FAA Safety Briefing

July/August 2021

EMBRACING THE ENVIRONMENT

Federal Aviation 8 The Shocking 12 Get the 14 Cutting Through All Administration Potential of Lead Out! the Noise Electric Aircraft July/August 2021 1 ABOUT THIS ISSUE…

U.S. Department of Transportation Federal Aviation Administration

ISSN: 1057-9648 FAA Safety Briefing July/August 2021 Volume 60/Number 4 The July/August 2021 issue of FAA Safety Briefing focuses on how the FAA seeks to advance aviation in an environmentally- Pete Buttigieg Secretary of Transportation responsible and energy-efficient manner by considering noise, Steve Dickson Administrator emissions, and other environmental issues. Articles also explore Ali Bahrami Associate Administrator for Aviation Safety ways we can “fly green” through new technology and by Rick Domingo Executive Director, Flight Standards Service following environmentally-sustainable practices. Susan K. Parson Editor Tom Hoffmann Managing Editor James Williams Associate Editor / Photo Editor Jennifer Caron Copy Editor / Quality Assurance Lead Paul Cianciolo Associate Editor / Social Media Jamie Harvey Art Director

Published six times a year, FAA Safety Briefing, formerly FAA Aviation News, promotes aviation safety by discussing current technical, regulatory, and procedural aspects affecting the safe operation and Contact Information maintenance of aircraft. Although based on current FAA policy and rule The magazine is available on the internet at: interpretations, all material is advisory or informational in nature and should www.faa.gov/news/safety_briefing not be construed to have regulatory effect. Certain details of accidents described herein may have been altered to protect the privacy of those involved. Comments or questions should be directed to the staff by: • Emailing: [email protected] The FAA does not officially endorse any goods, services, materials, or products of • Writing: Editor, FAA Safety Briefing, Federal Aviation manufacturers that may be referred to in an article. All brands, product names, Administration, AFS-850, 800 Independence Avenue, SW, company names, trademarks, and service marks are the properties of their respective owners. All rights reserved. Washington, DC 20591 • Calling: (202) 267-1100 The Office of Management and Budget has approved the use • Tweeting: @FAASafetyBrief of public funds for printing FAA Safety Briefing.

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2 FAA Safety Briefing DEPARTMENTS

2 Jumpseat: an executive policy perspective The FAA Safety Policy Voice of Non-commercial General Aviation 3 ATIS: GA news and current events

5 Aeromedical Advisory – a checkup on all things aeromedical

6 Condition Inspection: a look at specific medical conditions

26 Checklist: FAA resources and safety reminders

27 Drone Debrief: drone safety roundup

28 Nuts, Bolts, and Electrons: GA maintenance issues

29 Angle of Attack: GA safety strategies

30 Vertically Speaking: safety issues for Shocking Potential GA Can Light the Path for Electric Aviation rotorcraft pilots 8 31 Flight Forum: letters from the Safety Briefing mailbag

32 Postflight: an editor’s perspective

Inside back cover FAA Faces: FAA employee profile

Get the Lead Out! Cutting Through All the Noise 12 Looking at the Future of Avgas 14 How the FAA is Working to Reduce the Impact of Aircraft Noise

18 Splat! The Story of Snarge Accidental “Meetings” Between Aircraft and Wildlife 21 Changing the Light Bulbs LED Technology is the New Beacon in Aviation Safety 24 National GA Award Winners Top 2021 General Aviation Professionals Recognized

July/August 2021 1 JUMPSEAT RICK DOMINGO, FLIGHT STANDARDS SERVICE EXECUTIVE DIRECTOR

A CLIMATE FOR CHANGE

It’s a common human characteristic greenhouse gas pollution by 50-52% do better. You might not have ready to avoid choices that require us to of 2005 levels by 2030. This target calls access to a whisper-quiet electric GA change. We tend to put our activities for cutting carbon pollution from the airplane, but we’ll review some of on autopilot and turn our attention transportation sector in a number of the ways you can lessen the noise for to other things, often not noticing ways, to include working toward very airport neighbors. the changing circumstances that low carbon, new-generation renew- We can’t consider aviation and the would compel us to change course. It able fuels for aviation. environment without mentioning may sound like I’m setting the stage On that subject, you have probably wildlife. Right from the start, pilots for another essay on VFR-into-IMC heard about the long and continuing learn that there are rules against accidents but the topic this time is the work to find a replacement for the flying too low over certain parks and increasingly urgent need to address 100LL fuel that powers much of the wildlife areas. But you may be more the causes of climate change. existing GA fleet. We’ll provide an familiar with the risk of wildlife No matter where you live, you’ve update on this work, known officially encounters of a different nature. probably experienced some impact of as the Piston Aviation Fuels Initiative Even with airport fencing, deer and climate change. You might have found (PAFI). But we will also take a look other animals can create collision yourself close to the unprecedented at exciting new technologies like hazards for pilots operating at GA wildfires making headlines last sum- electric aircraft. It’s likely to be awhile airports. Aerial collisions between mer. If you live in Texas, you might before you can board a commercial our metal birds and our feathered have shivered through the worst airliner with electric propulsion. friends are not uncommon either. To freeze in memory. I could go on, but Happily, though, the size and diver- refresh your knowledge, this issue of you get the idea. sity of the GA sector enables it to FAA Safety Briefing will review risk serve as both a seedbed and a testbed mitigation measures and reporting Sustaining Our Future for all kinds of innovative ideas and protocols for wildlife encounters. Because of its reliance on fossil fuels, technologies that eventually find the transportation sector, including their way into larger applications. Respecting Mother Nature aviation, has played a role in bringing Beyond their benefit in carbon Those who fly, whether as passengers us to the present challenge. But that reduction, technologies like some or pilots, are privileged to see our also means that the transportation electric aircraft can contribute to planet with no boundaries. We see sector can — and must — play a role the environment through noise its beauty, and we can also see the in finding and implementing solu- reduction. Technology has lowered damage we do to the environment. tions. To that end, earlier this year, the source noise of aircraft over the Now more than ever, the FAA seeks to President Biden announced a new years. In Washington DC, where Rea- advance aviation in an environmen- target for the United States to reduce gan National Airport is conveniently tally responsible and energy efficient close to the city, I can manner. You have a role to play too, remember a time when and you will find plenty of informa- the noise of departing tion in this issue on specific steps you (or arriving) aircraft can use to make your own aerial activ- forced every outdoor ities environmentally friendly. conversation into a stop-and-start staccato LEARN MORE rhythm. It’s a lot better now but noise concerns FAA Environmental Policy and Guidance are also among the bit.ly/FAAEnvironPolicy biggest threats to the White House Fact Sheet on US Commitments viability of our nation’s bit.ly/WHCleanEnergy (PDF) airports. We need to

2 FAA Safety Briefing GA NEWS AND CURRENT EVENTS ATIS

AVIATION NEWS ROUNDUP

New Course for Preflight Self- materials, and practice exercises for was updated in 2020. This AC provides Briefings for Student and VFR Pilots pilots to conduct on their own or with guidance on how a pilot may share The new course provides guid- their CFI. The FAA encourages pilots flight expenses with passengers in a ance on how to conduct a safe and to leverage automated resources and manner consistent with Title 14 of the regulatory compliant preflight develop weather and aeronautical Code of Federal Regulations (14 CFR). self-briefing using automated interpretation skills in order to assess It responds to Section 515 of the FAA weather resources. The objective is flight safety risks. Go to bit.ly/ALC-683 Reauthorization Act of 2018 that sets to ensure that the pilot understands to take the course. forth the FAA’s longstanding position aviation weather basics and learns with regard to the regulation govern- to apply meteorological and aero- Sharing Aircraft Operating ing expense-sharing flights and the nautical information in a systematic Expenses AC Updated manner in which those flights relate to manner to plan a safe flight. Advisory Circular (AC) 61-142, operations that require a 14 CFR part The course includes scenarios, Sharing Aircraft Operating Expenses in 119 Operating Certificate. Go to real-life examples, videos, reference Accordance with 14 CFR § 61.113 (c), bit.ly/AC61-142 to download the AC. Space Launch Activity Areas Added to Navigation Charts Adding space launch activity areas to the navigation charts used by pilots who fly visu- ally responds to the recent and expected continued growth of commercial space operations. All 12 FAA-licensed space- ports, and other federal and private launch and reentry sites, are represented on the charts by a rocket symbol. These areas are in Alaska, California, Colo- rado, Florida, New Mexico, Oklahoma, Texas, and Virginia. Pilots can download the free charts and reference the FAA Aeronautical

SAFETY ENHANCEMENT TOPICS Please visit bit.ly/GAFactSheets for more information on these and other topics.

JULY AUGUST Stabilized Approach — Use of Weather Information — Maintaining a stabilized approach A review of best practices on and landing is a great way to avoid obtaining and using weather a loss of control situation. information for your flight.

July/August 2021 3 ATIS

Chart User’s Guide at Changes to EAA AirVenture NOTAM which directs the FAA to digitize bit.ly/FAAChartGuide for more The 32-page notice to airmen Registry information, processes, information. In addition, the FAA (NOTAM) booklet is an absolute operations, and functions through encourages pilots to check the must if you're flying an aircraft to electronic or remote means. For NOTAM database for any Temporary EAA AirVenture in Oshkosh, Wisc. more information, go to Flight Restrictions (TFRs) issued to this July. It outlines all arrival/depar- faa.gov/go/CARES. divert air traffic from where space ture procedures, radio frequencies, operations are scheduled. Wittman Regional Airport details, FAA Completes New Pilot Records In 2020, the FAA licensed 41 com- and much more. AirVenture is Database Rule mercial space launches and reentries, scheduled to run from July 26 to A new rule from the FAA will enable the most in the agency’s history. For July 31, 2021. the sharing of pilot records among 2021, that number could reach 50 or Although many of the procedures employers in an electronic database more. Pilots also need to be aware of are similar to prior years, there maintained by the agency. The final NASA, military, and other government are updates in nearly every area to rule for the Pilot Records Database launches that the FAA does not license. enhance safety, efficiency, and conve- requires air carriers and certain nience for the thousands of airplanes other operators to report pilots’ Aviation Safety Reporting for UAS expected at The World's Greatest employment history, training, and The FAA has extended the Aviation Aviation Celebration. qualifications to the database. The rule Safety Reporting Program (ASRP) to The EAA AirVenture NOTAM is also requires air carriers and certain UAS operators, including the protec- required reading and should be part operators to review records contained tions offered through NASA’s Aviation of a pilot's pre-flight preparation. in the database when considering Safety Reporting System (ASRS). Go to bit.ly/OSHNOTAM for the pilots for employment. ASRS has a reporting form tai- latest information. The database will include the fol- lored to the UAS community. This lowing information: will ensure that the safety data that New Online Airman Registry • FAA pilot certificate information, is collected will result in actionable Coming Soon such as certificates and ratings; information for the entire aviation The Civil Aviation Registry Elec- • FAA summaries of unsatisfactory community. ASRS captures confi- tronic Services (CARES) is a pilot applications for new certifi- dential reports, analyzes the resulting reimagined and modernized ser- cates or ratings; aviation safety data, and disseminates vice solution that will enhance the vital information to the aviation registration services provided by the • FAA records of accidents, incidents, community. This system is completely FAA. Expected to launch in October and enforcement actions; confidential, voluntary, and non- 2021, CARES will provide web-based • Records from employers on punitive. Anyone can use this report- services for registration of all U.S. pilot training, qualification, and ing system, including bystanders. Go aircraft, and certification of all U.S. proficiency; to asrs.arc.nasa.gov to learn more or airmen, including unmanned aircraft • Pilot drug and alcohol records; to use the system. systems (UAS) and will replace • Employers’ final disciplinary action current Civil Aviation Registry records; processes. The new system will maxi- mize the use of automation, optimize • Pilot records concerning separation business processes, support risk- of employment; and based decision making, and increase • Verification of pilot motor vehicle efficiency and effectiveness. driving record. CARES will allow for direct user The FAA will publish an advisory entry and automated processing circular to accompany the final rule of most FAA Civil Aviation Reg- and will offer additional resources to istry Division (Registry) services, support industry adoption and use with real-time access to authorized of the database. The rule has been information. This transformation is thoroughly debated and incorporates expected to impact approximately 3 feedback from all aviation stakehold- million industry stakeholders. The ers. See the FAA’s press release here: CARES initiative is in response to the bit.ly/3uMaepZ. FAA Reauthorization Act of 2018,

