Premium on Safety Issue 05 Year 2010 Insuring Safe Skies

PREMIUM ON SAFETY ISSUE 05 YEAR 2010 INSURING SAFE SKIES

IN THIS ISSUE

Turbine Pilot: Staying Alive 03

Mayday at Mount McKinley 04

Accident Profile: Black Hole 05

NPRM Alert: A Sign of Things to Come? 06

Pilot Counsel: The Glass Cockpit—A New NTSB Requirement 07

Low-visibility operations A MESSAGE FROM USAIG What’s your strategy? Greetings! I frequently fly to coastal Maine, BY CHIP WRIGHT and experience has taught me to carefully review weather One of the biggest advantages of aircraft reports several days before I ownership or flying charter is the flexibility to Borrow a page from the airlines, plan a trip. If current conditions go when your needs or wants dictate. For busi- are producing restricted vis- ness travel, that often means leaving early to which are required at times to file ibility and weather is forecast arrive early for a morning meeting or confer- to be close to the same when ence. Unfortunately, the period around sunrise more than one alternate, with the I’m thinking about going, it will can often lead to some of the worst visibility, likely produce the same results: especially in coastal locations and valleys. forecast at each airport in the flight Expect fog and carry lots of This particular weather phenomena is even gas, or don’t go. more acute during seasonal changes—espe- plan calling for successively better Looking for a fresh perspec- cially early fall—or during unusual warm spells tive on alternates and fuel plan- in the winter. weather than the one before. ning? Expand your horizon with As a pilot, you need to not only be aware Low-visibility operations: What’s of this particular problem, but you must also your strategy? By the way, we’d have a strategy for dealing with it. Aside from When possible, you should try to find an love to hear your stories so we knowing when it may generally happen, you alternate with as many approaches as possible may share your experiences in need to be specifically prepared when it does to multiple runways, but if only single runway an upcoming newsletter. happen. airports are available, pick the one with the Safe skies. most utility from a planning standpoint, and in Alternates the case of coastal operations, one that is as For starters, that means the first order of far inland as you can find. David L. McKay business is to know where you will have a President and COO, USAIG good alternate. While nobody can guarantee Fuel anything with the weather, you want to find Once the alternate(s) is/are determined, it the closest thing to a sure-fire Plan B that you is time to do the fuel planning. This kind of can. Borrow a page from the airlines, which unique circumstance calls for extra caution, are required at times to file more than one so bring your fuel up as high as you can with- alternate, with the forecast at each airport in out exceeding any takeoff or landing limita- the flight plan calling for successively better tions. The extra fuel is simply a contingency, weather than the one before. The intention is and it will ultimately get used anyway. It to have two alternates, with the second one won’t go to waste. essentially being a guarantee of success. (continued on page 2)

492413.indd 1 10/20/10 12:38 PM DID YOU KNOW?

