News

EASA Reconsiders Part-Tagging For Repairs Subject To EU-U.S. Bilateral

AskBob News - Tue, 02/13/2018 - 09:28

MRO-Network

The European Aviation Safety Agency (EASA) released a long-awaited notice of proposed amendment (NPA) that would relieve parts documentation requirements imposed on EASA-certificated, U.S.-based repair stations through the U.S.-EU bilateral agreement’s Maintenance Annex Guidance (MAG).

The MAG essentially requires an EASA Form 1 equivalent (i.e., an FAA Form 8130-3) for new parts, creating what industry deems an impossible situation since production approval holders (PAH) are not required to provide the document under FAA regulations. Previous efforts to persuade the European authority to recognize equivalent evidence of airworthiness fell flat.

Industry is particularly embattled by the regulation’s applicability to commercial parts—which are often produced and sold for nonaviation use in the U.S., and therefore sans the required 8130-3—further exacerbating an already tenuous situation.

In August 2016, the FAA published Notice 8900.380, providing an alternative path to compliance if the required

documentation cannot be obtained from the PAH. The notice confirmed a repair station’s privilege to inspect and approve a new part for return to service when it is not accompanied by Form 8130-3, so long as the repair station establishes traceability. The notice’s one-year expiration date was extended to August 2018 while the authorities endeavor to get the language incorporated into MAG Change 7.

Read More

 

Categories: News, US

What's In A Name? Alodine

AskBob News - Tue, 02/13/2018 - 09:20

MRO-Network

Earlier this month, FAA sent out a Special Airworthiness Information Bulletin (SAIB) clarifying that operators and MRO providers that rely on Alodine,a corrosion-protection and primer for certain metals, can safely use Bonderite for the same applications.

Both Alodine and Bonderite are made by Henkel. In fact, they are one and the same. Bonderite is simply the new brand name for Alodine. Aside from looping in the end-users—Henkel notes that Bonderite as "known as Alodine"—why did FAA take the step of issuing an SAIB? Because it has a number of regulatory-binding documents that call out Alodine specifically.

"The FAA has issued many [airworthiness directives (ADs)] and [alternative means of compliance, or AMOCs] that specifically call out for application of Alodine," the agency notes in the bulletin. "The unavailability of Alodine will make it difficult to comply with ADs or previously approved AMOCs that require the application of Alodine."

Such is the power of FAA's regulations—and the challenge

presented when the agency gets too specific in the rules that govern U.S. aviation.

 

In an ideal world, FAA's regulations set the basic parameters, and its guidance provides more specific guidelines on how the rules can be followed. When the rules get too specific, industry can be hamstrung, because it's much harder to change a regulation than to issue new guidance.

“The FAA should learn from this,” said Aeronautical Repair Station Association (ARSA) executive director Sarah MacLeod. “When it calls out specific materials in a law, such as an airworthiness directive, a simple marketing change made by a company producing those materials can require bureaucratic backflips. This [new AMOC] is a fine fix, but the government needs to be more circumspect in proscriptive rulemaking.”

Categories: News, US

FAAST Blast — Week of Feb. 05, 2018

FAA & FAASTeam News - Fri, 02/09/2018 - 09:52

FAAST Blast – NPRM Issued for Textron Airplanes, Maintenance Placards, How to Talk Like a Pilot
Notice Number: NOTC7607

FAAST Blast — Week of Feb. 05, 2018 – Feb. 11, 2018
Biweekly FAA Safety Briefing News Update
 

NPRM Issued for Textron Aviation Airplanes

The FAA last week proposed to issue a new airworthiness directive (AD) that would affect certain (Cessna) Textron Aviation 172/182/206/207/210 airplanes. A report of cracks found in the lower area of the forward cabin doorpost bulkhead prompted this notice of proposed rulemaking (NPRM). This condition is determined to be the result of metal fatigue. If not addressed, it could lead to failure of the wing in operation, which could result in loss of control.

The AD would require repetitive inspection of this area for cracks and would require owners to make any necessary repairs in accordance with the applicable Cessna service kit. The FAA estimates that this proposed AD affects 14,653 airplanes of U.S. registry. For more details on the inspection and repair requirements of this NPRM, as well as instruction for submitting comments, go to https://go.usa.gov/xnsEA. The comment period closes on March 19, 2018.