4 FAA Safety Briefing DR. SUSAN NORTHRUP, FAA FEDERAL AIR SURGEON AEROMEDICAL ADVISORY

WHEN YOU’RE DIAGNOSED WITH COVID-19

The past year has been challenging severity. The AME can for aerospace medicine. We have guide you on what is worked closely with our international necessary. In some cases, counterparts, fellow federal agen- the AME might not need cies such as the Centers for Disease any documentation. For Control (CDC), and FAA co-work- others, the AME might ers to keep the National Airspace want to see the positive System open for business, albeit test report or doctor’s at a reduced level. Deep cleaning, note requiring isolation fixed crews for air traffic controllers, for presumptive COVID- quarantine and isolation protocols, 19. We defer this to the etc., became part of our daily routine. judgement of the AME. If The FAA extended the validity for you were hospitalized, we many time-sensitive qualifications, need the hospital records Remember that all certificated including medical certificates, several including admission and discharge pilots (including student, sport, times to accommodate widespread notes, testing, and a status report from recreational, private, commercial, and logistical challenges while ensuring the treating physician. We also need a airline transport) must comply with public safety. The availability of AMEs status report for anyone with persistent 14 CFR section 61.53. It states that if (aviation medical examiners) and symptoms. You do not need to report a you have a disqualifying condition, specialty evaluations has improved quarantine due to a possible exposure. medication, or treatment, you may significantly, removing the need to Post-COVID conditions (the not fly until it is resolved. Section extend medical certificates. The last CDC term, known also as long 61.53 applies whether you use a FAA of the medical certificate extensions COVID, long-haul COVID, and medical certificate, BasicMed, a driv- expired on April 30, 2021. chronic COVID) are an area of active er’s license, or fly balloons or gliders. research and a concern for flight Unfortunately, while the vast OUR GOAL REMAINS TO safety. Defined as new, recurring, or majority of airmen can be issued a ongoing symptoms more than four CERTIFY AS MANY AIRMEN AS certificate by their AME right away, weeks after the initial infection with we have denied a medical certificate SAFETY PERMITS. COVID-19, they are not rare. Post- for a small number of airman after COVID conditions are more likely if a COVID infection. Some airmen On March 26, 2021, we provided you are older, have underlying health had other conditions or medications AMEs with guidance on applicants conditions, and had more severe unacceptable for flying. However, with a history of COVID-19. In most disease. Previously asymptomatic the vast majority of these individuals cases, the AME will be able to issue a healthy and younger individuals and others who only had COVID-19 medical certificate if you are otherwise have developed post-COVID condi- simply failed to provide the informa- qualified. If you had more than mild tions though. Manifestations include tion we requested. Our goal remains disease or have persistent symptoms, dysfunction of the cardiovascular, to certify as many airmen as safety please discuss your health with your respiratory, renal (kidney), or neu- permits. Please help us to do so. personal physician prior to returning rological systems. You should report to flying. We recommend this for all mental health symptoms (“brain fog,” Dr. Susan Northrup received a bachelor’s degree in pilots. If you maintain a FAA medi- depression, anxiety) or other symp- chemistry and a medical degree from The Ohio State cal certificate, have that conversation toms such as fatigue, shortness of University, as well as a master’s degree in public health with your AME as well. Anyone with breath, cough, chest pain, headache, from the University of Texas. She is double board certified a medical should have the documen- fever, loss of smell or taste, dizziness by the American Board of Preventive Medicine in Aerospace tation from your illness available for when standing, joint or muscle pains, Medicine and Occupational Medicine. She is a retired U.S. Air Force colonel and a former regional medical director for your AME to review, regardless of the or chest pain to your AME. Delta Air Lines. She is also an active private pilot.

July/August 2021 5 CONDITION INSPECTION DR. LEO HATTRUP, FAA MEDICAL OFFICER

GUIDANCE ON COVID-19

Guidance for COVID-19 prevention wear, and frequent handwashing. The real, it is much less dangerous than and treatment has evolved throughout historically low rates of influenza this having COVID-19. In fact, the risk the pandemic, often rapidly. In May, season demonstrate the benefit of of death if you contract COVID-19 is the FDA (Food and Drug Adminis- these practices. 1,000 times greater. Consider also that tration) and the advisory committee oral contraceptives, commonly used, on immunization practices (ACIP) COVID-19 VACCINES ARE SAFE pose a greater risk of a clot complica- expanded the Pfizer vaccine as an EUA tion than the vaccine. After reviewing AND EFFECTIVE, BUT OTHER (emergency use authorization) for the data, the FDA determined that the those 12 and older. The CDC (Cen- PREVENTIVE MEASURES vaccine remains safe. ters for Disease Control) eased many Others have been concerned about AUGMENT THE PROTECTION. restrictions for those who are fully vaccine safety in general due to a lack vaccinated. In addition, individuals of understanding the Vaccine Adverse can now receive the COVID vaccines Evidence shows that the vaccines Event Reporting System (VAERS). at the same time as other vaccines. effectively reduce susceptibility to VAERS is simply a warning system for Additional changes are likely. Pfizer infection and serious disease as potential adverse effects from a vac- is seeking full approval for its vac- well as the risk of transmission. The cine and documents an association, cine (as opposed to the current EUA vaccine is nearly 100% effective in not causality. After analyzing these (see the May/June 2021 issue bit.ly/ preventing serious disease and death. reports, vaccine experts determined CIMayJun21)) for adults (18 and over). However, some will decline vaccina- that the COVID vaccines are safe. Vaccine manufacturers are conducting tion and others cannot receive the Unfortunately, treatment for vaccine trials for children under 12. vaccines. Therefore, some individuals COVID-19 remains challenging. This COVID-19 occurred as early will remain susceptible. Mutations is a “novel” coronavirus, and there is as November 2019 in China and naturally occur in virus replication, much we still don’t know. The current appeared in the United States in Janu- leading to variants. The best way to options are limited unless you meet ary 2020. As of this writing, there have reduce the number of new variants is very specific criteria for a clinical been over 33 million cases and over to reduce the number of infections. trial. You and your physician should 600 thousand deaths in this country Although the CDC recently revised discuss what is appropriate for you alone. Most of the deaths have been its recommendations for fully vacci- should treatment be necessary. in individuals at increased risk. High nated individuals, keep up the good The take home message is that risk criteria include a body mass index habits acquired during the past year. vaccines are safe and effective, but of 35 or greater (bit.ly/BMITables), Frequent handwashing, not touching other preventive measures augment chronic kidney disease, diabetes melli- your face, and staying home when ill the protection. As a reminder, the tus, immunocompromising condition are always good practices. Note that FAA allows airmen to use the Pfizer, or treatment, age of 65 or greater, age while the current vaccines also work Moderna, and Johnson and Johnson of 55 or greater and cardiovascular against the variants, vaccine experts EUA COVID vaccines, but mandates disease, hypertension, or a chronic are reviewing the need to revise the a minimum 48-hour grounding after respiratory disease. Different criteria vaccines and the need for a booster. any of these (note: 14 CFR section exist for those under 17. While the risk of vaccine compli- 61.53 still applies). Prevention to control the spread of cations is very low, the Johnson and COVID (and other diseases spread Johnson vaccine recently came under Leo M. Hattrup, M.D., received a bachelor’s degree from via respiration) includes minimizing scrutiny. Some, primarily women, Wichita State University, a master’s in public health from contact with the virus and getting developed blood clots after vaccina- Harvard University, and a doctorate from Vanderbilt University. He is retired from the U.S. Air Force in which he vaccinated. The risk of spread is tion. The individuals were between 18 spent the majority of his career in aerospace medicine. He dependent upon the level of exposure, and 60; many had other risk factors for is board certified in aerospace and occupational medicine. limited by the now familiar practices a blood clot. While the risk of a blood He is a certificated flight instructor and enjoys flying of social distancing, sanitation, mask clot complication from the vaccine is airplanes, helicopters, and gliders.

6 FAA Safety Briefing

M basics of fast-developing this arena. aircraft offer agreat example. me introduce Let you to the concepts and language the of technology. anew Electric become familiar with —even comfortable with —the is news thatgood you don’t an need advanced degree to You hear terms that don’t fit into anything you know. The makes technology new when familiar spaces feel strange. to a75kWengine regardless of power source. unit to any engine. A100hp engine would roughly equate easily converted (1hp You =0.7457kW). can apply either horsepower (hp). Since are both derived units, can be they power, engine (particularly power), is usually expressed in kilowatts which is (kW) 1,000watts. In transportation, transferredenergy second. per In about most we uses, talk over aspecific amount time.of One wattequals jouleone of of power that selected amount signifies a transfer of energy to fly. needed energy Now let’s terms. talk The watt isa unit transformthing: they potential into energy kinetic the and combustionElectric propulsion systems same the do Ctrl-Alt-Del FAA Briefing Safety significant interest to us. This can present aproblem things that don’t directly impact our lives or hold a ost of us don’t invest much inlearning time about we’ll aboutlater. efficiency talk doesn’t account for transformation system, losses inthe but draw that amount of power. This system also hypothetical hour assuming motor the and systems attached to it could battery could supply 1kWfor 10hours or 10kWfor one liter for an internal combustion engine (ICE). A10kWh cle’s “fuel tank,” making it counterpart the of gallon the or hour. The kWhthe unitis of measure for vehi - an electric bill. One kWh of is energy the one kW(flowing) for an which you know as major the component of your electric go, right? fewer moving is way the Slam, parts. to dunk. Electric motors are lighter also and mechanically simpler with of “fuel,”efficiency with no direct emissions. Electric motorsSo, electric could possibly unit triple per the engines aren’t on exactly leading the edge of efficiency. With ICE engines usually 30-40% range, inthe airplane motorsICE. Electric are generally 75-95%efficient. is better positiveOn the than side, efficiency baseline another. most Like there tradeoffs, are pros and cons. one trades reaction chemical forElectrification of AnotherReactions Kind The next unit considerto thekilowatt is hour (kWh),

Photo courtesy of Pipistrel Aircraft. Not so fast. All methods of transportation use chemistry to transform potential energy into kinetic energy. This points toward the primary challenge of electrification, specific energy. We discussed specific energy in detail in a previous article (see Learn More for link), but here’s the recap. Batteries store far less energy per unit of either volume or mass than fossil fuels. Avgas (100LL) has a specific energy of about 12 kWh per kilogram (KG). The best batteries currently available (in terms of specific energy) are lithium ion (Li-ion) batteries with a specific energy around 0.25 kWh/KG. Even assuming 100% motor efficiency, the battery would manage only 0.25 kWh/KG while an ICE with 25% efficiency would net 3 kWh/KG — about 12 times more energy. In energy intensive operations like aviation, that matters.

