AVWEB
Ray Aviation Scholarships Awarded by EAA
Two high-school students have been awarded $10,000 each under the EAA's Ray Aviation Scholarships. Nicole Blount of Lake Placid, Florida, and Max Davidson of Jurupa Valley, California, will receive this important head start toward their flight training.
Southwest Experiences Operational Emergency
Southwest Airlines canceled more than 100 flights over the Presidents Day weekend not from weather or crew issues but because more than twice the number of its Boeing 737s were out of service for maintenance.
Garmin GPS 155 TSO Turns 25
We take it for granted today, but 25 years ago a GPS navigator approved for non-precision instrument approaches was big thing—and Garmin's GPS 155 TSO was the first.
Sun Flyer Flies With Siemens
Bye Aerospace's Sun Flyer 2 electric Part 23 airplane took flight for the first time with its intended production configuration on Feb. 8 and President George Bye said all went well.
Registration Trusts Make The News
A Dallas television station is the latest mainstream media outlet raising the alarm about a common, some say necessary, tool used to register aircraft in the U.S., invoking the specter of criminals and terrorists using non-citizen trusts to hide ownership of aircraft.
Aviation Safety
Download The Full February 2019 Issue PDF
We spend a lot of time preaching to pilots about the mechanics of understanding weather forecasts, determining if the aircraft is capable, and making honest evaluations of our own performance in considering how and when to conduct a flight. But once we identify the need to mitigate a risk, we sometimes have little space left over to describe the tools we can use. Lets try to fix that.
Control System Servos
At FL400, the autopilot started porpoising and was turned off. Afterward, the aircraft would not trim properly. The crew diverted; it was difficult to keep it pitched down while descending. During the final phase of flight, the yoke was very difficult to input pitch changes, but was okay in the roll axis. After landing, troubleshooting duplicated the problem. Elevator servo (p/n 4006719914) was replaced with serviceable unit.
Express Elevator Up
As the morning waned, the weather picture improved greatly, with only scattered showers and clouds over the Mojave Desert and clearing over the west side of the Tehachapi Mountains. We ended up filing to go over Victorville and into Bakersfield to visit family. Soon, we were cruising in VMC at 10,000 feet and looking at the activity over the Mojave. Ahead, there were Pireps for icing above 8000 feet, so we asked for and received routing over Edwards AFB at 6000. Based on what we saw visually and on the FAAs flight information system (FIS-B), we thought we were well out of danger.
NTSB Reports
After flying south through the Cajon Pass at 6500 feet msl, the airplane turned west and encountered what the commercial pilot presumed was leeside turbulence from the mountain range. She turned back south to find smoother air but the turbulence became more severe and the airplane began to descend rapidly. As the airline transport pilot struggled to change frequencies in the turbulence, the airplane descended to 2000 feet msl (about 500 feet agl). The commercial pilot applied full power but the engine did not respond. After the airline transport pilot enrichened the mixture and applied carburetor heat, the engine momentarily regained power. At about 2300 feet msl, the engine again lost power, and the ATP decided to land on the westbound lanes of a freeway. As he attempted to avoid a vehicle, the airplane landed hard.
Lack Of Peer Pressure
When I was a student pilot, I was lucky to have some grizzled mentors. There were a lot of do this and dont do that admonitions, a lot of tips regarding shortcuts and rules of thumb, plus some sage advice about decision-making. A lot of that advice could be broken down into the old Its better to be on the ground wishing you in the air than to be in the air wishing you were on the ground genre, but it was often accompanied by a Let me tell you what I learned the hard way kind of introduction.
