DOCSLIB.ORG

Safety WORLD SAVING LIVES, SAVING MONEY SAFETY ROI

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Safety WORLD SAVING LIVES, SAVING MONEY SAFETY ROI AeroSafety WORLD SAVING LIVES, SAVING MONEY SAFETY ROI MASTERING COMPLEXITY Keeping pace with automation UNHAPPY ENDING Overrun at Jackson Hole TRAINING FOR SURPRISES Lessons from Air France 447 RETURN TO SENDER Radar for weather awareness THE JOURNAL OF FLIGHT SAFETY FOUNDATION SEPTEMBER 2012 PRESIDENT’SMESSAGE THE FOURTH Estate was winding down from engagement in an- Another reason we engage with journalists other flurry of news media stories, and think- is to advance views that are critical to the crimi- ing that many of our members probably don’t nalization issue and data protection. We focused understand Flight Safety Foundation’s relation- world attention on those subjects following the Iship with reporters, or are not even aware of all Gol mid-air in Brazil, the Concorde trial and the the things we do with the media. 15-year Air Inter prosecution. We also have been One big reason the Foundation engages ag- very vocal about rulings in Italy that have directly gressively with the media is to give safety profes- interfered with accident investigations. sionals the room they need to do their jobs. Today, Finally, we often engage with the media be- there is no shortage of people who understand cause we need to help them get the story right, or safety, but these people endure a lot of interfer- correct it when it is wrong. Following the tragic ence from politicians, judges and policymakers. crash that killed high-ranking members of the Pol- When an aviation safety event finds its way into the ish government in 2010, we had endless conversa- public spotlight, these politicians are compelled to tions with the Russian and Polish media, helping respond. That means the Foundation has to reach them understand that this horrible tragedy was an out quickly to global media outlets to provide a ordinary CFIT, not a conspiracy. More recently, we balanced viewpoint. We put the situation into a had the unpleasant job of pointing out to the world reasonable context and may suggest reasonable that the Washington Post had gotten a story wrong. actions. If people insist on being unreasonable, They took an embarrassing ATC blunder on a clear we are in a position to clearly point that out. day at Washington Reagan National Airport and Last year, a controller in Washington fell turned it into a sensational tale of a near-death asleep on duty, which resulted in public outrage. experience that made headlines around the world. The immediate political reaction was to fire a lot The result of all this is that you will see Flight of people and put in place a bunch of draconian Safety Foundation experts quoted in publications all rules. We worked with dozens of media outlets to around the world. We use our position and reputa- explain why this wouldn’t be the best decision, as tion as an international, unbiased safety organization it wouldn’t solve the problem. Our effort helped to help reporters understand the latest safety news. moderate the situation. It made room for more It is a big job influencing the way aviation safety is reasonable solutions to be heard. covered in the world. We can’t engage on every issue, There was a similar political reaction this year but if we miss an important one, please let us know. following two fatal crashes in Nigeria. Nigeria has We are not doing this for fun. We are doing it for you. been moving in a very positive direction since the tragic years of 2005 and 2006. But when the recent accidents occurred, local media and politicians threatened to undo the hard-won reforms that had already been put in place. The Foundation worked behind the scenes to shape the global coverage William R. Voss and send a strong message encouraging Nigeria President and CEO to stay the course. Flight Safety Foundation FLIGHTSAFETY.ORG | AEROSAFETYWORLD | SEPTEMBER 2012 | 1 AeroSafetyWORLD contentsSeptember 2012 Vol 7 Issue 8 features 16 CoverStory | Real Return on Investment 20 SafetyRegulation | BEA Training Recommendations 16 24 AvWeather | Ground Radar Dependence 24 30 FlightTraining | Simulating In-Flight Ice 34 CausalFactors | Analysis of a 757 Overrun 40 HumanFactors | Safety Culture ‘Pathogens’ 43 Flight Deck | More Resilient Automation departments 1 President’sMessage | The