The Darker Side of Green In this photo, we see the difference between Level 1 and Level 2 automotive Electric Vehicle Another challenge to electrification is the use of certain Supply Equipment (EVSE), commonly referred to as chargers, and the different outlets they use. resources. Most of the cobalt needed for batteries comes from the Democratic Republic of the Congo, where conflict and provide to the vehicle. A typical Level 1 charger can only regulatory structure raise ethical and environment issues. supply less than 2 kW, while a Level 2 charger typically Lithium (Li), a key component of a Li-ion battery, must be provides around 7-11 kW. Using basic math, a 20 kWh processed from compounds. Hard rock mining has been the battery would take about 10 hours to charge on Level 1 dominant source for Li but processes now enable extraction but only 2-3 hours on Level 2. Losses in charging make it from salt brine deposits primarily in South America. a tad more complicated, though: Level 2 is close to 90% Researchers are working on methods to extract Li from sea- efficient while Level 1 is less than 84%. water (where it occurs naturally at 0.1 parts per million), but For aviation, Level 1 might seem too slow, but its low right now Li ore mining involves the kind of environmental cost and ready availability are advantages. Some hangars impacts associated with open pit and mountain top removal already have electricity, so adding a 120V outlet isn’t a big mining. Brine extraction has less impact but can consume deal. For an airplane that spends most of its time in the massive amounts of water — a problem in very arid regions. hangar, extra charging speed probably isn’t worth the cost. Does that mean that Li-ion batteries are bad? Not Even a large spec 92 kWh battery would be charged in exactly. All forms of energy have negative externalities. about three days from empty off of a standard outlet. You Thinking of batteries as a “zero impact” solution to envi- could fly, roll your airplane back in the hangar, plug it in, ronmental concerns is incorrect, but batteries clearly have and go home. When you return a few days later, your air- a role to play in our energy future. How that evolves will plane is “refueled” for less than $20 of electricity. But what depend on how technology advances. about those times when you don’t have time? Charged Up While electric motors are simpler and less maintenance intensive than their ICE counterparts, batteries are far more expensive and complicated. The actual chargers for most electric vehicles (EVs) are built into the vehicle, enabling installation of “chargers” in homes and public places without compatibility issues. Regardless of where the actual charger resides, there are different levels of charging. How this will be applied to aircraft remains to be seen, but the EV world offers a few choices. Level 1 alternating current (AC) charging (120V/up to 16 amps (A)) is a standard household electrical outlet. Level 2 AC charging is 240V (usually about 50A) and is typically similar to an electric clothes dryer. The higher the voltage and amperage of the circuit, the more electricity it can While both Level 1 and 2 use the same J-1772 connector, note the difference in cord gauge of the Level 2 connection on top. The 240V 32A EVSE requires a much heavier cord.

July/August 2021 9 AC/DC If time is an issue, you might need DC Fast Charging. Often called Level 3 charging, DC Fast Charging is a very different technology. The electrical grid provides power in alternating current (AC), but batteries store it in direct

current (DC). AC works very well for most applications. To Aerospace. courtesyPhoto of Bye store that energy in a battery, though, you need an inverter to transform it into DC. DC Fast Charging eliminates that step by going directly into the battery and at a much higher voltage and amperages. DC Fast Charging can provide over 300 kW of charge if your vehicle can accept that much. While still not quite as fast as a visit from the fuel truck, it’s getting much closer. The downside is that it creates a lot of heat and requires heavy gauge cables. It’s also hard on the battery to be charged that rapidly. So using DC Fast Charging a lot could potentially reduce battery performance and life faster over time than less aggressive charging. It’s also important to remember that regardless of the level, charging varies with conditions and state of charge (SOC). This is why you often see charging times listed at 5-80% rather than 0-100%. Charging will slow dramatically above 80% in most appli- The eFlyer 2 prototype takes flight to continue its certification program. cations. Level 1 and 2 will be less impacted by virtue of their lower base charging rate. The Sky Ahead So does an electric future lie ahead? Will we see electric aircraft become a factor in GA? I believe the answer is yes, but it’s not going to be a quick revolution or even possibly a complete one. Because electrification — at least for now — is harder for bigger and more powerful aircraft, we are likely to see GA lead the way. The initial training market looks to be the Photo courtesyPhoto of Electrify America. most ripe for conversion. Electric aircraft now available or soon to be available can cover most required tasks. They can benefit from significantly reduced fuel costs and the reduced noise signature from switching. The picture for general purpose GA use is a little more challenging but could become a reality in the coming years. This is especially true if you operate from a hot or high airport. Since the electric motor doesn’t depend on atmospheric oxygen, density altitude won’t compromise EV motor performance in the same way it affects ICE. It’s an exciting time to be in aviation, and it will be fun to watch the electric airplane fleet develop.

James Williams is FAA Safety Briefing’s associate editor and photo editor. He is also a pilot and ground instructor.

LEARN MORE

“Ride the Lightning, Aviation’s Electric Future?” FAA Safety Briefing — Nov/Dec 2018 bit.ly/RideLightning A 350 kW DC Fast Charger. Note the heavy cord and CCS connector.

10 FAA Safety Briefing U.S. Department of Transportation Federal Aviation Administration ADS-B Performance Monitor

Public ADS-B Performance Report

ICAO: A5BEC0 (51337300) Tail Number: N47 Last Flight Id: N47 Period: 03-23-2018 13:11:20 to 03-23-2018 13:59:29

Operation Analysis Overview Analysis Airborne 1090 ¨ Surface 1090 ¨ Surface RWY/Taxi 1090 ¨ Airborne UAT ¨ Surface UAT ¨ Surface RWY/Taxi UAT ¨ Equipped with ADS-B Out? Is your equipment working properly? Does it meet rule performance requirements? Find out by using the FAA Public ADS-B Performance Report service at: faa.gov/go/adsbpapr Get the Lead OUT!

Looking at the Future of Avgas By Paul Cianciolo

here’s nothing better than the smell of avgas in the failure. The TEL byproducts after combustion also provide morning! Well, maybe the “sound of freedom” as a some benefits to exhaust valves by preventing them from T fighter jet soars by overhead may be better. Neverthe- recessing into the cylinder head and burning. less, sampling aviation gas — avgas for short — is a ritual every general aviation pilot does during preflight. Part of Searching for Alternates the rationale is making sure you have the right grade of Leaded gasoline for cars and trucks was fully phased out in fuel, the one with the blue tinge. The other part is making 1996 with the passage of the Clean Air Act. At that time, pis- sure there is no water in the tanks. Even though you may ton-engine airplanes and helicopters were only responsible love that fuel smell, inhaling toxic lead particles is not the for around 5% of all emissions in the country. The advances best decision for your health. in automobile engines created a new market for unleaded fuel, but there were no alternative fuels for piston engines. ‘TEL’ Me More The market for avgas is small, with jet fuel, which does not Yes, lead. It’s the same lead you have to read about when require lead, accounting for approximately 86% of aviation’s you buy an old house or rent an apartment. Eating paint fuel needs. However, piston-engine aircraft are the staple chips in today’s world may be a safer bet. (Please don’t eat of GA flying. Two-thirds of GA flying occurs for business paint chips.) Burning leaded fuel in piston-engine aircraft is purposes, which includes carrying millions of passengers one of the last remnants of 20th century flight. Pumped at 3,000 airports across the country, avgas is the only remain- ing lead-containing transportation fuel. The FAA shares the Environmental Protection Agency's (EPA) concerns about lead emissions from small aircraft. More than 167,000 piston-engine aircraft operating in the United States rely on avgas. Lead is a toxic substance that can be inhaled or absorbed in the bloodstream, and emissions from avgas have become the largest contributor to the relatively low levels of lead emissions produced in this country. There’s a reason for the lead in avgas though. The addi- tive used, tetraethyl lead (TEL) prevents damaging engine knock, or detonation, that can result in a sudden engine

12 FAA Safety Briefing annually, serving as the primary training ground for most commercial airline pilots, and aircraft used for firefighting, law enforcement, and search and rescue, among others. New aircraft just aren’t bought and sold like new vehicles, and no one wants to see an older piston engine aircraft lose value simply because it’s incompatible with a new avgas. Given the drawbacks of lead, in 2013 the FAA and EPA launched a research and development program to find an alternative unleaded fuel for piston aircraft. To help "get the lead out," the FAA is supporting the research of alternate fuels at its William J. Hughes Technical Center in Atlantic City. Through the Piston Aviation Fuels Initiative (PAFI), Development and pre-screening testing is taking place at the FAA is working with aircraft and engine manufactur- both private and public testing facilities across the country. ers, fuel producers, the EPA, and industry associations to The FAA's William J. Hughes Technical Center is providing overcome technical and logistical challenges to developing engine-testing services with individual fuel companies. and deploying a new, unleaded fuel. The FAA also continues to support other fuel applicants who have decided to pursue engine and airframe approvals Knock, Knock! that would allow the use of their fuel formulations through The focus of the PAFI is qualification and authorization traditional certification processes. of an acceptable unleaded fuel and the safe transition to In the big scheme of things, avgas for our GA aircraft a more environmentally-friendly aviation fuel, which is a very small portion of our country’s fuel needs. This includes four key elements. last remnant of the high-octane needs for our “arsenal of democracy” 75 years ago is still fueling our need to fly. It’s 1. Fleet-wide Authorization Qualification Test Program time to get the lead out for good. 2. New Alternative Fuel Proposals and Certification Prop Wash 3. Establishment of FAA Safety Standards In the short-term, lead exposure at airports can be reduced 4. Safe Deployment and Transition to a New Fuel by increasing the distance between run-up areas and public Testing, which has been ongoing since late 2014, was areas. If existing run-up areas typically cause propeller recently delayed due to the COVID-19 public health emer- wash to be directed off airport property or into areas where gency. The FAA, fuel suppliers, and aerospace manufacturers the public can be exposed, an airport operator should continue to develop high octane, unleaded fuel formulations. consider shifting either the location or orientation of The FAA requires the fuel producers to complete pre-screen- run-up activities to locations where the emissions can be ing tests prior to a candidate fuel formulation entering into better contained to non-public areas of the airport. In cases more extensive testing through the PAFI. These tests include where it is not immediately feasible to reduce lead emis- completion of a 150 hour engine endurance test on a tur- sions, minimize the public's outdoor air exposure to lead bocharged engine, an engine detonation screening test, and emissions by either shifting fences to increase the distance material compatibility tests using the PAFI test protocols or between run-up areas and public observation areas and/or other procedures coordinated with the FAA. posting signs to discourage loitering by the public in those areas where there may be potential and unnecessary exposure to lead from piston engine aircraft emissions. With valuable input from industry, the FAA is taking important steps in advancing general aviation forward to a cleaner future. So next time you smell avgas in the morning, know that change is in the air.

Paul Cianciolo is an associate editor and the social media lead for FAA Safety Briefing. He is a U.S. Air Force veteran, and an auxiliary airman with Civil Air Patrol.

