JANUARY/FEBRUARY 2003
AVIATION SAFETY FROM COVER TO COVER
Cover Story: All A Matter of Scale JANUARY/FEBRUARY 2003
U.S. Department of Transportation Federal Aviation Administration VOLUME 42 • NUMBER 1 FEATURES Norman Y. Mineta, Secretary of Transportation Marion C. Blakey, Administrator Nicholas A. Sabatini, Associate Administrator All a Matter of Scale for Regulation and Certification 1 James Ballough, Director, Flight Standards Service 10 Special Interest NOTAMS Robert A. Wright, Manager, General Aviation and Commercial Division “VFR Flight Not Recommended” H. Dean Chamberlain, Acting Editor 11 Louise C. Oertly, Senior Associate Editor A. Mario Toscano, Associate Editor/Art Director 20 From the Logbook: The Worst Mistakes Deidria Shaw, Administrative Assistant 22 Do You Still Remember How to Do It? 27 All in the Approach The FAA’s Flight Standards Service, General Aviation and Commercial Division, Publications Safety First: Staying Proficient Branch, AFS–805, Washington, DC 20591; tele- 29 phone (202) 267–8212, FAX (202) 267–9463; pub- lishes FAA AVIATION NEWS in the interest of flight 32 Can I Take It with Me? safety. The magazine promotes aviation safety by calling the attention of airmen to current technical, regulatory, and procedural matters affecting the safe DEPARTMENTS operation of aircraft. Although based on current FAA policy and rule interpretations, all printed material herein is advisory or informational in nature and should not be construed to have regulatory effect. Medical Stuff: Doing Things Right The FAA does not officially endorse any goods, 18 services, materials, or products of manufacturers that may be mentioned. Certain details of acci- So, You Thought You Had a Current Medical? dents described herein may have been altered to protect the privacy of those involved. 30 Famous Flyers: A Dream of Wings The Office of Management and Budget has approved the use of funds for the printing of FAA AVIATION NEWS. 33 Runway Safety Corner: Airport Diagrams
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✳✳✳✳✳✳✳✳✳✳✳✳✳✳3–DIGIT 342 FAN SMITH212J JUN96 R 1 423✳ FRONT COVER: Claude McCullough JOHN SMITH adjusts the engine in his scratch-built 212 MAIN ST FORESTVILLE MD 20747 model WACO S3HD. (Mark Lanterman photo courtesy of Model Aviation)
BACK COVER: Global Hawk, the U.S. http://www.faa.gov/avr/afs/news/index.cfm Department of Defense’s newest un- manned air vehicle. (Norththrop Grumman Corporation photo)
A DOT/FAA FLIGHT STANDARDS SAFETY PUBLICATION H. Dean Chamberlain photo by H. Dean Chamberlain eality has surpassed fiction. conditions the resulting steady ocean That idea is not as absurd as Remember the yesteryear breeze could provide good, strong, some may think. One unmanned air- photos of kids building model smooth lift for hours along the wide craft has flown from the U.S. across R aircraft in their bedrooms out cliff face. the Pacific to Australia. The U.S. mili- of balsa wood and silk. How times Life was simpler in those days. At tary is using remote-controlled un- have changed. To illustrate the that time, pilots flew “real” aircraft, manned vehicles in its war on terror- change, one day more than 25 years while modelers flew radio-controlled ism. An unmanned cruise missile can ago, I flew a radio-controlled (R/C) aircraft. How times have changed. fly hundreds of miles and hit a target glider at San Diego’s Torrey Pines Now, both modelers and “real people” using GPS to navigate. With today’s Gliderport. The cliffs at Torrey Pines fly model aircraft and real aircraft by technology, a remotely-piloted (the po- and the Pacific Ocean breezes that remote control. Now the world of the litically correct term) aircraft can be flow up and over the cliffs made this remote-controlled aircraft is only a radio-controlled, or have an au- site a great location for R/C model matter of scale. At a recent radio- tonomous flight control system on- gliders and the then new full-size hang controlled model airplane club open board that can fly a predetermined gliders with their intrepid human pilots house, the R/C “pilots” referred to flight profile, or have a combination of suspended beneath the colorful craft. “real” aircraft flying overhead as full- both systems so the autonomous air- The site also had a cable winch launch scale. Things have advanced to the craft can be redirected in flight if nec- capability for full-size piloted gliders. point where the only question in some essary by data link from another air- What made that site so good, particu- people’s minds is when will the first re- craft or satellite. Things have larly for the smaller R/C model gliders mote-controlled or autonomous non- progressed to the point where, ac- and the much larger hang gliders, was piloted aircraft carry its first commer- cording to one magazine, the U.S. Air the fact that with the right weather cial passenger. Force is concerned how its pilots and
JANUARY/FEBRUARY 2003 1 The Predator Unmanned Aerial Vehicle (UAV) flies above the USS Carl Vinton (CVN 70) on a simulated Navy reconnaissance flight headed by Command Carrier Group One about 100 miles off the San Diego coastline. Predator has a wingspan of 48.4 feet, a length of 26.7 feet and weighs approximately 1,500 pounds when fully fueled. Cost of the aircraft is around 3.2 million dollars. Average speed is approximately 70 knots. (U.S. Navy photo by PH3 Jefffrey S. Viano) those who support piloted aircraft will happen. But such aircraft will be sub- manned R/C aircraft by definition. If it react to the continued development of ject to regulation. is not manned, it is not an ultralight. It unmanned aircraft to include the pos- They will be regulated both for is an aircraft subject to the same rules sibility of a future unmanned bomber your protection and the protection of as all aircraft. and other aircraft types. Are pilots those on the ground. A basis for that If you still think the idea of un- going to soon join the Dodo bird on requirement is contained in the FAA’s manned aircraft flying is too futuristic, the extinct list? Only time will tell. definitions in the Code of Federal Reg- then you did not see the May 29, Not only has the progress of ulations (CFR), title 14, part 1, Defini- 2002, NASA Ames Research Center’s radio-controlled aircraft development tions and Abbreviations. The FAA def- news release announcing it had raised issues within the U.S. Air Force, inition of “aircraft means a device that “...signed an agreement to explore de- but also it has raised one issue within is used or intended to be used for velopment of a world-class center de- FAA about the use of such craft in the flight in the air.” Nowhere in that defi- signed to investigate science and National Airspace System (NAS). nition does it say the device has to be commercial applications of unmanned Someday, you may hear an air traffic manned. Under this definition, a small aerial vehicles (UAVs) equipped with controller issuing you a traffic advisory or reduced scale aircraft such as a high-resolution digital imaging sys- about an unmanned vehicle at 12 o’- R/C model aircraft is just that. It is an tems.” The center’s program will in- clock and three miles. Before you aircraft subject to rules governing its clude working with FAA on how to op- panic, that aircraft may also have sen- operation in the NAS. For those who erate in the National Airspace (NAS). sors onboard to help it “see” and might argue that a 14 CFR part 103 Currently, a NASA Ames research avoid you. Now who has the right of ultralight vehicle is not an aircraft by team is working on a $3.76 million way? definition, the definition of an ultralight project to test the commercial use of a If the idea of flying crosscountry includes the requirement for solar-powered UAV in the NAS. The with an unmanned aircraft near your “...manned operation in the air by a largest U.S. coffee plantation located aircraft bothers you, you might as well single occupant.” Therefore, an ultra- on the Hawaiian Island of Kauai will be start getting use to the idea. It may light vehicle could not be an un- the test site.
2 FAA Aviation News So how did the line between Maryland-based Chesapeake Bay being able to walk to your crash site to radio-controlled model aircraft, such Radio Control Club (CBRC) showed pick up your aircraft rather than “fly- as gliders, airplanes, and helicopters, the diversity of what I would call the ing” to your crash site then being car- become so blurred with aircraft capa- traditional R/C aircraft, and how things ried out. ble of carrying weapons, crossing an have changed in the last 25 years. Although R/C aircraft don’t share ocean, doing commercial aerial imag- As I have been saying, the line be- the same personal risks for their pilots ing, and potentially carrying passen- tween traditional R/C scaled aircraft in a crash as full-scale aircraft, they do gers? In one word, the answer is and full-scale aircraft has become very share many of the same problems as technology. Technology, such as digi- blurred. For those who still think R/C full-scale aircraft. For example, the tal control units, data link, digital com- aircraft are your simple, small models CBRC’s airfield shares the same de- puters, satellites, and more efficient with limited control functions, you are velopment issues as all airports. Al- power sources, is responsible for blur- in for a major surprise. You should though on Maryland State property, ring that line. see some of the newest R/C aircraft. the airfield is bordered by a housing As an example, the July-August Not only are these aircraft more so- development on one side and a 2001 issue of FAA Aviation News pub- phisticated, but they are fast and get- church and school on the opposite lished a photograph of a R/C 1/6- ting bigger and bigger. For example, side. As a result, aircraft noise is an scale model of the F-86 jet aircraft two of the club members arrived at issue. Like many full-scale airports, John Glenn flew in the Korean Con- the airfield with their cargo trailers in the CBRC has operating restrictions, flict. Built by FAA Aviation Safety In- tow and their aircraft suspended from such as when fuel-powered R/C air- spector Rene Alvarez in Miami, the 1/6 the walls of the trailers. The idea is to craft can fly. Because of the church, scale model was powered by a real protect their aircraft’s large wingspans. Sunday flight hours for fuel-powered miniature jet engine that burned Jet A Tool kits and aircraft spare parts were aircraft begins at 11:00 a.m. The fuel. Even in discussing such aircraft also stored in the trailers. One trailer good news for some CBRC members and their engines, it is hard to find the included a workshop so that field re- is that they have electric (battery) pow- terminology to describe the aircraft. In pairs could be made in case of a ered aircraft and gliders that can be the above example, wouldn’t a minia- crash. flown during quiet hours. Then there ture engine be real—just smaller? If you have to have a crash, a R/C is the chance of a run-away aircraft How many “unreal” miniature jet en- crash is the type to have. One club and an off-airfield landing. Like in real gines can there be? See what I member, Steve Barnett, noted that life, sometimes electronics failure, mean? The old adage of if it looks like R/C pilots walk to their crash sites. radio interference, or pilot error causes a duck, walks like a duck, and quacks They don’t arrive at the scene of the a loss of control situation. Then the like a duck, may no longer apply. crash in their aircraft. He had a good fuel capacity and stability of the air- A recent visit to the airfield of the point. There is a lot to be said about craft determines the landing site of the
This modeler conducts a check of his equipment. The aircraft is restrained to prevent the aircraft from moving. H. Dean Chamberlain photo
JANUARY/FEBRUARY 2003 3 out of control scale aircraft. Although we are talking about re- duced-scaled aircraft, these aircraft are not without certain risks. Anytime you have high-speed rotating pro- pellers and rotor blades you have a potential danger. Add in the speed and mass of some of these scale or model aircraft, which may weigh up to 55 pounds, and you can begin to see some of the risks you face if the air- craft strikes someone. Serious injury is possible. To avoid such risks while promot- ing the participation in R/C activities, the CBRC is a member of and follows the rules of the Academy of Model Aeronautics (AMA). According to the AMA’s Internet web site, it is the world’s largest sport aviation organiza- tion with a membership of more than 170,000. It sanctions more than 1,000 model competitions across the country each year. It also certifies offi- cial model flying records on a national and international level. It says it is the chartering organization for more than 2,500 model airplane clubs in the U.S. The Muncie, Indiana, based organiza- tion officially sanctions charter clubs’ contests, provides insurance, and helps get and keep flying sites. AMA also represents modeler’s interests with the FAA, the Federal Communi- cations Commission, and other gov- ernment groups both at the Federal level as well as with local governments and their subdivisions. AMA is a member of the National Aeronautic Association and represents U.S. mod- elers’ interests in international aero- modeling activities. AMA’s safety standards sound like the FAA’s air show standards. ABOVE: The new RQ-4A Global Hawk unmanned aerial vehicle flies through the sky Like real-scale air shows with their during its maiden voyage here April 23. The Global Hawk is designed to provide battle- FAA mandated crowd control lines field commanders with near real-time, high-resolution, reconnaissance imagery. Flying and air show lines designed to protect at extremely high altitudes, Global Hawk can survey large geographic areas giving mili- the crowd in the event of an out of tary decision-makers the most current information. (U.S. Air Force photo) control aircraft, AMA safety rules are designed to protect spectators and BELOW: The second Tier III Minus DarkStar high altitude endurance unmanned air ve- property owners at AMA sanctioned hicle flies over the NASA Dryden Flight Research Center, Edwards Air Force Base, events. AMA has specific regulations Calif., on June 29, 1998. The vehicle took off from the Air Force Flight Test Center at for each type of activity, since AMA Edwards at 6:14 a.m. (PDT). During the 44-minute flight, the vehicle achieved an alti- aircraft events may involve control line tude of approximately 5,000 feet and completed pre-programmed basic flight maneu- aircraft, internal combustion powered vers. The system successfully executed a fully autonomous flight from takeoff to land- aircraft, R/C controlled aircraft as well ing utilizing the differential Global Positioning System. NASA photo by Carla Thomas. as turbine engine powered aircraft,
