This document discusses the importance of conducting an advanced preflight inspection and describes how a more thorough inspection could have prevented a fatal accident. It provides the following key details:
1) An accident investigation found the cause was an unsecured oil cap that led to an engine failure shortly after takeoff, killing 3 people. A more rigorous preflight may have discovered this issue.
2) An advanced preflight involves thoroughly researching an aircraft's maintenance history and getting to know the mechanics working on the plane. This would have found an out-of-compliance part that contributed to oil leaks.
3) The article provides tips for an advanced preflight, including thoroughly inspecting any areas previously repaired or known to have issues
The document outlines the top 10 causes of general aviation accidents according to the Federal Aviation Administration (FAA). The number one cause is loss of control in flight, often due to environmental conditions, lack of experience, perceptual issues or physical/sensory factors. Other top causes include midair collisions, system component failures, fuel-related issues, controlled flight into terrain, and low altitude operations. The FAA aims to reduce accidents through education and awareness programs, while new technologies are providing pilots with better safety tools.
Alaska Airlines Flight 261 crashed into the Pacific Ocean near Anacapa Island, California on January 31, 2000, killing all 88 people onboard. The crash was caused by a jammed horizontal stabilizer that deprived the pilots of control of the aircraft. An investigation found that maintenance issues from extended inspection intervals and improper lubrication of the jackscrew assembly led to the failure of the stabilizer control system. Management decisions to cut costs and increase flight intervals without notifying regulators contributed to the accident.
1) Several general aviation accidents occur each year due to pilots encountering reduced visibility conditions and experiencing spatial disorientation or controlled flight into terrain. Even in clear weather, night flights over areas with limited lighting provide few visual references that can be disorienting.
2) Three accident summaries are described where pilots crashed after experiencing spatial disorientation in low visibility conditions. The accidents involved a pilot who flew too low through a mountain pass, a pilot who deviated from his flight path and altitude in instrument conditions, and a pilot who crashed while maneuvering in dark night conditions with limited visual references.
3) Pilots are encouraged to obtain weather briefings, refuse external pressures that could influence dangerous decisions, seek training on aircraft
Probability basis of safe life evaluation in small airplanes by w. michael reyerJulio Banks
Probability Basis of Safe-Life Evaluation in Small Airplanes by W. Michael Reyer. I was not able to locate this file in the Internet and therefore, I uploaded a version I scanned from my personal library
The document summarizes the crash of Dana Airlines Flight 0992 in Lagos, Nigeria on June 3, 2012 which killed all 153 passengers and crew on board. It discusses the recruitment and training of the pilots, particularly noting issues with the captain's qualifications, license, and performance during training. The flight history is presented, highlighting the crew's discussion of an engine issue prior to the crash and their attempts to troubleshoot without following checklists in the final minutes before impact.
_OFFICIAL Safety Department PRESENTATIONKelly Weaver
This presentation outlines the key elements of the safety management system at Sabre/FWT in Fort Worth, Texas. It discusses their safety policy, safety department team, safety orientation and training programs, accident reporting procedures, safety meetings, audits, and various compliance programs. The safety department works closely with all departments, supervisors, and a safety council to ensure a safe work environment and 100% compliance with OSHA regulations.
Airside Observation Statement -24.12.2015.xlsx(A).xlsx01Andrew Louis
This document provides an airside observation statement from Andrew Louis, assessing safety compliance at various airport operations from December 9-24, 2015. Key findings include:
- Most departments scored satisfactory or above average in equipment positioning, servicing, and compliance with safety procedures. Ramp and traffic operations required attention regarding equipment usage.
- A total of 28 events were observed and assessed across departments, with most scoring satisfactorily in safety standards.
- For ramp/line base operations, most bays scored satisfactorily except for some issues with equipment positioning. Cargo apron required attention to equipment positioning.
- No incidents or accidents were reported, though continued compliance with safety reminders and best
The document outlines the top 10 causes of general aviation accidents according to the Federal Aviation Administration (FAA). The number one cause is loss of control in flight, often due to environmental conditions, lack of experience, perceptual issues or physical/sensory factors. Other top causes include midair collisions, system component failures, fuel-related issues, controlled flight into terrain, and low altitude operations. The FAA aims to reduce accidents through education and awareness programs, while new technologies are providing pilots with better safety tools.
Alaska Airlines Flight 261 crashed into the Pacific Ocean near Anacapa Island, California on January 31, 2000, killing all 88 people onboard. The crash was caused by a jammed horizontal stabilizer that deprived the pilots of control of the aircraft. An investigation found that maintenance issues from extended inspection intervals and improper lubrication of the jackscrew assembly led to the failure of the stabilizer control system. Management decisions to cut costs and increase flight intervals without notifying regulators contributed to the accident.
1) Several general aviation accidents occur each year due to pilots encountering reduced visibility conditions and experiencing spatial disorientation or controlled flight into terrain. Even in clear weather, night flights over areas with limited lighting provide few visual references that can be disorienting.
2) Three accident summaries are described where pilots crashed after experiencing spatial disorientation in low visibility conditions. The accidents involved a pilot who flew too low through a mountain pass, a pilot who deviated from his flight path and altitude in instrument conditions, and a pilot who crashed while maneuvering in dark night conditions with limited visual references.
3) Pilots are encouraged to obtain weather briefings, refuse external pressures that could influence dangerous decisions, seek training on aircraft
Probability basis of safe life evaluation in small airplanes by w. michael reyerJulio Banks
Probability Basis of Safe-Life Evaluation in Small Airplanes by W. Michael Reyer. I was not able to locate this file in the Internet and therefore, I uploaded a version I scanned from my personal library
The document summarizes the crash of Dana Airlines Flight 0992 in Lagos, Nigeria on June 3, 2012 which killed all 153 passengers and crew on board. It discusses the recruitment and training of the pilots, particularly noting issues with the captain's qualifications, license, and performance during training. The flight history is presented, highlighting the crew's discussion of an engine issue prior to the crash and their attempts to troubleshoot without following checklists in the final minutes before impact.