REAL WORLD Low-visibility operations (continued from page 1) IFR SEMINAR You may have aced your Weather last instrument proficiency After you take off, stay check—been there, done that. in the loop regarding Okay, so you’re proficient. But weather at not only your ask yourself; are you efficient destination, but at your using the IFR system? Would alternate as well. If you you pass up a great oppor- are going to a coastal tunity, a free one to boot, to airport, such as Portland, become more resourceful? Maine or a field on Long That’s where the Air Safety Island, then your alter- Institute (ASI) (formerly Air nate is probably going Safety Foundation) comes in. No, ASI has not come up to be well behind you. with a better mousetrap. The Negotiate with ATC to “system” is what it is. But, if stay as high as possible you’re not frequently reminded for as long as possible of certain things, they tend to conserve fuel. If you to fade. And during its latest don’t like the trends at safety seminar called “Real your destination, head World IFR” ASI plans to pass to your alternate. If your along tips and tricks from alternate is not meet- highly experienced users, ing the forecast, then including air traffic controllers. find another one soon. So what’s in store? Here are Chances are your desti- just a few of the topics tackled: nation will be missing the • Do you contemplate takeoff mark as well. Don’t fly alternates? Let’s say you farther than you need to had to return and land for if you feel the approach some reason shortly after might be for naught. takeoff. Would you have the Pay attention to the weather to get back in? winds aloft, and keep a • We all know when landing running fuel log going so alternates are legally required. that you can determine But weather is not the only your “bingo” fuel, i.e., reason as you’ll find out. the minimum number of approach or airport. When you descend to your • If there’s an ODP for a par- gallons or pounds you simply cannot go under DH or MDA, if you have come out of the clouds, ticular airport/runway, do before diverting. If you are within ten percent the ceiling will be meaningless if you do not you have to fly it? have the visibility. It is the visibility that actu- • You’re IFR proficient with ally allows you to find the runway environment. thousands of hours logged. Therefore VFR into IMC If you are going to a coastal airport, couldn’t be a problem…or… Strategy could it? such as Portland, Maine or a field on As far as flying strategies for an approach are • The airlines surely know how concerned, the safest tool you can use for a to brief an approach. So why Long Island, then your alternate is low visibility approach is the autopilot. It will did Korean Air Flight 801 on greatly reduce your workload, and will provide the approach to Guam miss probably going to be well behind you. much greater precision as you approach the some critical information ground than you will have trying to fly by hand that meant disaster? while looking outside. Finish the checklists Real World IFR provides an of your bingo number, and the weather has not for the approach early, and let the airplane do opportunity to share knowl- improved, then call it a day and divert. as much of the work as possible. If a missed edge. Talk with the seminar approach is necessary, give careful consider- leader and your fellow pilots. Visibility ation to all factors before attempting a second Don’t pass it up! For more Realize too that when it comes to approach effort. Chances are that a diversion will be the information on seminar loca- planning, the visibility is what really matters. safest course of action. tions and dates, visit www.air In instrument flying, “poor visibility” is truly a safetyinstitute.org/seminars. relative term—usually what constitutes “poor” Chip Wright is a CFI, ATP, and a Canadair —MAS depends on what is needed for a particular Regional Jet captain for Comair.

492413.indd 2 10/22/10 4:15 AM Turbine pilot: Staying alive Pressurization and environmental systems are vital

BY LINDA D. PENDLETON Turbine airplanes—and some piston aircraft—fly at altitudes that are incompat- ible with human life, and yet the pilots and passengers are healthy and happy because of pressurization and environmental systems on board. The regulations require that an aircraft certified under FAR Part 25 be capable of maintaining a cabin altitude no higher than 8,000 feet at the maximum authorized flight altitude. It’s the pressurization system that accomplish- es this. Interestingly, FAR Part 23 pressurized aircraft have a maximum cabin altitude limit of 15,000 feet. The pressurization system in the Cessna P210, for example, provides a cabin altitude of 12,100 feet at its maximum altitude of 25,000 feet. Meanwhile, the environmental system makes sure that the cabin is kept at a comfortable temperature while flying in outside air temperatures that can be as The bleed air is routed through heat to be driven into the pressurization range low as minus 65 degrees Celsius. exchangers and filters and sent to the and provides a smoother transition when cabin. For simplicity, the system assumes the system goes into the air mode upon Basic pressurization a constant inflow of air and regulates takeoff. Upon landing, the squat switch will Air pressure drops as altitude increases. the amount that is allowed to escape the open the outflow valves to depressurize At sea level the atmosphere weighs in cabin through outflow valves. Opening the the cabin in the event any residual pres- at 14.7 pounds per square inch (psi). At outflow valves causes the pressure in the sure remains. 18,000 feet the pressure exerted by the cabin to decrease and the cabin altitude atmosphere is down to about 3.5 psi. The to climb. Closing the outflow valves has Normal operation pressure of the atmosphere at 8,000 feet the opposite effect. Overpressure relief During normal operation, the crew sets is 10.9 psi. So, how do we get that extra valves prevent the cabin from overpressur- the pressurization controls to the cruise 7.4 psi of pressure into the cabin? izing in the event the outflow valves stick altitude before takeoff. A cabin rate con- Turbine engines are really just large in the closed position. (By the way, one of trol allows the pilot to select the rate of air pumps. The air enters the front of the the most common causes of sticky out- change for the cabin (the normal range is engine and is compressed on its way to flow valves is a buildup of tars from ciga- between 300 and 800 feet per minute) the burner can and turbines. Some of this rette smoke. Once you see a “gunky” out- to account for passengers with sensitive air is removed before the allocation for flow valve, it will make you wonder what ears. Before descent and landing, the des- combustion and this air—called bleed air smokers’ lungs must look like. And smok- tination airport elevation is entered and the since it is “bled” off the compressor—is ing is OK on bizjets—for some that’s the pressurization system schedules the cabin used for pressurization, among other appeal of having your own kero-burner.) descent to arrive at field elevation before things. (This bleed air is also called ser- Most systems prevent the aircraft from landing. When all works well the system is vice bleeds or normal bleeds and is taken pressurizing with weight on the wheels taken for granted and is unnoticeable to into account by the fuel control unit when unless the power is advanced to the take- the passengers. it calculates the amount of air entering off range. This slight ground prepressuriza- Normal operation of the pressuriza- the engine.) tion on takeoff allows the outflow valves tion system does not include adding any (continued on page 4) Reprinted with permission from AOPA Pilot, © October 2002