Fourth Estate 5 EditorialPage | USA Sequestration and Safety 7 Executive’sMessage | IASS 2012 — Santiago 8 AirMail | Letters From Our Readers 9 SafetyCalendar | Industry Events 30 10 FoundationFocus | Non-Punitive Is Not Easy 2 | FLIGHT SAFETY FOUNDATION | AEROSAFETYWORLD | SEPTEMBER 2012 40 34 43 AeroSafetyWORLD telephone: +1 703.739.6700 12 InBrief | Safety News William R. Voss, publisher, FSF president and CEO [email protected] 49 DataLink | EASA Member States Frank Jackman, editor-in-chief, FSF director of publications 52 Info Scan | Weather in Context [email protected], ext. 116 Wayne Rosenkrans, senior editor 56 OnRecord | Air Data Spikes Trigger Upset [email protected], ext. 115 Linda Werfelman, senior editor 64 SmokeFireFumes | Selected U.S. Events [email protected], ext. 122 Rick Darby, associate editor [email protected], ext. 113 Jennifer Moore, art director [email protected] Susan D. Reed, production specialist [email protected], ext. 123 About the Cover Ramp operations at Editorial Advisory Board Reagan National Airport (DCA) © 2011 Ulf E. Wallin David North, EAB chairman, consultant William R. Voss, president and CEO Flight Safety Foundation Frank Jackman, EAB executive secretary We Encourage Reprints (For permissions, go to <flightsafety.org/aerosafety-world-magazine>) Flight Safety Foundation Share Your Knowledge Steven J. Brown, senior vice president–operations If you have an article proposal, manuscript or technical paper that you believe would make a useful contribution to the ongoing dialogue about aviation safety, we will be National Business Aviation Association glad to consider it. Send it to Director of Publications Frank Jackman, 801 N. Fairfax St., Suite 400, Alexandria, VA 22314-1774 USA or [email protected]. The publications staff reserves the right to edit all submissions for publication. Copyright must be transferred to the Foundation for a contribution to be published, and Barry Eccleston, president and CEO payment is made to the author upon publication. Airbus North America Sales Contact Emerald Media Don Phillips, freelance transportation Cheryl Goldsby, [email protected] +1 703.737.6753 reporter Kelly Murphy, [email protected] +1 703.716.0503 Russell B. Rayman, M.D., executive director Subscriptions: All members of Flight Safety Foundation automatically get a subscription to AeroSafety World magazine. For more information, please contact the Aerospace Medical Association, retired membership department, Flight Safety Foundation, 801 N. Fairfax St., Suite 400, Alexandria, VA 22314-1774 USA, +1 703.739.6700 or [email protected]. AeroSafety World © Copyright 2012 by Flight Safety Foundation Inc. All rights reserved. ISSN 1934-4015 (print)/ ISSN 1937-0830 (digital). Published 11 times a year. Suggestions and opinions expressed in AeroSafety World are not necessarily endorsed by Flight Safety Foundation. Nothing in these pages is intended to supersede operators’ or manufacturers’ policies, practices or requirements, or to supersede government regulations. FLIGHTSAFETY.ORG | AEROSAFETYWORLD | SEPTEMBER 2012 | 3 Select the Integrated Air Safety Management Software Solution... SMS IAMS FAA Airline Quality JSA IOSA Flight Control Safety Audits Risk Matrix Safety Integrated JSA Aviation Security IAMS SMS IOSA Environmental JSA FAA Risk Management IAMS SMS SMS IATA Operational Safety Audit Flight Control Job Safety Analysis IATA Risk Matrix Safety Management System Job Safety Analysis FAA IOSA Risk Assessment JSA Integrated Airline Management System IATA JSA Environmental Federal Aviation Administration IOSA IOSA Reporting Airline Industry IAMS Aviation Risk Assessment FAA Airline Safety JSA SMS Safety Audits Aerosafety Risk Management Flight Control Flight Control Safety Audits Safety Audits Reporting JSA Risk Matrix SMS Airline IOSA FAA SMS Airline IAMS IAMS Air Safety IATA Quality Integrated Airline Safety IOSA Reporting Flight Control Job Safety Analysis Aerosafety Safety Audits Risk Management IATA Airline Industry FAA SMS SMS JSA Aviation FAA Best Practices: Integrated modules for Aviation Safety Management: ...with the most VALUE Document Control • Reporting • Audits • Training • Job Safety Analysis CAPA • Safety Incident Reporting • Risk Assessment ...and more! Safety Assurance: Handles daily events, hazard analysis, and controls related to Aviation Safety Management System Assessment & Corrective Action: Uses intelligent Decision trees to determine whether event conform to requirements, and take Corrective Action to known events Safety Risk Management: Intuitive process for determining potential hazards using Job Safety Analysis, FMEA and similar tools Risk Assessment: Identifies, mitigates, and prevents high-risk events in the Aviation Safety Management System Change Control: Implement Controls to mitigate risks and Change Management to change processes related to known hazards Integration: Integrates with 3rd party business systems Scalable: Readily adapts to enterprise environments, and multi-site Deployments Business Intelligence: Enterprise reporting tracks KPIs, aids in decision-making with hundreds of configurable charts and reports 800-354-4476 • [email protected] www.etq.com/airsafety EDITORIALPAGE USA SEQUESTRATION and Safety larm bells are
Load more

Recommended publications
  • Comment Response Document
    EASA SC-VTOL-01 Comment Response Document Note: The comments have been grouped by theme or objective and renumbered sequentially. Bookmarks are available to navigate the document. General type of vehicle Explanatory Note 1: type of vehicle The Special Condition (SC) has been developed to cover a new category of person-carrying vertical take-off and landing (VTOL) heavier-than-air aircraft with lift/thrust units used to generate powered lift and control. The vertical take-off and landing capability distinguishes this type of aircraft from aeroplanes. The Special Condition does not intend to cover traditional rotorcraft either but rather aircraft with distributed lift/thrust and it will be clarified that, for the SC to be applicable, more than 2 lift/thrust units should be used to provide lift during vertical take-off or landing. The Special Condition background mentioned “the aircraft may not be able to perform an autorotation or a controlled glide in the event of a loss of lift/thrust” as it is the case for some VTOL aircraft being proposed, however this is not a requirement. Comment Comment summary Suggested resolution Comment is an Comment is EASA EASA response observation or substantive or comment is a is an NR Author Paragraph Page disposition suggestion* objection** 1 1David Loebl, Background/Sc 1 “Although hover flight may be possible, the aircraft Clarify the condition where no glide is possible: Yes No Noted See Explanatory Note 1 AutoFlightX ope may not be able to perform an autorotation or a “…not be able to perform an autorotation or a controlled glide in the event of a loss of lift/thrust.” controlled glide in the event of a loss of lift/thrust implies that the given SC are not applicable for during hover.” transition vehicles that can fly also with aerodynamic lift.
    [Show full text]
  • FTW-8G Emergency Approach and Landing
    FTW-8G Emergency Approach and Landing READING ASSIGNMENT Pilot’s Operating Handbook, Emergency Procedures, Engine Failures AFH Pages 8-26 to 8-27 – “Emergency Approaches and Landings (Simulated)” Study Questions Pilot’s Operating Handbook, Emergency Procedures, Engine Failures 1. In the Emergency Procedures section of a POH, what is typically indicated by emergency procedure steps FTW-8G ? that are shown in boldface type? a) The steps should be memorized. b) The steps are optional. c) Additional information regarding those steps is contained in the amplified procedures section of the POH. 2. Why are the emergency procedures for dealing with an engine failure just after takeoff different from the procedures for dealing with an engine failure in flight? a) The best glide airspeeds are significantly different and result in very different glide angles. b) Engine failures at altitude may allow time for restart procedures to be attempted. c) If the wheels have not stopped spinning from the takeoff roll, the aerodynamics of the forced landing will be substantially different. 3. When responding to an engine failure immediately after takeoff, or for any forced landing, why is it a good idea to shutdown and secure the engine prior to landing? a) Having the engine on limits the effectiveness of flaps and ailerons. b) To reduce the possibility of a post-crash fire. c) To reserve some fuel for future takeoffs, if needed. 4. When should the airplane’s avionics and electrical system be shut down during a forced landing? a) Once landing is assured. b) Prior to squawking 7700 on the transponder.