_OFFICIAL Safety Department PRESENTATIONKelly Weaver
This presentation outlines the key elements of the safety management system at Sabre/FWT in Fort Worth, Texas. It discusses their safety policy, safety department team, safety orientation and training programs, accident reporting procedures, safety meetings, audits, and various compliance programs. The safety department works closely with all departments, supervisors, and a safety council to ensure a safe work environment and 100% compliance with OSHA regulations.
Airside Observation Statement -24.12.2015.xlsx(A).xlsx01Andrew Louis
This document provides an airside observation statement from Andrew Louis, assessing safety compliance at various airport operations from December 9-24, 2015. Key findings include:
- Most departments scored satisfactory or above average in equipment positioning, servicing, and compliance with safety procedures. Ramp and traffic operations required attention regarding equipment usage.
- A total of 28 events were observed and assessed across departments, with most scoring satisfactorily in safety standards.
- For ramp/line base operations, most bays scored satisfactorily except for some issues with equipment positioning. Cargo apron required attention to equipment positioning.
- No incidents or accidents were reported, though continued compliance with safety reminders and best
The document summarizes the rules for small unmanned aircraft systems (UAS) under Part 107. It outlines operational limitations including weight limits, visual line of sight requirements, daylight operation, visual observer use, maximum speeds and altitudes. It also addresses certification requirements for remote pilots in command, aircraft requirements, and exceptions for model aircraft.
This document provides an overview of sport aviation safety from a presentation given by Scott R. Landorf of the FAA. It discusses key topics like light sport aircraft, experimental amateur-built aircraft, accident data, transition training, preflight considerations, and conducting the first flight of an experimental aircraft safely. The goal is to familiarize pilots with sport aircraft and provide information to help reduce accidents. Emphasis is placed on pilot skills, proficiency, understanding aircraft limitations, preflight planning, and following a flight test plan for experimental aircraft.
The document is a presentation by Barry G. Byrd of the Federal Aviation Administration given on March 28, 2012 about failure to follow procedures. It discusses FAA regulations regarding maintenance procedures and performance standards. It provides an overview of causal factors for maintenance errors and uses an accident example where failure to follow procedures led to loss of control during takeoff. The presentation aims to increase awareness of risks from failing to follow procedures and how following preventative measures and safety nets can reduce maintenance errors.
The document provides guidance from the FAA on building and certifying amateur-built aircraft. It discusses the FAA's role in the certification process, including how builders must fabricate over 51% of the aircraft. It outlines the requirements for obtaining an experimental airworthiness certificate, including ensuring the aircraft is controllable and has no hazardous characteristics. It also discusses aircraft registration, identification marks, and operating limitations after certification. The FAA inspector will evaluate the aircraft, builder's log, and compliance with regulations during the final certification inspection.
This accident report discusses the October 28, 2012 crash of a Pilatus PC-12/47 aircraft near Lake Wales, Florida that killed all 6 people on board. The aircraft departed controlled flight in instrument meteorological conditions with thunderstorms in the area. The pilot had filed an IFR flight plan from Fort Pierce to Gainesville, Florida. Radar data showed the aircraft descended rapidly and turned before the final radar return. The pilot, a private pilot, and all passengers sustained fatal injuries in the crash. The report examines the pilot's qualifications, aircraft details, weather conditions, and provides analysis of possible factors contributing to the accident.
This document discusses the importance of procedure-based maintenance for ensuring reliability. It analyzes four failure profile studies from the past 40 years involving commercial aircraft, naval ships, and submarines. The studies found that the traditional "bathtub curve" failure profile applied to only a small percentage of components, between 2-4%. Instead, most components followed profiles characterized by "infant mortality" failures or random failures. This demonstrates that time-based preventative maintenance is often misguided and can reduce reliability. Procedure-based, condition-directed maintenance is argued to be a more effective approach supported by modern predictive technologies.
This paper introduces a compelling argument for development of and adherence to procedure based maintenance when implementing and executing a modern program to ensure maximum capacity of a plant and reliability of its equipment. The argument is based on a new analysis of four (4) statistically significant failure profile distribution studies over the period of the last 40 years, the latest of which was completed in 2001.
This unofficial transcript is for Robert Nichols, enrolled in the Aviation Maintenance Technician program at Aviation Institute of Maintenance. It shows that he has completed 12 courses, earning a 3.88 GPA. The transcript lists the courses taken each term, along with the credits attempted and earned and the grades received. Robert is currently enrolled in Aircraft Systems I and has a cumulative GPA of 3.75 for the program so far.
Aircraft safety systems are a major concern today and the aviation industry is working hard on technologies that will help improve flight safety. Read this Aranca report to know more.
Aircraft Safety Systems: In The Spotlight - An Aranca ReportAranca
Aircraft safety systems are a major concern today and the aviation industry is working hard on technologies that will help improve flight safety. Read this Aranca report to know more.
This document provides a summary of an individual's military experience and training. It outlines their occupations in the Navy from 1997 to 2015 as an Aviation Structural Mechanic, Safety Equipment and includes a description of duties in that role. It also lists numerous Navy training courses completed between 1998 and 2011 related to aircraft maintenance, corrosion control, and hazardous materials transportation.
Pilot Safety and Warning Supplements Searchable.pdfGustavoPeaFaras1
This document provides guidance to pilots on physiological factors that can impact flight safety, including fatigue, stress, emotion, illness, medication, alcohol, and hydration. It warns that fatigue, both acute and chronic, can slow reaction times and cause errors. It advises pilots to get adequate rest and not fly if markedly fatigued. Stress from life events can also impair performance, as can strong emotions from traumatic events. Pilots should not fly with an illness or while taking medications that could cause side effects impacting flight safety. The document emphasizes that alcohol and flying is a lethal combination, and that pilots should allow at least 8 hours after drinking before flying, or 24 hours after drinking a moderate or large amount of alcohol.