4 FAA Aviation News and aircraft ranging from rubber-band keep a model aircraft from getting towards me, everything became back- or electric powered aircraft up to away from its operator while the air- wards. Much like flying a back-course large scale aircraft weighing up to 55 craft’s engine is being started. CBRC localizer instrument procedure where pounds. Failure to comply with the has also installed fencing between its you have to remember to fly away appropriate regulation jeopardizes the operating areas and the spectator from the VOR needle instead of to- AMA liability protection in case of an area to capture any run away aircraft wards the needle if your aircraft does accident. In today’s world, the poten- before it could possibly hit a spectator not have a BC selection capability, so tial loss of liability insurance is a sig- or vehicle. CBRC also follows the it was with me flying the glider towards nificant sanction and a great motiva- AMA safety code regarding how and me. Several times, I almost lost con- tor for AMA clubs to abide by the where its aircraft can be flown with trol of the glider. Fortunately for me, AMA safety procedures. AMA’s insur- spectators present. As with the FAA’s the owner was standing near me to ance protection includes not only lia- air show rules, AMA modelers are ex- take control of the R/C command bility, but also accident medical cov- pected to turn their aircraft away from module. The good thing about erage, plus fire, vandalism, and theft the crowd if under control. The rules progress is that today many R/C flight coverage. also list a maximum permissible take- instructors use a system they call a Rule Two in the General section of off weight of models, including fuel, of “Buddy Box.” Two control modules the Official AMA National Model Air- 55 pounds. This weight limitation can are wired together so the instructor craft Safety Code (see page six) is im- be exceeded if the pilot complies with can, by simply releasing the “trainer portant for full-scale aircraft and air- the requirements outlined in the AMA button,” regain control of the student’s ports. It states that AMA members rules. The rules also require new or aircraft when it gets into a less-than- will not fly their models higher than repaired radio-controlled models to be desirable attitude, thereby avoiding a approximately 400 feet within three successfully test flown before being crash and returning the student’s air- miles of an airport without notifying flown with spectators. These are only craft to straight and normal flight. the airport operator. AMA members a few of the many AMA safety rules (There must be a term used to identify will also give the right-of-way to and designed to promote the safety of R/C those who control scale models. “Pi- avoid flying in the proximity of full- activities. lots” is becoming confusing.) These scale aircraft. When asked what it costs to be- are especially good for FAA certifi- The other rules establish safety- come a R/C modeler, CBRC-member cated pilots for the reasons listed. Ac- operating procedures for all of the Ray Stinchcomb said it varies by the cording to some CBRC members, types of model aircraft listed. To avoid type of aircraft flown and the capabili- FAA-certificated pilots try to put them- confusion between model aircraft and ties of the R/C equipment installed. A selves in the model. Non-certificated full-scale aircraft, AMA defines a typical or average aircraft could cost “pilots” and the latest computer-gen- model aircraft in its Safety Code 7 in about $150 to $200 and the minimum eration of young modelers don’t seem the General section “...as an aircraft accessories could add another $100 to have this problem as much as older with or without engine, not able to or $200. Based upon these esti- FAA-certificated pilots. Non-pilots and carry a human being.” mates, someone could get a good computer kids just learn to fly the R/C As with the operation of full-scale system for less than $400 to $500. aircraft without trying to transform aircraft, AMA’s rules and those of the However, your imagination and the themselves into miniature pilots flying CBRC are designed to protect opera- dollar amount you are willing to spend scaled aircraft. tors, other members, and any specta- are the only real limits. In closing, AMA is more than just tors. For example, the CBRC installed And what does 25 years and the about flying model aircraft. It provides tubular restraints made from plastic computerization of the world bring to many programs and benefits for its water pipe into the ground to help R/C aircraft today. Remember I members including up to $20,000 this started this overview of year in scholarships to graduating high ACADEMY OF MODEL AERONAUTICS R/C aircraft by talking school seniors. In addition to provid- about flying a R/C glider ing scholarships, AMA is actively in- INFORMATION at Torrey Pines in Califor- volved in many local school programs nia. Like many certifi- designed to teach children and young For more information about the Academy of cated pilots, I remember adults about model aircraft and flight. Model Aeronautics (AMA), you can visit its Internet trying to visualize the There is even a Model Aviation Hall of web site at www.modelaircraft.org. AMA’s address view from the cockpit Fame. To start on your own road to is 5161 E. Memorial Drive, Muncie, IN 47302. Its that I would see if I were the Model Aviation Hall of Fame, you telephone number is 765-287-1256. FAX: 765-289- in the aircraft. This can contact your local hobby shop, 4248. To help you find the nearest AMA model air- worked great when I was your local AMA club, or the AMA in craft club; AMA’s web site includes a national flying outbound away Muncie to learn more about the chal- search capability by state for the nearest AMA club. from myself. But when I lenges of R/C aircraft. turned the glider inbound 5 JANUARY/FEBRUARY 2003 5 2003 Official AMA National Model Aircraft Safety Code Effective January 1, 2003 Model Flying MUST be in accordance with this Code in order for AMA Liability Protection to apply
GENERAL or with gaseous boosts, in which gases other than air enter 1) I will not fly my model aircraft in sanctioned events, their internal combustion engine(s); nor will I operate models air shows, or model flying demonstrations until it has been with extremely hazardous fuels such as those containing proven to be airworthy by having been previously, success- tetranitromethane or hydrazine. fully flight tested. 7) I will not operate models with pyrotechnics (any de- 2) I will not fly my model higher than approximately 400 vice that explodes, burns, or propels a projectile of any kind) feet within 3 miles of an airport without notifying the airport including, but not limited to, rockets, explosive bombs operator. I will give right-of-way and avoid flying in the prox- dropped from models, smoke bombs, all explosive gases imity of full-scale aircraft. Where necessary, an observer (such as hydrogen filled balloons), ground mounted devices shall be utilized to supervise flying to avoid having models launching a projectile. The only exceptions permitted are fly in the proximity of full-scale aircraft. rockets flown in accordance with the National Model Rock- 3) Where established, I will abide by the safety rules etry Safety Code or those permanently attached (as per for the flying site I use, and I will not willfully and deliber- JATO use); also those items authorized for Air Show Team ately fly my models in a careless, reckless and/or danger- use as defined by AST Advisory Committee (document ous manner. available from AMA HQ). In any case, models using rocket 4) The maximum takeoff weight of a model is 55 motors as a primary means of propulsion are limited to a pounds, except models flown under Experimental Aircraft maximum weight of 3.3 pounds and a G series motor. Note: rules, [Document Number 549*]. A model aircraft is defined as an aircraft with or without en- 5) I will not fly my model unless it is identified with my gine, not able to carry a human being. name and address or AMA number, on or in the model. 8) I will not consume alcoholic beverages prior to, nor Note: This does not apply to models while being flown in- during, participation in any model operations. doors. 9) Children under 6 years old are only allowed on the 6) I will not operate models with metal-bladed propellers flight line as a pilot or while under flight instruction.
Bob Benjamim’s Taylorcraft, a model aircraft he built from own plans, during takeoff. (Mark Lanterman photo courtesy of Model Aviation)
6 FAA Aviation News 2. All officials will be off the course except for the starter RADIO CONTROL and their assistant. 1) I will have completed a successful radio equipment 3. “On the course” is defined to mean any area beyond ground range check before the first flight of a new or re- the pilot/staging area where actual flying takes place. paired model. B. I will not fly my model aircraft in any organized racing 2) I will not fly my model aircraft in the presence of event which does not comply with paragraph A above or spectators until I become a qualified flier, unless assisted by which allows models over 20 pounds unless that competi- an experienced helper. tion event is AMA sanctioned. 3) At all flying sites a straight or curved line(s) must be C. Distance from the pylon to the nearest spectator (line) established in front of which all flying takes place with the will be in accordance with the current Competition Regula- other side for spectators. Only personnel involved with fly- tions under the RC Pylon Racing section for the specific ing the aircraft are allowed at or in the front of the flight line. event pending two or three pylon course layout. Intentional flying behind the flight line is prohibited. 11) RC Night Flying is limited to low performance mod- 4) I will operate my model using only radio control fre- els (less than 100 m.p.h.). The models must be equipped quencies currently allowed by the Federal Communications with a lighting system that clearly defines the aircraft’s atti- Commission. (Only properly licensed Amateurs are author- tude at all times. ized to operate equipment on Amateur Band frequencies.) 5) Flying sites separated by three miles or more are FREE FLIGHT considered safe from site-to site interference, even when 1) I will not launch my model aircraft unless at least 100 both sites use the same frequencies. Any circumstances feet downwind of spectators and automobile parking. under three miles separation require a frequency manage- 2) I will not fly my model unless the launch area is clear ment arrangement which may be either an allocation of of all persons except my mechanic and officials. specific frequencies for each site or testing to determine 3) I will employ the use of an adequate device in flight to that freedom from interference exists. Allocation plans or in- extinguish any fuses on the model after it has completed its terference test reports shall be signed by the parties in- function. volved and provided to AMA Headquarters. Documents of agreement and reports may exist between (1) two or more CONTROL LINE AMA Chartered Clubs, (2) AMA clubs and individual AMA 1) I will subject my complete control system (including members not associated with AMA Clubs, or (3) two or safety thong, where applicable) to an inspection and pull more individual AMA members, [Document Number 551*]. test prior to flying. Pull test will be in accordance with the 6) For Combat, distance between combat engagement current Competition Regulations for applicable model cate- line and spectator line will be 500 feet per cubic inch of en- gory. Models not fitting a specific category as detailed shall gine displacement. (Example: .40 engine = 200 feet.); elec- use those pull test requirements for Control Line Precision tric motors will be based on equivalent combustion engine Aerobatics. size. Additional safety requirements will be per the RC 2) I will assure that my flying area is safely clear of all util- Combat section of the current Competition Regulations. ity wires or poles. 7) At air shows or model flying demonstrations a single 3) I will assure that my flying area is safely clear of all straight line must be established, one side of which is for non-essential participants and spectators before permitting flying, with the other side for spectators. my engine to be started. 8) With the exception of events flown under AMA Com- 4) I will not fly a model closer than 50 feet to any electri- petition rules, after launch, except for pilots or helpers cal power line. being used, no powered model may be flown closer than 25 feet to any person. GAS TURBINE 9) Under no circumstances may a pilot or other person 1) I will not operate any turbine engine (axial or centrifu- touch a powered model in flight. gal flow) unless I have obtained a special waiver for such specific operations. Organized RC Racing Event 2) I will fly my model in compliance with all requirements 10) An RC racing event, whether or not an AMA Rule specified in AMA Safety Regulations for Model Aircraft Gas Book event, is one in which model aircraft compete in flight Turbines, [Document Number 513*], at all times. over a prescribed course with the objective of finishing the course faster to determine the winner. GIANT SCALE RACING A. In every organized racing event in which contest- 1) I will fly my model in compliance with all requirements ants, callers and officials are on the course: specified in AMA Required Safety Standards for Giant Scale 1. All officials, callers and contestants must properly Racing, [Document Number 535*], at all times. wear helmets, which are OSHA, DOT, ANSI, SNELL or NOCSAE approved or comparable standard while on the • Document Numbers refer to the AMA web site race course. Document Number.
