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/
2ndLt Register is an outstanding young Marine Officer who demonstrated natural leadership skills in multiple roles, including as the executive officer for a combat logistics battalion detachment during an exchange program in Korea. He is a trusted and dependable officer who has gained the confidence of his superior officers and subordinate Marines. 2ndLt Register also established and developed the battalion's suicide prevention program. Both of his evaluating officers highly recommend him for retention, career designation, future promotion, and increased responsibility based on his performance, leadership abilities, and contributions.
The document is an application for the position of radio operator. It summarizes the applicant's 14 years of experience as a radio operator on offshore oil rigs, accommodation barges, and drilling rigs in locations like Abu Dhabi, Qatar, Saudi Arabia, and India. It includes details of his licenses, qualifications, responsibilities maintaining communication on radio frequencies, and coordinating transportation. It also lists his personal information and employment history on various rigs from 2006 to the present.
The document discusses several aircraft accidents caused by maintenance errors and provides recommendations to help mechanics avoid such mistakes. It describes three accidents where failures to follow maintenance procedures properly led to crashes, including neglecting engine sealing and loose stabilator trim parts. The document urges mechanics to carefully follow manufacturers' instructions, address all inspection issues, and get a second check of critical work to help prevent fatigue-related errors from causing future accidents.
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
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.
2ndLt Register is an outstanding young Marine Officer who demonstrated natural leadership skills in multiple roles, including as the executive officer for a combat logistics battalion detachment during an exchange program in Korea. He is a trusted and dependable officer who has gained the confidence of his superior officers and subordinate Marines. 2ndLt Register also established and developed the battalion's suicide prevention program. Both of his evaluating officers highly recommend him for retention, career designation, future promotion, and increased responsibility based on his performance, leadership abilities, and contributions.
The document is an application for the position of radio operator. It summarizes the applicant's 14 years of experience as a radio operator on offshore oil rigs, accommodation barges, and drilling rigs in locations like Abu Dhabi, Qatar, Saudi Arabia, and India. It includes details of his licenses, qualifications, responsibilities maintaining communication on radio frequencies, and coordinating transportation. It also lists his personal information and employment history on various rigs from 2006 to the present.
The document discusses several aircraft accidents caused by maintenance errors and provides recommendations to help mechanics avoid such mistakes. It describes three accidents where failures to follow maintenance procedures properly led to crashes, including neglecting engine sealing and loose stabilator trim parts. The document urges mechanics to carefully follow manufacturers' instructions, address all inspection issues, and get a second check of critical work to help prevent fatigue-related errors from causing future accidents.
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
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.
The document discusses the hazards of lasers being aimed at aircraft, particularly at night. It provides an example of a commercial pilot whose vision was impaired when his aircraft was hit by a laser beam on final approach. Studies have found that exposure to laser beams can cause temporary flashblindness, glare, and afterimages in pilots. While no accidents have been directly attributed to lasers so far, the increasing reports of laser incidents pose a safety risk. The FAA has issued guidelines on laser use near airports and recommends actions pilots can take if their aircraft is hit by a laser.
The document discusses the history and development of chocolate over centuries. It details how cocoa beans were first used as currency by the Maya and Aztecs before being introduced to Europe in the 16th century. Chocolate became increasingly popularized and commercialized over subsequent centuries as production and processing methods improved.
Pilots are urged to be vigilant for meteorological evaluation towers (METs) which are used to measure wind for wind farms but can be difficult for pilots to see. Several fatal aircraft accidents have occurred due to collisions with METs. While some states like Wyoming and South Dakota require METs to be registered and marked, not all states have such regulations. The FAA has proposed new guidelines for marking METs but they are voluntary. Pilots should maintain vigilance for METs, notify others if they locate any, and encourage proper marking of METs in their area.
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.
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.
To safely perform their jobs, airport firefighters should be well-trained in using personal protective equipment. They should also be familiar with firefighter safety practices at emergency scenes, during responses, and at fire stations. ARFF personnel need knowledge of general aircraft hazards as well as specific dangers posed by different types of aircraft, military aircraft, cargo, and potential terrorist incidents. Proper identification and mitigation of hazards is important for their protection.
This document discusses area navigation (RNAV) and global navigation satellite system (GNSS) approaches, including:
1. The different types of GNSS approaches including LNAV, APV BaroVNAV, APV SBAS, and GBAS which provide varying levels of lateral and vertical guidance.
2. The requirements for instrument flight procedures and how approaches are designed based on aircraft categories and performance, obstacle clearance, and other factors.
3. How augmentation systems like SBAS and GBAS improve integrity and allow for approaches with vertical guidance (APV) or precision approaches (PA).
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
This document provides examples of tide and tidal calculations. Example 1 calculates limiting danger line depth based on vessel draught and predicted tide height. Example 2 calculates required tide height for a vessel deck to be level with a jetty. Further examples calculate predicted tide heights and times at various locations based on tide tables and charts. Examples also cover sunset/twilight times based on latitude/longitude and gyro error calculation from observed sunset bearing. The document demonstrates various tidal calculations and concepts.