Pilots should pay close attention to any signs of potential mechanical problems with their aircraft to avoid accidents. Powerplant and non-powerplant system failures are common causes of fatal GA accidents when pilots do not properly address issues. Previous accidents illustrate how pilots continued flights after being warned of problems and failed to properly maintain their aircraft, resulting in engine failures and crashes. Pilots must prioritize safety over other considerations and properly address any potential issues through maintenance rather than risk emergencies during flight.
Pilots should pay close attention to signs of potential mechanical issues with their aircraft to avoid accidents. Three accident summaries are described where pilots failed to properly address signs of issues like engine problems, and continued flying despite warnings, resulting in crashes after losing engine power. Pilots are encouraged to thoroughly check for issues, not fly with potential problems for convenience, and be prepared to handle emergencies.
Pilots often experience accidents in low visibility conditions due to spatial disorientation or controlled flight into terrain. Three example accidents are described where pilots crashed after deviating from their flight plan or maneuvering in dark areas with limited visual references. Pilots can reduce risks by obtaining weather briefings, maintaining proficiency on avionics, being honest about limitations, and avoiding distractions. Training resources are available to help pilots assess risks and make safe decisions.
This document summarizes the key points from an FAA Safety Standdown focusing on loss of control in-flight (LOC-I) accidents. LOC-I is the leading cause of fatal general aviation accidents. The Standdown provides information to help pilots avoid LOC-I situations and improve safety, including that 27% of LOC-I accidents occur during maneuvering flight. It emphasizes applying time-tested techniques like maintaining aircraft control, using proper decision making, and conducting thorough preflight inspections.
Mahmoud Alhujayri Professor WesemannAV 4720 03172017.docxsmile790243
Mahmoud Alhujayri
Professor Wesemann
AV 4720
03/17/2017
Article Analysis 3
The article titled Safety Regulation: Crackdown on Fatigue authored and published by Flight Safety Foundation on its website on 7th April 2011 describes one of the flight safety rules established by the U.S. Federal Aviation Administration (FAA) recently. As explained in the article, the FAA established the rule in response to recommendations made by the National Transportation Safety Board (NTSB) after the Aloha airline flight 243 incident. The incident, which occurred on April 28, 1988, involved Boeing 737-200 that was operated and owned by Aloha Airlines Inc. The aircraft was heading to Honolulu from Hilo in Hawaii when it experienced structural failure and explosive decompression. Consequently, the aircraft made an emergency landing on the ground. On board were six crew members and 89 passengers (Flight Safety Foundation, 2011). Although the aircraft was damaged, only one crew member died. Seven passengers and one crew member sustained serious injuries. After investigations, it was noted that accident was caused by the failure by the aircraft's maintenance program to detect fatigue. Eventually, the fatigue led to widespread fatigue damage (WFD). As explained in the article authored by the flight safety foundation, the NTSB made a recommendation to the FAA to ensure that aircraft have effective maintenance programs and to make continuous surveillance of those programs. In response, the FAA made a rule that requiring the establishment of an inspection program for airplanes of transport category (Flight Safety Foundation, 2011). The program was meant to determine the probability of WFD occurring before “limit of validity” (LOV). The article also contains brief information about other aircrafts that have been damaged by WFD and an explanation of how LOV would be determined.
The content of the article is related to the topic of flight safety since it concentrates on the step that was taken by FAA to enhance aviation safety through conducting a thorough inspection of aircrafts to determine whether they are at the risk of getting damaged by WFD before the end of their LOV. Applying the rule would help to reduce accidents that are caused by WFD. Despite the fact that the article is very relevant, it does not cover many things related to flight safety. For instance, the issue of flight safety when landing is very paramount. Another important issue relates likelihood of carrying passengers with communicable diseases, such as avian influenza. Safety from attack by terrorists is still a major issue that affects the aviation industry today. Other important issues that influence flight safety include weather situation awareness, airspace infringement, fuel management and cabin crew fatigue. Questions related to the topics mentioned above ought to be covered. Despite not covering those issues, the article will be very useful. The content of the article will be used as an e ...
The March/April 2014 issue of FAA Safety Briefing takes a look at what it takes to "get back in the flying game." Whether it’s transitioning to a new type of aircraft, or returning from a flying hiatus, the articles here will provide safety and training advice and help you fine tune your plan for returning to the skies.
The document discusses the Federal Aviation Administration's (FAA) role in governing aviation and promoting diversity and inclusion. It notes that while discrimination laws have advanced rights over time, more progress is needed to increase employment diversity in the aviation industry. The FAA advertises an inclusive culture seeking employees from all backgrounds. However, the document argues that the reality does not match this portrayal, as minority groups remain underrepresented in the FAA workforce. It calls for the FAA to take further steps to eliminate barriers and unconscious biases to achieve true equal opportunity in aviation careers.
The document summarizes the rules for small unmanned aircraft systems (UAS) under Part 107. It outlines operational limitations including weight limits, visual line of sight requirements, daylight operation, visual observer use, maximum speeds and altitudes. It also addresses certification requirements for remote pilots in command, aircraft requirements, and exceptions for model aircraft.
This document provides an overview of sport aviation safety from a presentation given by Scott R. Landorf of the FAA. It discusses key topics like light sport aircraft, experimental amateur-built aircraft, accident data, transition training, preflight considerations, and conducting the first flight of an experimental aircraft safely. The goal is to familiarize pilots with sport aircraft and provide information to help reduce accidents. Emphasis is placed on pilot skills, proficiency, understanding aircraft limitations, preflight planning, and following a flight test plan for experimental aircraft.
The document is a presentation by Barry G. Byrd of the Federal Aviation Administration given on March 28, 2012 about failure to follow procedures. It discusses FAA regulations regarding maintenance procedures and performance standards. It provides an overview of causal factors for maintenance errors and uses an accident example where failure to follow procedures led to loss of control during takeoff. The presentation aims to increase awareness of risks from failing to follow procedures and how following preventative measures and safety nets can reduce maintenance errors.