JANUARY/FEBRUARY 2003 7 Radio-controlled Aircraft Safety H. Dean Chamberlain photos
Clockwie, from right: Frequency control board. Below, right, the aircraft is prevented from moving by the two posts that are firmly anchored to the ground. The safety barrier visible in the background protects the spectators and other modelers from runaway aircraft on the ground. Below, left, the pilot and safety spotters must stand behind the pilot station safety barriers. ➔ The transmitter im- pound combined with the frequency control board prevent accidents caused by frequency conflicts.
8 FAA Aviation News Pilot and instructor prepare for takeoff as they move behind the pilot station safety barrier. ➔ Pilot and instructor conduct equipment check as they move clear of the safety barrier toward the runway.
Properly restrained aircraft with its ground equipment organized for safe handling.
➔ Aircraft operations are conducted parallel to the flight line in front of the pilot stations
JANUARY/FEBRUARY 2003 9 Special Interest NOTAMS
from NASA’s Aviation Safety Reporting System Callback
ince the events of September to [home airport]. When I had quences, including intercept by mili- 11, 2001, the National Flight departed [home airport] there tary aircraft and other traumatic out- S Data Center NOTAM sys- were no new TFRs in effect. comes. Air carrier as well as GA air- tem—always an important However, during my time at non- craft are subject to lost com- source of timely flight information— tower airport, the FAA had is- munications events, as described by has become even more crucial to sued the TFR around all power this ASRS report. flight planning. Many new NOTAMS plants. After returning I became • Suspect moderate turbulence are in effect including, but not limited aware of these TFRs. The non- caused multiple failures of Com to, the following: controlled field was in a private 1 and Com 2 [radios]. At least community within the 10-mile four calls to ATC gave no re- • Rules against circling or loitering ring of the power plant... I sponse. Switching to Number 2 over nuclear sites, power plants, should check NOTAMS before Com brought initial relief fol- dams, refineries, military sites, every leg, not just the first. I had lowed by further failure while de- industrial complexes, and similar 1200 in the transponder and scending into [destination air- facilities Guard 121.5 in the com [radio] port]. Blind transmissions • Monitoring of Guard frequency during my flight. indicating our listening watch on (121.5 MHz) and understanding Guard (121.5 MHz) were heard of intercept procedures Rethink Training and Flight Routes by ATC. [Our] reply again ap- • Temporary Flight Restrictions • While conducting a low-level peared to be unanswered. Ap- (TFRs) over major professional cross-country, our aircraft over- proach Control, when communi- or collegiate sporting events or flew what I thought was an auto cations were re-established, other major open air assemblies salvage yard. There are a great gave handoff to Tower about 30 • Special TFRs concerning flight number of these on the route nm from Runway 16. A follow- over some cities, especially the we fly for this training. Coming up call indicated that ATC had a Washington, DC area over one of these ‘junk yards,’ I brief security concern... due to • Restricted airspace over wher- noticed a great number of peo- lost com and aircraft altitude ever the President or Vice Presi- ple and realized it was a flea and progress toward airport... dent happen to be market! A part of [Special Further lost com could have • New rules for operating into and NOTAM] is not to operate lower launched a potential intercept. out of Mexico and Canada than 3,000 feet and within three The flight crew suspected a • New rules for foreign aircraft. Nautical Miles (NM) of major loose radio rack as the cause of the open air assemblies. Not sure if lost communications. Many air car- Because notices, restrictions, and a flea market falls under this, but rier and GA pilots are planning ahead advisories may change at any time there sure were a great number for the possibility of radio failure by and without warning, it is no longer of people. We remained clear of carrying backup communications de- enough to obtain NOTAMS before a schools, power plants, etc., but vices on flights. The most common flight. Pilots should now check NO- this one caught us off guard... devices are cell phones and hand- TAMS before each leg of a planned No excuse, just some back- held transceivers. flight. Current NOTAMS are available ground... Maybe we need to re- from Flight Service Stations at 1-800- think our routes for this training The Bottom Line WX-BRIEF or at the FAA web site in light of the current security sit- • Better information gathering,
10 FAA Aviation News “VFR Flight Not Recommended” A study of weather-related fatal aviation accidents (1995-2000)
by Douglas C. Pearson
he National Weather Service part of this briefing, the FSS specialist weather-involved accidents repre- Vision states a need to makes a recommendation on the ap- sented 36.6 percent of the total acci- “strive to eliminate weather- propriateness of a flight under Visual dents. Similarly, in 1996 the Aircraft T related fatalities.” Their Flight Rules (VFR). If weather is ob- Owners and Pilots Association (AOPA) theme for 2002 was “Working To- served or forecast to be Marginal VFR Air Safety Foundation completed an gether to Save Lives.” The yearly av- (MVFR) or Instrument Flight Rules extensive study of general aviation ac- erage for weather-related fatalities in (IFR), and VFR flight is doubtful, the at- cidents for the period 1982-93. AOPA general aviation is comparable to tendant will advise the pilot “VFR Flight results showed a decline in the per- weather fatalities due to lightning, tor- Not Recommended (VNR).” MVFR or cent of weather-involved fatal acci- nadoes, and floods combined, 230 IFR conditions were a factor in nearly dents, from a high of 43 percent in and 213, respectively. From 1995 to 70 percent of the weather-related fatal 1982 down to a low of 24 percent in 2000, 4,018 people died in general accidents. In many of these cases, 1991. Despite the general downward aviation and small commuter aviation the pilot either chose to ignore the in- trend, weather-involved accidents av- aircraft accidents, of which weather- formation provided at the weather eraged 34 percent. Both of these related accidents accounted for 1,380 briefing or inadvertently flew into ad- studies also concluded that low ceil- deaths. Essentially, the NTSB cited verse IFR weather. ings, fog, and attempted VFR flight weather as a factor in three of every This is not just a recent problem. into Instrument Meteorological Condi- 10 fatal aircraft accidents during this In a 1974 National Transportation tions (IMC) were the most frequently period. These weather-related acci- Safety Board (NTSB) report, Special cited cause or factor in weather-in- dents accounted for 34 percent of the Study of Fatal Weather-involved Gen- volved fatal general aviation accidents. fatalities. eral Aviation Accidents, the NTSB This quote from the August 1974 cited 2,026 fatal weather-involved ac- NTSB study is just as applicable today The Federal Aviation Administra- cidents that killed 4,714 from 1964- as it was 28 years ago: tion’s (FAA) Flight Service Manual re- 72. (Weather-related or weather-in- “These accidents occurred with quires Flight Service Stations (FSS) to volved fatal accidents refer to disturbing regularity despite im- use National Weather Service (NWS) accidents in which the NTSB deter- provements in aircraft, instrumen- data and products when providing pi- mined weather to be a cause or con- tation, training, training facilities, lots with a flight weather briefing. As tributing factor in the accident.) These the air traffic control system,
JANUARY/FEBRUARY 2003 11 weather facilities, weather serv- pilot capabilities. sample size. Furthermore, FAA NAS- ices, and navigational aids.” From 1995-2000, there are 2,605 DAC recommends using the most re- Weather-involved fatal accidents NTSB records documenting fatal air- cent five years for safety analysis and have consistently represented 30-36 craft accidents. From these records, monitoring because the aviation in- percent of total fatal accidents, and al- only those accidents that occurred in dustry is so dynamic and impacted by though there has been a slight down- the United States (including Alaska technology. ward trend over the past 28 years, and Hawaii) and its coastal waters The review process initially in- there remains a need to dramatically were counted. Thus, 293 accidents volved accessing the NTSB accident reduce these numbers. were eliminated because the NTSB database and doing a sort by year for listed them as occurring outside the all fatal accidents. The accident sum- Methodology/Data Analysis United States. Additionally, nine major mary, the NTSB determined cause, air carrier accidents were eliminated, and the full narrative were reviewed The objective of this study was to as was one duplicate record. The re- and the data classified. If weather quantify the significance of adverse maining 2,302 fatal accident reports was cited as a cause or factor then weather on fatal accidents involving and NTSB conclusions were thor- the following information was recorded small aircraft that fall within the cate- oughly reviewed using the NTSB and and tabulated on a spreadsheet: gory of general and commuter avia- the FAA National Aviation Safety Data Date, number of fatalities, total tion. The magnitude of this sector of Analysis Center (NASDAC) web sites pilot time, weather briefing source, aviation is extensive with over 200,000
# ACCIDENT ACFT # ACCIDENT ACFT - WX AS FACTOR # FATALITIES # FATALITIES - WX AS A FACTOR Figure 1. Totals, by year, showing number of fatal accident aircraft, number of fatalities, weather- related accident aircraft and weather-related fatalities.