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faa.gov/about/initiatives/avgas

July/August 2021 13 Cutting Through All THE NOISE

How the FAA is Working to Reduce the Impact of Aircraft Noise

By Tom Hoffmann

rowing up in a neighborhood just over a mile north the tremendous strides the FAA has made in terms of of JFK Airport’s Runway 22R/L, I know a thing or two reducing and mitigating aircraft noise. Still, the current Gabout aircraft noise. We’re talking about the mid-1970s situation with regard to noise is a dichotomy of sorts. On too, when 707s, 727s, and DC-9s freely roamed the skies one hand, the number of people exposed to significant well before the quieter Stage 3 noise requirements were aviation noise in the United States has declined 90% from in place. Ah yes, then there was the Concorde. It felt like roughly 7 million in the 1970s, to just over 400,000 today. time stopped for a minute or so as the sleek supersonic This also occurred as total enplanements increased by airliner passed a mere few hundred feet above my garage nearly a factor of five, from 200 million in 1975 to more on approach. The vibrations from its engines rattled dishes than 850 million today. in my mother’s cupboard and good luck if you were at a Despite this favorable shift over time, a recent noise pivotal point in any TV show. Of course, as a wide-eyed survey revealed a somewhat curious discovery. Data from aviation buff, I relished the extra loud engine noise and the FAA’s Neighborhood Environmental Study (NES), which would always bolt to the backyard to watch the Concorde’s was released this past January, indicated a substantially iconic “droop-snoot” in action. However, I’m fairly sure higher percentage of people were “highly annoyed” over the my neighbors did not share my same enthusiasm for these entire range of aircraft noise levels, including those at lower routine aerial encounters. I can’t say that I blame them. levels (below DNL 65 dBA). So how does that happen with so many fewer people exposed to aviation noise? It’s the For Flying Out Loud! same question FAA experts are currently tackling in their bid Fast forward several decades, and my, how things have to rethink the way noise is addressed, including figuring out changed. I no longer live a half dozen golf swings from ways to better understand how people perceive and respond a major international airport, but I’m keenly aware of to different types of noise. “This is a nuanced story,” explains

14 FAA Safety Briefing Dr. James Hileman, the FAA’s Chief Scientific and Technical Figure 1 Advisor for Environment and Energy during a recent webinar on the NES results. “The noise experience today is very different than it was in decades past.” Indeed it is. What may help explain this growing distaste for aircraft noise are changes in a range of factors including survey methodology, how aircraft operate, population distri- bution, how people live and work, and societal response to noise. The NES is the first major update the federal government has undertaken to assess annoyance from aircraft noise since a 1992 reassessment of survey data collected in the 1970s was conducted. The NES attempted to capture some of these nuances and provide more recent quantitative data, which the FAA could use going forward. But before we get into those details, a brief background on sound metrics and the agency’s noise efforts might provide helpful context.

Background Noise Simply stated, noise is unwanted sound. As we mentioned, there is a great deal of subjectivity involved with that land-use guidelines, this helped the FAA to significantly assessment, but also a physical, more objective component reduce the number of people living in areas exposed to as well. For example, we use decibels to measure sound aviation noise as was pointed out earlier. The agency also intensity on a logarithmic scale. (Fun fact: a decibel is established eligibility for noise mitigation funding, like actually 1/10 of a bel (B), a unit originally used to quantify sound insulation for schools or homes. telegraph signal loss and named after Alexander Graham Bell). But to account for the way people respond to sound, Peace of Your Mind we use the A-weighted scale (dBA). This accounts for both To get to the meat of the matter on noise, the FAA also had intensity and how the human ear responds to sound, focus- to find a way to represent the effect of noise exposure on ing on frequencies that would affect us most (e.g., a crying people. Researchers use the term “annoyance” to cap- baby vs. the low rumble of thunder). ture the varied adverse reactions people have to different Because people are exposed to sounds that vary in length levels of noise exposure. With the help of social surveys, and loudness, the FAA must use metrics that take these this relationship can be measured with what’s known as factors into account. The FAA’s aviation noise webpage a dose-response curve. If that term sounds like it belongs (www.faa.gov/go/aviationnoise) goes into great detail on in a medical textbook, you’re correct. It’s a term also used these metrics, but we’ll focus on one in particular here that within the medical field to measure the relationship of an helps measure noise exposure in a uniform manner — the exposure and a reaction. In fact, the FDA used dose-re- day-night average sound level (DNL). sponse curves to help pinpoint optimal dosing amounts for DNL is a metric that reflects a person's cumulative expo- COVID-19 vaccines. In the FAA’s case, the dose is aircraft sure to sound over a 24-hour period and is the standard noise and the response is a measure of how it annoys peo- metric used for all FAA noise studies. It takes into account ple. Current FAA noise policies, including the DNL 65 dBA both the noise from a particular aircraft, as well as the total threshold, are driven by a dose-response curve developed number of aircraft operations over a single day (see Figure 1). in the 1970s, known as the Schultz Curve. Although the For example, the DNL value for a single very loud event (like Schultz Curve was reviewed and revalidated in 1992, its my Concorde experience) could equal that of several hundred underlying survey data is 40 years old. aircraft that are less noisy, like near a busy general aviation That brings us to the FAA’s most recent effort to better airport. It also accounts for the complex set of variables that understand the impact of aircraft noise exposure, the NES. could cause noise to vary, like aircraft weight and configu- By measuring responses to a modern fleet using updated ration, weather, and time of year. To account for increased data collection and analysis tools, the FAA was able to noise sensitivity at night, DNL is weighted to assess a 10 dBA depict a more contemporary picture of the response to “penalty” for operations between 10:00 pm and 7:00 am. aircraft noise exposure. The NES involved surveying more The FAA began using a DNL of 65 dBA as a threshold than 10,000 residents living near 20 representative airports. for significant noise exposure in response to the 1976 A range of airport types were selected for the study includ- Aviation Noise Abatement Policy. Together with federal ing larger commercial airports as well as medium-sized

July/August 2021 15 Figure 2 and the X-59 Quiet SuperSonic Technology (QueSST) aircraft, a kinder and quieter Concorde if you will. There’s also the FAA’s ongoing work with the Continuous Lower Energy, Emissions, and Noise (CLEEN) program that is helping to accelerate the development of noise-friendly aircraft and engine technologies (bit.ly/FAACLEEN). It’s worth noting that the single most influential factor in reducing aircraft noise exposure has been the transition to quieter aircraft over the years through stringent noise standards. On a more local level, the FAA has taken a host of actions in recent years to meaningfully engage communities with A comparison of the older Schultz Dose-Response Curve and the new national regard to noise. This includes hiring community engagement curve derived from the Neighborhood Environmental Study. In both cases, officers in each region and working with airport authorities you can see how when noise levels increase, so do annoyance levels. to address community noise concerns. The FAA also created the Fly Neighborly noise abatement training program airports with a healthy mix of general aviation and (bit.ly/FlyNeighborly) that teaches helicopter pilots about rotorcraft operations like Des Moines International and noise abatement procedures and noise-minimizing flight Savannah/Hilton Head International. techniques. (Be sure to read this issue’s Angle of Attack for As the right side of Figure 2 indicates, the new national more on ways GA pilots can “fly friendly.”) Additionally, the curve reflects a much higher level of annoyance and a agency continuously reviews air traffic procedures across the substantial change in the way people perceive aircraft noise. country to find ways to reduce aircraft noise while maintain- To help better understand and address these changes, the ing safety. For example, we’re already seeing noise (and fuel) FAA issued a Federal Register Notice in January (86 FR benefits from the use of idle thrust approaches and narrower 2722) to make the public aware of the NES results and to flight paths with performance-based navigation procedures solicit feedback on where the FAA could further direct for both commercial and general aviation operations. resources. The agency is now reviewing the more than 4,100 responses received during the comment period with Let’s Go Someplace More Quiet the hope that this feedback will help shed light on the shift With these ongoing efforts, coupled with a new comprehen- in increased annoyance levels and inform future steps. sive noise survey, the FAA is demonstrating its longstanding “We will look at these results alongside outputs from commitment to the environment and remains well poised to other noise research programs to inform future actions,” gain a keener understanding of the impact of aircraft noise said Don Scata, Noise Division Manager with the FAA’s exposure on the public. We encourage you to stay tuned Office of Environment and Energy. This includes ongo- as the FAA turns a new page on its efforts to adopt quieter, ing research to study the impact to cardiovascular health cleaner, and more efficient air transportation. and sleep disturbance. While these other programs may take some time to complete, the FAA is committed to keeping the public and stakeholders updated with Not sure who to contact with an aviation noise concern? Want to learn more any progress. Scata adds that the NES results are “an about ways the FAA engages with communities? Visit faa.gov/noise. important element of a broader portfolio of research and community engagement to investigate and mitigate the Tom Hoffmann is the managing editor ofFAA Safety Briefing. He is a commercial pilot and impacts of aircraft noise.” holds an A&P certificate.

To view the FAA’s Federal Register Notice on Aircraft Nosie Policy and LEARN MORE submitted comments, go to bit.ly/FAAFRN.

FAA Aviation Noise Policy Webpage In the meantime, the FAA remains actively engaged with faa.gov/noise other government and industry stakeholders to explore FAA Neighborhood Environmental Survey Public Webinar ways to reduce noise exposure, including how certain youtu.be/Mku13gL0xGc emerging technologies could play a role. The FAA is currently working with NASA and the ASCENT “Of White Lies and Unintended Consequences: Real Estate, GA, and the (ascent.aero) Center of Excellence on studying noise from Inevitable Conflict,” FAA Safety Briefing — May/June 2013, p. 10 electric-powered aircraft, advanced air mobility vehicles, bit.ly/MayJun13 (PDF)

16 FAA Safety Briefing Sound Judgement for Using Drones Solutions. Diana Robinson

Bzzzzzzzzz. You might think you hear a bothered bunch of busy bees if you endangered

are in hearing range of a drone’s departure from terra firma. Nearly all small species and sen- Wildlife and Hahn/Biodiversity Nathan unmanned aircraft systems (sUAS) fall below the decibel level that can be sitive habitats harmful to human hearing; however, drone sounds can be a nuisance. They (space-science. A picture taken from a drone as elephants are moved outside Serengeti National Park. can also hinder an operation’s objective: noise makes surveillance obvious wwf.de/drones). and isn’t a welcome wedding party guest even when participants really They encourage you to think about your launch and recovery sites and to want drone photography. select a location that is away from animals. Using drones for wildlife observation is another example. As scientists When flying your drone near people, always aim to be courteous, and naturalists are quick to note, animals are not particularly fond of bees respectful, and responsible. Let others know in advance about your drone or other stinging insects. A drone that quickly approaches a herd can cause operation. Be mindful of their privacy. Letting people know what to expect a stampede. Drones have also been known to draw the attention of birds of eliminates the startle factor, and that could help unleash curiosity and even prey, creating dangers to both bird and drone. Gustavo Lozada, a technol- inspire interest in flying drones. ogy manager for the Nature Conservatory in Colorado, acknowledges that We know to follow FAA rules when flying our unmanned aircraft, but it’s drones are an important tool in wildlife research and protection. Drones also important to plan carefully. Check local, state, and national laws. Select can track elephants in Africa, and they have helped eliminate activities like the correct drone for the job. Pay attention to who and what are below the poaching, illegal fishing, and wildlife trafficking. Scientists can observe planned operation. In short, small steps go a long way toward assuring vulnerable species by tracking migration routes and patterns. mission success. Recognizing the nuisance of drone noise, though, drone researchers are To learn more about drones helping with conservation efforts, go to working with manufacturers to help reduce the buzzing noise they create. bit.ly/2Q9MLRr. In the meantime, you need to use sound judgement (pun intended) when planning your mission, keeping risks and rewards of your decisions in mind Diana Robinson is a project specialist in the Operational Programs Branch of the while flying your drone. FAA’s UAS Integration Office. Whether using drones near animals or humans, common sense is always in order. Lozada has formulated a method for slowly introducing the drone near animals by keeping a safe distance until they get used to the noise. The aim is LEARN MORE to not scare the animals or disrupt their natural behaviors. The World Wildlife Fund and University of Exeter recommends drone pilots adopt a precautionary Read the article, “Birds Attacking Drones: How to Fly Away!” principle, since little is known about animals’ sensitivity to drones. Their recent coptrz.com/birds-attacking-drones-how-to-fly-away report, “Drones for Conservation,” shares best practices for operating around