FAA
FAA Establishes Restrictions on Drone Operations over DOJ and DOD Facilities
At the request of its federal security partners, the Federal Aviation Administration (FAA) is using its existing authority under Title 14 of the Code of Federal Regulations (14 CFR) 99.7 Special Security Instructions to address concerns about drone operations over national security sensitive facilities by establishing temporary unmanned aircraft system (UAS) specific flight restrictions.Information on the FAA Notice to Airmen (NOTAM), which defines these restrictions, and all of the currently covered locations, can be found at the UAS Data Display System, which provides an interactive map, downloadable geospatial data, and other important details. A link to these restrictions is also included in the FAAs B4UFLY mobile app.Additional, broader information regarding flying drones in the National Airspace System, including frequently asked questions, is available on the FAAs UAS website.In cooperation with Department of Justice (DOJ) and Department of Defense (DOD), the FAA is establishing additional restrictions on drone flights up to 400 feet within the lateral boundaries of the following Federal facilities:Federal Correctional Institution Allenwood Medium in Allenwood, PAFederal Correctional Institution Beaumont Medium in Beaumont, TXFederal Correctional Institution Butner Medium I in Butner, NCFederal Correctional Institution Butner Medium II in Butner, NCFederal Correctional Institution Coleman Medium near Sumterville, FLFederal Correctional Institution Florence in Florence, COFederal Correctional Institution Forrest City Medium in Forrest City, ARFederal Correctional Institution Hazelton near Bruceton Mills, WVFederal Correctional Institution Lompoc in Lompoc, CAFederal Correctional Institution Oakdale I in Oakdale, LAFederal Correctional Institution Oakdale II in Oakdale, LAFederal Correctional Institution Petersburg near Hopewell, VAFederal Correctional Institution Pollock in Pollock, LAFederal Correctional Institution Terre Haute in Terre Haute, INFederal Correctional Institution Tucson in Tucson, AZFederal Correctional Institution Victorville Medium I in Victorville, CAFederal Correctional Institution Victorville Medium II in Victorville, CAFederal Correctional Institution Yazoo City Medium in Yazoo City, MSFederal Detention Center Honolulu in Honolulu, HIFederal Detention Center Houston in Houston, TXFederal Detention Center Miami in Miami, FLFederal Detention Center Philadelphia in Philadelphia, PAFederal Detention Center SeaTac near Seattle, WAFederal Medical Center Carswell near Fort Worth, TXFederal Medical Center Fort Worth in Fort Worth, TXFederal Medical Center Rochester in Rochester, MNMetropolitan Correctional Center Chicago in Chicago, ILMetropolitan Correctional Center New York in New York City, NYMetropolitan Correctional Center San Diego in San Diego, CAMedical Center for Federal Prisoners Springfield in Springfield, MOMetropolitan Detention Center Brooklyn in Brooklyn, NYMetropolitan Detention Center Guaynabo in Guaynabo, PRMetropolitan Detention Center Los Angeles in Los Angeles, CAFort Detrick in Frederick, MDFort Gordon near Augusta, GAFort Lee near Richmond, VAHolston Army Ammunition Plant near Kingsport, TNMcAlester Army Ammunition Plant in McAlester, OKRadford Army Ammunition Plant in Radford, VAJoint Base McGuire near Trenton, NJPearl Harbor Naval Defense Sea Area in Honolulu, HIThese changes, which have been highlighted by FAA NOTAM FDC [9/2586], are pending until they become effective on February 26. Note that there are only a few exceptions that permit drone flights within these restrictions, and they must be coordinated with the individual facility and/or the FAA.Operators who violate the flight restrictions may be subject to enforcement action, including potential civil penalties and criminal charges.The FAA is continuing to consider additional requests by eligible federal security agencies for UAS specific flight restrictions using the Agencys 99.7 authority as they are received. Additional changes to these restrictions will be announced by the FAA as appropriate.
Fly Safe: Prevent Loss of Control Accidents
The Federal Aviation Administration (FAA) and the general aviation (GA) communitys national #FlySafe campaign helps educate GA pilots about the best practices to calculate and predict aircraft performance and to operate within established aircraft limitations.A Loss of Control (LOC) accident involves an unintended departure of an aircraft from controlled flight. LOC can happen when the aircraft enters a flight regime that is outside its normal flight envelope and quickly develops into a stall or spin. It can introduce an element of surprise for the pilot.Weather, Planning, and How to Stay Out of TroubleMountain flying can be an exhilarating adventure. However, maintaining safety in this kind of environment requires a pilot to stay alert and pay attention. Knowing the weather, how to read the clouds, making your flight plan, and staying out of trouble these points are all key to enjoying another day.Every mountainous area is different, so while you might be familiar with one area, you are likely not prepared for all. Good training, both on the ground and with an experienced flight instructor, will help ensure that you know the basics of mountain flying and understand the different types of hazards you may encounter.Weather RequirementsHere are some general weather guidelines youll want to keep in mind when mountain flying:Winds forecast at 9,000 and 12,000 feet at a maximum of 25 knots.Ceiling at least 2,000 feet above all ridges and passes along the route.Visibility of at least 10 miles along the route.If any of these requirements are not met, look for an alternative route, consider delaying the flight, or cancel the flight and rent a car. Be smart and stay safe!Mountain WavesWhen the wind speed is above about 25 knots and flowing perpendicular to a ridge line, the air flow can form waves, much like water flowing over rocks in a stream bed. These mountain or lee waves can occur in any season, but are more common in the winter. Mountain waves can cause very strong