12 FAA Aviation News weather was cited as a cause or fac- drafts/downdrafts, tailwind/cross- Results tor in 697 fatal accidents. Note that in wind, and other. some cases weather was not listed as Each of these accidents was also The results of this study focus on a cause or factor, but was adverse at crosschecked using the FAA NAS- quantifying the significance of adverse the time of the accident. These cases DAC database to verify information weather in fatal aircraft accidents, were not included in the totals cited in and in some cases supplement the highlighting the long term nature of this study, but were kept on a sepa- data collection. this problem, and compiling data so rate data sheet. Also, environmental Data were analyzed and summa- targeted recommendations can be conditions that favored carburetor rized by month, by year, and averaged identified. A quick look at the statis- icing and high density altitude were over the period of record (1995-2000). tics for the last six years, as presented not included in this study but, again, Each fatal accident report was evalu- in Figure 1, shows the numbers to be were included on the separate data ated to determine the single most fairly consistent. There were typically sheet. Finally, there were 36 accident likely weather event. Other weather 350-400 fatal accidents per year dur- reports that had not been finalized, phenomena existing at the time were ing this period, with over 600 fatalities. most of these from 2000. Each of labeled as two, three, and so on. Weather was a cause or con- these preliminary reports was evalu- Also, the impact of low ceilings and tributing factor in approximately 100 of ated and only the obvious weather-re- fog was considered as related weather these accidents and accounted for lated accidents were included in this events and combined into one cate- over 200 fatalities each year. These study. gory. Similarly, all wind related (turbu- data provide convincing evidence that The final total reflects a conserva- lence, updrafts/downdrafts, and tail- adverse weather still plays a significant tive summary of weather-related fatal wind/crosswind) fatal accidents were role in the day to day operations and accidents using the following adverse combined. These categorizations decision making for pilots. weather phenomena: were done to simplify the results and Figure 2 is a percentage represen- Low ceiling, fog, rain, snow, turbu- enable the recommendations to be tation of the values presented in Figure lence, thunderstorms, icing, up- targeted towards a few key areas. 1 and shows that targeting adverse
JANUARY/FEBRUARY 2003 13 weather can provide a focus for ad- all surface observations across the the pilot by the servicing FSS. There dressing 30 to 35 percent of the acci- country, the aviation forecast products are nearly 3,000 FSS personnel pro- dents and fatalities. These results are and terminal forecasts produced at viding weather briefing support. It is consistent with earlier studies (NTSB each of the 120 NWS Weather Fore- the responsibility of FSS personnel to 1974 and AOPA 1996). The concern cast Offices, and the NWS Aviation provide the pilot with the latest avail- here is that in spite of a reduction in Weather Center (AWC)’s advisory bul- able flight weather data prior to his/her the total number of fatalities over the letins which include convective SIG- making the decision to fly. Of the 697 past 28 years, the percentage of these MET’s and AIRMET’s for IFR/mountain weather-related fatal accidents, the fatalities that is directly related to obscuration and turbulence/icing. Ad- NTSB cited FSS support as a con- weather has remained relatively stable. ditionally, Center Weather Advisories tributing factor in only five of the fatal By examining the primary causes and and Meteorological Impact State- accidents. factors involved in these fatalities, the ments are issued as needed by each A third area involves the extensive focus of a corrective effort can quickly of the 21 Center Weather Service Air Traffic Control (ATC) system and be narrowed down. Units collocated at FAA Air Route Traf- the 17,000 plus personnel directing In reviewing each of the 697 fic Control Centers. In these acci- aircraft. The controllers provide vital weather-related fatal accidents, there dents, the NTSB cited NWS related assistance to the pilot once he/she is were four causal links the NTSB re- weather support to be a contributing airborne. When a pilot inadvertently peatedly addressed in their reports. factor in only two of the accidents. flies into adverse weather, the con- One area reviewed was the quality of Another causal link addressed by trollers can be the life-saving link in NWS forecast support. This includes the NTSB is the support provided to getting the aircraft down safely. In the
14 FAA Aviation News accidents reviewed, ATC support was pilots don’t understand? Be- ous force that works to flaw our faulted as a cause or contributing fac- cause so many of these accidents rational decision making. I’ll use tor nine times. Thus, these three were fatal, there are few surviving the technical terminology of “it causal links account for a very small pilots to answer the question.” worked last time” to describe the fraction of weather-related fatal aircraft In presenting this same issue, the force. Whether it is inadequate accidents. FAA Aviation News published an arti- preflight planning, pushing a fuel The final causal link is the pilot. cle entitled “SIGMET’s, AIRMET’s, supply, or taking a “look see” at The decision making process and er- Thunderstorms, and the Force.” forecast bad weather, the force rors made by the pilot dominate the Though another weather-related acci- often starts out weak and allows NTSB findings. The most common dent is highlighted, the “Force” ad- bad decisions to pass. But with pilot error was continued flight into dresses the mysterious decision mak- each exposure the force strength- IMC, often resulting in loss of control ing process that faces every pilot: ens and further clouds good deci- due to spatial disorientation. The “Unfortunately there is an insidi- sion making. Eventually the force NWS is doing its job well, the FSS personnel are providing excellent briefings, and the ATC personnel are very professional in their handling of aircraft. It is impossible to discern the exact number of lives saved, but, col- lectively, these agencies are saving lives every day when a pilot makes a “smart decision” based on available weather data or properly uses these services once in flight. But for all the technological advances, the advance- ments in forecasting, improved air- craft, rapid communication of data, and better automation in the ATC sys- tem, safe flying still boils down to the decision making process and skill of the pilot. Figure 3 provides a summary of the weather conditions most likely to cause these fatal accidents and can help the pilot focus his/her decision making process. On the one hand, pilots most certainly have a greater understanding of the intensity and in- herent danger of a thunderstorm. They respect what ice can do to an airplane’s aerodynamics. But it’s the relatively tame, and more frequently occurring, clouds and fog that are contributing to 63 percent of the weather-related fatal accidents. When this factor is combined with rain and snow, another player in the restriction of visibility, IMC problems account for nearly 70 percent of all weather-re- lated fatal accidents. Simply stated, these pilots died because they could not see where they were going! The AOPA’s 2000 Nall Report stated the same perplexing question when addressing VFR flight into IMC: “What is it about the fact that they can no longer see the ground that
JANUARY/FEBRUARY 2003 15 demands a high fee and catches and aviation weather-related deaths. om/hazstats.shtml>. Analyzing data the unwary off guard.” These data show the key role the in these two groups is not a direct This bad decision making process NWS plays in two essential areas of comparison. Causes related to these often plays a role when dealing with public support. By measuring the fatalities and decision-making the effects of wind, the second most number of fatalities, it is easy to see processes involved are quite different. significant category of weather that where weather impacts the general Sometimes severe weather strikes impacts fatal accidents. Small aircraft public. Figure 4 shows that the com- and there are just helpless victims have lower tolerances for maneuver- bined number of fatalities associated such as when a violent thunderstorm ability and handling in strong winds. with tornadoes, lightning and floods is or tornado passes through a mobile Tailwinds, crosswinds, gusty winds, very close to the same total of fatalities home park. On the other hand, most updrafts/downdrafts around high ter- in weather-related aviation accidents; of aviation fatalities are preventable rain, and turbulence contribute to 18 213 and 230 per year, respectively. because a conscious decision is percent of the fatal weather-related The U.S. Natural Hazard Statistics in- made to take off. Both areas of public accidents. formation on fatalities, injuries, and support benefit from the products and Figure 4 provides a comparison of damages caused by weather-related service provided by the NWS. While fatalities associated with the general hazards can be found at the following there are no obvious short-term public’s vulnerability to severe weather web site 16 FAA Aviation News talities, there has been a downward The FAA safety program, “Safer Skies With limited resources, it would trend in severe weather fatalities over – A Focused Agenda” targets weather be logical for all agencies concerned the past two years which may be par- as a safety issue for general aviation to target the number one causal fac- tially linked to the actual frequency of and FAA routinely carries weather tor and use the most cost-effective severe weather. But identifying any safety articles in their publications. approach to reduce this factor. The single cause and effect of a trend is For more information on Safer Skies, results of this study indicate the focus difficult, although technology, im- see the following web site, must be on the pilot’s decision mak- proved equipment, better forecasts, JANUARY/FEBRUARY 2003 17 In a time when aviation security is being tightened and pilot certificates are being scrutinized more thoroughly then ever, a recent incident regarding a medical certificate led us to publish the following articles. Doing Things Right ...Pays huge dividends for everyone concerned by Jon L. Jordan, M.D., J.D. ince first joining the Federal designation as an AME and possible problems, the designations of the Aviation Administration in liability if a medically related accident AMEs were terminated. 1969, I have witnessed a occurs. Doing things right pays huge divi- S dramatic change in the char- In the last year or so, I have be- dends for everyone concerned. [The acter and quality of the Aviation Med- come aware of two instances in which FAA is] broadening the involvement of ical Examiner (AME) system. I think AMEs have failed to submit examina- AMEs in certain elements of the certifi- this change is attributable to a number tion results to the AMCD. In one case, cation process, with the objective of of factors. These include the estab- the AME blamed a secretary for the improving our services to airmen. Our lishment of more comprehensive AME problem. He made an attempt to re- success in doing this is highly de- selection criteria, better oversight of pair the damage by searching his files pendent upon the willingness of AMEs the system by both our regional flight and belatedly submitting “lost” exami- to participate and the care that is surgeons and the Aerospace Medical nations. In some cases, examination taken to ensure that correct certifica- Education Division, enhanced training reports had to be reconstituted from tion decisions are made. methodologies, and better communi- notes and in other cases, no informa- In initiating this action, we are rely- cation between AMEs and FAA med- tion on examinations could be found. ing on AMEs to carefully follow the re- ical personnel. In the case of the second AME, quirements of the authorizations Perhaps, however, the most im- no files could be made available to the granted by the agency. Unless this portant factor has been the willingness FAA indicating that examinations had care is taken, we run some risk that of AMEs to adapt to technological been performed or what the results of the initiative will “bog down” the certifi- change and to become more involved the examinations may have been. cation process, and the process will in providing services to pilots that facil- Therefore, we had no way of knowing be impeded, rather than improved. itate their medical certification. While whether the pilots had been properly We are counting on all AMEs the AME system has improved signifi- issued their medical certificates. who participate in the [certification] cantly over the years, every now and Although we made every attempt process…to “do it right.” In spite then problems surface that need to be to accommodate the pilots impacted of the two situations I related in this addressed and corrected. by the AMEs’ inaction, for a number of article, I believe that they will. I As you know…, we [the FAA] ex- the pilots there was a cloud over their also believe that we will be much pect AMEs to promptly forward the re- certification, and it was necessary that further along in our objectives of sults of medical examinations to the they undergo repeat examinations. providing quality service to the avi- Aerospace Medical Certification Divi- The consequences of these ation community. sion (AMCD). Failure to do so can episodes were that the image of the 3 have significant impact on airmen and certification system was significantly damage the effectiveness of the med- damaged, pilots were substantially in- Dr. Jon L. Jordan is the Federal ical certification system. In addition, it convenienced, and resources were Air Surgeon and this article is reprinted may have significant implications for expended to correct the problems. from the Spring 2002 Federal Air Sur- the AME, both in terms of continued Because of the magnitude of these geon’s Medical Bulletin. 