492413.indd 3 10/20/10 12:38 PM Safety Brief (continued from page 3) additional oxygen to the air. The air provided pressor bleed air is routed through an air cycle to the cabin is outside air compressed in the machine—called cooling packs in air carrier- compressor section of the engine. Ambient type aircraft—which uses heat exchanges and air at altitude has the same percentage of expansion chambers to lower the air tempera- oxygen as sea-level air. The pressure of the ture. This energy exchange is so powerful that oxygen, however, is too low to allow it to dis- the air temperature can be lowered to below solve in the blood. And because the same freezing. This can cause any moisture in the volume of air contains fewer oxygen molecules air to freeze and block the system, so the tem- at low pressures, the lungs can’t hold enough perature is usually regulated to a point above air to meet the body’s oxygen requirements freezing to avoid any problems. After the air at high altitudes. Increasing the pressure of is cooled, compressor discharge air can be the air solves this problem. Oxygen is carried mixed in with the surrounding air to modify the Real Pilot aboard pressurized aircraft to allow crew and temperature to exactly that called for by the passengers to maintain consciousness while crew. In smaller aircraft, which typically have Stories descending to a lower altitude in a pressuriza- lower volumes of bleed air, an auxiliary air Lessons from tion emergency. conditioner may be used to provide additional cooling. the Cockpit Abnormalities and emergencies Ice blockage of the air cycle machine can A pressurization emergency is one of the few cause the pressurization system to revert to times it is necessary to act with some speed emergency pressurization. This is usually bleed Mayday at Mount in a high-flying aircraft. If an explosive or rapid air routed directly to the cabin and bypass- McKinley decompression occurs, it is vital that the crew ing the air cycle machine. This air is hot and Imagine flying the gorgeous Alaska gets oxygen masks on and working, and gets noisy and will certainly cause the crew to Mountain Range, sharing spec- the airplane started down as quickly as pos- troubleshoot and solve the problem expedi- tacular views of Denali Park with sible. This is no time for troubleshooting. The tiously. Ironically, it is usually a result of the your passengers. Then, just as time of useful consciousness shortens rapidly crew operating the environmental system in the stunning panorama of Mount with altitude and the only cure is oxygen and a manual mode, thereby bypassing the low- McKinley spreads out before your a lower altitude. Slow leaks and pressurization temperature limits of the automatic system in eyes, something goes terribly controller malfunctions usually give the crew an effort to get more cold air into the airplane, wrong with the airplane. more time to respond. that results in this shutdown and introduction An exhilarating-trip-turned- of hot bleed air directly to the cabin. nightmare is exactly what unfolded Environmental control Pressurization and environmental systems on a tour operator’s scenic flight The same air used for pressurization is used are transparent when they are working well, when the aircraft became uncon- for environmental control—cabin heating and and when they are not, they can provide the trollable at 11,000 feet. Listen to cooling. You may have noticed that turbine crew with some of the most urgent emergen- the pilot describe how he managed aircraft don’t have cabin heaters. That addi- cies they will ever face in a turbine aircraft. the almost impossible task of tional equipment is not necessary since the flying his aircraft, while alleviat- air used for pressurization is taken from the Linda D. Pendleton, author of Flying Jets, is an ing his passengers’ fears. Watch compressor section of the engine at a temper- ATP with Citation 500 and Learjet type ratings. actual footage of the developing ature of 600 to 700 degrees C. It’s obvious A CFI with airplane, instrument, and multiengine dilemma, and take away important where cabin heating comes from. What may ratings and more than 10,000 hours flying US lessons learned from this pilot’s not be as intuitive is the fact that the same Mail, freight, corporate, charter, and commuter, incredible journey. Experience the 600-degree air is used for cabin cooling. Pendleton also served as an FAA-designated flight (www.airsafetyinstitute.org/ To provide for cabin cooling, the hot com- examiner for the Citation 500. maydayrps).

