AC 90-100, AC 90-101, AC 90-105

Aeronautical Information Manual (AIM); MMEL PL-25

PURPOSE: Establish MMEL Relief for Inoperable Navigation Databases

 

DISCUSSION:

Revision 1: corrects the regulatory non-compliance found in revision 0 for an out of currency navigation database; aligns allowable MMEL relief in accordance with the definition of “inoperative” found in MMEL PL-25; updates the repair category from repair category C to repair category A, ten (10) flight days; changes “Remarks or Exceptions” in accordance with repair category A and flight operations with an inoperative navigation database.

Revision 0: The original PL-98 established MMEL relief of an “out of currency” navigation database with repair category C.

A navigation database is any navigation data stored electronically in a system supporting navigation applications. Navigation data is information intended to be used to assist the pilot to identify the aircraft’s position with respect to flight plans, ground reference points and navaid fixes (such as VHF omni-directional radio ranges (VOR), nondirectional radio beacon (NDB), etc.) as well as some points on the airport surface. A navigation database may include an airport database but does not include other aeronautical databases such as an obstacle or terrain database.

Although a navigation database is software, it is considered an item within the aircraft that may be considered for MMEL relief per 14 CFR. However, for any item to be considered for MMEL relief it must be inoperative by regulation, and must meet the definition of inoperative in MMEL PL-25:

Inoperative: A system and/or component malfunction to the extent that it does not accomplish its intended purpose and/or is not consistently functioning normally within its approved operating limit(s) and/or tolerance(s).

An out-of-currency (aka: out-of-date or expired) navigation database does not meet the definition of inoperative and is not authorized MMEL relief per 14 CFR. A navigation database that is malfunctioning may be considered for MMEL relief with the appropriate provisos in the “Remarks or Exceptions” column that prohibit the use of the navigation database until repairs are made.

 

POLICY:

  1.   An inoperative navigation database may be authorized MMEL relief per 14 CFR.
  2.   An out-of-currency or out-of-date navigation database is not authorized MMEL relief per 14 CFR.

 

34 (NAVIGATION))

Repair Interval

Number Installed

Number Required for Dispatch

Remarks or Exceptions

25-XX

***

Navigation Database

A

-

0

May be inoperative provided:

a)        Operations do not require its use,

b)      It is not used in a primary navigation system required by 14 CFR,

c)        Alternate procedures are developed and used,

d)      The ICAO Flight Plan is updated (as required) to notify ATC of the navigation equipment status of the aircraft, and

e)        Is repaired within ten (10) flight days.

Note: An out-of-currency or out-of-date navigation database is not authorized MMEL relief per 14 CFR.

 

           

 

Each Flight Operations Evaluation Board (FOEB) Chair should apply this Policy to affected MMELs through the normal FOEB process.

 Jodi Baker

  

Winsor P. Brown 

Categories: FAA/CAA, News, US

Legal Interpretation of 135.421(b), in particular the term "maintenance instructions."

FAA & FAASTeam News - Thu, 06/15/2017 - 11:37

The FAA has published a  Legal Interpretation Memorandum as a response for a request defining the interpretation of 14 C.F.R. § 135.421(b), in particular the construction of the term "maintenance instructions."  The full Memoransum is attached below but here is the text from the document

This responds to your January 6, 2017 request for an interpretation of 14 C.F.R. § 135.421(b), in
particular the construction of the term "maintenance instructions." First, you asked what
constitutes "maintenance instructions" as the term is used in the regulation. Second, you asked
whether "manufacturer's (engine, propeller, rotor, and each item of emergency equipment)
service bulletins, service letters, service instructions, etc., that specifically address a maintenance
procedure [are] considered to be part of the 'manufacturer's maintenance programs' and thus
mandatory under this rule?"

As to your first question, i.e., what would constitute maintenance instructions, we believe that, in
the absence of a regulatory definition, the term should be given its plain meaning-something
that would instruct (teach) how to perform a maintenance task or procedure. To borrow from
your second question, these could include any or all of your examples. This could encompass
various documents issued by a manufacturer, such as a maintenance manual, service bulletins,
service letters, service instructions, etc.