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July/August 2021 17 The Story of Snarge Accidental “Meetings” Between Aircraft and Wildlife By James Williams

narge: (snärj) n. It’s the word used for what remains routine, right up until the pilot deviated from his flight of a bird after it strikes an aircraft. It’s not pretty … path. The National Transportation Safety Board deter- Sand neither are the results of most bird collisions mined that the cause of the accident was a loss of control with aircraft, which seem to be increasingly common. due to a bird strike with a black vulture, based on the Anecdotes abound. On a recent road trip with an old remains found inside the wreckage of the aircraft. friend who happens to be a regional jet captain, talk turned to hangar flying. “I seem to be having a lot of A Growing Concern bird strikes lately,” he said. In the wake of US Airways Just how big is the problem? Flight 1549’s miraculous landing in the Hudson River Although serious events are rare, wildlife strikes can more than a decade ago, public attention focused sharply happen nearly every day. Air traffic controllers handled on one of aviation’s most chronic problems: wildlife over 87,000 pre-COVID flights per day (commercial pas- strikes. As my friend reported, “One strike on landing senger, general aviation, air taxi, air cargo, military) during was so bad we had to take the aircraft out of service and which there were 17,358 strikes documented in 2019. That ferry it back to the manufacturer, unpressurized. The equates to about 48 strikes per day, or one strike for every birds did enough damage to the pressure vessel that we 1,812 flights. The important statistic to remember though is didn’t want to risk it.” that there were only 739 strikes recorded in 2019 with any That was a wise decision. A 2019 accident in Florida level of damage, meaning there were only two damaging proved that point. On approach to Naples Airport, a Piper strikes per 43,500 flights. Twin Comanche entered an unannounced turning decent Over the past 20 years, the problem of wildlife strikes and crashed, killing the sole pilot on board. As far as air has only gotten worse. According to the U. S. Depart- traffic controllers could tell, the flight was completely ment of Agriculture, 13 of the 14 largest bird species have

18 FAA Safety Briefing shown significant population increases. These include says the FAA’s National Wildlife Biologist John Weller. Canada geese, white and brown pelicans, sandhill cranes, “Larger, part 139 airports, and those with well-estab- wild turkeys, and bald eagles. Populations of many other lished wildlife hazard management programs, have hazardous species, such as turkey vultures, snow geese, red- reporting rates about four times higher than other part tailed hawks, ospreys, great blue herons, double-crested 139 airports.” cormorants, and white-tailed deer have also increased dra- “Furthermore,” Weller says, “GA airports that are part of matically. Adding to the challenge is the fact that most of the National Plan of Integrated Airport Systems (NPIAS) these species have adapted to living in urban environments, comprise only 15% of the overall strikes reported into the including airports. database, yet have accounted for 64% of reported civil aircraft destroyed or damaged beyond repair due to wildlife Wildlife strikes are one of the strikes from 1990 to 2020.” most pressing concerns we face “Despite reporting gaps, both the quality and quantity of strike reports being submitted have steadily increased,” says at U.S. airports. Weller, “but we can still do better.” Weller points out that species identification is only provided in about 60% of all Experts put the total losses of wildlife strikes at $196 reported strikes and that the estimated and/or actual cost million per year in direct damage and associated costs, and of the strike event is typically not provided. According to over 110,000 hours of aircraft downtime. In an industry Weller, both are “critical pieces to understanding a compli- that runs on razor thin margins at virtually every level, cated puzzle.” these losses could be crippling. Financial losses pale in With this in mind, Weller, and his FAA Wildlife Biol- comparison with the loss of life that occurs in some wildlife ogist colleague Amy Anderson, have laid out steps to strikes. While birds make up 94% of those strikes, they improve the reporting process. “We’ve worked hard to aren’t the only problem. Between 1990 and 2019, there were make 1,211 reported deer strikes in the U.S. reporting a strike as easy as possible. We’ve got a “Although strike reporting has increased significantly website, and we have now made it possible for you to during the last two decades, there are reporting gaps report wildlife strikes directly from your smartphone at from certain airports and airlines that need to be filled,” wildlife.faa.gov. We are always striving to get the word out

July/August 2021 19 to pilots as much as possible.” biological material (a.k.a., snarge) can help experts determine the species through DNA. What Can I Do? If we all pitch in and help improve the data, we can cre- Anecdotes are not enough to get a handle on the true ate safer skies through better mitigations. magnitude of the issue. As Weller observes, the biggest challenge for airport wildlife managers today remains the [This article originally appeared in our Nov/Dec 2011 issue need for good strike data as well as mitigating hazardous but has been extensively updated with current information wildlife (and their attractants) off airport properties. and statistics.] To improve that data, the FAA has worked to make reporting wildlife strikes much easier. Simply navigate to:

wildlife.faa.gov and click “report a strike.” As noted earlier, LEARN MORE you can even do it from your smartphone. FAA Wildlife Strike Database (search, update, or report strike here) The form also wildlife.faa.gov/home includes instructions for safely collecting remains FAA Wildlife Hazard Mitigation whenever possible. faa.gov/airports/airport_safety/wildlife Though admittedly FAA’s The Air Up There Podcast: Flora, Fauna, and Flight distasteful, the remains faa.gov/podcasts are critical to helping airport wildlife managers FAA Wildlife Hazard Mitigation Video create better mitigation youtu.be/Y4zIHRjNa4E strategies. These strate- Smithsonian Institute’s Feather Identification Lab gies differ according to bit.ly/FeatherIDLab species. For instance, the methods used to drive Guidebook for Addressing Aircraft/Wildlife Hazards at GA Airports off a hawk are different nap.edu/22949 from those that would be effective against a starling. As outlined on the website, the remains — generally feathers — should be sent to the Smithsonian, which provides identification services free of charge to U.S. registered aircraft owners and operators. If feathers are not available, even a swab of the

Propane "noise cannons" are a common tactic to encourage birds and other wildlife not to gather on the airport.

20 FAA Safety Briefing CHANGING THE If you want a quick and easy way to LIGHT BULBS save money, change your lightbulbs to LEDs.” I “received these words LED Technology Is The New Beacon of wisdom from count- in Aviation Safety less adults when I was looking for ways to make ends meet in my first apartment. Back then, By Jennifer Caron light emitting diodes (LEDs) “lit up” the consumer marketplace as the longer lasting, more energy-efficient, eco-friendly alternative to traditional incandescent bulbs. The initial investment was quite steep, but with 80% less energy usage than Edi- son bulbs, the long-term, in-pocket savings offset the upfront cost. With all that benefit buzz, I decided to give the lightbulb switch a try. What sounded good in theory was harder in practice, as I wandered up and down the lighting aisle of my local hardware store, desper- ately trying to figure out what the watt is an LED lumen, and will this oddity replace my existing 60 watt bulbs? Who knew that changing the light bulbs could be so complicated! Skeptical, I reluctantly purchased a box of 60 watt equiva- lent LEDs, and although it took me a while to “warm up” to the light, I haven’t looked back. I don’t have to change them, they don’t burn a hole in my wallet, and I’m doing my part to protect the environment.

July/August 2021 21 Navigating Change the return on investment is realized in substantial savings. “Change can be hard, even when the benefits are obvious,” This is especially attractive to airports across the country. says Donald Lampkins, FAA Visual Guidance Lighting “LEDs are replaced less often and cost less to maintain. Systems Technical Lead. Lampkins and his team are leading Airfields no longer have to close their runways incremen- the effort to convert incandescent lamps used in airport tally each night just to change out lamps for maintenance,” approach lighting systems to LEDs. While the switch may says Matthew Harmon, Aviation Safety Inspector in the seem like a natural next step in cost and energy savings, FAA’s Flight Operations Group. “At a busy airfield that’s a Lampkins’ team has had to invest considerable effort in really big deal,” he explains. ensuring buy-in from pilots and technicians in the field. “As But at the end of the day, the switch to LEDs has proven to is the case with any new technology,” he continues, “you be safe and effective. They’ve been researched continuously have to be prepared for hesitation or even skepticism.” for over a decade by both the FAA and industry and they are In 2007, the Energy Independence and Security Act man- the same, if not better than the familiar incandescents. “The dated improved light bulb efficiency. As a result, LED-based research bears that out, and the aviation community overall lighting began to replace traditional incandescent lights is pleased with LED lighting,” says Harmon. at U.S. airports. Apart from the mandate, four influential factors promoted the switch to LEDs: lamp life, lamp cost, Flipping the Switch reliability, and maintenance costs. LED technology greatly Across the board, both large and small airports are transi- outperforms traditional light systems using a fraction of the tioning to LEDs, to the point where LED-based lighting has power, with an expected life of 50,000 hours versus 2,000 largely replaced incandescent technology on runways and hours for incandescent lamps. They’re non-hazardous, taxiways, with approach lighting systems (ALS) soon to fol- recyclable, digital, and very precise in how they produce con- low. Since ALS plays a safety-critical role in ground-based stant, uninterrupted light. Despite their higher upfront price, navigation, particularly at night and in reduced-visibility conditions, any transition has to be safe or safer than the system in use today. Early on, prior to installation, some of the common concerns about LEDs were related to brightness, glare, and depth perception. Anecdotal pilot reports suggested that LEDs were perceived as brighter than incandescents at the same intensity, and tests confirmed this was true. Prior to introducing the technology into the National Airspace System (NAS), the FAA conducted extensive photometric testing to determine how LED lights affect a pilot’s visibility and perception. LEDs have different visual, infrared, and thermal characteristics from incandescents, due to the dissimilar ways in which they generate light. The saturated color of LEDs makes them appear brighter than their less saturated, incandescent counterparts. To resolve the issue, the FAA revised and re-defined the dimming curves for LED runway lighting, effectively low- ering the light intensity. After making these changes, pilots are now beaming over the improved clarity, resolution, and better ability to distinguish colors on the airfield.

The FAA requires airports to convert to LED lights on a single runway or taxiway at the same time to avoid any visual perception differences to pilots.

The U.S. Department of Transportation’s Volpe Avia- tion Weather Research Center compared incandescent lamps to LEDs in a wide variety of real-world weather and challenging visibility conditions. “Testing and analysis has

22 FAA Safety Briefing convincingly shown that in all weather conditions, the pilot eye, will not change (Title 14 Code of Federal Regulations will see and recognize LED lights before incandescents,” (14 CFR) section 91.176 (a) and (b)). EFVS users have says Steve McArthur, FAA Visual Guidance Lighting Sys- asked to know, prior to departure, if an airfield has LED tems Manager. Check out this video to see the side-by-side lighting. “There are plans to change the Terminal Pro- comparison on approach (the video contains no audio): cedures Publication (TPP) to identify LED lighting on bit.ly/PAPIApproaches. airfields, with emphasis on HIRLs, and any LED approach There’s LED lighting options for aircraft too that have lighting systems as they change over,” says Harmon. some good benefits. More on that in a future article. There are plans to change the Terminal Oh Say Can You See Procedures Publication to identify LED In 2015, the FAA assembled a Significant Safety Issues (SSI) lighting on airfields. team and Safety Risk Management Panel (SRMP) to study the integration of LED lighting into the aviation system. “There were some initial safety concerns identified with Cleared for Approach LEDs that we’ve since mitigated; namely, compatibility It is estimated that by 2024, LEDs will start to replace with night vision goggles (NVGs), and loss of sight issues incandescent lamps in ALS across the United States. “The with high intensity runway edge lights,” says Robert Bassey, conversion is happening at a rapid pace not only because electronics engineer in the FAA’s Office of Airports. Legacy of the obvious benefits, but also because several manu- NVGs were built to detect the infrared (IR) emission of facturers have stopped making incandescents suitable for incandescents. That presents a problem with LEDs, given airport lighting systems,” says Lampkins. Outside of ALS their limited IR. The FAA found that some pilots using testing sites, there are currently no LED ALS in use at any NVGs were unable to acquire red-colored, LED obstruc- U.S. airport. The FAA has determined the most economical tion lights. The agency adopted performance specifications approach to replace incandescent lamps is to use the exist- in 2020 to add IR emitters to red LED obstruction lights. ing ALS infrastructure of 950 Medium Intensity Approach “Pilots need to know these lights are now compatible with Lighting Systems (MALSRs). As commercial LED lamps NVGs,” says Bassey, “and the red obstruction lights are are unable to meet the intensity requirements of the current being built to those standards.” Work is ongoing to upgrade MALSR design, the FAA has validated the requirements for the circuitry that powers airport light fixtures so they’ll a special LED lamp. support LED voltage, with plans to introduce new stan- Since 2016, Lampkins and his team have installed LED dards specific to LEDs. Precision Approach Path Indicator (PAPI) systems at 52 airports throughout the U.S., such as Flagstaff, Ariz.; Vero LEDs are compatible with night vision Beach, Fla.; Rochester, N.Y.; Harlingen, Texas; Atlanta, Ga.; goggles. Newport News, Va.; and Tri-Cities, Tenn., to name a few. In 2018, they installed LEDs in the MALSR at Juneau International airport in Alaska (KJNU) to collect opera- When LED conversion was initially considered, the FAA tions data during low visibility and/or degraded weather had a restriction on the use of LED high intensity runway conditions. The team received glowing feedback from edge lights (HIRL). After rigorous testing, the SSI team pilots stating that LEDs are brighter, and easier to distin- and SRMP concluded that LEDs meet the standards set guish and see. for lighting performance in both approach and runway ALS environmental testing and flight evaluation is ongo- lighting systems. As a result, the restriction on LED HIRL ing at Savannah/Hilton Head International airport (KSAV), was lifted in 2019. with initial positive feedback from pilots and airport Some pilots also reported an inability to recognize the management. Plans are in place to install LEDs at three shape of the runway closure marker, based on LED inten- additional airport test sites: Memphis (KMEM), Columbus sity and the size of the runway closure marker. “We issued (KCMH), and McCarran (KLAS). a technical report, and we’re doing some validation testing “We’ve looked at these lights as a replacement for incan- that would ultimately allow us to modify those parameters to descents for over a decade, and we haven’t found any safety make LED runway closure markers more easily recognizable case not to install them,” says Lampkins. “With a much by pilots — that’s coming down the pike,” says Bassey. longer life and a more consistent, even light, LEDs are the Pilots who use Enhanced Flight Vision Systems (EFVS) new beacon of safety on approach.” can continue to use their devices safely, and in the same manner, but the requirement to have an electronic means Jennifer Caron is FAA Safety Briefing’s copy editor and quality assurance lead. She is a to see approach lights if you can’t see them with your naked certified technical writer-editor in the FAA’s Flight Standards Service.