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.
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.
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.
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.
NOTE: To see the animations and other features please download (save) this presentation.
Fuel exhaustion still a significant accident precursor • Many totalizing and monitoring options • Use all available information for every flight.
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.
This document discusses the dangers of pilots using portable electronic devices (PEDs) for non-operational purposes during flight. It provides examples of accidents where PED distraction was a contributing factor, such as a helicopter crash caused by fuel exhaustion as the pilot was frequently texting. The document recommends pilots avoid using PEDs for non-operational reasons during critical pre-flight tasks and phases like take-off and landing. Pilots should establish procedures to minimize distractions and ensure PEDs only support the intended flight if used in the air.
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.
The document discusses the hazards of lasers being aimed at aircraft, particularly at night. It provides an example of a commercial pilot whose vision was impaired when his aircraft was hit by a laser beam on final approach. Studies have found that exposure to laser beams can cause temporary flashblindness, glare, and afterimages in pilots. While no accidents have been directly attributed to lasers so far, the increasing reports of laser incidents pose a safety risk. The FAA has issued guidelines on laser use near airports and recommends actions pilots can take if their aircraft is hit by a laser.
The document discusses the history and development of chocolate over centuries. It details how cocoa beans were first used as currency by the Maya and Aztecs before being introduced to Europe in the 16th century. Chocolate became increasingly popularized and commercialized over subsequent centuries as production and processing methods improved.
Pilots are urged to be vigilant for meteorological evaluation towers (METs) which are used to measure wind for wind farms but can be difficult for pilots to see. Several fatal aircraft accidents have occurred due to collisions with METs. While some states like Wyoming and South Dakota require METs to be registered and marked, not all states have such regulations. The FAA has proposed new guidelines for marking METs but they are voluntary. Pilots should maintain vigilance for METs, notify others if they locate any, and encourage proper marking of METs in their area.
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.
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.
To safely perform their jobs, airport firefighters should be well-trained in using personal protective equipment. They should also be familiar with firefighter safety practices at emergency scenes, during responses, and at fire stations. ARFF personnel need knowledge of general aircraft hazards as well as specific dangers posed by different types of aircraft, military aircraft, cargo, and potential terrorist incidents. Proper identification and mitigation of hazards is important for their protection.
This document discusses area navigation (RNAV) and global navigation satellite system (GNSS) approaches, including:
1. The different types of GNSS approaches including LNAV, APV BaroVNAV, APV SBAS, and GBAS which provide varying levels of lateral and vertical guidance.
2. The requirements for instrument flight procedures and how approaches are designed based on aircraft categories and performance, obstacle clearance, and other factors.
3. How augmentation systems like SBAS and GBAS improve integrity and allow for approaches with vertical guidance (APV) or precision approaches (PA).
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
This document provides examples of tide and tidal calculations. Example 1 calculates limiting danger line depth based on vessel draught and predicted tide height. Example 2 calculates required tide height for a vessel deck to be level with a jetty. Further examples calculate predicted tide heights and times at various locations based on tide tables and charts. Examples also cover sunset/twilight times based on latitude/longitude and gyro error calculation from observed sunset bearing. The document demonstrates various tidal calculations and concepts.
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.
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.
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.
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.
NOTE: To see the animations and other features please download (save) this presentation.
Fuel exhaustion still a significant accident precursor • Many totalizing and monitoring options • Use all available information for every flight.
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.
This document discusses the dangers of pilots using portable electronic devices (PEDs) for non-operational purposes during flight. It provides examples of accidents where PED distraction was a contributing factor, such as a helicopter crash caused by fuel exhaustion as the pilot was frequently texting. The document recommends pilots avoid using PEDs for non-operational reasons during critical pre-flight tasks and phases like take-off and landing. Pilots should establish procedures to minimize distractions and ensure PEDs only support the intended flight if used in the air.
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
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.
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.
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.
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.
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.
This presentation discusses transition training for pilots changing aircraft. It notes that lack of transition training and overreliance on automation are contributing factors in loss of control accidents. The presentation recommends pilots read aircraft manuals, find an experienced instructor, and get training specific to the aircraft type, tailwheel, seaplanes, etc. It also stresses practicing risk management and seeking recurrent training. Maneuvering flight and approaches account for about half of fatal loss of control accidents. Transition training is particularly important for pilots moving to experimental or light sport aircraft.
This document is a presentation on single-pilot crew resource management (CRM) given to pilots in February 2014. It discusses the history and safety benefits of CRM and how general aviation pilots can utilize CRM as a single pilot. Specific resources for single pilots discussed include using flight dispatch, automation, passengers, and tablet apps to assist with traffic monitoring, checklists, and chart holding. The presentation encourages practicing with autopilot modes and not neglecting hand flying skills.
The document is a presentation about flight data monitoring (FDM) given to pilots in January 2014. It provides an overview of the history and safety benefits of FDM, as well as current and future technologies. It explains that while FDM is commonly used for commercial flights, general aviation pilots can also benefit from FDM to monitor flight data and identify areas for improvement. The presentation explores different FDM options available to general aviation pilots and their costs.