Maintenance Placards

The General Aviation Joint Steering Committee (GAJSC) has identified that attempting to fly in an aircraft currently undergoing maintenance, and not yet returned to service, is a causal factor in a number of fatal GA accidents. This month’s #FlySafe topic suggests adopting informal lock out/tag out procedures to ensure pilots are aware of un-airworthy aircraft conditions. See the fact sheet here: https://go.usa.gov/xnsPN.

How to Talk Like a Pilot

Pilots: How would you rate your aviation communication skills? Are you precise, yet concise? Courteous and classy? For important tips and techniques to improve your aviation lingo, have a look at the article, “How to Talk Like a Pilot” in the Jan/Feb 2018 issue of FAA Safety Briefing. Download your copy or read online at: 1.usa.gov/FAA_ASB. You can view a mobile-friendly version of this article at https://adobe.ly/2p7KwQb.

 

Produced by the FAA Safety Briefing editors, http://www.faa.gov/news/safety_briefing/
Address questions or comments to: SafetyBriefing@faa.gov.
Follow us on Twitter @FAASafetyBrief or https://twitter.com/FAASafetyBrief

Categories: FAA/CAA, News, US

Your ADS-B Questions Answered: Get the Facts Here Notice Number: NOTC7602

FAA & FAASTeam News - Thu, 02/08/2018 - 14:32

Question: Is ATC actually using ADS-B? I asked a controller to verify that my equipment was operating properly and she told me she did not have that information. How else can I verify that my equipment is operating properly?

Answer:  The FAA provides a free, easy way to check your Automatic Dependent Surveillance-Broadcast (ADS-B) performance. The ADS-B Performance Monitor (APM) captures all the broadcast ADS-B information in U.S. airspace.  The APM captures your aircraft’s ADS-B broadcast automatically, every time you fly. To verify the performance of your system, request a Public ADS-B Performance Report (PAPR) after any flight. Make your request by going to: https://adsbperformance.faa.gov/PAPRRequest.aspx.

You may do this anytime, at no cost. The PAPR will identify any erroneous information your equipment broadcasts. You can take the report to your avionics installer who can help rectify any issues. We encourage operators to check the performance of your ADS-B equipment after installation and annually thereafter.

ATC first began using ADS-B at selected sites in the United States in 2010, and the FAA has steadily expanded integration and use throughout the NAS. There are still some TRACONS in the NAS that require modernization to be able to utilize ADS-B, but the FAA is on track to enable ADS-B use at these remaining facilities before the 2020 mandate. 

The FAA’s ADS-B network collects your broadcasted ADS-B information and passes it to the ATC automation system. ADS-B data is then combined with other surveillance data (where available), to create a single track of your aircraft for the controller’s display.

ADS-B messages contain many different information elements that are combined and simplified for presentation to ATC in a way that supports their primary mission of maintaining safe separation of aircraft. This simplified presentation tells a controller whether an aircraft is equipped with ADS-B and whether ADS-B is contributing to the presentation. It does not give the controller any insight into how well the ADS-B is performing or if all information elements comply with the requirements of the ADS-B mandate. Therefore, we discourage pilots from asking controllers for ADS-B performance details since this can add to workload and frequency congestion.

Don’t Get Left in the Hangar. Equip Now!

There’s only 23 months remaining before the January 1, 2020 ADS-B Out equipage deadline.

For more information, please visit the Equip ADS-B website www.faa.gov/nextgen/equipadsb/.

Questions about equipping? Please see our FAQs or contact us at adsb@faa.gov.