Your second question asks whether, in the context of § 13 5 .4 21 (b ), those foregoing documents
that specifically address a maintenance procedure are considered to be part of the manufacturer's
maintenance programs [referenced in paragraph (a) of the regulation] and thus mandatory for the
part 135 operator that chose the "manufacturer's recommended maintenance programs" in lieu of
the alternative option of a program approved by the administrator. The answer is yes, because
paragraph (b) provides that a manufacturer's maintenance program [which is made mandatory by
paragraph (a) for operators who choose that option] 1 "is one contained in the maintenance manual
or maintenance instructions set forth by the manufacturer ... for the aircraft, aircraft
engine, propeller, rotor, or item of emergency equipment."

You provided two factual scenarios for our office to consider in answering the questions.

Scenario #1: The Part 135 certificate holder adopts the manufacturer's
maintenance program/instructions on a specific date and will maintain their
aircraft to that program up to that date only. In this scenario, would the
certificate holder only be required to accomplish the maintenance related
service bulletins (SB), service letters (SL), or service information (SI) that
is included in the manufacturer's maintenance program up to the date they
adopted this maintenance program? Or would the certificate holder have
to continue to adopt future SB, SL, or Sis?

Answer: The certificate holder would be required to follow the maintenance procedures
contained in those manufacturer's documents that were in effect on the date the certificate holder
adopted the maintenance program. Our reasoning is explained in previous legal interpretations
issued by this office. 2 While those interpretations addressed different regulations, the same
reasoning applies. Under§ 135.42l(a), the certificate holder has the option of selecting either a
manufacturer's recommended maintenance program for the aircraft's engine, propeller, rotor,
and each required item of emergency equipment, or a program for those items approved by the
FAA. If the certificate holder chooses the first option, he or she is adopting a known
maintenance program then in existence, with knowledge of what it entails. With that adoption,
the certificate holder agrees to be bound by that existing program, in lieu of developing a
different program and seeking FAA approval.

Whereas the two referenced legal interpretations dealt in part with the application of the word
"current" in the respective regulations, the same legal principles apply here even though
§ 135.421(a) does not use that term. It is implicit that if a certificate holder adopts a
manufacturer's maintenance program, it is the one in effect (hence current) at the time of
adoption. Manufacturer's often make revisions to their recommended maintenance programs,
including issuing future SBs, SLs, and Sls, but under the circumstances set forth in Scenario # 1,
a certificate holder is not obligated to follow these later-issued procedures. As we observed in
our December 5, 2008 legal interpretation, if certificate holders were required to follow newlyissued
changes to their maintenance programs, these new requirements could impose financial
and other burdens on them for which they did not bargain. The exception would be if the
maintenance program selected by the certificate holder included a clause stating that the
program, if selected, necessarily includes all future-issued SBs, SLs, and Sis, etc.
2 See, e.g., Legal Interpretation of 14 C.

Moreover, if such compliance were required, this would be tantamount to private entities
issuing "rules" of general applicability without meeting the notice and comment
requirements of the Administrative Procedure Act (APA) (5 U.S.C. § 553), and the
public would not have had an opportunity to comment on these future requirements.
An interpretation of the regulation that would allow manufacturers unilaterally to issue
changes to their recommended maintenance programs that would have future effect on
owners of their products would not be legally correct. This would run afoul of the AP A.
It would mean that our regulations effectively authorize manufacturers to issue
"substantive rules," as that term is used in the AP A, i.e., it would enable them to impose
legal requirements on the public. This would be objectionable for at least two reasons.
First, and most significantly, the FAA does not have authority to delegate its rulemaking
authority to manufacturers. Second, "substantive rules" can be adopted only in
accordance with the notice-and-comment procedures of the APA, which does not apply
to manufacturers. This reasoning is discussed in greater detail in our December 5, 2008
legal interpretation.

Scenario #2: The Part 135 certificate holder adopts the manufacturer's
maintenance program/instructions and state[ s] that they [sic] will maintain
their [sic] aircraft to the current manufacturer's program/instructions, without
a set date. In this scenario, would the certificate holder be required to accomplish
all maintenance related SB, SL, and Sis past, present, and future?