    [Show full text]
  • National Transportation Safety Board
    ,oc ITSB'. ~MM :o 18 NATIONAL TRANSPORTATION SAFETY BOARD U.S. GENERAL AVIATION 1978 NTSB-AMM-80-8 >C rss llM , UNITED STATES GOVERNMENT TECHNICAL REPORT DOCUMENTATIO~ PAGE 1. Report No. I 2.Government Accession No. 3.Recipient's Catalog No. NTSB-AMM-80;...8 4. Title and Subtitle 5.Report Date Briefs of Accidents, Involving Corporate/Executive August 5, 1980 Aircraft, U.S. General Aviation, 1978 6.Performing Organization Code 7. Author(s) E.Performing Organization Report No. 9. Performing Organization Name and Address 10.Work Unit No. Bureau of Technology 3021 National Transportation Safety Board 11 .Contract or Grant No. Washington, D.C. 20594 13.Type of Report and Period Cove red 12.Sponsoring Agency Name and Address Accident Reports in Brief Format - U.S. General Aviation Corporate/Executive NATIONAL TRANSPORTATION SAFETY BOARD Aircraft, 1978 Washington, D. C. 20594 14.Sponsoring Agency Code 15.Supplementary Notes 16.Abstract This publication contains reports of U.S. general aviation corporate/ executive aircraft accidents occurring in 1978. Included are 87 accident Briefs, 23 of which involve fatal accidents. The brief format presents the facts, conditions, circumstances and probable cause(s) for each accident. Additional statistical information is tabulated by type of accident, phase of operation, injuries and causal/factor(s). This publication will be published annually. 17 ·Key Words Aviation accidents, corporate/executive 18.Distribution Statement aircraft, U.S. general aviation, probable cause, This document is available type of accident, phase of operation, kind of to the public through the flying, aircraft damage, injuries, p~lot data. National Technical Infor­ mation Service, Spring­ field, Virginia 22151 19.Security Classification 20.Security Classification 21 .No.
    [Show full text]
  • Dead-Stick Landing Ice Crystals Cause Dual Flameout
    ONRecord Dead-Stick Landing Ice crystals cause dual flameout. BY MARK LACAGNINA The following information provides an aware- unsuccessfully to restart the engines using bat- ness of problems in the hope that they can be tery power. Descending through FL 260, the avoided in the future. The information is based crew increased airspeed to 230 kt to attempt a on final reports by official investigative authori- windmill restart, but there was no indication of ties on aircraft accidents and incidents. engine rotation. “During the descent, ATC provided vectors JETS to the ILS [instrument landing system] approach to Runway 7 at Jacksonville,” the report said. No Training or Guidance on Hazard “The flight was in clouds during the descent, Raytheon Beechjet 400A. Minor damage. No injuries. with moderate to heavy rain beginning at about he Beechjet was on a fractional ownership 10,000 ft. As the airplane neared the airport, operation positioning flight from Indianapolis ATC provided continuous callouts of the dis- Tto Marco Island, Florida, U.S., the afternoon tance remaining to the runway that the pilots of Nov. 28, 2005. The airplane had been flown at later stated was very helpful in managing their Flight Level 400 (approximately 40,000 ft) for 30 descent and approach to the airport.” minutes and at FL 380 for about 15 minutes when The captain assumed control at about 9,000 the flight crew received clearance from air traffic ft. The landing gear was extended manually, and control (ATC) for further descent to FL 330. the Beechjet broke out of the clouds at about “The flight was operating in visual meteoro- 1,200 ft.
    [Show full text]
  • WEC Aircraft Use and Safety Handbook
    AIRCRAFT USE AND SAFETY HANDBOOK FOR SCIENTISTS AND RESOURCE MANAGERS John C. Simon Peter C. Frederick Kenneth D. Meyer H. Percival Franklin DEVELOPED BY THE © University of Florida 2010 ABOUT THE AUTHORS John Charles Simon is a Research Coordinator for the University of Florida’s South Florida Wading Bird Project. He earned his private pilot’s certificate in 1986 and has flown over 750 hours as a passenger/observer in both fixed- winged and rotary aircraft conducting population and nesting surveys, habitat evaluations, following flights, and radio telemetry. Dr. Peter Frederick is a Research Professor in the University of Florida’s Department of Wildlife Ecology and Conservation. His research on wading birds in the Florida Everglades has used aerial survey techniques extensively and intensively, with over 1,500 hours flown in fixed-winged and rotary aircraft over 25 years. He survived one air crash in a Cessna 172 during the course of that work. Dr. Kenneth D. Meyer is Director of the Avian Research and Conservation Institute and an Associate Professor (Courtesy) in the University of Florida's Department of Wildlife Ecology and Conservation. Since 1981, Dr. Meyer's research on birds has involved fixed-wing and rotary aircraft for radio telemetry, population surveys, roost counts, nest finding, and following flights. Dr. H. Percival Franklin is Courtesy Associate Professor and Unit Leader of the Florida Cooperative Fish and Wildlife Research Unit. Its employees and cooperators, regardless of employment, are bound by strict aircraft training and use regulations of the Department of Interior. Dr Franklin has been a strong proponent of aircraft and other safety issues in the workplace.