Categories: FAA/CAA, News, US

AD affects 14,653 Cessnas

AskBob News - Wed, 02/07/2018 - 13:05

AVweb
The FAA has proposed an AD involving 14,653 U.S. Cessna 172, 182, 206 and 210 models after cracks were found in the lower area of the forward cabin doorpost bulkhead. That's where the wing strut attaches and the AD requires repetitive inspections of the area. After one owner reported finding cracks, more inspections revealed them in about 50 more aircraft. "It has been determined that the cracks result from metal fatigue," the AD says.  READ MORE 

Categories: News, US

FAA General Aviation Awards

FAA & FAASTeam News - Fri, 01/26/2018 - 16:31

We are very excited to announce the selection of Area Honorees for the 2018 General Aviation Awards. This year the FAA reorganized offices and no longer has “Regions” per se.  For our purposes, we divided offices into areas according to which time zone they are located.  Here are our 2018 Area Honorees:

District Office             Honoree                          Category
Kansas City, MO   Christopher Hope               Flight Instructor
Nashville, TN        Catherine Cavagnaro         FAASTeam Representative
North TX               Lloyd Timmons, II               Aviation Technician
Baltimore, MD       Helen Woods                     Flight Instructor
Baltimore, MD       C. William "Bill" Pancake   Aviation Technician
Boston, MA            Paul Carroll                       FAASTeam Representative
Denver CO            Ken Fukayama                  Flight Instructor
Scottsdale, AZ       Brent Crow                        FAASTeam Representative
San Jose               Eric Alan Cook                   FAASTeam Representative
Las Vegas             Dan Christman                   Flight Instructor
Las Vegas NV       Jon "Dave" Monti               Aviation Technician

Let's put the Area Honorees into their proper perspective.  Considering that the U.S. has five time zones, being selected to represent an Area places these people in the top five of all the flight instructors, maintenance technicians, avionics technicians or FAASTeam representatives nationwide.

This is only a step in the goal to be named the National Honoree, but it is a HUGE step and no small matter. Congratulations to our Honorees and good luck in the national competition.  National Honorees are scheduled to be chosen by January 30.

For questions or more information contact 
Arlynn McMahon, Chairman
General Aviation Awards Committee
www.generalaviationawards.org
2009 National Flight Instructor of the Year

Categories: FAA/CAA, News, US

FAAST Blast — Week of Jan. 22, 2018

FAA & FAASTeam News - Thu, 01/25/2018 - 10:26
 

FAA Safety Team | Safer Skies Through Education

FAAST Blast — Super Bowl NOTAM, AD Issued for Piper Fuel Tank Selector Placards, How to Talk Like a Pilot
Notice Number: NOTC7579

FAAST Blast — Week of Jan. 22, 2018 – Jan. 28, 2018
Biweekly FAA Safety Briefing News Update

 

Special Air Traffic Procedures for Super Bowl LII

In anticipation of a large number of aircraft operating in the Minneapolis−St. Paul metropolitan area during the week of Super Bowl LII, special security provisions will be in effect for this event including (but not limited to) Temporary Flight Restrictions (TFRs), two−way communication, and discrete transponder requirements. Pilots are encouraged to check NOTAMs frequently to verify they have the most current information. TFR information is normally disseminated by a FDC NOTAM 3 to 5 days prior to the event. Once published, text and graphic depictions of restrictions may be found at http://tfr.faa.gov. You can also read about the FAA's flight restrictions, notices, and published routes at www.fly2sb52.org.

 

AD Issued for Piper Fuel Tank Selector Placards

The FAA this week issued an Airworthiness Directive (AD) that applies to certain model Piper PA-28s. AD 2018-02-05 requires inspecting the fuel tank selector cover to verify that the left and right fuel tank selector placards are located at the proper positions and replacing those that are improperly located with new placards. The AD, which goes into effect on Feb. 7, 2018, was prompted by a quality control issue at the manufacturer that resulted in the installation of the fuel tank selector covers with the left and right fuel tank selector placards improperly located. For more details, see the AD at https://go.usa.gov/xnwhA.

 

How to Talk Like a Pilot

How would you rate your aviation communication skills? Are you precise, yet concise? Courteous and classy? For important tips and techniques to improve your aviation lingo, take a look at the article, “How to Talk Like a Pilot” in the Jan/Feb 2018 issue of FAA Safety Briefing. Download your copy or read online at: 1.usa.gov/FAA_ASB. You can view a mobile-friendly version of this article at https://adobe.ly/2p7KwQb.