18 FAA Aviation News So, You Thought You Had a Current Medical? by Robert Martens As a Safety Program Manager in a Why is this a problem, you might they would have to ask an FAA safety Flight Standards District Office (FSDO), ask? Well, the answer is very simple. inspector to check it out for them. I meet with the aviation public at least Should these unfortunate individuals However, now airmen are able to look twice every week. And while I only have been involved in a fatal aircraft it up themselves by going to the FAA’s reach a small segment of the aviators accident and have the only valid copy web site. You just fill in the required within our district, several years ago of their medical on their person, it may information, and the site will tell you an inordinate number of program at- or may not be discovered by the acci- what certificates you hold and the tendees asked why they were no dent investigators. And, if it weren’t, date of the last medical Oklahoma City longer receiving their monthly Aviation the investigation would likely conclude has on file. Medical information is de- Safety Program Seminar announce- that the individual was flying with an rived from the records of the FAA’s ment through the mail. Since only the outdated medical certificate. Could Civil Aerospace Medical Institute holders of a current medical receive this affect the insurance or liability (CAMI). If the medical dates are incor- the announcement, which is mailed claims? I think so! rect, you can contact the CAMI at from Oklahoma City, my first question If these incidents happened back (405) 954-4821. The Airmen Inquiry was whether or not they had a current in the 1990’s, why am I bringing it up Site can be found at JANUARY/FEBRUARY 2003 19 The New Piper Aircraft photo From the Logbook: The Worst Mistakes That Pilots Make…My Experience With High Time Cabin-Class Pilots by Jim Trusty ou may ask: How can any- Pilots make mistakes by sim- they certainly listen when someone one at this level of aviation ply forgetting. What was the proce- says they might consider a career with possibly make mistakes? dure they last used to avoid the prob- the “biggies” if their present career Y Let me count the ways. lem they find happening once again? choice should suddenly go down the To begin with, pilots make mis- And right now! As they are progress- drain. They arrive at their destination takes just like any other professional ing forward at over 200 knots, they on time and certainly ahead of all we deal with on a daily basis simply have to put the brakes on their mind those non-pilots that had to take com- because they are human. They forget. so they can simply think. In other mercial flights to the important meet- They start believing their own press re- words, at this very moment they are ing. In their own minds, they become leases (and sometimes write them, totally unprepared for this particular bulletproof. too). problem to rear its ugly head. They get too comfortable with They get comfortable with their Whatever happened to them in their past performance. This usu- past performance. They get compla- that other long ago flight did not scare ally turns out to be a major problem at cent about the task at hand. They ex- them enough to make an indelible im- any level of aviation, especially when ceed their personal minimums. They pression on them that would speed up something really stupid happens. This rely far too much on newfangled ideas their thought processor and allow is usually the problem when we are and technology. They let uncontrol- them to have a positive reaction to this told that some type of “pilot error” lable outside influences get them be- present malady. They forgot! causes over 90% of all aviation acci- hind the power curve. Finally, and the They start believing their own dents. They are usually very comfort- most dangerous of all, are those that press. They listen too closely when able with their level of training, airman- think of themselves as the “Hot Shot” someone rides with them and tells ship, aircraft knowledge, and certainly or “Ace of the Base.” them what a great flight it was, and their expertise in getting from point “A” 20 FAA Aviation News to point “B” and landing safely. These deadly without a backup. That ers as they try to do their jobs. You’ll pilots use the word “routine” a lot. dreaded Global Positioning System, or be able to recognize this person very They get complacent. This is GPS if you will, has made a lot of pi- quickly. They can fly anything better the easiest of all faults to fall into and lots go bad, but we have lived through than anyone else, have been every- the hardest to recognize and repair. a lot of avionics changes over the where and done everything, and deep You must first be the one who recog- years and survived. What we need to down know that this show-off attitude nizes it and devise a plan of action remember and use is the proven sys- can someday hurt them or someone that will not only cure it but possibly tems that have taken care of us for a else. Be very wary of “Hot Shots.” keep it from recurring. Some symp- lot of years—VORs, NDBs, Loran, The smiles they see when walking by toms to look out for? The same route time and distance, speed, wind cor- a group of pilots may not be happi- or flight on too regular a basis, with rection, and certainly “Prior planning ness at their arrival, but joy that they the same crew and the same airplane prevents poor performance.” are leaving. and the same old predictable weather. The cockpit is no place to start Sometimes the very worst mistake Starting to hit a nerve now? Same planning your flight. After the engines pilots make is simply never learning teacher or flight instructor at the same fire up, you need to be on your way that the airplane is really flying them. interval of time. Same destination and and on the instruments, not head All they are doing is simply setting the runway and cargo. It is predictable to down in the low altitude charts or the knobs and going for a ride in a beauti- the highest degree. It is also an ero- approach plates. Fly the airplane! ful cabin-class aircraft. It is the most sion of all your skills and training if you They let uncontrollable outside beautiful experience anyone can ever let this happen to you. Just one tiny influences get them behind the undergo (if aviation is your life and little surprise can get you in so much power curve. Love life or lack of love). Prepare well for this experience trouble that you might not be able to one, problems at home with spouse or and there will be many more trips for work your way out. kids, sickness, personal health prob- you. Do it wrong and you might get They exceed their personal lems, money, job, death, age—you stuck with the tab. minimums. Personal minimums are simply cannot allow yourself to be Most of the mistakes listed above something that we as pilots in com- anywhere but in that seat with all your occur when pilots display the following mand set for ourselves. It is generally thoughts on the job at hand or you are five distinctive attitudes identified by based on some scale or formula that about to get into some serious trou- the Federal Aviation Administration: (1) we devise to rank or rate our previous ble. “Can’t chew gum and fly an air- invulnerability; (2) anti-authority; (3) im- performances. If any one thing plane” is really a true statement. pulsivity; (4) macho; and (5) resigna- changes in this flight that is one iota I personally think that flying an air- tion. Don’t let yourself fall into these different from that personal minimum plane requires every bit of attention traps by simply being aware of them. flight of sometime back, then very that you have to offer. Others may no- Know your enemy! And remember— quickly we find ourselves behind the tice before you do that the power “If all else fails, fly the airplane!” power curve. curve has not only caught up to you, There are certainly a lot of great Personal minimums should be im- but also is slowly passing you on the flight instructors out there to help you proved on or at least added to on wrong side of the flight. If you are not stay at maximum performance. Try to each and every flight. Don’t mistak- mentally ready to devote your entire find that certain one that exceeds your enly set your personal minimums too mind to taking this flight, don’t go. needs and is not afraid to tell you what low in order to minimize the impor- They think of themselves as the has to be done. Learning and re- tance of the task on your shoulders. “Ace of the Base.” In some in- learning how to fly is a constant battle; Write down what you feel are accept- stances they may really be the best pi- at least it’s supposed to be. How is able minimums that you have set for lots in the fleet, know an awful lot about your flying? Are you completely satis- yourself and then discuss them with aviation and airplanes, and along the fied with it? Remember, I said com- another pilot you trust or your per- way received the best aviation educa- pletely. If you can afford to fly that air- sonal flight trainer. tion. In reality, this can be the ticking craft you are in, you can also afford Get a second opinion. It just may bomb of the entire operation and if they good training. be that you are capable of doing a lot go down they could take you with I’ll see you at the airport. Come more than you have been doing. Even them. If something serious ever did up and say “hi.” worse, you may have overrated your- happen to “Hot Shots,” many times 5 self to a level that you are unable to they crumble under pressure. achieve on a regular basis. That can They take unnecessary chances, Jim Trusty is the 1997 National be very dangerous, and it is most eas- stress the other team members and Flight Instructor of the Year, the 1995 ily spotted by you. No one knows you the equipment, and in the end cost Southern Region FAA Aviation Safety better than you. the company much more than they Counselor of the Year, and works daily They rely too much on new could ever have been worth. They as a full-time, “Gold Seal” flight in- technology or ideas that can prove also make it hard on all the other play- structor at MQY in Tennessee. JANUARY/FEBRUARY 2003 21 DO YOU STILL REMEMBER Mario Toscano photo Mario Toscano 22 FAA Aviation News HOW TO DO IT? By H.Dean Chamberlain n September, I had the privilege ing how to calculate aircraft perform- the problem is the number of pilots of working with a great group of ance are vital skills for any pilot. His who use GPS. Because GPS can I professionals, both industry and comments are especially important for provide extremely accurate heading, FAA, at the 2002 National those planning on flying into or distance, and time information, many Championship Air Races in Reno, through the Reno area and are unfa- pilots have stopped plotting their Nevada. We will tell that story later miliar with high altitude flight. He also course data on charts and flight logs. this summer as we get closer to the told me. “I like to give an occasional Check points-—what are they? When date of the 2003 races. While working private pilot check ride. It keeps me was the last time you did a complete with the FAA Aviation Safety Inspector current and gives me a chance to see flight plan? When it is so easy to in charge at the races, I had the op- how much new applicants know.” punch in a destination identifier and portunity to ask him for his thoughts Surprisingly, in today’s high tech- your GPS, panel or handheld, displays on aviation safety. nology world Clarence’s biggest con- all of the your flight data, it is hard to Clarence Bohartz is not your aver- cern is how many private pilot appli- imagine doing it the old fashion way. age FAA safety inspector. In all of the cants and even certificated pilots But that is what Clarence wants to see years I have worked with FAA inspec- know how to fly using basic flying someone do. Power does fail, espe- tors while writing for this magazine, I skills and pilotage including how to cially when you take a check ride with have never met any inspector who plot a course using map, plotter, and Clarence. seemingly knew as many people as he the old E6-B flight computer. How would you maintain situa- did. It seemed that everyone we met When giving a flight test, he said, tional awareness if your GPS fails? at the races knew him and wanted to “I like to start failing things as soon as I When was the last time you used your either tell him something or ask him can.” From what he said, I could VOR or kept track of your flight route something. I jokingly told him the real imagine a cockpit full of yellow stickers on a chart? When was the last time story of Reno would be about the first as he starts failing things. He said it is you plotted a radial or cross-bearing person that we met who did not know important for pilots to be able to fly on your chart? When was the last him. Of course, Clarence has worked using the basic flight instruments be- time you calculated a wind-correction in the Reno area for years both as a cause things can and do fail. He said angle? civilian and now as an FAA inspector. the same thing about batteries. As he For that matter, when was the last Nor, have I met any inspector who had spoke, I began to see images in my time you brushed off your old me- as good a working relationship with mind of someone’s new, super, elec- chanical flight computer and calcu- those responsible for an event as he tronic flight computer sitting beside lated data needed for a flight? Do you did. the applicant with a bright yellow even remember what one looks like? Clarence has had an interesting sticky marking its failure. I could al- Do you still own one? Have you ever career. At one point, he worked for most picture the sweat starting to de- owned one? Bill Lear when Lear was developing his veloping on the applicant’s forehead One of the most important func- last aircraft in Reno. For those not fa- as the private pilot hopeful asks him- tions any flight computer, mechanical miliar with the project, after Lear’s or herself, “Why me?” or electronic, can do is calculate den- death, Lear’s