July/August 2021 23 The 2021 National GA Award Honorees

very year for more than 50 years, the General Aviation Awards program and the FAA have recognized aviation professionals for their contributions to GA in the fields of flight instruction, aviation maintenance/avionics, and safety. EThe FAA and the General Aviation Awards Committee plan to present individual plaques to the 2021 recipients at EAA AirVenture in Oshkosh, Wis., and will provide them with an all-expenses-paid trip to this event. Names of the honorees will be added to the permanent plaque in the lobby of the EAA AirVenture Museum.

Nominations and applications for the 2022 General Aviation Awards will be accepted starting July 1, 2021. If you know of a flight instructor, AMT, or FAASTeam Rep whom you think is deserving of an award at the local, regional, or national level, we encourage you to nominate them. If you are an aviation professional with a distinguished career in one of these categories, we encourage you to apply. For more information about nominating or applying, please go to GeneralAviationAwards.com/Nominations.

2021 National Flight Instructor of the Year

Ronald Jay “Ron” Timmermans of Orlando, Fla. is the 2021 craft Pilot Proficiency Program (BPPP) and Bonanza/Baron National Flight Instructor Pilot Training (BPT) program. of the Year. Ron earned his Ron began providing training to Beechcraft pilots in 1998 bachelor’s degree in archi- and developed BPT training curricula approved for FAA tecture from Iowa State WINGS credit. He instructed in BPT events throughout the University in 1972, and was United States and has also been active in the BPT Compan- a professional architect and ion Training Course for those pilots’ significant others. project manager for 40-plus His involvement in the Beech community includes years before devoting himself publishing 50 articles in the ABS Magazine and serving on to aviation. He has been an the ABS Board of Directors. He is a frequent consultant to independent flight instructor owners and buyers of Beechcraft airplanes, and regularly since 1998. These days, he conducts Beechcraft transition training. owns and manages AileRon T, LLC, and flies a Beechcraft Ron has served as a FAASTeam Lead Representative for Bonanza co-owned with his wife. both the North Texas and Orlando FSDOs. A big supporter Ron has logged more than 4,000 hours of dual instruc- of the FAA WINGS program, Ron has presented at 30 tion given, with nearly 1,300 of those hours in the past five WINGS safety seminars. He served on the WINGS Industry years. He instructs at locations throughout Florida, where Advisory Committee and helped found the WINGS Indus- he serves as a mentor and advocate for emerging and young try Network in 2020. He also serves on the FAA’s WINGS pilots and CFIs. Usability Working Group. Certificates and ratings Ron holds include ATP-AMEL, Ron’s outreach activities include presenting NAFI Commercial-ASEL, CFI-IA, MEI-IA, AGI-Instrument, and MentorLIVE webinars for flight instructors, and host- Remote Pilot. He is a National Association of Flight Instruc- ing broadcasts for Florida Aviation Network events to tors (NAFI) Master CFI and Master Ground Instructor, a a national audience. He is a regular presenter at ABS Gold Seal Instructor, and an American Bonanza Society national conventions, EAA AirVenture, Sun ‘n Fun, AOPA (ABS) Master Aviator. Ron is particularly well-known in the Regional Fly-Ins, and numerous other aviation events. Beech community for his active involvement in the Beech- ([email protected])

24 FAA Safety Briefing 2021 Aviation Technician of the Year

Michael Colin Dunkley of Coshocton, Ohio is the 2021 Avi- America. Mike’s first MAF job was liaison for turbine field ation Technician of the Year. operations. Two years later, he worked for a humanitarian Growing up in Rhodesia (now organization bringing relief to civil-war-torn Mozam- Zimbabwe), Mike was always bique, maintaining a fleet of up to 11 aircraft ranging from curious about how things single- and twin-engine Cessnas to a King Air 200. Mike worked. He sometimes upset later moved to the Democratic Republic of Congo as a his parents when he took toys director of maintenance for a large program operating apart to see how they worked Cessna 185s, 206s, 210s, and Caravans. and couldn’t reassemble them. In 1995, Mike returned to the U.S. and continued with He eventually learned to faith-based aviation organizations, first with Moody Avi- reassemble as well as fix them ation, and then with MMS Aviation in Coshocton, Ohio when they broke. The closest he got to aviation was building where he serves as a supervisor and instructor. After four plastic model airplanes. decades of learning, performing, and supervising aviation Mike learned machining, sheet metal work, and similar maintenance, Mike now focuses on passing his knowledge trades at a technical high school, and then applied to Air and experience to missionary aircraft mechanic trainees. Rhodesia (now Air Zimbabwe) to pursue a career in avi- During his career, Mike has trained on a wide variety of ation maintenance. He started with the airline at 16, and aircraft and engines, including everything from the Boeing went on to become a line and heavy maintenance techni- 707, 727, and 737, to a Piper PA46 Malibu/Mirage. cian and then a supervisor and inspector. After 15 years, Paul Gillenwater, FAASTeam Program Manager for the he moved to general aviation when he joined Mission Columbus, Ohio FSDO notes that “Mike Dunkley rep- Aviation Fellowship (MAF), which provides aviation ser- resents an organization and, in fact, an entire sector of vices to over 1,000 Christian and humanitarian agencies, aviation that often goes unnoticed and unseen, but to those as well as thousands of isolated missionaries and indige- lives that are affected by their selfless dedication, it couldn’t nous villagers in remote areas of Africa, Asia, and South be more impactful.” ([email protected])

2021 National FAA Safety Team Representative of the Year

Adam Timothy Magee of Swisher, Iowa, is the 2021 Pilot Examiner (DPE) for Private and Commercial LTA. He National FAA Safety Team is also an appointed FAASTeam Representative, WINGSPro, (FAASTeam) Representative and DronePro with the Des Moines FSDO. of the Year. Adam holds bach- Working with the National Association of Flight elor’s and master’s degrees in Instructors (NAFI), Adam spearheaded the NAFI Elite accounting from the Univer- Balloon Instructor program that recognizes instructors sity of Missouri. A Certified raising the bar on hot air balloon education and training. Public Accountant, Adam’s In October 2020, Adam became a NAFI director day job is with a bank but and treasurer. after banking hours, he doffs Having achieved BFA’s Level 8 (highest level) Distin- his suit and tie in favor of a guished Aeronaut achievement award, Adam has served as white silk scarf and becomes a safety superhero for lighter- a Safety Officer, Weather Officer, and Event Director of hot than-air (LTA) aviation, a.k.a. hot air ballooning. air balloon festivals and events. A valued LTA Event Official, Adam’s mother is a LTA instructor pilot, so he was “hangar he is among the few Americans in the international hot air flying” with LTA pilots by age five. Later he cofounded The balloon competition jury pool. Balloon Training Academy, a non-profit organization for LTA Adam has authored training articles for BFA’s BALLOON- training and education. As president of the Academy, Adam ING Journal and the FAA Safety Briefing magazine. He has built the organization from the ground up. It is now a Train- created hot-air-balloon-specific content for FAASafety.gov, ing Provider and Industry Member of the FAASTeam. Adam’s added numerous WINGS courses, and reached almost 1,000 pro-bono activities earned him 2019 District and Regional balloon pilots during the past six months via the National CFI-of-the-year awards. He received the Balloon Federation FAA LTA Outreach Series. of America (BFA) Directors Award, and also the Bill Murto- Adam has helped shift the ballooning community safety roff Spirit of Ballooning Award for youth aviation education. culture. Thanks to his efforts, there is now more LTA con- Adam is a commercial LTA pilot rated for hot air bal- tent available and more LTA participants in the FAASTeam loons, which confers CFI privileges, and is a Designated than ever before. ([email protected])

July/August 2021 25 CHECKLIST SUSAN K. PARSON

HOW CAN I HELP? — SMALL STEPS CAN MAKE A BIG DIFFERENCE

You probably know the story about whose screen allows you to safely Our huffing and puffing is pointless Everybody, Somebody, Anybody, and pour sampled fuel (minus the water) if “those people” complain to elected Nobody. Everybody was asked to do back into the tank. It may cost more officials who would happily see the an important job. Everybody was than the traditional fuel testers, but airport closed and consigned to “other sure Somebody would do it. Anybody the very modest cost of an environ- economic uses.” could have done it, but Nobody did. mentally-friendly fuel sampler is far It is incumbent upon all of us to Somebody got angry, because it was less than the cost to the environment do as much as we can do to reduce Everybody's job. Everybody thought — not to mention the cost to your the noise impact on our neighbors. Anybody could do it but Nobody budget if you incur an EPA fine for If there are residential developments realized that Everybody wouldn't. fuel dumpling. near your airport, it’s a good bet that Everybody blamed Somebody when Another option is to use the fuel airport management has, so to speak, Nobody did what Anybody could collection receptacles that are fast “heard” from them and worked out have done. becoming a standard feature on ramps a noise mitigation plan that could That story seems especially rele- all over the country. If you can’t safely include non-standard traffic patterns, vant to this issue’s “Embracing the return sampled fuel to the tank, step designation of a calm wind runway Environment” theme. When there is to the nearest fuel collection container that reduces traffic over more con- a large-scale task at hand, individuals and pour it in. If your airport lacks gested areas, and other such measures. often see it in all-or-nothing terms: I such containers, speak to the FBO or Learn what noise mitigation measures can’t do it all on my own, so there is airport management about installing exist at the airports you use and follow nothing I can do. Not so. While it’s them ASAP. them as closely as you can. true that Nobody can do everything, Another way to fly friendly is to Everybody can do something. In a “SHH”ow Consideration avoid prolonged maneuvering over any time when there are many challenges When I first started flying in north- given area. That silo may be perfect for to general aviation, and many growing ern Virginia, my home airport was practicing turns around a point, but concerns about how transportation surrounded by open fields. No longer. the folks in the farmhouse next to it and aviation affect the global envi- Several housing developments now may not consider their neighborhood ronment, it’s increasingly important occupy that once-empty space, and to be as “uncongested” as it appears to for each of us to do as much as we other open areas are gradually filling you. That also applies to operating near can to mitigate damage from our own in. Nowadays, many of the airports that environmentally-sensitive areas that individual activities. GA pilots call home are surrounded by are marked on sectional charts. other people’s actual homes. We pilots Doing your part to keep the planet Ditch the Dumping can huff and puff all we want to about green, clean, and quiet is more than a It always bugged me to throw fuel on how the airport was here first, and good idea. It’s the right thing to do. the ramp after sumping the fuel tanks. how “those people knew” that buying That made me one of the earliest property near an airport would mean Susan K. Parson ([email protected]) is editor of FAA adapters of the GATS jar fuel tester, tolerating a certain amount of noise. Safety Briefing and a Special Assistant in the FAA’s Flight Standards Service. She is a general aviation pilot and flight instructor.