 

Produced by the FAA Safety Briefing editors, http://www.faa.gov/news/safety_briefing/
Address questions or comments to: SafetyBriefing@faa.gov.
Follow us on Twitter @FAASafetyBrief or https://twitter.com/FAASafetyBrief

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Categories: FAA/CAA, News, US

Your ADS-B Questions Answered: Get the Facts Here

FAA & FAASTeam News - Wed, 01/24/2018 - 12:34

FAA Safety Team Notice Number: NOTC7575

Question: Will the January 1, 2020 ADS-B Out compliance date be extended? And is it true that the airlines have been allowed to delay their installation?   

 

Answer: The FAA has consistently demonstrated its commitment to the January 1, 2020 ADS-B Out compliance date.

 

The rule was published in May 2010, nearly ten years in advance to allow ample time for the production and installation of equipment on aircraft and complete deployment of the ATC ground network (completed in 2014). ADS-B is currently used by ATC in all but the smallest facilities where integration with the automation is on track to support the compliance date.

 

Equipment options are varied and plentiful; there are approved ADS-B systems for almost all aircraft types. Manufacturers share this information with the FAA which is available through a searchable database at www.faa.gov/nextgen/equipadsb/installation/equipment/adsb_ready/

 

The rumor that airlines have been given a delay to the January 1, 2020 ADS-B Out compliance date is not true. Exemption 12555 allows the use of older GPS equipment until 2025, but still requires that operators install and operate rule-compliant ADS-B Out equipment by January 1, 2020.

 

With all this in place, there is no need and no reason to expect a delay in the compliance date of January 1, 2020.

 

Don’t Get Left in the Hangar. Equip Now!

 

There’s only 24 months remaining before the 2020 ADS-B Out equipage deadline.

 

For more information, please visit the Equip ADS-B website www.faa.gov/nextgen/equipadsb/.

 

Questions about equipping? Please see our FAQs or contact us at adsb@faa.gov.

Categories: FAA/CAA, News, US

FAA Asks Industry To Help Improve MRO Guidance

AskBob News - Tue, 01/23/2018 - 12:14

FAA is establishing a working group to review all repair station guidance and recommend ways to better align it with the agency's rules that govern maintenance organizations.

The effort,  set up under FAA's Aviation Rulemaking Advisory Committee (ARAC), gives industry the opportunity to weigh in on the myriad advisory circulars, policy statements, and other guidance that FAA leans on to enforce its Part 145 regulations. The rules apply to the 4,800 FAA-certified repair stations, including 800 located outside the U.S.

Read More on MRO Network

Categories: News, US

FAA Safety Team Government Shutdown

FAA & FAASTeam News - Mon, 01/22/2018 - 09:55

Government Shutdown
Notice Number: NOTC7573

The FAASTeam is currently shut down because of a lapse in appropriations. This prohibits FAA employees from being available to facilitate, present, or attend safety seminars. We will also not have access to our system to cancel meetings. There is potential that you will arrive at a safety meeting, and find there is no one to provide the meeting.

We are very grateful for the support of our FAASTeam Representatives. Any safety meeting that is produced by our Representatives who are not FAA employees may continue.

We ask for your patience, and apologize for the inconvenience. The FAASTeam will reopen once funding has been restored.

Categories: FAA/CAA, News, US

CALLBACK 456 - January 2018

ASRS Callback - Wed, 01/17/2018 - 13:30
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Issue 456 January 2018 Webster’s definition of “mode” as “a particular functioning arrangement or condition” is useful and descriptive in an aviation sense. A specified operating mode in an aircraft system is generally characterized by a unique list of active functions for a named condition, or “mode.” Most aircraft systems employ multiple modes of operation, each with distinct functions, to accommodate the wide range of needs that exist in the current operating environment.

Ever-increasing mode complexities dictate that pilots be intimately familiar with a multitude of operating modes and functions. Regardless of which systems are operated, and especially while operating automation that directly controls an aircraft, mode awareness, mode selection, and mode expectation can all present hazards that must be managed. These hazards may be clearly evident, but they are often complex and difficult to perceive.

ASRS has received reports suggesting that pilots may be unaware of a current operating mode or may be unaware of what functions are available in a particular mode. Many pilots have experienced the “What is it doing now?” syndrome at some time or other. Typically, the aircraft is in, or transitions to, a mode that the pilot has not selected. Additionally, the pilot may not have recognized that a transition has occurred. The aircraft then does something autonomously that the pilot does not expect, which usually causes confusion and increases hazard potential.