up- and downdrafts. The downdrafts in moderate mountain waves can exceed 1,000 feet per minute, making it difficult to cross the ridge.Severe turbulence can also develop with the rotor that comes with a mountain wave. Rotors are caused by wind shear and rotating movement underneath the crest of a mountain wave.Read the CloudsA good mountain flying course should include a thorough discussion on how to read the clouds. Youll learn how to spot the crests of a mountain wave and identify rotor clouds. Knowing these basics will help you choose the best route for a safe flight.Density AltitudeDensity altitude is the pressure altitude corrected for temperature. The important take-away for a pilot here is that density altitude is an indicator of aircraft performance. The term comes from the fact that the density of the air decreases with altitude. A high density altitude means that air density is reduced, which has an adverse impact on aircraft performance.You must know how your aircraft will perform in a variety of density altitudes. The numbers can vary and will change quickly. Elevation, snow melt, and other factors will all affect density altitude. Know how your aircraft will respond. Normally-aspirated engines develop approximately three-percent less power for each thousand feet above sea level.Youll want to lean your engine for higher density altitudes. Leaning will ensure the maximum power output from your engine, as well as reduce sparkplug fouling during idle and taxi operations. It is recommended to lean when taxiing or any time the engine is operating above approximately 3,500 feet mean sea level.Also, know that your true airspeed is about two percent higher than indicated airspeed for every thousand feet of altitude. The greater speed results in a greater turn radius. The higher true airspeed also translates into a longer landing roll, so keep that in mind during your touchdown. You may have 20 percent more speed than you would at sea level, which is comparable to landing with a tailwind. The ground will appear to rush by faster than what you are accustomed to. Override your instincts and fly the airplane based on its indicated airspeed.NavigationPlanning a mountain flight involves finding points in space, not predefined intersections. You will be looking for terrain features, such as passes and drainage. Use global positioning system waypoints in conjunction with a mobile device application to maintain situational awareness and avoid getting lost. A good mountain flying course will teach you how to select routes that will keep you safe.Some states produce tools to help pilots navigate safely. Check your states Department of Aeronautics for helpful charts, maps, and phone numbers.FinallyKnow your weather, and know when to delay your flight.Know your aircrafts performance ranges and limits.Before descending into a mountain airport, know your options for go-arounds and take-offs.Never fly up a canyon that you havent already flown down, so that you know there is room to turn around.Never try to out climb the terrain. Many pilots have lost that bet.Do your preflight planning, so youll know the correct heading to expect when picking the right valley to fly through.If an accident happens, stay with the airplane. Remove the ELT from the aircraft, turn it on, and let your rescuers turn it off.Finally, take a good mountain flying course before venturing out. Fly regularly with a flight instructor who will challenge you to review what you know, explore new horizons and always do your best.More about Loss of Control:Contributing factors may include:Poor judgment or aeronautical decision makingFailure to recognize an aerodynamic stall or spin and execute corrective actionIntentional failure to comply with regulationsFailure to maintain airspeedFailure to follow procedurePilot inexperience and proficiencyUse of prohibited or over-the-counter drugs, illegal drugs, or alcoholDid you know?Loss of Control was the number one cause of these accidents.Loss of Control happens in all phases of flight.It can happen anywhere and at any time.There is one fatal accident involving Loss of Control every four days.Learn more:Heres a good fact sheet to reference on Mountain Flying.This Back to Basics YouTube video provides a helpful introduction to mountain flying.This FAA Aviation Safety publication, Tips on Mountain Flying, will give you more information.This NTSB Safety Alert on Mastering Mountain Flying stresses the need for good training.AOPA has a number of good resources. This Safety Advisor will get you started.Time is getting short!! The FAAs Equip ADS-B website gives you the information you need to equip now.Curious about FAA regulations (Title 14 Code of Federal Regulations)? Its a good idea to stay on top of them. You can find current FAA regulations on this website.TheFAASafety.govwebsite has Notices, FAAST Blasts, online courses, webinars, and more on key general aviation safety topics.TheWINGS Pilot Proficiency Programhelps pilots build an educational curriculum suitable for their unique flight requirements. It is based on the premise that pilots who maintain currency and proficiency in the basics of flight will enjoy a safer and more stress-free flying experience.TheGeneral Aviation Joint Steering Committee (GAJSC)is comprised of government and industry experts who work together to use data to identify risk, pinpoint trends through root cause analysis, and develop safety strategies to reduce the risk of GA accidents. The GAJSC combines the expertise of many key decision makers in the FAA, several government agencies such as the National Aeronautics and Space Administration, and stakeholder groups. Industry participants include the Aircraft Owners and Pilots Association, Experimental Aircraft Association, General Aviation Manufacturers Association, Light Aircraft Manufacturers Association, National Business Aviation Association, National Air Transportation Association, National Association of Flight Instructors, Society of Aviation and Flight Educators, and the aviation insurance industry. The National Transportation Safety Board and the European Aviation Safety Agency participate as observers.