The document provides guidance from the FAA on building and certifying amateur-built aircraft. It discusses the FAA's role in the certification process, including how builders must fabricate over 51% of the aircraft. It outlines the requirements for obtaining an experimental airworthiness certificate, including ensuring the aircraft is controllable and has no hazardous characteristics. It also discusses aircraft registration, identification marks, and operating limitations after certification. The FAA inspector will evaluate the aircraft, builder's log, and compliance with regulations during the final certification inspection.
This accident report discusses the October 28, 2012 crash of a Pilatus PC-12/47 aircraft near Lake Wales, Florida that killed all 6 people on board. The aircraft departed controlled flight in instrument meteorological conditions with thunderstorms in the area. The pilot had filed an IFR flight plan from Fort Pierce to Gainesville, Florida. Radar data showed the aircraft descended rapidly and turned before the final radar return. The pilot, a private pilot, and all passengers sustained fatal injuries in the crash. The report examines the pilot's qualifications, aircraft details, weather conditions, and provides analysis of possible factors contributing to the accident.
This document discusses the importance of procedure-based maintenance for ensuring reliability. It analyzes four failure profile studies from the past 40 years involving commercial aircraft, naval ships, and submarines. The studies found that the traditional "bathtub curve" failure profile applied to only a small percentage of components, between 2-4%. Instead, most components followed profiles characterized by "infant mortality" failures or random failures. This demonstrates that time-based preventative maintenance is often misguided and can reduce reliability. Procedure-based, condition-directed maintenance is argued to be a more effective approach supported by modern predictive technologies.
This paper introduces a compelling argument for development of and adherence to procedure based maintenance when implementing and executing a modern program to ensure maximum capacity of a plant and reliability of its equipment. The argument is based on a new analysis of four (4) statistically significant failure profile distribution studies over the period of the last 40 years, the latest of which was completed in 2001.
This unofficial transcript is for Robert Nichols, enrolled in the Aviation Maintenance Technician program at Aviation Institute of Maintenance. It shows that he has completed 12 courses, earning a 3.88 GPA. The transcript lists the courses taken each term, along with the credits attempted and earned and the grades received. Robert is currently enrolled in Aircraft Systems I and has a cumulative GPA of 3.75 for the program so far.
Aircraft safety systems are a major concern today and the aviation industry is working hard on technologies that will help improve flight safety. Read this Aranca report to know more.
Aircraft Safety Systems: In The Spotlight - An Aranca ReportAranca
Aircraft safety systems are a major concern today and the aviation industry is working hard on technologies that will help improve flight safety. Read this Aranca report to know more.
This document provides a summary of an individual's military experience and training. It outlines their occupations in the Navy from 1997 to 2015 as an Aviation Structural Mechanic, Safety Equipment and includes a description of duties in that role. It also lists numerous Navy training courses completed between 1998 and 2011 related to aircraft maintenance, corrosion control, and hazardous materials transportation.
Pilot Safety and Warning Supplements Searchable.pdfGustavoPeaFaras1
This document provides guidance to pilots on physiological factors that can impact flight safety, including fatigue, stress, emotion, illness, medication, alcohol, and hydration. It warns that fatigue, both acute and chronic, can slow reaction times and cause errors. It advises pilots to get adequate rest and not fly if markedly fatigued. Stress from life events can also impair performance, as can strong emotions from traumatic events. Pilots should not fly with an illness or while taking medications that could cause side effects impacting flight safety. The document emphasizes that alcohol and flying is a lethal combination, and that pilots should allow at least 8 hours after drinking before flying, or 24 hours after drinking a moderate or large amount of alcohol.
Pilots should pay close attention to any signs of potential mechanical problems with their aircraft to avoid accidents. Powerplant and non-powerplant system failures are common causes of fatal GA accidents when pilots do not properly address issues. Previous accidents illustrate how pilots continued flights after being warned of problems and failed to properly maintain their aircraft, resulting in engine failures and crashes. Pilots must prioritize safety over other considerations and properly address any potential issues through maintenance rather than risk emergencies during flight.
Pilots should pay close attention to signs of potential mechanical issues with their aircraft to avoid accidents. Three accident summaries are described where pilots failed to properly address signs of issues like engine problems, and continued flying despite warnings, resulting in crashes after losing engine power. Pilots are encouraged to thoroughly check for issues, not fly with potential problems for convenience, and be prepared to handle emergencies.
Pilots often experience accidents in low visibility conditions due to spatial disorientation or controlled flight into terrain. Three example accidents are described where pilots crashed after deviating from their flight plan or maneuvering in dark areas with limited visual references. Pilots can reduce risks by obtaining weather briefings, maintaining proficiency on avionics, being honest about limitations, and avoiding distractions. Training resources are available to help pilots assess risks and make safe decisions.
This document summarizes the key points from an FAA Safety Standdown focusing on loss of control in-flight (LOC-I) accidents. LOC-I is the leading cause of fatal general aviation accidents. The Standdown provides information to help pilots avoid LOC-I situations and improve safety, including that 27% of LOC-I accidents occur during maneuvering flight. It emphasizes applying time-tested techniques like maintaining aircraft control, using proper decision making, and conducting thorough preflight inspections.
Mahmoud Alhujayri Professor WesemannAV 4720 03172017.docxsmile790243
Mahmoud Alhujayri
Professor Wesemann
AV 4720
03/17/2017
Article Analysis 3
The article titled Safety Regulation: Crackdown on Fatigue authored and published by Flight Safety Foundation on its website on 7th April 2011 describes one of the flight safety rules established by the U.S. Federal Aviation Administration (FAA) recently. As explained in the article, the FAA established the rule in response to recommendations made by the National Transportation Safety Board (NTSB) after the Aloha airline flight 243 incident. The incident, which occurred on April 28, 1988, involved Boeing 737-200 that was operated and owned by Aloha Airlines Inc. The aircraft was heading to Honolulu from Hilo in Hawaii when it experienced structural failure and explosive decompression. Consequently, the aircraft made an emergency landing on the ground. On board were six crew members and 89 passengers (Flight Safety Foundation, 2011). Although the aircraft was damaged, only one crew member died. Seven passengers and one crew member sustained serious injuries. After investigations, it was noted that accident was caused by the failure by the aircraft's maintenance program to detect fatigue. Eventually, the fatigue led to widespread fatigue damage (WFD). As explained in the article authored by the flight safety foundation, the NTSB made a recommendation to the FAA to ensure that aircraft have effective maintenance programs and to make continuous surveillance of those programs. In response, the FAA made a rule that requiring the establishment of an inspection program for airplanes of transport category (Flight Safety Foundation, 2011). The program was meant to determine the probability of WFD occurring before “limit of validity” (LOV). The article also contains brief information about other aircrafts that have been damaged by WFD and an explanation of how LOV would be determined.