This month CALLBACK shares reports that reveal some mode awareness, mode selection, and mode expectation problems involving aircraft automation that are frequently experienced by the Mode Monitors and Managers in today’s aviation environment. Fast and Furious On departure, an Air Carrier Captain selected the required navigation mode, but it did not engage. He immediately attempted to correct the condition and subsequently experienced how fast a situation can deteriorate when navigating in the wrong mode.■ I was the Captain of the flight from Ronald Reagan Washington National Airport (DCA). During our departure briefing at the gate, we specifically noted that the winds were 170 at 6, and traffic was departing Runway 1. Although the winds favored Runway 19, we acknowledged that they were within our limits for a tailwind takeoff on Runway 1. We also noted that windshear advisories were in effect, and we followed required procedure using a no–flex, maximum thrust takeoff. We also briefed the special single engine procedure and the location of [prohibited airspace] P-56. Given the visual [meteorological] conditions of 10 miles visibility, few clouds at 2,000 feet, and scattered clouds at 16,000 feet, our method of compliance was visual reference, and we briefed, “to stay over the river, and at no time cross east of the river.”

Taxi out was normal, and we were issued a takeoff clearance [that included the JDUBB One Departure] from Runway 1. At 400 feet AGL, the FO was the Pilot Flying and incorrectly called for HEADING MODE. I was the Pilot Monitoring and responded correctly with “NAV MODE” and selected NAV MODE on the Flight Control Panel. The two lights adjacent to the NAV MODE button illuminated. I referenced my PFD and noticed that the airplane was still in HEADING MODE and that NAV MODE was not armed. Our ground speed was higher than normal due to the tailwind, and we were rapidly approaching the departure course. Again, I reached up and selected NAV MODE, with the same result. I referenced our location on the Multi-Function Display (MFD), and we were exactly over the intended departure course; however, we were still following the flight director incorrectly on runway heading. I said, “Turn left,” and shouted, “IMMEDIATELY!” The FO banked into a left turn. I observed the river from the Captain’s side window, and we were directly over the river and clear of P-56. I spun the heading bug directly to the first fix, ADAXE, and we proceeded toward ADAXE.

Upon reaching ADAXE, we incorrectly overflew it, and I insisted the FO turn right to rejoin the departure. He turned right, and I said, “You have to follow the white needle,” specifically referencing our FMS/GPS navigation. He responded, “I don't have a white needle.” He then reached down and turned the Navigation Selector Knob to FMS 2, which gave him proper FMS/GPS navigation. We were able to engage the autopilot at this point and complete the remainder of the JDUBB One Departure. I missed the hand–off to Departure Control, and Tower asked me again to call them, which I did. Before the hand–off to Center, the Departure Controller gave me a phone number to call because of a possible entry into P-56. Back to Basics An ERJ-145 Crew failed to detect a change in their vertical navigation mode during descent. When it was eventually discovered, corrective action was taken, but large deviations from the desired flight path may have already compromised safety.
■ This event occurred while being vectored for a visual approach.… The First Officer (FO) was the Pilot Flying and I was Pilot Monitoring. ATC had given us a heading to fly and a clearance to descend to 3,000 feet. 3,000 was entered into the altitude preselect, was confirmed by both pilots, and a descent was initiated. At about this time, we were also instructed to maintain 180 knots. Sometime later, I noticed that our speed had begun to bleed off considerably, approximately 20 knots, and was still decaying. I immediately grabbed the thrust levers and increased power attempting to regain our airspeed. At about this time, it was noticed that the preselected altitude had never captured and that the Flight Mode Annunciator (FMA) had entered into PITCH MODE at some point. It became apparent that after the aircraft had started its descent,… the altitude preselect (ASEL) mode had changed to pitch and was never noticed by either pilot. Instead of descending, the aircraft had entered a climb at some point, and this was not noticed until an appreciable amount of airspeed decay had occurred. At the time that this event was noticed, the aircraft was approximately 900 feet above its assigned altitude. Shortly after corrective action was begun, ATC queried us about our climbing instead of descending. We replied that we were reversing the climb. The aircraft returned to its assigned altitude, and a visual approach was completed without any further issues.