IN THE Tackling corporate flying NEXT ISSUE in high-risk environments

492413.indd 4 10/22/10 4:16 AM ASI ONLINE pilot’s two calls to the Bozeman tower were Accident Case Accident Profile largely unreadable, but this was also common Black hole in that area, about 25 nm north-northwest of Study the field. BY MACHTELD SMITH BY DAVID JACK KENNY Two minutes after the last radar contact, Few of us would think of launch- the airplane hit the north side of a ridge just ing on a 500-mile VFR cross- As the days grow shorter, more flights are 80 feet below its crest. The elevation of the country, over mountains, without made after dark. The hazards of flying VFR at ridgeline was 5,700 feet; the debris path car- a preflight briefing or even a night are laid out during primary training, but ried over the top and down the other side. All check of the weather en route. long after passing the checkride, pilots can still three on board were killed. The accident site Yet that is what happened when be taken by surprise—even high-time career was 13 nm from the field, and roughly in line a non-instrument rated pilot invit- pilots operating professional equipment. with a straight-in final for Runway 12. ed fellow flying club members on At 8:40 p.m. on February 6, 2007, a King The pilot had worked for the operator for a flight from Chicago to Raleigh, Air 200 configured as an air ambulance took more than seven years and logged more than North Carolina to check out an off from Great Falls, Montana on a position- 1,300 hours as PIC of King Air 200s. Reports aircraft for sale. ing flight to Bozeman. In addition to the pilot, suggest he was well rested on the fifth night Cross-Country Crisis pieces together the chilling story of a 17,000-hour ATP, the crew included a flight of a one-week rotation in which his only other paramedic and flight nurse. Great Falls was flight had been two days earlier. He was 500 feet overcast, so the pilot received an familiar with the route and terrain, and the air- IFR clearance for the 103-nm flight, but the plane was equipped with an Enhanced Ground weather was considerably better at Bozeman, Proximity Warning System. Its audio alerts with unrestricted visibility below an 11,000- could be silenced by a switch on the panel; foot overcast (about 15,500 msl). impact damage made it impossible to deter- Three minutes after takeoff, the King Air mine whether the system had been armed or was cleared to climb to 15,000 feet. Just 15 inhibited when the airplane crashed. five passengers entrusting their minutes later, it was cleared to descend to Visualizing the descent path, it appears that lives to a Seneca II owner pilot 13,000 at pilot’s discretion; after acknowledg- the ridge would not have blocked the pilot’s who completely ignored basic VFR rules—including proper ing the clearance, the pilot reported the field view of the airport until just before impact— fuel management—in this latest in sight and requested a visual approach. The too late to climb above the terrain. If the air- video installment in ASI’s popular airplane was 42 nm north of the airport. plane was descending on autopilot while the Accident Case Study series. The Bozeman’s Gallatin Field lies in a bowl amid pilot ran checklists, he might never have seen pilot’s blatant disregard for the the eastern slopes of the Rocky Mountains. the ridge at all. In the mountains, at least, safety of his five passengers as Field elevation is 4,473 feet with higher terrain there are good arguments for flying only instru- accentuated by his flawed judg- in every direction; the minimum obstruction ment approaches at night—even when you ment spelled disaster for every- clearance altitude is 9,100 feet. The King can see the airport from 50 miles away. one from the moment the flight Air was cleared for the visual approach at boarded. 9:00 p.m., and radar contact was lost a little David Jack Kenny is manager of aviation Using actual ATC audio and dra- less than two minutes later as it descended safety analysis for the Air Safety Institute, an matic Microsoft Flight Simulator re-creations Accident Case Study: through 11,300 msl. This was not unusual; ter- instrument-rated commercial pilot, and owner Cross-Country Crisis has you ride rain prevents radar contact below 11,000. The of a Piper Arrow. along as the weather deterio- rates and the pilot struggles to maintain control of the aircraft Data Diving: Accidents at night in half a mile visibility and heavy Not surprisingly, reduced visibility means lower survivability in aircraft accidents. Between 2000 and snow in mountainous terrain near 2009, only 8 percent of all GA accidents occurred at night, but these included 17 percent of all fatal Huntington, West Virginia. To accidents. While only 17 percent of daylight accidents were fatal, the lethality of night accidents was make matters worse the aircraft almost two and a half times higher at 41 percent. Aircraft size and speed are also associated with is low on fuel leaving ATC and the increased lethality, but the higher lethality of night accidents is seen within aircraft categories, with pilot few options. The study is one interesting exception: In turbine-powered airplanes, the proportion of accidents that are fatal is interspersed with scene analysis and safety tips to decipher where about the same, day or night. This may reflect a higher proportion of flights operated under instrument things went from bad to worse. flight rules as well as a smaller risk of landing accidents, which are only rarely fatal. No amount of analysis can change the outcome of this acci- DAYTIME NIGHT dent. But the Air Safety Institute Aircraft Fatal Fatal hopes to help others avoid similar Category Accidents Accidents Lethality (%) Accidents Accidents Lethality (%) entrapment by sharing lessons Fixed-gear single-engine 9,435 1,343 14.2 607 212 34.9 learned from this accident. See the Single-engine retractable 2,197 560 25.5 317 150 47.3 video (www.airsafetyinstitute. Multi-engine 1,092 321 29.4 241 116 48.1 org/xcountryacs). Helicopter 1,420 209 14.7 153 65 42.5 Turbine-powered airplanes 209 71 34.0 72 27 37.5 Machteld Smith is a multiengine (also included in other categories) instrument-rated commercial pilot. 5