LEARN MORE

For more suggestions on flying friendly, check out the “Environmental Issues” section of the Aviator’s Model Code of Conduct, available free of charge from www.secureav.com

26 FAA Safety Briefing DIANA ROBINSON DRONE DEBRIEF

SEND IN THE DRONES! — SCOPING AND COPING WITH ADVERSE ENVIRONMENTAL IMPACTS

It’s been over a year since much of Point phosphate plant’s retention Photos taken by drones during the population has been working pond, built into a gypsum stack. A the Red Tide event identified the virtually, and we are all ready for a gypsum dewatering stack is a defined most vulnerable areas and allowed much deserved vacation. But looking geographic area associated with a researchers/government to track back at the summer of 2018, Kare- phosphoric acid manufacturing plant the path of the blooms, as well as nia Brevis, better known as the Red in which gypsum is disposed of or deceased sea creatures. This data Tide, was the culprit that struck the stored outside a fully enclosed build- helped with preparation of clean-up Florida coastline, inlets, and water- ing, container, or tank. activities for delicate estuaries and ways with a harmful toxin-producing The emergency release of this tourist destination areas. Drones algae bloom bringing respiratory polluted water took pressure off could quickly identify where clean-up irritation to humans, and fatality to the compromised stack to avoid an crews should go first, helping to fish, sea turtles, manatees, birds, and accidental spill of even more of its reduce health risks to residents. The dolphins. The environmental and contents. Had the breached retention use of drones further reduced opera- economic impact to the more than pond burst, a 20-foot wall of water tional costs and the time it would have 150 mile stretch of coastal communi- could have flooded over 300 homes. taken for employees to go into areas ties was devastating. Drones proved their mettle during using more traditional methods. Florida was recently in the news both these events. A Tampa area videography com- again as roughly 215 million gallons The main goal of environmental pany was contracted by Manatee of polluted water was discharged into protection and conservation is to County government to provide drone Tampa Bay from an inactive Piney protect and preserve wildlife and the footage of the retention pond breach. ecosystems they inhabit. Whether With the assistance of part 107 certifi- you are evaluating coastal erosion, cated remote pilots, officials were able or identifying endangered species, to monitor the situation by observing drones allow professionals to fly the 24-hour live drone video sent to remotely and out of harm’s way. In the Emergency Operations Center.

Photo by Melissa Matisko. by Photo these events, drones helped local The live feed was active on Zoom governmental authorities safely and and the county's YouTube page for 30 remotely collect, review, and ana- straight hours. lyze data to determine what actions Florida’s Department of Environ- to take to reduce or eliminate both mental Protection made a temporary Twenty-four hour drone video footage was monitored at serious situations. repair to the concentrated leak, and the Piney Point site from an SUV. they will continue to monitor it until a permanent solution is found. Drones with thermal cameras were also used to evaluate conditions and scan for nutrient levels in and around the area. The biggest lesson learned during Photo by Melissa Matisko. by Photo both of these events is the value of using drones in collaboration with state agencies, local governments, and industry to reduce negative impacts on the economy and environment.

Diana Robinson is a project specialist in the Operational Programs Branch of the FAA’s UAS Integration Office. Beach cleanup during red tide by Manatee County property management crews.

July/August 2021 27 NUTS, BOLTS, AND ELECTRONS JENNIFER CARON

THE ORGANIC MECHANIC — 5 STEPS TO A GREENER MRO

When it comes to aircraft maintenance, at the diamond-shaped risk label on de-pressurized aerosol cans, packaging repair, and overhaul (MRO), “eco- its Material Safety Data Sheet. materials, rubber, paper, and plastic. friendly” and “organic” are typically Solvent-based paints are hazard- Next, inventory your shop waste, and: not the first words that spring to mind. ous. Send your paint cans, rags, and Yet with a commitment across the avi- Collect It: Use approved, labeled, antifreeze offsite for recycling. ation industry to protect public health and dated containers; do not mix Collect, recycle, or burn used oil and the environment, going green is hazardous and non-hazardous to heat your shop. It’s not hazardous, not only good for the earth, it’s also waste. and you can recycle those oily rags good for your employees’ job safety Store It: Indoors, closed lids, keep and filters. and health, it safeguards your shop records, inspect regularly. Step 4: Waste Not, Want Not against liability, and adds more “green” Dispose of It: Use a licensed waste to your bottom line. There are small company or recycler. For those who were steps you can take now to prevent, thrifty before it was Consult the EPA, and state and eliminate, and manage waste in your cool, here’s your chance local agencies for permits and day-to-day maintenance operations. to shine. Reduce, reuse, amounts you can either generate or and recycle items like Step 1: Develop a Waste store. For resources and environmen- scrap metal, unused paint, unservice- Management System tal regulations in your state, visit able parts, tires, bulbs, and mercury bit.ly/EnvironByState. Servicing aircraft leads to predictable switches and thermostats. Don’t buy types of waste, such as fluids and Step 2: Substitute Environmentally- more than you need. Save a tree and spent chemicals. Some are hazardous Friendly Alternatives go digital. Invest in LED lighting to to human health (solvents, heavy met- save on your power bills. Swap out solvents, soaps, als) and some are not. Yet both types de-icing fluid, synthetic pose a risk to you and the environ- Step 5: Educate Your Customers and detergents, and VOCs ment if they’re not handled properly. Train Employees (volatile organic com- Know the risks and the difference Research shows that pounds) for non-toxic, between the two. consumers prefer and water-based cleaning alternatives, will pay more for eco- Waste-Opedia 101: non-caustic rust removal substitutes, friendly products. Let Per the U.S. Environ- and terpene (plant-based) products. them know your shop is mental Protection Adopt environmentally-responsi- green — you’ll be more competitive, Agency (EPA), hazard- ble methods for aircraft and ground and crisp green dollars will sprout ous waste is any waste vehicle care, especially cleaning, on your balance sheet. Establish an that is Toxic, Reactive, degreasing, painting, de-icing, cor- employee training program (initial and Ignitable, or Corrosive (TRIC). The rosion control, and fueling. Dry strip annual) on health hazards, proper han- most common hazardous shop waste instead of wet. Clean in a sloped area dling/labeling, emergency procedures, comes from cleaning products, such to manage run-off. and management of spills and leaks. as certain halogenated solvents, Step 3: Manage Universal Waste, Adopting sustainable practices xylene, toluene, methyl ethyl ketone, Paint, and Used Oil and using alternative products is not or methanol. These products are also difficult, and it doesn’t take a lot of Place labeled bins around hazardous air pollutants, or HAPs, resources to get started. One step at a your shop to collect and which pose an acute toxic reaction time, and you can do your part to be recycle non-hazardous when inhaled by humans/animals. environmentally conscious. You’ll find a list at bit.ly/WASTEID. universal waste items such as alkaline batteries A quick way to know the risk of any Jennifer Caron is FAA Safety Briefing’s copy editor and qual- hazardous material is to take a look (lead-acid batteries are hazardous), ity assurance lead. She is a certified technical writer-editor in the FAA’s Flight Standards Service.

28 FAA Safety Briefing TOM HOFFMANN ANGLE OF ATTACK

AN APPROACH TOWARD FRIENDLY-FLYING

For many folks in the aviation indus- out to the airport, check the remarks and situational awareness tools that can try, myself included, there’s something section of the applicable U.S. Chart minimize the effects of helicopter noise extremely alluring about the sounds of Supplement for noise abatement pro- on communities. Some takeaways: a general aviation airport. Whether it’s cedures, and make it a point to comply climbing turns are quieter than level the chug-chug-chug of a starter motor unless safety requires otherwise. and/or descending turns, and steeper bringing life to a small internal com- In addition to making lateral takeoffs and approach glide paths can bustion engine, the distant whirring adjustments to reduce noise, consider greatly reduce your noise footprint. and purring of airplanes taxiing to and vertical adjustments (altitude) as well. To view the course (ALC-500), go to fro, or the piercing chirp of rubber Since the airport and its immediate bit.ly/ALC500. meeting the runway on landing, the surroundings can be considered insen- collective sounds are almost sym- sitive to noise, why not use Vx (best With Hearts and Minds phonic, even intoxicating. But, as they angle of climb speed) on departure? Another strategy for being a good say, beauty is in the eye (or maybe ear) By thinking in terms of angle rather neighbor involves reaching out to your of the beholder. What some hear as than rate of climb, we can increase the community to improve your airport’s pleasing can be just noise to others. altitude gained before exiting airport public image. Since many people fear This subjectivity is just one of property. That, in turn, means a lower what they don’t know or understand, many factors the FAA looks at when noise signature on the ground because an event like an airport open house considering the effects of noise of the greater vertical separation from or barbeque could go a long way in exposure on airport communities. noise-sensitive neighbors. helping demystify the GA environment As explained in “Cutting Through The caveat is that safety should and tout the joy of personal aviation. All the Noise,” in this issue, the FAA always come first. A Vx climb may These events could also provide pilots a is focused on ways to address this compromise forward visibility and chance to better understand and appre- problem, which recent survey results make it more difficult to track an ciate airport neighbors’ concerns about indicate have become an increasing aircraft you’re following. Also be noise, safety, and perhaps other issues. annoyance. While general aviation mindful that Vx reduces your margin Now that “sounds” like a plan! operations don’t typically raise to the above the 1-g stalling speed. If you same level of noise caused by air car- haven’t done much flying at best- FAA Safety Briefing’s assistant editor James Williams riers, there are a number of ways we, angle-of-climb, consider hiring an contributed to this article. as pilots, can reduce the aircraft noise instructor to practice. Tom Hoffmann is the managing editor of FAA Safety Brief- footprint over sensitive areas. Another noise-friendly tactic is ing. He is a commercial pilot and holds an A&P certificate. to reduce power and/or prop speed Be a Better Neighbor when it is possible and safe to do so. A good first step is to follow any noise This technique applies particularly to abatement procedures already in place those with constant speed props. Even at your airport or any other airport a modest reduction in RPM can make you visit. If a slight course deviation a significant difference to your neigh- during departure or arrival can reduce bors. As with the previous technique, your impact on the community, it is though, never compromise safety of well worth the adjustment. If your flight. airport doesn’t have noise abatement There are good, noise-friendly flying procedures, ask airport management techniques for helicopter pilots as well. to consider whether it might be helpful The Fly Neighborly Noise Abatement to establish such protocols. Even slight Training program, created by the FAA lateral flight path adjustments can and endorsed by Helicopter Associa- have notably positive impacts on noise tion International, teaches pilots and sensitive neighbors. Before you head operators noise abatement procedures