    [Show full text]
  • Helicopters Chapter 1
    Annex to ED Decision 2012/018/R Section 2 - Helicopters Chapter 1 - General requirements GM1 CAT.POL.H.105(c)(3)(ii)(A) General REPORTED HEADWIND COMPONENT The reported headwind component should be interpreted as being that reported at the time of flight planning and may be used, provided there is no significant change of unfactored wind prior to take-off. GM1 CAT.POL.H.110(a)(2)(i) Obstacle accountability COURSE GUIDANCE Standard course guidance includes automatic direction finder (ADF) and VHF omnidirectional radio range (VOR) guidance. Accurate course guidance includes ILS, MLS or other course guidance providing an equivalent navigational accuracy. Chapter 2 – Performance class 1 GM1 CAT.POL.H.200&CAT.POL.H.300&CAT.POL.H.400 General CATEGORY A AND CATEGORY B (a) Helicopters that have been certified according to any of the following standards are considered to satisfy the Category A criteria. Provided that they have the necessary performance information scheduled in the AFM, such helicopters are therefore eligible for performance class 1 or 2 operations: (1) certification as Category A under CS-27 or CS-29; (2) certification as Category A under JAR-27 or JAR-29; (3) certification as Category A under FAR Part 29; (4) certification as group A under BCAR Section G; and (5) certification as group A under BCAR-29. (b) In addition to the above, certain helicopters have been certified under FAR Part 27 and with compliance with FAR Part 29 engine isolation requirements as specified in FAA Advisory Circular AC 27-1. Provided that compliance
    [Show full text]
  • LANDING Av1at1on Safety Digest Is Prepared by the Department of Transport and Communications and Is Published by the Australtan Government Publishing Service
    0 ' 0 ASD 134 SPRING 1987 0 LANDING Av1at1on Safety Digest is prepared by the Department of Transport and Communications and is published by the Australtan Government Publishing Service. It is distributed to Aus tralian licence holders (except student pilots). Contents registered aircraft owners and certain other Editorial persons and organisations having an operational interest in safety within the Aus· tra/1an civil aviation envlfonment. 4 Spring is in the air Flying has its ups and downs D1stnbutees who expenence delivery - especially in the Spring. problems or who wish to notify a change of address should contact: The Publications Distribution Officer (EPSD) Department of Transport and Communicat10ns 6 Afterthoughts? P 0. Box 1986, Carlton South. Vic. 3053, A safe flight is nicely finished off by a post-flight AUSTRALIA T'S SPRING at last. The birds are singing and it's time for us inspection. Telephone (03) 667 2733 to get back into the air after the winter lay-off. Most of us have just been through our leanest period of aviating for the year and we may be more than a little rusty. Our Covers familiarity with the aircraft and its systems, with procedures and Front. When the going gets tough ... the 7 The power of nature checks is at its lowest ebb. Our handling techniques - the vis­ Av1at1on Safety Digest is also available on tough get going. A major element in Thunderstorms deserve respect ual judgments and control inputs - are less automatic and may subscription from the Australian Government landing accidents is a late decision to go Publishing Service.