492413.indd 5 10/22/10 8:06 AM DID YOU KNOW? LINE UP AND WAIT NPRM Alert: A sign of things to come? Here’s a new term to stick in your flight bag: LUAW or “line Airline Crew Rest NPRM puts Part 135 Ops under microscope up and wait.” What does it mean when you BY ROB FINFROCK hear these ATC instructions while you’re on the taxiway wait- Release of the FAA’s notice of proposed rule- ...Part 135 operators should “expect to ing for your departure clearance? making (NPRM) that would overhaul crew Instead of the familiar phrase fatigue and duty-time regulations in Part see an NPRM addressing its opera- “taxi into position and hold” the 121 scheduled operations has caused a stir tions that looks very similar to, if not controller will issue “line up and among the on-demand crowd as well, thanks wait” instructions to indicate to the agency’s call for “a single approach exactly like, the final rule the agency you may taxi onto the runway to addressing fatigue that consolidates and and wait for a takeoff clearance. replaces existing regulatory requirements for anticipates issuing as part of this rule- Just like “taxi into position and parts 121 and 135.” making initiative.” hold,” the new phrase is used The product of almost 18 years of agency when a takeoff clearance cannot consideration of Part 121 crew fatigue stan- The NPRM also includes more restrictive immediately be issued because dards—an earlier proposal was released by limits on flight duty times over a 28-day peri- of traffic or other reasons. the FAA in 1995, and finally scrapped in od, to address what the FAA terms “cumula- Although the words change, the 2009 after years of failure to reach industry tive fatigue.” The stricter standards would be meaning will not. consensus—the latest NPRM calls for an eased in cases of emergency, or when airlines The new phraseology is also increase in airline flight crew rest periods are operated on behalf of the U.S. government. expected to minimize confusion to nine hours, of which eight hours would be The proposal also notes certificate holders with or misinterpretation of ATC set aside for actual rest; and 30 consecu- could petition for less stringent standards if instructions such as “position at tive hours duty-free per week, a 25-percent they offered dedicated crew rest facilities, or hold” or “hold position.” increase over the current standard of 24 implemented a “carrier-specific fatigue risk Here’s an example of how the hours. management system (FRMS).” phrase is used: While the proposals put forth only address The deadline for public comment on the Tower: “Diamond Star 334DS, Part 121 operations, the FAA fired a warning NPRM is November 15. The full notice of Runway One Six Right, line up shot at Part 135 operators as well...asserting proposed rulemaking may be viewed here: and wait.” “part 135 operations are very similar to those http://www.faa.gov/regulations_policies/ Pilot: “Long Beach Tower, conducted under part 121.” The agency adds rulemaking/recently_published/media/ Diamond Star 334DS, Runway Part 135 operators should “expect to see an FAA_2010_22626.pdf. One Six Right, line up and wait.” NPRM addressing its operations that looks This change brings the United very similar to, if not exactly like, the final rule Rob Finfrock is a licensed sport pilot and for- States in line with standard the agency anticipates issuing as part of this merly managing editor of an online aviation International Civil Aviation rulemaking initiative.” news service. Organization (ICAO) phraseology, and it will soon be incor- porated in the Aeronautical AOPA Summit safety forums Information Manual (AIM) and the Pilot/Controller Glossary. Foundation at Summit Visit the FAA’s Runway Safety website (http://www.faa.gov/ With forum titles such as Engine Failure airports/runway_safety/news/ After Takeoff, What Went Wrong, and current_events/lauw/) to view Real World IFR just to name a few, it’s a video animation of ATC and obvious safety is the name of the game pilot interaction using the new at this year’s AOPA Aviation Summit phraseology. held November 11 to 13 in Long Beach, For more information and California. updates to the AIM and Pilot/ Join Air Safety Institute staff along with Controller Glossary visit the renowned speakers Barry Schiff, Max FAA’s Air Traffic section of its Trescott, Dave Hirschman, and Tom Horne website (http://www.faa.gov/ as they tackle a variety of topics designed air_traffic/). to help you fly smart and stay safe. The new terminology change No matter your proficiency level, these The full schedule is posted online (www. took place on September 30, forums will arm you with critical safety aopa.org/summit/schedule/descriptions. 2010. —MAS knowledge that will serve you long after cfm). Haven’t registered for Summit yet? AOPA Aviation Summit has come to a close. Register now (www.aopa.org/summit).