FAA Air Traffic Report
Today's Air Traffic Report:Gusty winds could delay flights today in Boston (BOS), the New York area (EWR, JFK, LGA), Philadelphia (PHL) and San Francisco (SFO). Low clouds and freezing fog are expected in Denver (DEN), while snow accumulations are forecast in Aspen (ASE) and Vail (EGE) as skiers arrive for the long holiday weekend.Pilots: Check out the new Graphical Forecasts for Aviation (GFA) Tool from the Aviation Weather Center.For up-to-the-minute air traffic operations information, visit fly.faa.gov, and follow @FAANews on Twitter for the latest news and Air Traffic Alerts.The FAA Air Traffic Report provides a reasonable expectation of any daily impactsto normal air traffic operations, i.e. arrival/departure delays, ground stoppages, airport closures. This information is for air traffic operations planning purposes and is reliable as weather forecasts and other factors beyond our ability to control.Always check with your air carrier for flight-specific delay information.
FAA Modifies LAANC Service Provider Request
WASHINGTON The Federal Aviation Administration (FAA) has modified its process to request new service suppliers for the Low Altitude Authorization and Notification Capability (LAANC pronounced LANCE).The FAA began considering applicants beyond the current 14 suppliers on January 7. The initial application period has now been extended to increase participation, and the agency has revised all key dates this year for the application process. Also, there will now be only one application period in 2019 instead of two.A major reason for the changes is the 2018 FAA Reauthorization Act, under which the Agency is tasked with expanding the LAANC capability. Existing and potential unmanned aircraft system service suppliers are expected to broaden the scope of their applications to include these changes, so the entire selection process will take 10 months, not five as previously announced.The new schedule is:January 7 March 18 Application periodMarch 19 May 26FAA submission reviewMay 27 August 16Technical interviewsAugust 17 October 21 Formal selection and startupInterested parties should reviewinformation on the application process.LAANC provides near real-time processing of airspace authorization and notification requests for Part 107 drone operators nationwide. The system is designed to automatically approve most requests to operate in specific areas of controlled airspace below designated altitudes.Through approved LAANC UAS Service Suppliers, drone operators can interact with industry developed applications and obtain near real-time authorization from the FAA. Requests are checked against multiple airspace data sources in the FAA UAS Data Exchange such as temporary flight restrictions, NOTAMS and the UAS Facility Maps. If approved, pilots receive their authorization in near-real time.
FAA Makes Major Drone ID Marking Change
The Federal Aviation Administration (FAA) has posted a rule in the Federal Register requiring small drone owners to display the FAA-issued registration number on an outside surface of the aircraft. Owners and operators may no longer place or write registration numbers in an interior compartment. The rule is effective on February 25. The markings must be in place for any flight after that date.When the FAA first required registration of small drones in 2015, the agency mandated that the registration marking be readily accessible and maintained in readable condition. The rule granted some flexibility by permitting the marking to be placed in an enclosed compartment, such as a battery case, if it could be accessed without the use of tools.Subsequently, law enforcement officials and the FAAs interagency security partners have expressed concerns about the risk a concealed explosive device might pose to first responders upon opening a compartment to find a drones registration number. The FAA believes this action will enhance safety and security by allowing a person to view the unique identifier directly without handling the drone.This interim final rule does not change the original acceptable methods of external marking, nor does it specify a particular external surface on which the registration number must be placed. The requirement is that it can be seen upon visual inspection of the aircrafts exterior.The FAA has issued this requirement as an Interim Final Rulea rule that takes effect while also inviting public comment. The FAA issues interim final rules when delaying implementation of the rule would be impractical, unnecessary, or contrary to the public interest. In this case, the agency has determined the importance of mitigating the risk to first responders outweighs the minimal inconvenience this change may impose on small drone owners, and justifies implementation without a prior public comment period.The FAA will consider comments from the public on this Interim Final Rule, and will then review any submissions to determine if the provisions of the ultimate Final Rule should be changed. The 30-day comment period will end on March 15, 2019. To submit comments, go to http://www.regulations.gov and search for RIN 2120-AL32.As Transportation Secretary Elaine Chao promised last month, today the FAA also posted proposed new rules to let drones fly routinely at night and over people, and to further integrate them safely into the nations airspace. The comment period for these proposals begins tomorrow and will end April 15.