wife continued the devel- It’s hard for a mechanical E6-B to sity altitude. But when you listen to opment program, but the program fail, and it is simple to use. Do you still some of the accident stories you hear failed to attract the support it needed know how to use it? If you are a cer- about out west and, especially during and the project faded into history. I tificated pilot, could you pass the summer, it makes you wonder am noting all of this to highlight the Clarence’s no-frills basic check ride? how many pilots ever calculate density fact Clarence has been there, done Do you still remember the basics? altitude as part of their flight planning. that, and he has probably bought a T- When talking about basic piloting According to Clarence, in addition shirt or two. skills, Clarence and other safety in- to pilots being able to master basic fly- When asked, Clarence made spectors I have talked with have re- ing and knowing where they are, den- comments about general aviation peatedly expressed their fears that pi- sity altitude is one of the most impor- safety in his area that I think everyone lots today are losing their ability to tant numbers pilots should be able to should be reminded of periodically. maintain situational awareness in calculate. Using Reno’s Stead airport He thinks basic flying skills and know- flight. They believe a significant part of as our baseline example with its eleva- JANUARY/FEBRUARY 2003 23 tion of 5,040 feet (see above chart), Reno/Stead airport. Add in a 80 or 90 craft may not and probably will not pilots flying into Reno/Stead need to degree day, and you can begin to ap- meet its published performance data. know their aircraft’s performance data preciate why Clarence and others Your climb performance is also ef- when landing and later for takeoff. As stress the importance of good flight fected by your aircraft’s rigging and Clarence and other inspectors have planning, knowing how to calculate trim, your piloting technique, and ac- pointed out, normally it is not the local density altitude, understanding your tual aircraft weights. Most of us don’t pilots who have trouble flying in their aircraft’s flight manual or pilot’s operat- really know how much weight we have local operating environments, such as ing handbook and being able to calcu- loaded onboard since we don’t nor- at Reno, or in their local mountains, or late the aircraft’s performance when mally weigh passengers, baggage, or in their local desert areas. It is the operating in a marginal performance ourselves. Add in the normal weight transient pilot who is operating out of environment, such as at a high eleva- we carry in our aircraft such as extra his or her normal environment. For tion airport or in above normal weather oil, chocks, ropes and tie-down gear, example, now as an east coast based, conditions. charts, flashlights, water, and other lowlands pilot, I seldom get more than Another inspector here in Wash- items, and you can see how an aircraft 5,000 feet above mean sea level ington with years of experience flying may soon become very “heavy.” (MSL) unless I am on an IFR flight in the mountains out west wanted an Now add in some high mountains plan. Even on a hot summer day, my important safety item added to this ar- surrounding that airport and you can density altitude factor may only add a ticle. He reminded me that aircraft op- begin to see why transient pilots may few thousand feet to my home field el- erating performance data is based have problems landing and taking off evation of 72 feet MSL. upon a new aircraft with a new engine in such areas. Although Stead airport To put all of this in perspective, being operated by a pilot experienced has long runways, many airports have the highest terrain elevation listed on in testing aircraft. Then that test data very limited runways. Some runways the Washington sectional chart is is adjusted for standard operating hardly meet the meaning of runway. 4,050 feet. This is almost 1,000 feet conditions calculated to be sea level Add in a few trees or obstructions on lower than the field elevation at the and 15 degrees Centigrade. Your air- each end of an isolated desert or 24 FAA Aviation News Aviation Safety Inspector Clarence Bohartz checks off information at the Reno Air Races. One photo says it all. Reno/Stead is not a sea level airport. Density alti- tude can be a critical fac- tor on a hot day. H. Dean Chamberlain photos mountain runway or landing strip, and then you have to be able to fly through the dreaded yellow stickers. Your new you can see why Clarence wants to the valleys and passes to circumnavi- electronic-do-everything whiz machine see how well a private pilot applicant gate in and out of the area. In either has taken a yellow bullet through its can fly the aircraft with minimal flight case, you may have to deal with tur- battery’s electronic heart. Your expen- instruments. When flying in marginal bulence during certain times of the sive, pre-programmed silicon-valley performance conditions, he believes day. Add in rough terrain, and you pilot’s dream computer has just the ability to being able to fly the air- can begin to see why Clarence and “died.” craft without having to look inside the other inspectors worry about transient Most applicants would start to cockpit may be the difference be- pilots flying in and through their areas worry at this point, but not you. You tween an accident and a safe flight. or other mountainous areas. This is had been warned about what hap- Again, this is back to basic air- why Clarence wants to make sure the pens when silicon-valley cool stuff manship and being able to control pilots trained in his area really know meets Clarence’s plain yellow stickies. your aircraft. how to fly. You know Fed yellow always beats To better show the comparison So you are taking your private high-tech gadgets. between the Washington sectional’s pilot check ride with Clarence. You But you are prepared, you have highest terrain elevation of 4,050 feet; have done your homework well. Your an old mechanical flight computer we need to review the Reno area flight instructor knows Clarence. She tucked away in your bag, and you which is on the San Francisco sec- has briefed you on what you can ex- know how to use it. You know how to tional. That sectional’s highest terrain pect from taking your check ride with plot your course; you know the rules elevation is 14,491 feet located north- a Fed. She has told you about his yel- for converting from a true course to a west of Owens Lake, California. low stickers. So after you have said magnetic one and how to compen- Reno, itself, and Stead airport located hello and he has reviewed your paper- sate for magnetic variation and devia- about 10 NM northwest of the city are work, you start looking for his pack of tion. You know how to use the air- in wide valleys surrounded by moun- yellow stickers. You wonder how speed side as well as the wind triangle tains ranging in height from 8,000 to many he brought with him. You hope side. You are prepared. 10,000 feet MSL. So you not only it is not a fresh pack. But as you pull More importantly, you know how have to work with a high airport eleva- out your electronic flight computer to to calculate density altitude, don’t tion, but you have to be able to deal work the cross-country flight he has you? You should because according with high terrain in the immediate area. asked for, you steal a glance at his to the FAA’s Pilot’s Handbook of Aero- If you can’t fly over the higher terrain, bag and sure enough, he has gone for nautical Knowledge, AC 61-23C, it JANUARY/FEBRUARY 2003 25 states on page 4-10, “Air density is of how to calculate density altitude on day. You may also try finding a lower perhaps the single most important a manual flight computer for those route to reduce your need to climb factor affecting airplane performance. who may not have done one in a high. And when route planning, it may It has a direct bearing on the power while. If you forgot what one looks like, be safer to fly a longer route over output of the engine, efficiency of the see page 22. First find the tempera- “friendly” terrain that may have lower propeller, and the lift generated by the ture at the airport, say 77°F, and con- terrain or more access to help or bet- wings.” The AC goes on to state, “… vert it to degrees Celsius, 25°C. Next ter landing options in case of loss of when the air temperature increases, position the 25°C opposite the air- an engine than taking the shortest the density of the air decreases. Also, port’s pressure altitude of 3,000 feet. route that may expose you to more as altitude increases, the density of The density altitude of 4,800 feet will hazards. If you are flying through the air decreases. The density of the appear in the density altitude window. mountains or canyons, always give air can be described by referring to a Armed with your density altitude num- yourself an out by being able to safely corresponding altitude; therefore, the ber, you can now go to your aircraft’s make a 180-degree turn. You never term used to describe air density is pilot operating handbook (POH) or know when you are going to run out of density altitude.” “Density altitude is flight manual to review its performance flying room. The choice is yours. Plan determined by first finding pressure al- numbers. Depending upon the age carefully. titude, and then correcting this altitude and condition of your aircraft, you may Oh, and about that check ride and for nonstandard temperature varia- want to be very conservative in calcu- the yellow stickers, you will have to tions. It is important to remember that lating your aircraft’s performance data. ask Clarence about what happened as air density decreases (higher den- If you find yourself in a marginal when you stop in an chat with him at sity altitude), airplane performance de- situation with limited performance, you the Reno Flight Standards District Of- creases; and as air density increases may want to consider some of the fol- fice or at next year’s National Champi- (lower density altitude), airplane per- lowing options. If you are at or near onship Air Races. You do know him, formance increases.” The AC also gross weight, you could off-load Right? says, “An increase in air temperature enough weight to give yourself a The 40th National Championship or humidity, or decrease in air pressure safety margin. Only you know if you Air Races will be held September 11 resulting in a higher density altitude, need to carry everything, but if you re- through September 14, 2003. significantly decreases power output ally need to take all of the items you Make your plans on attending and propeller efficiency.” I think this have packed for the trip, you may early, since all of the flight crews, their about sums up how important density want to make multiple trips to ferry the families, and supporters, and the altitude and aircraft performance are items to your destination rather than thousands and thousands of specta- when operating in hot, non-standard risk taking off with no margin for error. tors will all be in Reno for the event. conditions at or very near aircraft Another technique is to fly early in the For more information about the races, gross weight or in conditions that limit day or late in the evening when the air you can visit its Internet web site at your aircraft’s performance. is cooler. Plus the turbulence should Reno/Stead sits in a wide valley surrounded by rising terrain. L-39’s race by in the foreground. H. Dean Chamberlain photo 26 FAA Aviation News All in the Approach Landing a tailwheel aircraft starts a long way from the runway by Timothy Brill Landing a tailwheel aircraft can be on the runway (or anything that sider the ability of your airplane to get a frustrating experience because tran- may resemble a runway if you’re to the runway in case of a power fail- sitioning from a tricycle-gear aircraft in Alaska) that you fly your de- ure. Most people fly patterns that are requires learning some new tech- scent-to-landing pattern in rela- too big. Keep the pattern tight. niques and polishing some seldom- tion to. Consider your altitude. Most ap- used skills. • The landing point or touchdown proaches are flown too low. The glide As a former Alaskan bush pilot point is the actual point on the ratio on most small aircraft is about and flight instructor, I’ve taught many runway where the airplane four to five degrees; a VASI (visual ap- people how to tame the tailwheel. I’ve touches down. It is past the proach slope indicator) or PAPI (preci- found students can tame the tailwheel aiming point. sion approach path indicator) is typi- by following a few simple steps. By • The go-around point may be cally three degrees. If you follow the planning the approach, precisely con- based on an altitude or visibility, VASI, you are probably below your air- trolling the airplane’s energy before like an instrument missed ap- craft’s glidepath. Of course, on an in- landing, and exercising good rudder proach, or on a performance strument approach, you may not have control, your students can master tail- consideration, an obstruction, or a choice. wheel landings, too. anything that causes the pilot to Stay on, or just above, your air- The first step of the landing be unhappy with the approach. craft’s glidepath. If you are on it, you process is to “get to the runway.” It Keep your hand on the throttle will steadily reduce your power as sounds simple, but it still deserves during the approach in case you you get closer to your aiming point. some scrutiny. Keep in mind a few need to go around. If you have to add power, you are definitions: below it. If you are low and you have Given those definitions, let’s look an engine failure, you will not make it • The aiming point is some point at some approach problems. Con- to the runway. JANUARY/FEBRUARY 2003 27 Pitch and power are two sides of low banked turns, perhaps even some quickly. As a result, the airplane ini- the same coin. You cannot change S-turns. This is great exercise for tially does not respond, then quickly one without affecting the other. Inter- learning the required pressures for over responds beyond the pilot’s ex- estingly, most private pilots are taught