Answer: The certificate holder would be required to follow the maintenance procedures
contained in those manufacturer's documents that were in effect on the date the certificate holder
adopted the maintenance program, plus all the above-referenced later-issued maintenance-related
documents. That would be the maintenance program selected by the certificate holder, and
therefore it would be mandatory until such time that the certificate holder rejects that program by
(1) either electing to adopt the program in effect on that date of decision, or (2) by selecting the
second option provided by paragraph (a) of the regulation, i.e., developing its own program and
obtaining FAA approval of it.

You also attached five examples of Service Bulletins and Service Instructions that contain
maintenance procedures that are part of Lycoming's maintenance program/instructions, and ask
whether they are required to be accomplished by the certificate holder under§ 135.421(b). In
that regard, all three attached Service Bulletins are labeled MANDATORY by Lycoming.
Consistent with our answers above, if these documents are applicable and included in
Lycoming's maintenance program at the time a certificate holder adopts Lycoming's program
for its engine, the certificate holder would be obliged to follow them. A certificate holder would
not be required to follow any of them that are issued after the date of adoption of the program,
except as noted above. The fact that Lycoming has labeled the Service Bulletins as mandatory
has no regulatory effect unless they are already included in the engine maintenance program as
adopted by the certificate holder, or the FAA has issued an Airworthiness Directive or other rule
incorporating the service bulletin by reference.

Nevertheless, because Lycoming is probably in the best position to provide maintenance advice
on its products, a certificate holder would be well-served to follow the procedures in these
recommended documents even if they are not part of the adopted maintenance program. For
example, we note that Lycoming's Mandatory Service Bulletin No. 533C addresses actions that
should be taken in the event of a sudden engine stoppage. The Service Bulletin's Subject is:
"Recommended Action for Sudden Engine Stoppage, Propeller/Rotor Strike or Loss of
Propeller/Rotor Blade or Tip." We note that, although the procedures in the bulletin may not be
mandatory from an FAA regulatory perspective, following them would be an acceptable means
of addressing the damage at issue. Doing nothing after one of the listed damage events would
not be acceptable to the FAA, and doing something else would run the risk that the FAA would
find the attempted maintenance unacceptable.

This response was prepared by Edmund Averman, an attorney in the Regulations Division of the
FAA's office of the Chief Counsel, and coordinated with the Aircraft Maintenance Division
(AFS-300). If you have further questions concerning this response, please contact Mr. Averman
at 202-267-3073.

AttachmentSize Duncan-AFS-1 - 2017 Legal Interpretation.pdf291.9 KB
Categories: FAA/CAA, News, US

FAAST Blast — Week of June 12, 2017

FAA & FAASTeam News - Tue, 06/13/2017 - 15:47

FAAST Blast – Cessna SAIB, Airman Testing Updates, ADS-B Rebate, Startle Response, Flying a Global Hawk
Notice Number: NOTC7212

FAAST Blast — Week of June 12, 2017 – June 18, 2017
Biweekly FAA Safety Briefing News Update

 

SAIB Stresses Inspection of Cessna Main Landing Gear Actuator Assembly

On June 9, 2017, the FAA issued a Special Airworthiness Information Bulletin (SAIB) for Cessna Models 172RG, R182, TR182, FR182, and all variants of 210/T210/P210-series airplanes with the exception of the Models 210 and 210A airplanes. The SAIB emphasizes the importance of inspecting main landing gear actuator assemblies for cracks following Textron Aviation Inc. supplemental inspection documents (SIDs) applicable to each model to prevent gear extension and retraction malfunctions. To view the SAIB and all related SIDs, go to https://go.usa.gov/xNVE7.

 

Airman Testing Updates

The FAA recently updated its Airman Testing page, to include revisions to the Airman Certification Standards for the private pilot airplane certificate and the instrument rating along with the first version of the commercial pilot airplane ACS. Be sure to visit, or better yet, subscribe to this page (faa.gov/training_testing/testing) for all the latest updates.

 

Act Now for ADS-B Rebates

For a limited time, the FAA is offering a $500 rebate for completed ADS-B installations in fixed-wing, single-engine piston aircraft. The FAA is implementing this program to emphasize the urgent need for pilots to equip for the ADS-B Out rule ahead of the January 1, 2020 deadline. Are you eligible for a rebate? Please visit faa.gov/go/rebate/ for details. But act now! The last day to apply for your rebate is September 18, 2017.