Aggression - Applied Social Psychology - Psychology SuperNotesPsychoTech Services
A proprietary approach developed by bringing together the best of learning theories from Psychology, design principles from the world of visualization, and pedagogical methods from over a decade of training experience, that enables you to: Learn better, faster!
ProSocial Behaviour - Applied Social Psychology - Psychology SuperNotesPsychoTech Services
A proprietary approach developed by bringing together the best of learning theories from Psychology, design principles from the world of visualization, and pedagogical methods from over a decade of training experience, that enables you to: Learn better, faster!
Understanding of Self - Applied Social Psychology - Psychology SuperNotesPsychoTech Services
A proprietary approach developed by bringing together the best of learning theories from Psychology, design principles from the world of visualization, and pedagogical methods from over a decade of training experience, that enables you to: Learn better, faster!
Covey says most people look for quick fixes. They see a big success and want to know how he did it, believing (and hoping) they can do the same following a quick bullet list.
But real change, the author says, comes not from the outside in, but from the inside out. And the most fundamental way of changing yourself is through a paradigm shift.
That paradigm shift is a new way of looking at the world. The 7 Habits of Highly Effective People presents an approach to effectiveness based on character and principles.
The first three habits indeed deal with yourself because it all starts with you. The first three habits move you from dependence from the world to the independence of making your own world.
Habits 4, 5 and 6 are about people and relationships. The will move you from independence to interdependence. Such, cooperating to achieve more than you could have by yourself.
The last habit, habit number 7, focuses on continuous growth and improvement.
Assignment 1 (Introductions to Microsoft Power point 2019) kiran.pptx
SUN N FUN 2014 - NOTIFICATION OF NOTAM FOR ALL TENANTS AND MEMBERS
1. M E M O R A N D U M
To: Airport Users and Tenants
From: Nan Walsh, Assistant Airport Director
Date: March 20, 2014, 2013
Subject: SUN ‘N FUN NOTAMS and AIRPORT CLOSURES
In support of the Annual Sun ‘n Fun Fly-in, the following NOTAM’s have been issued:
Effective Fri March 21 at 8 am - Thurs April 10 at 4 pm.
• RWY 5/23 CLOSED
• All TWYs South of RWY 9/27 Non-Movement
• TWY B Edge Lights South of RWY 9/27 Out of Service
NOTE: Aircraft operating to and from Aircraft Ramps on the Southside of the Airport are
requested to call ground control on 121.4 prior to moving off the ramp to ensure that there is
no conflicting inbound traffic. Exercise extreme caution, non-standard conditions exist.
Attached is the 2014 SUN ‘N FUN NOTAM. Please note the following highlights and changes:
THE AIRPORT WILL BE CLOSED FROM 10PM TO 6AM DAILY
MON MARCH 31 - SAT APRIL 5
• ENGINE OPERATION and TAXIING are PROHIBITED SOUTH OF RWY 9/27
from 7:45PM TO 7:00AM DAILY, Monday March 31 through Sunday April 6.
• The Sun ‘n Fun arrival/departure procedures will be in effect only from 7am-8pm daily,
Sunday March 30 - Sunday April 6.
• The ATCT will remain open regular hours, 6am-10pm.
• IFR traffic management initiatives may be expected from Tuesday April 1 – Sunday
April 6, 7:00am – 7:59pm (1100-2359 UTC).
___________________________________________________________________________________________________________
AIRPORT ADMINISTRATION
3900 Don Emerson Drive, Suite 210 · Lakeland, FL 33811 · 863/834-3298 · FAX: 863/834-3274
2. ___________________________________________________________________________________________________________
AIRPORT ADMINISTRATION
3900 Don Emerson Drive, Suite 210 · Lakeland, FL 33811 · 863/834-3298 · FAX: 863/834-3274
2014 SUN ‘N FUN AIRSHOW OPERATIONS
The Air Show Operations Area is surface to 15,000’ MSL, within a five (5) NM radius of LAL.
Temporary flight restrictions (TFR) will be in effect during periods of high performance aerial
demonstrations. TFR information is disseminated via FDC NOTAM prior to the event
DAILY AIR SHOW SCHEDULE
Tues April 1 ---- 3:00pm – 6:00pm
Wed April 2 ---- 3:00pm – 6:00pm
Thurs April 3 -- 12:00pm – 6:00pm
Fri April 4 ----- 1:00pm – 5:30pm
Sat April 5 ----- 1:00pm – 5:30pm
Sun April 6 ---- 1:00pm – 6:00pm
NIGHT AIRSHOW
Sat April 5 7:30pm – 10:00pm
NOTE: The AIRPORT CLOSES at 10pm, NO DEPARTURES or ARRIVALS are authorized
after the NIGHT AIRSHOW.
Airshow and flight restriction schedules are subject to change. Pilots should check NOTAMs,
frequently to ensure the most current information. Confirm TFR times at www.tfr.faa.gov
Please direct any questions or concerns to Airport Operations at 863-834-3298 during business
hours or 863-834-4911 after hours or sandra.walsh@lakelandgov.net.