492413.indd 6 10/22/10 4:17 AM Up in smoke BY BRUCE LANDSBERG President, AOPA Foundation Pilot Counsel: I recently blogged (www.airsafety institute.org/blog) about a UPS The glass cockpit—A new NTSB requirement 747-400 freighter crash early September in Dubai. About 20 min- BY JOHN S. YODICE utes after takeoff, the crew reported smoke in the cockpit, declared an emergency, and returned to The National Transportation Safety Board has completely blank and shows no data or informa- their departure airport, where they amended its rules to expand the number of avi- tion, the event becomes reportable—or, more crashed after attempting to land ation “incidents” that require notification to the accurately, “notifiable”—whether the aircraft is in VFR conditions. It’s tempting to NTSB. For the first time, the rules address the airborne or on the ground at the time of the fail- scrutinize the crew’s actions, but burgeoning “glass cockpit” displays and their ure. As we gain experience with the requirement it’s still early in the investigation and it would be prudent to temper offshoots. Any significant “display blanking” on we may find questions of interpretation, so it is speculations before the final NTSB an aircraft’s electronic cockpit display is now well to look at the specific regulatory language findings emerge. Nevertheless, let a reportable incident. The rules took effect on of NTSB’s amended Rule 830.5(a)(9). me offer some thoughts. March 8, 2010, and it will be interesting to see As we will see, the main thrust of the rule is Fire anywhere on an aircraft how they are interpreted and applied. aimed at higher-end aircraft, but it does catch outside the engine combustion To put the new rules in perspective, the a large number of general aviation aircraft. chamber should get your attention in a hurry. I’ve never had a fire NTSB has had for some time notification and Immediate notification is required of: “A com- on board, but my gut feeling: Get reporting requirements for “aircraft accidents, plete loss of information, excluding flickering, it on the ground—quickly. Would incidents, and overdue aircraft.” The board’s from more than 50 percent of an aircraft’s a diversion to some reportedly rationale for these notification requirements cockpit displays known as: (i) Electronic Flight closer airports have saved the is to allow the NTSB to identify safety issues, Instrument System (EFIS) displays; (ii) Engine UPS flight and crew? to conduct investigations where warranted, Indication and Crew Alerting System (EICAS) According to a Wall St. Journal article there are about 1,000 to identify corrective actions, and to propose displays; (iii) Electronic Centralized Aircraft reported fires or smoke on board safety recommendations. The incidents that Monitor (ECAM) displays; or (iv) other displays transport category aircraft annu- historically have been cited in NTSB Rule 830.5 of this type, which generally include a primary ally. It appears the accident air- include such events as flight control system flight display (PFD), primary navigation display plane fire may have started in the malfunction or failure, crewmember incapacita- (PND), and other integrated displays.” cargo area. Were inappropriately marked or managed hazmat mate- tion, certain turbine engine structural failures, We can anticipate the question whether the rials the instigator? Early reports in-flight fire, a midair collision, extensive prop- requirement still applies if the aircraft also has indicate that may be. erty damage to other than the aircraft involved, mechanical instruments. The answer is yes, the What are your thoughts or and certain incidents involving large aircraft. requirement still applies, even though a mechan- experiences? Let us hear from This new rulemaking adds five more to this ical display of the information is still available. you. Incidentally, a mini poll list: propeller blade release (excluding by ground It is important to note that in NTSB parlance accompanying my blog revealed many of us have not given much contact), evasive maneuvers in response to there is a technical difference between “noti- thought to fire. It’s rare and per- an ACAS (airborne collision avoidance system) fication” and subsequent “reporting” (even if I haps that’s what makes it even resolution advisory while operating IFR, substan- have sometimes here used the words “report” more dangerous. tial helicopter tail or main rotor blade damage and “reportable” in the nontechnical and hope- Smoke, fire, and popped circuit (including ground damage), uncontained turbine fully not confusing sense). Here is the differ- breakers (hint, don’t reset unless engine failures, and air carrier runway/taxiway ence. “Notification” must be immediate, and it’s flight critical) are discussed in In-Flight Electrical Fires Safety incursions. Explaining these newly added inci- by the most expeditious means available, to Brief (www.airsafetyinstitute. dents is for another time. the nearest NTSB office. A more expansive org/electricalfire). For now we are alerting pilots and aircraft follow-up “report” of a cockpit-display failure, Safe Flights… owners to the part of the new rules that require however, is only required if requested by an notification regarding an aircraft’s electronic authorized representative of the board. cockpit displays. To paraphrase the requirement, There are fewer than a dozen NTSB offices, BruceBruce LLandsbergandsberg if more than one-half of the display becomes (continued on page 8) President, AOPA Foundation Reprinted with permission from AOPA Pilot, © April 2010 7