[We experienced a] large decrease in indicated airspeed. The event occurred because neither pilot noticed the Flight Mode Annunciator (FMA) entering PITCH MODE. Thrust was added, and then the climb was reversed in order to descend back to our assigned altitude. Both pilots need to reaffirm that their primary duty is to fly and monitor the aircraft at all times, starting with the basics of heading, altitude, airspeed and performance.
“We Must Watch it…Like a Hawk”A B737 crew was caught off-guard during descent. The threat was real and had been previously known. The crew did not realize that the aircraft’s vertical navigation had reverted to a mode less capable than VNAV PATH.From the Captain’s Report:
■ While descending on the DANDD arrival into Denver, we were told to descend via. We re-cruised the current altitude while setting the bottom altitude in the altitude window. Somewhere close to DANDD intersection, the aircraft dropped out of its vertical mode, and before we realized it, we descended below the 17,000 foot assigned altitude at DANDD intersection to an altitude of nearly 16,000 feet. At once I kicked off the autopilot and began to climb back to 17,000 feet, which we did before crossing the DANDD intersection. Reviewing the incident, we still don’t know what happened. We had it dialed in, and the vertical mode reverted to CWS PITCH (CWS P).

Since our software is not the best and we have no aural warnings of VNAV SPD or CWS P, alas, we must watch it ever more closely—like a hawk. From the First Officer’s Report:
■ It would be nice to have better software—the aircraft constantly goes out of VNAV PATH and into VNAV SPEED for no reason, and sometimes the VNAV disconnects for no reason, like it did to us today.“Mode Changes are Insidious”A B737-800 Captain became distracted while searching for traffic during his approach. Both he and the First Officer missed the FMA mode change indication, which resulted in an altitude deviation in a terminal environment. From the Captain’s Report:■ Arrival into JFK, weather was CAVU. Captain was Pilot Flying, First Officer was Pilot Monitoring. Planned and briefed the visual Runway13L with the RNAV (RNP) Rwy 13L approach as backup. Approach cleared us direct to ASALT, cross ASALT at 3,000, cleared approach. During the descent we received several calls for a VFR target at our 10 to 12 o’clock position. We never acquired the traffic visually, but we had him on TCAS. Eventually Approach advised, “Traffic no factor, contact Tower.” On contact with Tower, we were cleared to land. Approaching ASALT, I noticed we were approximately 500 feet below the 3,000 foot crossing altitude. Somewhere during the descent while our attention was on the VFR traffic, the plane dropped out of VNAV PATH, and I didn’t catch it. I disconnected the autopilot and returned to 3,000 feet. Once level, I reengaged VNAV and completed the approach with no further problems.
From the First Officer’s Report:■ FMA mode changes are insidious. In clear weather, with your head out of the cockpit clearing for traffic in a high density environment, especially at your home field on a familiar approach, it is easy to miss a mode change. This is a good reminder to keep instruments in your cross check on those relatively few great weather days.
Check Out
ASRS Safety Topics!ASRS Database Report Sets each consist of 50 de-identified ASRS Database records relevant to topics of interest to the aviation community. View/Download Report Sets »CALLBACK Issue 456 Download PDF & Print View HTML ASRS Online Resources CALLBACK Previous Issues Report to ASRS Search ASRS Database ASRS Homepage Special Studies
In cooperation with the FAA, ASRS is conducting an ongoing study on wake vortex incidents, enroute and terminal, that occurred within the United States.
Learn more »
ASRS, in cooperation with the FAA, is gathering reports of incidents that occurred while pilots were utilizing weather or AIS information in the cockpit obtained via data link on the ground or in the air.
Learn more » Read the Interim Report »November 2017 Report Intake: Air Carrier/Air Taxi Pilots 4,928 General Aviation Pilots 1,174 Controllers 469 Flight Attendants 401 Military/Other 284 Dispatchers 199 Mechanics 144 TOTAL 7,599 NOTE TO READERS:   ■  Indicates an ASRS report narrative    [   ]  Indicates clarification made by ASRS A Monthly Safety Newsletter from The Office of the NASA Aviation Safety Reporting System
Issue 456