The content of the article is related to the topic of flight safety since it concentrates on the step that was taken by FAA to enhance aviation safety through conducting a thorough inspection of aircrafts to determine whether they are at the risk of getting damaged by WFD before the end of their LOV. Applying the rule would help to reduce accidents that are caused by WFD. Despite the fact that the article is very relevant, it does not cover many things related to flight safety. For instance, the issue of flight safety when landing is very paramount. Another important issue relates likelihood of carrying passengers with communicable diseases, such as avian influenza. Safety from attack by terrorists is still a major issue that affects the aviation industry today. Other important issues that influence flight safety include weather situation awareness, airspace infringement, fuel management and cabin crew fatigue. Questions related to the topics mentioned above ought to be covered. Despite not covering those issues, the article will be very useful. The content of the article will be used as an e ...
The March/April 2014 issue of FAA Safety Briefing takes a look at what it takes to "get back in the flying game." Whether it’s transitioning to a new type of aircraft, or returning from a flying hiatus, the articles here will provide safety and training advice and help you fine tune your plan for returning to the skies.
The document discusses the Federal Aviation Administration's (FAA) role in governing aviation and promoting diversity and inclusion. It notes that while discrimination laws have advanced rights over time, more progress is needed to increase employment diversity in the aviation industry. The FAA advertises an inclusive culture seeking employees from all backgrounds. However, the document argues that the reality does not match this portrayal, as minority groups remain underrepresented in the FAA workforce. It calls for the FAA to take further steps to eliminate barriers and unconscious biases to achieve true equal opportunity in aviation careers.
The May/June 2014 issue of FAA Safety Briefing is all about Airworthiness Certification and Standards. In this issue we look at the hidden dangers of layering supplemental type certificates (STC), who to go to when your plane has an issue, and how to take care of an aging aircraft. In addition, you can learn more about the airworthiness directive process and how to apply for an STC.
Pilots can help prevent accidents by effectively managing risks through good decision-making. Accidents often result from multiple small risks not being identified or managed properly, or when pilots do not perceive high risk situations accurately. Common accidents related to poor risk management include spatial disorientation in low visibility conditions without proper qualifications, continuing a flight while impaired, and departing into known adverse weather against better judgment. Pilots should be honest about their abilities and limitations, avoid external pressures, and have diversion plans to help manage risks.
Aeronautical Decision Making And Risk Management For PilotsMySkyMom
This presentation relies heavily on the FAA\'s Risk Management Handbook, which can be found at http://www.faa.gov It covers factors related to ADM, statistics, best practices, and related case studies.
This document discusses aircraft maintenance records and requirements. It emphasizes the importance of accurate documentation and identifies common documentation problems. It outlines requirements for maintenance record content, including descriptions of work performed, completion dates, and signatures. It also discusses issues like poor shift turnovers, non-compliance with airworthiness directives, and the importance of following regulations and procedures for aircraft maintenance.
This document promotes a Safety Stand Down event to educate pilots on improving safety. It focuses on four accident-prone areas: owner-performed maintenance, approach and landing, surface deviations, and risk management. For each area, experts will present guidelines and best practices to help pilots identify and reduce risks. They will discuss FAA regulations and techniques to enhance situational awareness and judgment. The goal is for pilots to apply this information to sharpen skills and reduce the accident rate.
The document provides information about the National Business Aviation Association (NBAA) Static Display that will take place from October 30th through November 1st at the Orlando Executive Airport. It notifies customers that aircraft may need to be moved from the north ramp in mid-October to prepare for the event. Customers are asked to notify the airport by October 15th of any need for aircraft access during this time period. The document also includes information on discounted rental rates and volunteer opportunities for the event.
The document discusses how ineffective risk management and poor decision-making by pilots can lead to fatal accidents in general aviation. It provides examples of common accident scenarios related to these issues, such as a pilot experiencing spatial disorientation and losing control while flying in instrument conditions without being qualified. The document urges pilots to develop good decision-making practices, understand risk management, be honest about their skills and medical conditions, and plan for alternatives to avoid taking risks. It provides safety resources for pilots to improve risk assessment and decision-making skills.
This document discusses preventing aerodynamic stalls at low altitude through timely recognition and appropriate responses. It notes that many pilots fail to avoid conditions leading to stalls, recognize stall warnings, or apply proper recovery techniques. The document then summarizes three accidents where pilots stalled and crashed aircraft during low altitude maneuvers, likely due to distractions. It recommends that pilots seek training to fully understand stalls and manage distractions during low altitude flight.
Brett Downs is an experienced aircraft mechanic with 9 years of service in the US Air Force. He has coordinated with engineers on multiple aircraft programs and led emergency recovery teams. Downs is pursuing an aeronautical engineering degree to help design new aircraft and lead design teams. He has a wide range of skills in aircraft maintenance, testing, and inspection across various aircraft manufacturers and models. Downs aims to advance aviation safety and technology through his engineering career.
The document discusses inspections required on certificated aircraft according to FAR regulations. It covers the following key points:
- Owners are responsible for maintaining airworthiness and complying with inspections and airworthiness directives.
- Inspections required include annual inspections, 100-hour inspections, and inspections selected from FAA-approved programs depending on the aircraft type and operation.
- Additional inspections include altimeter and static system inspections every 24 months and transponder inspections every 24 months if the aircraft is equipped with a transponder.