FlySafe – Startle Response

Fatal general aviation accidents often result from inappropriate responses to unexpected events. Don’t get caught by surprise on your next flight — check out this month’s #FlySafe fact sheet on how to manage the “startle response” at 1.usa.gov/2rNpCGP.

 

What’s it Like to Fly a Global Hawk?

You might be familiar with what it takes to fly a small quadcopter around, but have you ever wondered what it takes to fly “big” drones? FAA Aviation Safety Inspector Chris Huebner recalls his military experience to give us an inside look at large drone operations in his article, “What’s It Like to Fly a Global Hawk?” In the article, Huebner makes note of the widely distributed nature of UAS personnel and equipment which sometimes can require 25 people or more to fly an aircraft with no one onboard. You can find the article in the May/June 2017 issue of FAA Safety Briefing, or go to https://adobe.ly/2pEhdUg for a mobile friendly version.

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

 

Categories: FAA/CAA, News, US

AEA recognizes members for training commitment

AskBob News - Fri, 06/09/2017 - 13:32

LEE'S SUMMIT, MISSOURI, June 9, 2017 -- The Aircraft Electronics Association announced the recipients of the annual Avionics Training Excellence Award, which recognizes AEA member companies for their total commitment to training as evidenced by participation in AEA-approved training. Fifty member companies received the 2016 AEA Avionics Training Excellence Award. 

Mike Adamson, AEA vice president of member programs and education, said AEA-certified repair station members are trained far beyond the Federal Aviation Administration requirements and demonstrate a commitment to training few other industries match. 

"The AEA develops high-quality, cost-effective regulatory and technical training for technicians to meet their employer's training program requirements and their own professional development goals," Adamson said. "Interest in AEA training expands beyond our membership and our borders as our reputation for excellence becomes more widely known."  

   

For a member company to be eligible for the AEA Avionics Training Excellence Award, all of its technicians must have completed at least one AEA-approved training event in the previous year, which includes the courses conducted at AEA headquarters; the AEA International Convention & Trade Show; AEA Connect Conferences; the Avionics News Technical Training Exam; AEA computer-based training; original equipment manufacturer training from AEA associate member companies; and AEA partner training. 

The following companies completed the training requirements and received the 2016 AEA Avionics Training Excellence Award: 

  • Absolute Aviation LLC, Edgewater, Florida
  • Aerotronics Inc., Billings, Montana
  • Airborne Avionics, Winnsboro, South Carolina 
  • Arapahoe Aero Avionics, Englewood, Colorado
  • Atlas Aircraft Center, Portsmouth, New Hampshire
  • BlackRock Aircraft Maintenance & Avionics, Hazle Township, Pennsylvania
  • Capital Avionics Inc., Tallahassee, Florida
  • CE Avionics Inc., Sanford, Florida
  • Century Flight Systems Inc., Mineral Wells, Texas
  • Dakota Avionics, Bismarck, North Dakota
  • Dyersburg Avionics of Caruthersville Inc., Caruthersville, Missouri
  • Executive Autopilots Inc., Sacramento, California
  • Flight-Deck Avionics, Salt Lake City, Utah
  • Flightpath Aviation Services, Brooksville, Florida
  • Flightstar Corp., Savoy, Illinois
  • Freedom Air Avionics, Broomfield, Colorado
  • Gibbs Service Center Inc., San Diego, California
  • Georgia Avionics Inc., Winder, Georgia
  • Gulf Coast Avionics Corp., Lakeland, Florida
  • Gulfstream Aerospace, Appleton, Wisconsin
  • Gulfstream Aerospace, Dallas, Texas
  • Islip Avionics Inc., Ronkonkoma, New York
  • JP Avionics, Hoedekenskerke, The Netherlands
  • Kent Career Technical Center, Grand Rapids, Michigan
  • Kitchener Aero Avionics Ltd., Breslau, Ontario, Canada
  • L3 Vertex Aerospace, Madison, Mississippi
  • Maine Aviation Aircraft Maintenance LLC, Portland, Maine
  • Mayday Avionics Inc., Grand Rapids, Michigan
  • National Jets Inc., Fort Lauderdale, Florida
  • Nolan Avionics, Durant, Oklahoma
  • Northeast Air Inc., Portland, Maine
  • Northern Lights Avionics, Anchorage, Alaska
  • Park Rapids Avionics, Park Rapids, Minnesota
  • Pegasus Technologies Inc., Green Cove Springs, Florida
  • Pfizer Inc., West Trenton, New Jersey
  • Preferred Avionics & Instruments, Howell, Michigan
  • PrivateSky Aviation Services, Fort Myers, Florida
  • Prodigious Jet Services LLC, Lake Worth, Florida
  • Q.F. Avionics Center Ltd., Red Deer, Alberta, Canada
  • Quest Avionics Inc., Ocala, Florida
  • R & Z Avionics Ltd., Delta, British Columbia, Canada
  • Signature TechnicAir, Frederick, Maryland
  • Southeast Aerospace Inc., Melbourne, Florida
  • Spirit Aeronautics, Columbus, Ohio
  • Sun Aviation Avionics, Vero Beach, Florida
  • Textron Aviation-Tampa, Tampa, Florida
  • Tomlinson Avionics of Florida, Fort Myers, Florida
  • Top Flight Avionics, Belleville, Michigan
  • Vortek Aviation, Tomball, Texas'
  • Wilmington Avionics, New Castle, Delaware 