NASA Aviation Safety Reporting System | P.O. Box 189 | Moffett Field | CA | 94035-0189
Categories: News

SAE International Launches New Maintenance, Repair & Overhaul Information Products, Addressing Rapid Growth of MRO Industry

AskBob News - Tue, 01/09/2018 - 10:05

SAE International has introduced new Maintenance, Repair & Overhaul (MRO) Information Products in response to dramatic changes affecting the MRO landscape, including the recent influx of available aircraft data, new manufacturing methods and business models. Featuring technical insights and detailed guides to repairing advanced materials and detecting predictive data patterns, the MRO Information Products were created in support of independent MRO’s, mainline carriers and OEM’s to help them capitalize on new developments in data management and advanced materials to deliver cost-effective maintenance faster.

“The MRO industry is experiencing a fascinating period of rapid growth across the globe, especially in the Asia-Pacific region,” says Frank Menchaca, Chief Product Officer for SAE International. “In fact, according to Oliver Wyman’s 10-year outlook for the commercial airline transport fleet and the associated MRO market, Asia is forecasted to host almost 40% of the global aircraft fleet by 2027, making it the central location of global fleet activity. SAE International saw a need for dependable resources that can help MRO professionals not only keep up with their competition, but with the speed at which their industry is developing, and that’s exactly what our MRO Information Products aim to provide.”

The MRO Information Products will be available for instant access through SAE MOBILUS, the technical resource platform created by the international automotive and aerospace mobility community to provide a critical advantage to develop the future of aerospace engineering. Along with standards, technical papers, books and case studies, the MRO Information Products will also include complimentary white papers and graphical information pieces.

The MRO Information Products, published by SAE International, can be accessed through an annual standards subscription, an annual non-standards subscription or a custom subscription that can be tailored to meet individual organization needs.

CustomerSales(at)sae(dot)org
1.888.875.3976 (U.S. and Canada) | 1.724.772.4086 (Outside North America)

SAE International is a global association committed to being the ultimate knowledge source for the engineering profession. By uniting over 127,000 engineers and technical experts, we drive knowledge and expertise across a broad spectrum of industries. We act on two priorities: encouraging a lifetime of learning for mobility engineering professionals and setting the standards for industry engineering. We strive for a better world through the work of our charitable arm, the SAE Foundation, which helps fund programs like A World in Motion® and the Collegiate Design Series™.

-http://www.sae.org-

Categories: News, US

FAAST Blast — Week of Dec. 25, 2017

FAA & FAASTeam News - Fri, 12/29/2017 - 09:31

FAAST Blast – SAFO Issued for Rockwell Collins FMS, SAIB Calls for V-Band Coupling Inspections, Virtual Plan for the Real World
Notice Number: NOTC7539

FAAST Blast — Week of Dec. 25, 2017 – Dec. 31, 2017
Biweekly FAA Safety Briefing News Update

SAFO Issued for Rockwell Collins Pro Line FMS

On December 14, 2017, the FAA issued SAFO 17013 which informs the operators of Rockwell Collins Flight Management Systems (FMS) Pro Line 4 and Pro Line 21 FMS of the reinstatement of approximately 10,000 approach procedures and provides awareness to flight crews of the new Rockwell Collins Temperature Compensation Limitations. Operators should familiarize themselves with the information in this SAFO (https://go.usa.gov/xnEeb), as well as OPSB 0166-17R4 (bit.ly/RC17r4), which provides guidance for flight crews to operate Rockwell Collins systems or products.

SAIB Calls for V-Band Exhaust Coupling Inspections

A recent FAA Special Airworthiness Information Bulletin (SAIB) highlights an airworthiness concern with v-band coupling failures on all turbocharged, reciprocating engine powered aircraft, including rotorcraft. Cracks originating out of a spot weld, on multi-segment, spot welded, v-band couplings have led to separation of the outer band and failure of the v-band coupling to retain the tailpipe or exhaust inlet pipe. SAIB CE-18-07 recommends affected owners perform a detailed inspection of the couplings and replace the part as needed. For more details, including inspection criteria and photos, go to https://go.usa.gov/xnEtW.