A smart cockpit is available right now, and progress will accelerate as more manufacturers and aircraft owners adopt Automatic Dependent Surveillance-Broadcast (ADS-B) technology.
Smart Cockpit Technology: Industry to research and develop smart cockpit technology that helps identify emergency situations, prompts pilots (aurally/visually) through pertinent checklist items, and provides instructions based on aircraft position and condition of flight.
Having fun means flying safely! Hobby or recreational flying doesn't require FAA approval but you must follow safety guidelines. Any other use requires FAA authorization.
Avoid doing anything hazardous to other airplanes or people and property on the ground.
Angle of attack (AOA) indicators can help reduce loss of control accidents by providing pilots with a better way to avoid stalls. Loss of control is the leading cause of fatal accidents in general and commercial aviation, averaging one fatal accident every four days in general aviation alone. While airspeed is taught as the primary means of avoiding stalls, airspeed alone is not reliable because an aircraft can stall at any speed, attitude, or power setting. AOA is a better indicator because the critical angle of attack at which an aircraft will stall does not change with factors like weight, temperature, or altitude. AOA indicators alert pilots when the aircraft approaches stall parameters. Their use, along with existing systems, can result in more precise
To reduce the risk of accidents due to weather related factors, pilots should rely upon accurate real-time weather
reporting and learn about weather reporting technologies currently available.
According to the Joseph T. Nall report (produced by AOPA’s Air Safety Institute), 89 accidents occurred in 2010 as a result of fuel exhaustion; 11 of them fatal. And despite a decline in fuel management accidents through 2008, more recently those numbers have been reversing, accounting for eight percent of all accidents in 2010
Transition training is important for pilots moving between aircraft types to learn the differences in systems, performance, procedures, and limitations. An effective transition training program involves following a structured syllabus with a qualified instructor and focuses on what is different about the new aircraft, including systems, normal and emergency procedures, performance characteristics, and limitations. Transition training helps ensure pilots can safely operate the new aircraft type.
Flight Data Monitoring (FDM) systems allow pilots to collect and review flight information in real time or after a flight. Modern avionics can provide data similar to airline recorders, including engine parameters and control surface movements. Pilots can use FDM data and overlay it on charts to analyze how precisely they flew routes and approaches. This helps identify areas for improvement. FDM also provides helpful data on aircraft health by monitoring parameters and trends over multiple flights, which can help mechanics identify issues and save owners money on maintenance. In summary, FDM is a useful tool that helps pilots improve skills and maintain aircraft well-being through collection and review of flight data.
So what is single-pilot resource management? The FAA Risk Management Handbook notes that SRM is defined as the art of managing all the resources (both onboard the aircraft and from outside sources) available to a pilot prior to and during flight to ensure a successful flight
More than 25 percent of general aviation fatal accidents occur during the maneuvering phase of flight — turning, climbing, or descending close to the ground. The vast majority of these accidents involve stall/spin scenarios (half of which are while in the traffic pattern) and buzzing attempts.
Returning to flight operations after a period of inactivity has resulted in loss of control accidents. But with a solid plan and determination, you can get back to enjoying the freedom only flying can offer.
The document is a presentation by the Federal Aviation Administration (FAA) about pilot deviations. It discusses general information about pilot deviations, statistics on common deviations, reasons for deviations occurring, how pilots should respond if involved in a deviation, and the FAA's investigative process. The presentation provides an overview of pilot deviations to educate pilots and flight schools.
This document provides an overview of flight training accidents and incidents analyzed by the Orlando Flight Standards District Office from 1998 to 2014. It identifies trends in the data, including that 71% of accidents and incidents were related to landings. The summary highlights areas for improvement such as emphasizing landings in instruction and evaluations. It also examines accident factors for other aircraft types like gliders and helicopters. The goal is to continue initiatives that have reduced accidents while maintaining a focus on landing safety.
Runway incursions are a serious safety concern and significantly impact safe operations at any airport. Incursions, which also can occur on taxiways although not considered runway incursions, have involved air carrier aircraft, military planes, general aviation aircraft, air traffic controllers, ground vehicles and pedestrians.
This document from the FAA presents information on angle of attack systems for pilots. It notes that stalls and resulting spin accidents are a major cause of fatal crashes, often involving inexperienced pilots, and can occur at any airspeed or phase of flight. The document discusses problems determining airspeed, describes angle of attack indicators that can help avoid stalls, and recommends pilots practice stalls and slow flight with a flight instructor. It provides resources for pilots to investigate angle of attack systems further.
This document discusses flight after a period of inactivity for pilots. It addresses currency and proficiency concerns when returning to flight after time away. Pilots should consider how long they have been inactive, the nature of their operations, and their experience level. Upon returning, pilots may need to refresh their knowledge by reviewing regulations and manuals since some aircraft panels and apps have been updated. They should also confirm their medical certification is still valid before their first flight.
The FAA holds official forums at its Southern Region Safety Center located at the corner of Laird Drive and Sun 'n Fun Drive in the middle of the exhibit area. The forums are open daily from 8:00 am to 3:00 pm, with a schedule of presentations from 8:30 am to 2:00 pm from Tuesday, April 1st through Friday, April 5th. Topics include maintenance accidents, fuel management, intercepted aircraft, hypoxia awareness, safety investigations, and more. Updates to the schedule can be found by scanning the QR code or going to the listed website.
This is the latest NOTAM for SUN 'N FUN 2014. For the most current information go to http://www.sun-n-fun.org/flyin.aspx or visit the Lakeland Linder Airport Website http://www.lakelandairport.com/
Reimagining Your Library Space: How to Increase the Vibes in Your Library No ...Diana Rendina
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This slide is special for master students (MIBS & MIFB) in UUM. Also useful for readers who are interested in the topic of contemporary Islamic banking.
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1. 18 FAA SafetyBriefing March/April 2012
Take Your Preflight Inspection to the Next Level
A
t an airport near Tulsa, Okla., a pilot, his wife,
and their infant grandchild climbed aboard a
Cessna 210 Centurion one late August after-
noon for what should have been a routine flight. The
proud grandparents were flying their seven-month
old granddaughter back to her home in Joplin, Miss.