July/August 2021 29 VERTICALLY SPEAKING GENE TRAINOR

THERE’S ELECTRICITY IN THE AIR

Friends from Iowa often describe that state’s seasons as too hot, too cold, and too short. Further east, Mark Twain once quipped, “If you don’t like the weather in New England now, just wait a few minutes.” Here in Texas, people say it gets so hot that hens lay hard-boiled eggs. We all have locale-based weather stories that climate change tends to complicate and/or exacerbate. The Environmental Protection Agency reports that in the United States, eight of the top ten warmest years on record for the contiguous 48 states have occurred since 1998, looking at years 1901 through 2015. 2012 and 2015 were the two warmest years on record. In addition to sparking more frequent wildfires and wreaking havoc on the farming industry, tempera- ture increases also impact helicopter flight performance. Warmer air is less dense, causing rotor blades to produce less lift. Engine power out- eVTOL is also taking off. Many a moment to celebrate our success put is reduced. companies are looking to create urban and then take a cue from Orville and air taxis that fly above heavy traffic Wilbur regarding what to do next. The Crossroads in U.S. Weather getting people quickly to their desti- History shows they got back to work The helicopter industry understands nations. Some also will be designed to to learn as much as they could about these concerns and is sensitive to the fly long distances. For example, there their new aircraft, and so will we.” needs of the environment. One way is a six-passenger battery-powered they have responded is by developing eVTOL currently in development that Gene Trainor works as the communications specialist/ electric helicopters and vertical take- is expected to fly up to 250 nautical executive technical editor for the FAA’s Compliance and off-and-landing (eVTOL) vehicles. miles between charges. Airworthiness Division. The FAA started working with these NASA’s solar-powered helicopter, companies early on as they began Ingenuity, represents another inno- developing technology that could vation. Ingenuity’s Mars flight was transform American transportation. the first aircraft in history to make a In 2018, an electric helicopter powered, controlled flight on another set a Guinness World Record for planet. The initial flight lasted 39.1 the farthest distance traveled by an seconds. electric helicopter. The lithium bat- “We have been thinking for so long tery-powered manned rotorcraft flew about having our Wright brothers 30 nautical miles to an 800 foot altitude moment on Mars, and here it is,” Inge- with an average speed of 80 knots. nuity project manager MiMi Aung said in a statement. “We will take

30 FAA Safety Briefing FLIGHT FORUM

Thanks too for suggesting that we do more of these — we may just take you up on that!

Please be advised that the online version of the article, “Rolling out the Rules — New Drone Rules Advance the Vision,” in the May/June 2021 issue of FAA Safety Briefing has been updated. You can find the updated article online at faa.gov/news/safety_briefing and in our Medium blog at medium.com/faa/ rolling-out-the-rules-7e0c3a2221f3.

and enjoy everything relating to the For more stories and news, Check out our GA Safety FAA Safety Briefing and aviation check out our new blog Facebook page at safety in general! “Cleared for Takeoff” at Facebook.com/groups/ — Javier medium.com/FAA. GASafety Hi Javier — Thanks for taking the If you’re not a member, we time to write, and we appreciate the encourage you to join the group feedback. Our Safety Briefing Maga- Let us hear from you! Send your com- of over 14,000 participants in the zine and FAA Safety Team members ments, suggestions, and questions to GA community who share safety work hand-in-hand to help educate [email protected]. You can also principles and best practices, airmen by way of the magazine and the reach us on Twitter @FAASafetyBrief or participate in positive and safe fact sheets, and it’s always nice to know on Facebook at facebook.com/FAA. engagement with the FAA Safety when we’ve hit the mark. Thanks too Team (FAASTeam), and post rel- for your suggestion. This is something We may edit letters for style and/or evant GA content that makes the we’ve thought about and will certainly length. Due to our publishing schedule, National Airspace System safer. consider. In the meantime, check out responses may not appear for several our Aviation Maintenance Safety Min- issues. While we do not print anony- ute videos on YouTube at mous letters, we will withhold names Just the Facts bit.ly/AviationMaintSafetyMinute. or send personal replies upon request. To whoever is involved with the If you have a concern with an imme- subject content and “posting” of GA Runway Crossing Crosswords diate FAA operational issue, contact Safety Enhancement Fact Sheets in Thanks for the Airport Surface your local Flight Standards Office or air the FAA Safety Briefing online site Safety Crossword Puzzle in the traffic facility. (bit.ly/GAFactSheets), AWESOME Mar/Apr 2021 issue: JOB! I love them, some of them have bit.ly/SurfaceSafetyCrossword even become part of my signature (PDF). It was fun. Helps to reinforce on emails! pilot knowledge. More for us in • One of the many great ones is the future? ATC crossword puz- called the “WINGS Pilot zle? Weather? Jepp charts vs. NOS Proficiency Program” charts? Just sayin.' Thanks again. (bit.ly/WINGSFactSheet (PDF)). — Steve • Is it possible to come up with one Hi Steve — Happy to hear that you for the “AMT Awards Proficiency enjoyed solving the crossword puzzle. Program” too? I’ll pass along your comments to our THANK YOU for everything you do! Runway Safety Group who developed Many of us do notice, including the the puzzle as a fun and engaging way aviation public, and we appreciate to learn more about surface safety.

July/August 2021 31 POSTFLIGHT SUSAN K. PARSON

EVERY STEP MATTERS

Never doubt that a small group were many more devastating wildfires a War of 1812 naval battle to become of thoughtful, committed citizens across Arizona and multiple Western even more famous. Specifically, Kelly’s can change the world; indeed, states before the summer ended. Many comic strip character Pogo changes it's the only thing that ever has. friends and colleagues were directly the original line — “We have met the — Margaret Mead affected by the wildfires, and still enemy and they are ours” — to “We others later found themselves lashed by have met the enemy and he is us.” As “Do you see the flames?” other forms of dangerous and destruc- one commentator observed, Pogo’s The terse text from my neighbor tive weather all over the country. remark deftly summarizes the human put a quick end to what had been a Anyone who flies, whether as a tendency to create our own problems relaxed Saturday evening. I dashed pilot or a passenger, has a unique — and that we have only ourselves to to the patio and — yep, I saw flames perspective on the environmental blame for many of the environmental lighting the iconic mountains. It was impacts — both good and bad — that crises we now face. shocking. Yes, I knew it was wildfire we humans have on planet Earth. The good news is that it is also season. Yes, I knew there had been From the aerial vantage point, I’ve within our power to reverse at least reports of a “human-caused” fire a few been privileged to view scenes of some of that damage. I was fascinated miles northeast of my home. Yes, I incredible beauty throughout the to see some of the “then-and-now” knew that Arizona’s missing summer world and around the United States. photos made during the past year. The “monsoon” rains had made 2020 the Unfortunately, I have also seen evi- “before” pictures showed landmarks “nonsoon” season. Yes, I knew that the dence of environmental devastation obscured by smog-induced haze, Grand Canyon State had been baking and destruction. The massive “burn while the “after” photos captured to a crisp in a stretch of scorching scar” from the June 2020 Bush Fire is the same scene in crystal clear skies. triple-digit temperatures. Still, there is all too visible from the air and seeing While global shutdowns are obviously nothing like seeing flames you think photos of charred Saguaro cactus is not sustainable, those photos still gave you can touch to bring home the real- sobering. I suspect you probably have me hope that we humans really can ity of Western wildfire. your own mental album with exam- change things for the better. I am also That June night marked the start ples of both Earth’s natural beauty heartened by the fresh focus — some of the “Bush Fire,” which burned for and the environmental blunders that of which we have reviewed in this weeks and went into the books as one threaten its survival. issue of FAA Safety Briefing magazine of Arizona’s biggest wildfires. I got For an anti-pollution Earth Day — on ways that the transportation an all-too-close view of two more in poster in 1970, comic strip artist Walt sector can contribute to climate the weeks that followed, and there Kelly adapted a famous phrase from solutions. In addition to the things we can do as a society, this issue has also looked at some of the steps we can take as individuals, and as individual aviators. We all have a role in pro- tecting and preserving the incredible splendor of our world and, as scientist Margaret Mead famously said in the quote above, we should never doubt that even a small group of thoughtful and committed people can change the world. Let’s make it so.

Susan K. Parson ([email protected]) is editor of FAA Safety Briefing and a Special Assistant in the FAA’s Flight Standards Service. She is a general aviation pilot and flight instructor.

32 FAA Safety Briefing PAUL CIANCIOLO FAA FACES

MIKE MILLARD Aviation Safety Inspector, FAA General Aviation Operations Branch

A 21-year career as an aircraft main- He manages their day-to-day envi- tainer in the U.S. Air Force was the ronmental review calculations and catalyst that eventually brought Mike determinations for both general and Millard and his immense experience commercial aviation. The environmen- to the FAA. He was a crew chief on tal work involves screening aircraft F-16s, U-2s, T-38s, and A-10s, which noise and emissions to ensure they included a three-year whirlwind are within National Environmental global tour performing with the Policy Act (NEPA) limits for adding Thunderbirds. His civilian aviation scheduled service for more than 400 accomplishments include certifica- domestic and international air carriers. tion as an airframe and powerplant The environmental responsibility also mechanic with inspection authoriza- covers approximately 200 aerobatic type of proposed operation, I may tion, designated mechanic examiner, practice areas, planned aviation events, need to contact Native American pilot, and senior parachute rigger. and unmanned aircraft systems (UAS) tribes, state historic preservation Mike also earned a bachelor’s environmental reviews. offices, U.S. Fish and Wildlife and/ degree in professional aeronautics and “With the advancement of UAS or National Parks, and city parks and a master’s degree in aeronautical sci- technology and scheduled drone recreation departments, to name just ence from Embry-Riddle Aeronautical delivery services, we have made a fe w.” University. huge environmental strides in the With regard to possible changes For the past eight years of his 17 review of vehicles and operations in the environmental review pro- years with the FAA, Mike has been to address environmental impact,” cess for aerobatic practice areas the FAA Flight Standards Service Mike explained. and new commercial activities at lead environmental specialist and a The General Aviation Operations airports, Mike sees the software, subject matter expert for parachute, Branch does more than environment policy/procedures, and the tools balloon, glider, ultralight, and banner assessments. They are responsible for used to evaluate noise, emissions, towing operations. He is also involved FAA policy and regulatory develop- and visual effects shifting to accom- with unique new technology like jet ment related to the GA operational modate new technology like UAS packs and flying hover bikes, and aspects of 14 CFR part 91 for ama- and other new aircraft, propeller, he provides safety presentations for teur-built, recreational, and personal and engine designs. Also, new tools numerous inspection authorization operations of aircraft, aerobatic like the Noise Complaint Initiative renewal seminars, FAASTeam pilot practice areas, aviation events, balloon (which will help the public submit safety seminars, and at the FAA safety events, air races, parachute demon- noise complaints and help the FAA forums during the annual Sun ’n Fun strations, aerobatic contests, and to gather data to reduce or eliminate Aerospace Expo in Florida. fly-overs. The branch also provides aviation noise concerns) will assist Mike oversees two environmental guidance and regulatory support for the FAA in its work to embrace the contractors working for the FAA. parts 91, 101, 103, and 105. environment. In Mike’s role on the team, one Beyond helping the FAA to be a of the biggest challenges is dealing better environmental steward, Mike with the distinct differences between loves the great outdoors. He devotes environmental reviews and GA safety some of his free time to teaching reviews because they have different wilderness survival techniques to both timelines and require coordination aviation and non-aviation groups. with multiple FAA lines of business. “Environmental reviews often go Paul Cianciolo is an associate editor and the social media beyond what is required for a safety lead for FAA Safety Briefing. He is a U.S. Air Force veteran, review,” he said. “Depending on the and an auxiliary airman with Civil Air Patrol. U.S. Department of Transportation Federal Aviation Administration 800 Independence Ave., S.W. Washington, D.C. 20591 FORWARDING SERVICE REQUESTED

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