 

Applications for the 2017 

Categories: News, US

FAAST Blast — Week of May 29, 2017

FAA & FAASTeam News - Fri, 06/02/2017 - 10:52

FAAST Blast – SAFOs Cover Attitude Indicators and ACS Changes, Int’l Flight Plan Update, Dawn of Drones
Notice Number: NOTC7195

FAAST Blast — Week of May 29, 2017 – June 04, 2017
Biweekly FAA Safety Briefing News Update

 

New SAFOs Cover Attitude Indicator Limitation; ACS Changes

            The FAA recently published a Safety Alert for Operators (SAFO 17008) that notifies aircraft operators of the potential operational limitations of some attitude indicators in the event of unusual attitude recovery. The SAFO states that operators should be aware of design limitations of the make and model of the attitude indicator installed in their aircraft. The design of the instrument, if displaying only a minimum pitch indication of ± 25 degrees vertically, could “peg” at this maximum or minimum pitch indication or “tumble” and provide erroneous pitch and bank indications when the aircraft exceeds these limits. This guidance was recommended by National Transportation Safety Board (NTSB) Safety Recommendation A-14-108.

            SAFO 17009, issued May 30, advises the general aviation community of changes to the evaluation standards for the slow flight task and certain stall tasks in the Private Pilot – Airplane Airman Certification Standards (ACS) and the Commercial Pilot – Airplane ACS, which will be effective June 12, 2017. It replaces a previous SAFO (16010) and provides a more comprehensive discussion of the Slow Flight and Stalls Area of Operation in the ACS.

To access these and other SAFOs, visit www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/safo/all_safos.

 

International Flight Plan Update

The FAA recently met with Nav Canada and vendors (Harris Corporation, CSRA and Leidos) to review testing results between all operating systems for implementation of the new FAA requirement for International Flight Plan (ICAO) format for all civil flights filed with Flight Service.

To ensure a safe and seamless transition with full interoperability, the FAA has decided to delay implementation until the Fall of 2017. The additional time will allow all service providers to address required changes identified in testing and integrate enhancements to the international format, while avoiding system changes during the busy summer flying season. The FAA will provide a 30-day advance notice to the public when a final date is selected later this year. Learn more about the FAA International Flight Plan format by visiting our website.

 

The Dawn of Drones

Pilots: Are you the Doomsayer, the Dozer, or the Dazzled when it comes to drones? Traditional pilots generally fall into one of these three groups when it comes to opinions on drones. Figure out which group you belong to here: https://adobe.ly/2qonB2Q.

 

Produced by the FAA Safety Briefing editors, http://www.faa.gov/news/safety_briefing/
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Categories: FAA/CAA, News, US