The scene was set for a safe flight with 10-mile vis-
ibility and light winds. But what started without inci-
dent ended quickly in tragedy.
On the day of departure the pilot was seen taxi-
ing to the self-serve fuel pump, but no witnesses
could say if the pilot had preflighted the aircraft.
After topping off with fuel the pilot and his precious
cargo departed for their destination. Shortly after
take-off, the pilot requested an emergency landing
after oil began splattering across his windshield.
Another aircraft in the pattern reported seeing the
aircraft in distress flying well below pattern altitude,
and its pilot witnessed the plane crash and burst into
flames after a one-and-a-half turn spin.
On-scene accident inves-
tigators determined the engine
was producing power at the
time of impact and discovered
traces of oil on the larger frag-
ments of the windshield. Closer
investigation also revealed the
“smoking gun”— the oil cap
hanging from its chain, wedged
between two of the engine cyl-
inders below the oil filler neck.
Was this cap left unsecured by
an AMT during a previous oil
change? Or, did the pilot, perhaps after seeing that
the level was low, add extra oil and forget to secure
the filler cap? Those two questions remain unan-
swered.
During the engine teardown and records review
of the Centurion, it was discovered the annual
inspection had been completed five months before
the accident. Also, the installed oil filter adapter
was found to be out of compliance with a recurring
Airworthiness Directive (AD). Further review of the
records indicated that at one point the adapter had
been replaced by one the AD did not affect. However,
evidence suggested that following that installation,
someone had replaced it with yet another adapter
in which the AD was now applicable again, and
then never documented its installation. For the next
few years, this item was overlooked during subse-
quent annual inspections and oil changes by more
than one AMT with Inspection Authorization (IA).
Although this component was not determined to
be the cause of the accident, it was believed to have
contributed to an oil leak.
As you can see here, there are a few things that
led up to this unfortunate loss of life. However, these
red flags could have been easily discovered and
mitigated with a more rigorous preflight inspection.
The accident also illustrates a couple salient and
yet often overlooked points for aircraft owners: Just
how well do you know your aircraft, and who exactly
is inspecting and maintaining it? Enhancing your
relationship with both your aircraft’s history and
your mechanic are both critical components of an
advanced preflight.
The Cessna 210’s oil
filler cap was found
unsecured between
cylinders 4 and 6.
Preflight
Tom Hoffma nn
Advanced
2. March/April 2012 FAA SafetyBriefing 19
Advancing Towards Safety
Wait a minute! Advanced preflight? I already
follow all the items on my preflight checklist. Do I
have to check things differently now, or is this some
new checklist I need? That’s a typical reaction FAA
Airworthiness Inspector Steve Keesey gets when
describing the concept of an advanced preflight.
While not advocating an outright replacement for
your preflight checklist, Keesey does recommend
stepping up your approach to a procedure that can
quite possibly make the difference between a safe
flight and your last flight.
“Advanced preflight is a program that helps air-
craft owners and pilots become more aware of all the
safety-related data pertaining to their aircraft,” says
Keesey. “In addition, it focuses on being more aware
of who maintains your aircraft, and how to apply a
detailed approach to your preflight inspection based
on a review of the aircraft’s maintenance history.”
As evidence of its importance in helping reduce
GA accidents, the FAA Safety Team (FAASTeam)
has adopted “advanced preflight” as one of the
three core topics of its annual Safety Standown, a
nationwide event designed to raise safety awareness
for pilots. While loss of control events lead the pack
when it comes to GA fatalities, NTSB accident data
from 2000-2009 shows poor preflight inspections
caused or contributed to 156 GA accidents and 41
fatalities. No one knows how many other accidents
may have been indirectly affected by an improper
preflight inspection.
Referring to the Centurion accident, Keesey
notes that an advanced preflight could have helped
change the tragic outcome of that flight. “Had the
pilot applied better aircraft maintenance history
research techniques, he would have discovered the
oil filter adapter was out of compliance and had it
corrected or replaced well before the flight,” he says.
“A similar conclusion may have been reached if the
pilot had probed a little more into the knowledge
and expertise of the AMT working on his aircraft,
perhaps prompting a discussion and discovery of
the noncompliant part.” Keesey also observes that a
more thorough walk-around inspection immediately
before flight could have made a big difference in this
case by allowing the pilot an opportunity to realize
the oil filler cap may not have been secured.
Know Your Aircraft
The backbone of any good preflight inspection
begins with knowledge: knowledge of your air-
craft’s history, its systems and components, and its
propensity for possible failures or weak spots—the
sometimes inconspicuous items not always cov-
ered in an AD or Service Bulletin. A quality records
review is the best way to acquire an intimate knowl-
edge of an aircraft’s maintenance history. You’ll
need to include all available resources: logbooks
and records, maintenance manuals, ADs, manufac-
Opposite page top: During the empennage preflight,
apply forward, aft, and lifting pressures to all
surfaces. Inspect attaching hardware for proper
installation and security.
Below: (top) Inspect the condition of the control
surface structure and associated hardware. Hint:
If you see a castellated nut, it should have a cotter
pin securing it. If it’s a self-locking nut, or one with
a locking type washer, rule-of-thumb is to see at
least one full thread protrude beyond the top of the
securing nut.
(bottom) Checking proper operation and position
of trim controls is especially important after
maintenance or before each flight if you rent/borrow
an aircraft. Does the trim move in the correct
direction and is there any abnormal noise during
operation?
3. 20 FAA SafetyBriefing March/April 2012
turer’s service letters and bulletins as well as any
repair and alteration history. This can take some
detective work, so be sure to ask an AMT, a type club
member, or even your local FAASTeam representa-
tive for help. Many of the tools to help you find what
you need are conveniently available on www.FAA.
gov. You can also request a complete copy of records
for your aircraft by going to http://aircraft.faa.gov/e.
gov/ND/.