crosswind landings. When the air- pectations. It’s like a wave—the mag- to use pitch for airspeed and power plane runs out of energy, it lands. It’s nitude gets bigger and bigger, and fi- for altitude. Instrument pilots are that simple. nally it grows beyond most pilots’ taught to use pitch for airspeed and As the pilot, you essentially man- ability to control. The rudder inputs power for altitude, but then they are age your aircraft’s energy—both the need to be small and quick. If the air- taught to maintain the glidepath with energy of motion (kinetic) and the en- plane’s nose moves left, several quick pitch and the airspeed with power. ergy hidden in altitude or power (po- taps on the right rudder will correct Confusing, perhaps, so just don’t think tential). You are continually trading the problem. Students shouldn’t stop about it; it works because they are es- one for the other—altitude for air- moving their feet. Keep them dancing sentially the same. On final approach, speed or airspeed for altitude. The on those rudder pedals. maintain a constant airspeed, then use key for a good landing is to fly a con- Your students need to memorize power “as needed” to get to the aim- stant airspeed approach, get control the sight picture for every aircraft they ing point—more power if “low,” less of the airplane over the runway, main- fly—especially if that aircraft has a tail- power if “high.” tain that landing attitude or sight pic- wheel. When your airplane is tied Students improve their aircraft ture, and let the airplane continue to down on the tarmac, all three wheels control by using trim to maintain air- fly down the runway until it runs out of are in contact with the runway—this is speed. I normally establish my air- energy. your three-point landing picture. Have speed on downwind and then trim off While we’re talking about land- them look out the front as well as the the control pressures. Students will ings, let’s look at the rudder. Most wings. When you establish control of have to retrim every time they use people transitioning to tailwheel air- the airplane over the runway, there is flaps or change airspeed. This tech- planes use the rudder improperly. The no need to pitch the nose any higher nique works well, even in windy condi- rudder keeps the airplane going than the three-point picture. If they tions—students quickly discover in a straight down the runway. Rudder do, they will land tailwheel first. stiff head wind they need constant input always includes two parts— As the airplane’s energy de- “slight” forward pressure and lots of quick application and then quick re- creases (as airspeed decreases), stu- extra power to get to the runway. Re- turn to neutral. dents may have to add more back member, forward pressure establishes Rudder stalls are good exercises pressure—not to change the pitch, the best glide speed after an engine that demand particularly quick feet. but to maintain the three-point picture failure. It’s a stall, so begin with lots of alti- they established during the flare. Once we have made it to the run- tude. You control the stick and throt- Teach them to think small pressures. way, we now have to get control of the tle, and your student will work the rud- When the main gear touches down, airplane over the runway. In most bad der. Stall the airplane and maintain pull power to idle (except on soft landings, the pilot never really ade- the stall by holding adequate back-el- fields) and bring the stick full aft. quately controls the airplane over the evator pressure. Begin the exercise Make sure they do it slowly. If they runway. It can be called a random ar- with idle power. Ask the student to yank the stick back, the airplane may rival, or perhaps just a controlled keep the wings level with the rudder. balloon. If that happens, they have crash. So, what is control? Using Remember, rudder inputs are three choices—go around; get control “slow flight” over the runway is a good two-part: First, a quick application to of the airplane over the runway and try control exercise. [Editor’s note: Stu- lift the dropped wing, and, second, a again; or cut power, pull the stick full dents should only practice this exer- quick return to neutral. The airplane aft, and make a second, harder, three- cise with an authorized flight instructor, may roll violently, and if yaw couples point landing. Make sure the student who is current and proficient in this ex- with that roll, it can spin. If the stu- keeps dancing on the rudder pedals ercise.] Fly final, flare at the aiming dent is aggressive with the rudder until the airplane is completely point, and, just before the aircraft inputs, he or she will prevent the stopped. touches down, add some power. You spin by minimizing the yaw. Add Landing a tailwheel airplane takes can fly the entire length of the runway, power above idle to increase the roll planning and technique. But with under control and in the correct land- instability. some instructional tricks, you can ing attitude. I generally add power As I coach students through these make it as easy as a walk in the park right after I flare, when the airplane’s exercises, I’ve noticed a couple of and teach your students a lot about energy is reduced. If you add power common faults. First, students do not flying in the process. 3 too early, you just keep flying. Once use the rudder. Then, when they real- students can get to the runway, have ize the importance of the rudder, they This article is reprinted with per- them flare and fly down the runway in make big, slow rudder inputs, without mission from the September 2001 slow flight. Have them try some shal- getting back to the neutral position issue of the NAFI Mentor. 28 FAA Aviation News Staying Proficient by Patricia Mattison I overheard a conversation the review is not a test. You cannot fail a tled to a certificate attesting to your other day, regarding a lack of pilot qual- flight review. You can take a bit longer accomplishment towards safety, a let- ifications that troubled me a bit. No, to than you think to get a sign off, but ter of congratulations, and a “Wings” be truthful, it troubled me a lot. The you will pass once the instructor feels pin. You can receive a different level conversation surrounded the subject of that you can perform the functions of of pin each year (up to 10) that you pilot certificates, pilot medicals, and your rating safely. Maybe that means complete the requirements. If you are flight reviews—or rather a lack thereof. spending a bit more of your hard- lucky enough to own an aircraft you I want my readers to understand earned cash, but consider how much just might qualify for a reduction in that the majority of pilots I deal with in you are worth to your family. your insurance premium. Completion Alaska are very straight arrow. That is Most pilots use an airplane to go of the “Wings” Program also takes the to say that they follow the rules that from point A to point B and don’t do a place of the flight review. apply to their certificate. There are the whole lot of maneuvers along the way. In addition, the FAA offers an in- few, however, who—for the most Most pilots get rusty when it comes to spection program for pilots and air- part—are flying as private pilots, who stalls, steep turns, and specialty land- craft called the Pilot Aircraft Courtesy own their own airplanes, and who ings. Before you go for a flight review, Evaluation or PACE. An FAA opera- choose to disregard regulations that practice the stall series and turning tions inspector or safety counselor re- are designed to save lives. Suffice it maneuvers. Take some time to go views your pilot certificates and flight to say that there are those who have over a few landings, short and soft log books to see if you need to ac- never had formal flight instruction of field and spot landings. If you feel un- complish anything that you might have any kind. They usually fly alone and comfortable doing this by yourself, overlooked. Then an FAA airworthi- use the plane like a truck on a farm or wait and take a flight instructor with ness inspector or safety counselor what have you. There are those who you. Don’t do anything that could get looks at your aircraft and aircraft log- have been unable or unwilling to get a you in a situation that compromises books to see if everything is in order. medical certificate for whatever rea- safety. You are by no means unique if There is no action taken even if some- son, but continue flying anyhow. you see yourself as an A to B pilot. thing is found, other than pointing out These folks are in blatant disregard of The remedy is to fly with an instructor a discrepancy, if there is any. In other the regulations, but the reality is that at least every other year, if not more words you can’t get into trouble if you they do exist. frequently. have overlooked something. You only Then there is another group of pi- The FAA offers a program where need to take care of the overlooked lots who fail to get a flight review as you can get rewarded for being a pro- item and you are on your way. All this required in Title 14 Code of Federal ficient pilot. The program is called the for free, no strings attached. Regulations §61.56. That group mys- Pilot Proficiency Program, better It is all so easy that I find it hard to tifies me the most. It seems that known as the “Wings” Program. If be sympathetic to pilots who ignore going for an hour or so ride with a you come to one safety meeting held currency or especially proficiency. You flight instructor once every two years by the FAA or a safety counselor you owe it to yourself to be the best pilot is the very least a pilot can do in the can ask for a “Wings” card to be you know how. You owe it to your name of aviation safety. signed. Then take three hours of flight passengers and family as well. I realize that I have written about training in a period of one year. Have Fly safely. the flight review many times before your instructor sign the back of the 5 and have had questions regarding the card indicating your flight time. Send Patricia Mattison is the Safety flight review more frequently in the re- the card to your local flight standards Program Manager at the Juneau (AK) cent past. Once and for all the flight district office (FSDO) and you’re enti- Flight Standards District Office. JANUARY/FEBRUARY 2003 29 FAMOUS FLYERS A Dream of Wings by Deidria N. Shaw In 2003 we prepare to celebrate jects that figure prominently in various “tower jumpers”—people who tried to the centennial of the Wright brothers’ myths. He was most famous for con- fly by jumping off a high place (usually first controlled, powered flight, but structing a labyrinth on the island of a tower, thus the term) with wing-like they weren’t the first to be fascinated Crete. A maze so intricate that no one devices connected to their arms or by the idea of flight and to suggest could find their way out of it. The body—was King Bladud of Britain in ways for man to fly like a bird. The labyrinth was where King Minos kept the 9th century A.D. Medieval chroni- following article highlights some of Minotaur, a half-man, half-bull mon- cles reported that the king journeyed these early attempts—both real and strosity. As a result of Crete winning a to Athens to gain the knowledge of imagined. war against Athens, Minos demanded the legendary Daedalus. Upon his re- that Athens send seven maidens and turn home, King Bladud built a pair of Birdlike flight through infinite seven youths to Crete every nine years wings and, in an attempt to fly off a space is one of mankind’s oldest to be sacrificed to the Minotaur. After London church tower, fell to his death. dreams. It is a dream, which has per- years of Minos feeding Athenians Oliver of Malmesbury, an 11th sisted since ancient time. Early man youths to the creature, the hero The- century English monk and astrologer, no doubt watched the birds flying and seus arrived and eventually slayed the attempted a flying leap from a tower in wondered if he too could fly. Minotaur. Because of the Athenian 1020. He reportedly glided a short Believed to be one of the earliest prince-hero’s success, Daedalus soon flight of 250 yards and survived a achieved winged flights known to man fell out of the king’s favor, and he and bumpy landing (he broke both legs). is said to have happened in the 15th his young son, Icarus, were impris- He crossly announced that his failure century B.C. Legend has it that Per- oned and shut into the labyrinth (some was attributed only to his forgetting to sian Monarch Kai Kaoos found that stories say a tower). Daedalus, know- fit a tail to his “hind parts.” There is no conquering all lands and territories vis- ing his way out and fearing the king record that the monk attempted an- ible was not enough. He decided to would harm him and his son, decided other flight. Fellow Englishman Roger extend his empire to the sky. The king escape by air was his only option, as Bacon may have been referring to the tasked his eminent advisers to dis- the seaports were too well-guarded. monk when he said “there is an instru- cover a way to achieve flight. Their Being a skilled artificer, he fashioned ment to fly with, which I never saw, answer was powered flight courtesy of two sets of large wings using feathers nor know any man that hath seen it, four eagles. The eagles were at- his son had collected. The larger but I full well know by name the tached to the four corners of the feathers were sewn together and the learned man who invented the same.” king’s throne while chunks of meat smaller ones were held to the frame In the 13th century, Bacon also were waved overhead, exciting the with wax. advocated the building of a flying de- birds into furiously flapping their wings. Before making their escape, vice, but whether it flew successfully is Although, the throne was airborne Daedalus warned his son that flying one of the best kept secrets of the quickly, King Kai’s directional control too close to the sun would melt the Middle Ages. was nonexistent. After wandering wings, and too close to the sea would Leonardo Da Vinci was quoted as aimlessly around the sky, he de- dampen the feathers making it hard to saying, “there shall be wings! If the scended with nothing but harsh words