    [Show full text]
  • Chapter 11 Transition to Complex Airplanes
    Chapter 11 Transition to Complex Airplanes Introduction A high-performance airplane is defined as an airplane with an engine capable of developing more than 200 horsepower. A complex airplane is an airplane that has a retractable landing gear, flaps, and a controllable pitch propeller. In lieu of a controllable pitch propeller, the aircraft could also have an engine control system consisting of a digital computer and associated accessories for controlling the engine and the propeller. A seaplane would still be considered complex if it meets the description above except for having floats instead of a retractable landing gear system. 11-1 i ii Tapered Delta Sweptback Figure 11-1. Airfoil types. Transition to a complex airplane, or a high-performance axis. Wing flaps acts symmetrically about the longitudinal airplane, can be demanding for most pilots without previous axis producing no rolling moment; however, both lift and drag experience. Increased performance and complexity both increase as well as a pitching moment about the lateral axis. require additional planning, judgment, and piloting skills. Lift is a function of several variables including air density, Transition to these types of airplanes, therefore, should be velocity, surface area, and lift coefficient. Since flaps increase accomplished in a systematic manner through a structured an airfoil’s lift coefficient, lift is increased. [Figure 11-3] course of training administered by a qualified flight instructor. As flaps are deflected, the aircraft may pitch nose up, nose Airplanes can be designed to fly through a wide range of down or have minimal changes in pitch attitude. Pitching airspeeds. High speed flight requires smaller wing areas and moment is caused by the rearward movement of the moderately cambered airfoils whereas low speed flight is wing’s center of pressure; however, that pitching behavior obtained with airfoils with a greater camber and larger wing depends on several variables including flap type, wing area.
    [Show full text]
  • ACCIDENT to SOCATA MS880B at EBUL on 14 APRIL 2012 Safety
    Air Accident Investigation Unit - (Belgium) CCN Rue du Progrès 80 Bte 5 1030 Brussels Safety Investigation Report ACCIDENT TO SOCATA MS880B AT EBUL ON 14 APRIL 2012 REF. AAIU-2011-23 ISSUE DATE: 09 DECEMBER 2011 STATUS: DRAFT FINAL Ref. AAIU-2012-07 Issue date: 05FOREWORD July 2013 ........................................................................................................ 3 Status: Final AAIU-2012-07-EBUL SYNOPSIS ........................................................................................................... 4 1 FACTUAL INFORMATION. ........................................................................... 5 1.1 HISTORY OF FLIGHT. ................................................................................ 5 1.2 INJURIES PERSONS. ................................................................................. 5 1.3 DAMAGE TO AIRCRAFT.............................................................................. 5 1.4 OTHER DAMAGE. ...................................................................................... 5 1.5 PERSONNEL INFORMATION. ...................................................................... 5 1.6 AIRCRAFT INFORMATION. .......................................................................... 6 1.7 METEOROLOGICAL CONDITIONS. ............................................................... 7 1.8 AIDS TO NAVIGATION. ............................................................................... 7 1.9 COMMUNICATION. ...................................................................................
    [Show full text]
  • Section 3 Emergency Procedures
    TABLE OF CONTENTS SECTION 3 EMERGENCY PROCEDURES Paragraph Page o. No. 3.1 General 3-1 3.3 Emergency Procedure' Check List 3-3 Engine Fire During Start 3-3 Engine Power loss During Takeoff. J-3 Engine Power Loss In Flight 3-3 Power Off Landing 3-3 Fire In Flight 3-3 Loss Of Oil Pre 'sure 3-3 Loss Of Fuel Pressure 3-4 High Oil Temperature 3-4 Alternator Failure 3-4 Spin Recovery 3-4 Open Door. .................................................................. .. 3-4 Carburetor Icing 3-4 Engine Roughnes 3-4 3.5 Amplified Emergency Procedure' (General) 3-7 3.7 EngineFireDuring tart 3-7 3.9 Engine Power Lo s During Takeoff. 3-7 3.11 Engine Power Los In Flight 3-8 3.13 Power Off Landing 3-8 3.15 Fire In Flight , 3-9 .. 17 Loss Of Oil Pressure 3-9 3.19 La Of FueJ Pressure 3-10 3.21 High Oil Temperature 3-10 3.23 Alternator Failure 3-10 3.25 Spin Reco ery 3-10 3.27 Open Door 3-11 3.28 Carburetor lein l! ......................•........................................... 3-11 3.29 Engine Roughne s 3-11 REPORT: VB-790 3-i PIPER AIRCRAFT CORPORAnON SECfION3 PA·28-181, CHEROKEE ARCHER II EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES 3.1 GENERAL The recommended procedure. for coping with ariou types of emergencie and critical situations are provided by this section. All of required (FAA regulations) emergency procedure and tho e necessary for the operation of the airplane as determined b the operating and de ign features of the airplane are presented.