If you’re not the original owner, you’ll also want
to know how and where it has been stored (hangar
or ramp) and what types of environments it has
been exposed to (high
humidity, salt-water,
extreme heat, etc.).
Also, ask how much and
what type of flying was
done (flight training,
banner towing, etc.). All
of these conditions affect aircraft in different ways,
and many can accelerate the aging process.
Know Your AMT
Do you know who’s maintaining your aircraft?
Part of an advanced preflight is getting to know your
AMT. Ask questions before a procedure or repair is
done to ensure that the AMT is qualified and has
the proper experience with your type of aircraft or
component. You can always get a second opinion if
you’re not comfortable with a specific suggestion or
mechanical diagnosis. Building a relationship with
an AMT will not only help you learn more about your
aircraft, but it may also enable you to feel more com-
fortable with pointing out items that you’re unsure
of, or believe need corrective action. Type club
members are another good source of information
for helping you perform a more advanced preflight.
Their expertise with your particular aircraft or flying
environment could prove invaluable.
Putting it All Together
Armed with a greater knowledge of your aircraft
and who is maintaining it, you are now ready for the
practical application of an advanced preflight: the
walk-around inspection. “This inspection is likely
your last chance to determine the safe operational
condition before a flight,” says Keesey, who recom-
mends starting with the manufacturer’s checklist if
one is available. While most checklists are thorough,
they won’t always cover everything you need to
check. Keesey advises letting a checklist form the
basis of your preflight inspection, but warns not to
let it set the limits of what you check. “There’s no
one-size-fits-all when it comes to checklists,” says
Keesey. “Every aircraft is unique, and so it only fol-
lows its preflight be unique too.”
For example, if an aircraft’s history shows a
repair was made (let’s say a spar splice) ensure you
check the area around that repair during every pre-
flight. Even if the item or area is not easily visible or
Advanced Preflight Highlighted at Safety
Standdown
For more information on Advanced Preflight, be sure to
check out one of the many FAASTeam Safety Standdown
seminars in your area this April. A list of events can be
found at http://faasafety.gov/standdown/.
Left to right: 1. During the prop inspection, look for signs of erosion, pitting, and leading or trailing edge damage
(nicks). If any of these items are discovered, notify an AMT for assistance in corrective action. Refer to your prop
manufacturer’s service manual for damage allowable limits.
2. During pitot tube inspection, look for blockage, attaching hardware, and all visible wiring, fittings, and lines.
Advanced preflight is a program that
helps aircraft owners and pilots become
more aware of all the safety-related data
pertaining to their aircraft
4. March/April 2012 FAA SafetyBriefing 21
accessible, be on the lookout for signs like buckling
or cracked paint, which may indicate a problem
with the part’s structural integrity. The repair could
also be a one-time compliance procedure, so don’t
rely on an AMT’s workmanship to act as a lifetime
warranty. Instead, keep a constant eye out for any-
thing out of the ordinary.
Also, be aware of how vague some checklists can
be. The word “check” can indicate several things so
learn what it means specifically for the item you’re
inspecting. For instance, when checking flight con-
trol surfaces, the act of checking involves integrating
and interpreting visual, aural, and tactile cues. With
control surfaces, you’ll want to apply movement
with pressure against hinge points while looking for
cracks, feeling for looseness or binding, and listening
for any abnormal sounds.
Your Preflight Toolkit
As with any job, having the right tools is always
important, and that includes preflight inspections.
For most aircraft, a checklist, a fuel tester and a
stepladder are three of the more common tools to
aid in your inspection. You may also want to grab a
rag and that flashlight at the bottom of your flight
bag. Besides helping your hands stay clean, a rag can
also help buffer the heat of a scorching-hot oil filler
cap and provide some extra leverage with a tricky
latch or fastener. The flashlight provides visual access
to the inner recesses of control surface assemblies
and cables, not to mention the critter hideout spots
under the cowling.
Another good resource to use when perfecting
your preflight skills is an AMT, CFI, or another owner
who knows your aircraft well. Ask them to follow you
around on a preflight. They can point out things you
never knew or bothered to check as well as high-
light areas that are prone to aging or corrosion. One
deceptive type of corrosion, called fretting, is often
regarded as “that black streaky stuff” found on cer-
tain surfaces and components. Keesey points out that
it is sometimes mistaken for dirt, then wiped away
and disregarded—even by AMTs. For more detailed
photos on this and other corrosion types, have a look
at AC 43-4A, Corrosion Control for Aircraft.
Summing It Up
Although advanced preflight is a new concept,
it is designed to enhance what you’ve already been
doing. Given the lack of attention preflight inspec-
tions are sometimes given, as well as how many
subtle factors are at play when it comes to forming a
picture of complete airworthiness and flight safety,
consider it a way of kick-starting a good habit and
challenging yourself to look at things differently
before each flight.
The advanced preflight concept also doesn’t
apply to just aircraft owners. “It is a valuable tool
whether you own, rent or borrow an aircraft,” says
Keesey. “It takes some discipline and dedication,
but done properly, an advanced preflight can signifi-
cantly increase your chances of a safe flight.”
Steve Keesey contributed to this article and is serving as a subject matter
expert during the 2012 FAA Safety Standdown. He is an FAA Airworthiness
Inspector and FAASTeam Program Manager in Oklahoma City, OK.
Tom Hoffmann is an editor of FAA Safety Briefing. He is a commercial pilot
and holds an A&P certificate.
Learn More
Link to FAASTeam M (Maintenance) Pamphlet
www.faasafety.gov/gslac/ALC/lib_categoryview.
aspx?categoryId=3
“Going Beyond Preflight,” March/April 2011 FAA Safety
Briefing
www.faa.gov/news/safety_briefing/2011/media/MarApr2011.
pdf
Best Practices Guide to Aging GA Aircraft
www.faa.gov/aircraft/air_cert/design_approvals/
small_airplanes/cos/aging_aircraft/media/aging_aircraft_best_
practices.pdf
When checking fuel for contamination, always
hold up against a contrasting object.