fly. Exhilarated by the flight, Icarus for- accomplishment be not for me, ‘tis for for his advisers. got his father’s warnings, soared too some other.” During the 15th century The Greek father/son story of close to the sun, and fell to his death Da Vinci pursued the dream of flight in Daedalus and Icarus was the most into the sea. Saddened by his son’s his own inimitable way by studying the popular legend of the “flight-kind.” death, Daedalus continued on to Sicily flight of birds and designing flying ma- Daedalus, being a master artificer (or where he flourished but flew no more. chines. He considered hundreds of maker of things), created many ob- One of the earliest recorded ideas for human flight. However, it ap- 30 FAA Aviation News pears that the only concept he actually stop many from trying. With the mis- two brothers from Ohio made this tested was of a toy helicopter with a guided encouragement of scientific lit- dream of powered flight into a reality spiral shaped wing. This idea might erature of the medieval period, tower and forever changed the course of have worked if a lightweight power jumping became a daring sport. history. source had been available. It should Many dreamed of flying, others 5 be noted that Leonardo also invented pursued this dream and escaped the parachute, a device that would en- within an inch of their lives, some Editor’s Note: The lure of human- able humans to safely descend from merely breaking bones, but exhilarated powered flight continued to intrigue heights. by the experience. Even the Mon- potential aviators over the centuries. The court of King James IV of tigolfier brothers’ invention of the hot Every imaginable contraption was de- Scotland was home to some extraor- air balloon did not deter winged indi- signed, and many were built and tried, dinary individuals, but none as fasci- viduals from leaping to their fate. As but none showed even a glimmer of nating as John Damian de Falcuis, the late as 1801, a 72-year-old French success until August 23, 1977, when Court Physician. Damian was an Ital- general, Resnier de Goué, made a an ungainly huge-winged aircraft rose ian scientist, physician, metaphsician, flapping leap from the ramparts of An- from the desert sands of California to and an alchemist who charmed the gouleme. Fortunately, he survived make the first officially recorded suc- king with promises of creating gold with no injuries since he landed in the cessful flight entirely under human from base metals. Having failed to en- Charente River. We may never know power. The craft was named the Gos- rich the king with homemade gold, how many lives were lost or bones samer Condor by its designer, Dr. Paul Damian’s next ploy was to fly like a broken in this pursuit of flight that MacCready, after the rare California bird from the walls of Stirling Castle began several millenniums ago. What Golden Condor whose long-winged and soar towards France. In Septem- we do know is that on December 17, configuration it resembled and gos- ber of 1507, he announced that he 1903, on a sandhill in North Carolina, samer for its transparency. had solved the mystery of human flight after spending many hours studying the flight patterns of birds and was pre- pared to demonstrate it. By the accounts of all who were pres- ent, it seems that Damian did not make it to France. After a fanfare of trumpets, Damian flung himself from the castle’s wall madly flapping the pair of 10-foot wings he had con- structed by nailing hundreds of chicken feathers to a wooden frame. The cheering crowd watched as he momentarily achieved lift, but he soon plunged earthward into a dunghill below the castle walls. Escaping with only a broken leg, Damian blamed his failure on the fact that he used the feathers of a chicken, a bird that does not fly, to make his wings. The problem with the myth of Daedalus and Icarus is that it was just that—a myth. Man can not fly like birds. Using arms and the most cleverly contrived wings, man can not generate enough flapping power to fly. The power to weight ratio of man is far less than that of a bird. This fact alone did not JANUARY/FEBRUARY 2003 31 web site at 32 FAA Aviation News Airport Diagrams It has come to our atten- tion that many pilots aren’t aware that the FAA now offers airport diagrams for selected Title 14 Code of Federal Regu- lations part 139 airports. The airport diagrams depict current runway and taxiway configura- tions and will assist both VFR and IFR pilots in ground taxi operations at large complex metropolitan airports. The process is simple. Just visit the FAA’s National Charting Office’s web page at JANUARY/FEBRUARY 2003 33 •Busiest Airport? ment, then Chicago is still in the lead awhile ago when I was considering a (526,115 to Atlanta’s 519,131). To journey that would include my cat. I was lead to believe that Harts- make things even more confusing, field in Atlanta has passed O’Hare in Memphis tops them both in cargo Pam Griffen Chicago as the busiest airport in the movement at 1,933,758, compared to via the Internet world to date in 2002. Is this true? Chicago (#16) at 691,361 and Atlanta (#22) at 415,513. • Backwards Prop Rick Roth via the Internet • Opspecs.com Oops Did the Wright R-2600 on that immaculate Grumman TBF/General It depends on which statistic you I need to point out a misprint in Motors TBM really turn backwards or are looking at. According to the Air- the article on Op Specs in the Sep- did someone in the darkroom get the ports Council International’s most re- tember/October 2002 issue of FAA negative flopped over. (See page 15 cent figures (January to July 2002), to Aviation News. On page 15 in the of the November/December issue.) date Atlanta leads in passenger move- third paragraph there is a reference to Was this a test to see if anyone ment (44,559,095 compared to the need for Operations specifications would notice? Chicago’s 37,629,348). However, if and it states that 14 CFR 91 contains you are talking about aircraft move- this requirement. In fact, this is a re- Rich Carlson quirement of Part 119. FAA Aviation Safety Inspector FAA AVIATION NEWS welcomes comments. We Wayne Fry Would you believe it was a secret may edit letters for style FAA Aviation Safety Inspector design project to reduce noise by and/or length. If we have pushing it out in front of the aircraft. more than one letter on the We apologize for the error. We All joking aside, we wish we could say same topic, we will select made the mistake. We checked the it was a test, but we just blew it. Un- one representative letter to copy you sent us (Wayne wrote the fortunately, there were no obvious publish. Because of our article). There was no reference to words that our artist could read, which publishing schedules, Part 91. The only thing we can fig- is how he can usually tell right side up responses may not appear ure is that the numbers were trans- on slides. Thanks for catching our for several issues. We do posed to 911 when they were typed mistake. not print anonymous let- and in proofing it became the more ters, but we do withhold familiar 91. names or send personal replies upon request. • Traveling with Pets Readers are reminded that questions dealing with I just finished the article about immediate FAA operational traveling with a pet in the issues should be referred November/December issue. One im- to their local Flight portant item was left out. That is the Standards District Office or fare for carry-on animals. Most airlines Air Traffic facility. Send let- charge between $50 and $100 to ters to Dean Chamberlain, carry-on your pet. The airlines also FORUM Editor, FAA AVIA- must know ahead of time if you plan TION NEWS, AFS-805, to carry-on your pet because they 800 Independence Ave., normally only allow one carry-on ani- SW, Washington, DC mal per flight. If the dog starts to bark 20591, or FAX them to and sets off other dogs or cats it (202) 267-9463; e-mail would be quite a chorus. Some will address: also let you take the animal—espe- cially a cat—out of the carrier as long [email protected] as no one around you objects and it remains quietly in your lap. I had rea- son to checkout this information 34 FAA Aviation News PHOTO ID FOR GA PILOTS rule changes without prior notice and school’s insurance require- public comment for the same reason. ments for rental of or instruc- In a move to further balance secu- The new regulations can be viewed by tion in aircraft. rity and the needs of the aviation com- clicking on the “Recently Published 3. Consider having all pilots munity, the FAA is issuing revised rules Documents” link at JANUARY/FEBRUARY 2003 35 that do not fit the pattern of lawful, plication seasons. clude aviation accident synopses and normal activity at an airport. A military instructor pilot, as well data covering the years from 1962 to Before attempting to implement as a civilian instrument/commercial- the present. Previously, data issued any of these suggestions, the FAA rated pilot, Major McDonald aggres- prior to 1983 were not available on- suggests that an employee be desig- sively pursued every opportunity to line. Now, over 90,000 additional nated as a security coordinator to be further aviation and strengthen rela- data records from air carrier and gen- responsible for maintaining, upgrad- tionships between military and civilian eral aviation accident investigations, ing, and updating any security policies aviators. His unique dual perspective conducted from 1962 to 1982, have and procedures. makes him truly deserving of this been added and are accessible award. through the NTSB web site. These 2002 AVIATION SAFETY This was taken directly from the include five years of investigations COUNSELOR OF THE YEAR Major McDonald’s nomination form. conducted by the Board’s predeces- Why rewrite something that says it all? sor agency, the Civil Aeronautics Major Dorward “Jim” McDonald’s Board, before 1967. efforts as an aviation safety counselor NTSB EXPANDS WEB SITE Full query capability can be in Arkansas are well above and be- found on the NTSB web site at yond the call of duty. As the 314th The National Transportation Safety 36 FAA Aviation News Editor’sfromRunway the pen of H.Dean Chamberlain A Magazine in Transition By H. Dean Chamberlain, Acting Editor On behalf of the staff of FAA Aviation News, I want to thank you for being a loyal reader of the magazine. The magazine is in transition. This summer, the magazine lost its editor of the last 12 years when she accepted an- other position within the Flight Standards organization. At the same time, a new printing contract for the maga- zine was awarded that changed the number of issues per year. Starting with the September-October 2002 issue, FAA Aviation News is now being printed six times each year. However to offset the reduction in issues, we have increased the number of pages in those six issues. We are planning on printing 36 pages plus covers per issue. Our reasons for reducing the number of issues were to simplify our workload here on the magazine which will permit us to produce a better magazine while doing our other duties within Flight Standards’ General Aviation and Commercial Division and to make it easier for everyone reading the magazine to know when to expect the next issue. Some readers found knowing when to expect any given issue confusing. So did the staff, for that matter. Adding to the confusion were the mail delays readers have told us about. We regret and apologize for those de- lays although we have little or no control over them other then printing each issue even earlier than we normally print it. The Government Printing Office is responsible for public subscriptions and their distribution. For those of you who remembered when the magazine went from six to eight per year, our goal then was to ultimately publish 12 issues per year. A goal we were not able to accomplish because of staffing levels and fund- ing. Now we are back to six issues, but with more pages per issue to help compensate for the reduced number of issues per year. The Government Printing Office has adjusted the annual subscription price of the magazine based upon the change from $28 to $21 per year. In addition to the changes in the magazine’s number of issues, pages, and price, a new AFS-805 manager and editor will be selected to manage the publication plus other work within the branch. At this time, we don’t know when a selection will be made. But, as in all selections, change is inevitable. As the magazine continues to undergo these changes, we ask for your support and your comments. At the present time, we don’t know if the magazine will remain in the General Aviation and Commercial Division (AFS- 800) or be relocated to another division within Flight Standards. The reason is the Publications’ branch, which is responsible for the magazine is being reorganized, and we don’t know if the magazine will be part of the new or- ganization or not. Because of all of the above changes and potential changes, this is an ideal time for you to sub- mit your likes, dislikes, and recommendations on how to improve the magazine. Please note: replacing the re- maining staff members is not a viable option. We reserve that right for our management. All comments received will be kept until a new manager/editor is selected. Because of the FAA’s administra- tive hiring procedures, we don’t expect anyone from the current staff to be selected to that position. Since the new editor will have no history with the magazine and possibly the FAA, your comments will provide an unbiased review of the magazine’s recent performance. Please be frank in your comments. Although we will not acknowl- edge each comment received, we will summarize them in a future issue. This is your magazine. Those of us on staff are here to help make your aviation experience a safe one. We work for you. Our mission is simple. We are here to promote aviation safety by providing you with lessons learned and helpful tips from across the aviation spectrum. Tell us if we are meeting your needs. Comments can be sent electronically to the magazine’s Internet webmaster at Federal Aviation Administration 800 Independence Ave., S.W. Washington, D.C. 20591 Official Business Penalty for Private Use $300 DO NOT DELAY -- CRITICAL TO FLIGHT SAFETY!