    [Show full text]
  • Cessna 152 Checklist Preflight
    Cessna 152 Checklist Preflight CABIN 1. Check Discrepancies and Inspections 2. Required Papers in Airplane (AROW) 2. Enter HOBBS Reading on TACH Sheet 3. Control Wheel Lock . REMOVE 4. Ignition Switch . OFF 5. Master Switch . ON 6. Fuel Gauges . QUANTITY 7. Flaps . 30° 8. Master Switch . OFF 9. Fuel Shutoff Valve . ON 2) FUSELAGE AND EMPENNAGE 1. Fuel Drain . DRAIN 2. Fuselage/Empennage . CHECK CONDITION 3. Rudder Gust Lock . REMOVE 4. Tail Tie-down . DISCONNECT 5. Control Surfaces . CHECK Attachment and Movement 6. Empennage/Fuselage. CHECK CONDITION 3) RIGHT WING TRAILING EDGE 1. Flap . CHECK Attachment and Movement 2. Aileron . CHECK Attachment, Movement, and Counterweights 4) RIGHT WING 1. Wing Tie Down . .DISCONNECT 2. Undercarriage/Tire . CHECK Condition, Inflation, and Brakes 3. Fuel Drain . DRAIN 4. Fuel Quantity . DIP/MEASURE 5. Fuel Filler Cap . SECURE (Check Vent) NIGHT PREFLIGHT 6. Wing Surface . CHECK CONDITION 1. Master Switch . ON 7. Windshield………………..CLEAN 2. Beacon/Strobes . TEST 5) NOSE 3. NAV Lights . TEST 1. Engine Oil Level . 4-6 QUARTS 4. Landing Light . TEST 2. Fuel Sump . DRAIN 5. Interior Lights . TEST 3. Prop/Spinner . CONDITION 6. Master Switch . OFF 4. Alternator Belt . TIGHT 5. Oil Cooler . UNOBSTRUCTED 6. Landing Light…………….CLEAN 7. Air Filter . UNOBSTRUCTED 8. Wheel Strut/Tire . CHECK Condition and Inflation 9. Static Port . UNRESTRICTED 6) LEFT WING 1. Fuel Quantity . DIP/MEASURE 2. Fuel Filler Cap . SECURE (Check Vent) 3. Pitot Tube . UNRESTRICTED/CLEAR 4. Fuel Tank Vent . CLEAR 5. Wing Tie Down . DISCONNECT 6. Stall Warning . OPERATION 7. Wing Surface . CHECK CONDITION 7) LEFT WING TRAILING EDGE 1.
    [Show full text]
  • Airplane Flying Handbook (FAA-H-8083-3B) Chapter 17
    Chapter 17 Emergency Procedures Emergency Situations This chapter contains information on dealing with non-normal and emergency situations that may occur in flight. The key to successful management of an emergency situation, and/ or preventing a non-normal situation from progressing into a true emergency, is a thorough familiarity with, and adherence to, the procedures developed by the airplane manufacturer and contained in the Federal Aviation Administration (FAA) approved Airplane Flight Manual and/or Pilot’s Operating Handbook (AFM/POH). The following guidelines are generic and are not meant to replace the airplane manufacturer’s recommended procedures. Rather, they are meant to enhance the pilot’s general knowledge in the area of non-normal and emergency operations. If any of the guidance in this chapter conflicts in any way with the manufacturer’s recommended procedures for a particular make and model airplane, the manufacturer’s recommended procedures take precedence. 17-1 Emergency Landings reach, and indecision in general. Desperate attempts to correct whatever went wrong at the expense of This section contains information on emergency landing airplane control fall into the same category. techniques in small fixed-wing airplanes. The guidelines that are presented apply to the more adverse terrain conditions • Desire to save the airplane—the pilot who has for which no practical training is possible. The objective is been conditioned during training to expect to find to instill in the pilot the knowledge that almost any terrain a relatively safe landing area, whenever the flight can be considered “suitable” for a survivable crash landing instructor closed the throttle for a simulated forced if the pilot knows how to use the airplane structure for self- landing, may ignore all basic rules of airmanship to protection and the protection of passengers.
    [Show full text]