492413.indd 7 10/22/10 5:29 AM PRESORTED STANDARD U.S. POSTAGE PAID ROCKVILLE, MD airsafetyinstitute.org PERMIT #800 A division of the AOPA Foundation 421 Aviation Way Frederick, Maryland 21701

USAIG AMERICA’S FIRST NAME Pilot Counsel (continued from page 7) IN AVIATION INSURANCE

and the immediate notification may be by tele- is FAR 91.187, which 212.952.0100 ph phone to any one of them: Anchorage (907-271- requires a report to air 212.349.8226 fax 5001); Atlanta (404-562-1666); Chicago (630- traffic control “as soon usaig.com 377-8177); Denver (303-373-3500); Arlington, as practical” of any Texas (817-652-7800); Gardena (Los Angeles), malfunctions of navigational, approach, or California (310-380-5660); Miami (305-597- communications equipment occurring in IFR 4600); Seattle (206-870-2200); and Ashburn, flight. Nevertheless, even if there is an over- Virginia (571-223-3930)—or the headquarters in lap in these requirements, the NTSB wants to Washington, D.C. (202-314-6000). The offices receive its own immediate notification of any are listed on the NTSB Web site (www.ntsb.gov). reportable electronic cockpit display blanking. It is also important to note that Section 830.10 I can’t help but wonder if we don’t already requires the operator of an aircraft involved in have too many marginally relevant (to air Publishers a “notifiable” incident to preserve all pertinent safety) rules to bedevil our flying. In any event, records and wreckage (if applicable) until the pilots and aircraft owners need to be kept David L. McKay President and COO, USAIG NTSB takes custody or until the NTSB releases advised of their legal obligations. the wreckage and records. It will be interesting to Bruce Landsberg see how this requirement is applied. Legal counselor John S. Yodice is a private pilot President, AOPA Foundation These types of incidents now reportable who owns and flies a Cessna 310. to the NTSB may already be required to be Editor reported to the FAA. What comes to mind Machteld A. Smith Premium on Safety is published for the United States Aircraft Insurance Group (USAIG) by the Air Safety Designer Institute (ASI) © 2010. We welcome your comments. Address letters to: ASI Editor, Premium on Safety, 421 Angie Ebersole Aviation Way, Frederick, Maryland 21701. Send e-mail to [email protected]. Please include your full name and address on all correspondence, including e-mail. Letters will be edited for length and style.

492413.indd 8 10/20/10 12:39 PM