A Virtual Plan for the Real World

Simulators allow pilots to practice dealing with dangerous or difficult situations without exposure to the risk that would normally accompany them. Learn how you can mitigate risk through simulation by reading the article, “A Virtual Plan for the Real World,” in the Nov/Dec 2017 issue of FAA Safety Briefing. Download your copy or read online at: 1.usa.gov/FAA_ASB. You can view a mobile-friendly version of this article at https://adobe.ly/2z7ci3k.

From all of us here at the FAA Safety Briefing team, we wish you a happy and safe 2018!

Produced by the FAA Safety Briefing editors, http://www.faa.gov/news/safety_briefing/
Address questions or comments to: SafetyBriefing@faa.gov.
Follow us on Twitter @FAASafetyBrief or https://twitter.com/FAASafetyBrief

Categories: FAA/CAA, News, US

CALLBACK 455 - December 2017

ASRS Callback - Wed, 12/20/2017 - 12:31
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Issue 455 December 2017 NASA’s Aviation Safety Reporting System (ASRS) is a voluntary, confidential, and non-punitive reporting system for aviation safety that has served the aviation community since 1976. It is a successful and trusted program, forged from a cooperative effort between the FAA, NASA, and the aviation community. ASRS receives, processes, and analyzes voluntarily submitted reports from pilots, air traffic controllers, flight attendants, maintenance personnel, dispatchers, ground personnel, and others regarding actual or potential hazards to safe aviation operations. The program’s output currently includes aviation safety alert messages issued to appropriate agencies, research studies and special papers on various subjects, a searchable database with direct access to de-identified reports, and CALLBACK. The latter four are publicly available on the ASRS website.1

Value added to aviation safety stems from two important protections that the ASRS program offers to reporters. Confidentiality and limited immunity from FAA enforcement actions are afforded. Naturally, participation has consistently grown, and the result is the richness found in greater breadth and depth of reported incidents, lessons learned, and aviation wisdom. ASRS’s intake is robust, currently averaging 261 reports per calendar day and projected to exceed 95,000 in 2017.

With intake of that magnitude, ASRS receives reports on every conceivable topic related to aviation operations. This month we have reserved a few of the more unusual and light-hearted, but still important, incidents to share. Enjoy these “Odds and Ends” as we conclude another successful year. Now You See it, Now You Don’t A Bonanza Pilot became distracted and confused when he perceived the runway edge and centerline lights cycling on and off while ATC assured him that they were on steady.■ I was transiting the final approach path of…Runway 16R and observed the runway edge and center line lights cycle on and off…at a rate of approximately 1 per second. It was very similar to the rate of a blinking traffic light at a 4-way vehicle stop. The [3-blade] propeller speed was 2,400 RPM. This was observed through the entire front windscreen and at least part of the pilot side window. I queried ATC about the reason for the runway lights blinking and was told that they were not blinking. It was not immediately obvious what was causing this, but I did later speculate that it may have been caused by looking through the propeller arc.

The next day [during] IFR training while on the VOR DME Rwy 16R approach, we observed the runway edge and center line lights cycle on and off…at a rate slightly faster than 1 per second. The propeller speed was 2,500 RPM. I then varied the propeller speed and found that at 2,700 RPM, the lights were observed strobing at a fairly high rate, and at 2,000 RPM the blinking rate slowed to less than once per second. This was observed through the entire approach that terminated at the Missed Approach Point (MAP). The flight instructor was also surprised and mentioned that he had not seen this before, but he also doesn’t spend much time behind a 3-blade propeller arc.

I would speculate that the Pulse Width Modulation (PWM) dimming system of the LED runway lights was phasing with my propeller, causing the observed effect. I would also speculate that the effect would…significantly differ at other LED dimming settings…and behind a 2-blade propeller.

I found the effect to be entirely confusing and distracting, and would not want to make a landing in such conditions. Snakes on a Plane A Large Transport Captain receiving a line check experienced a peculiar problem during the pre-departure phase of flight. He may have speculated whether the rest of the flight would be as “snake bitten” as the idiom implies.
■ Well within hearing distance of the passengers, the Gate Agent said, “Captain, I am required to inform you that while cleaning the cockpit, the cleaning crew saw a snake under the Captain’s pedals. The snake got away and they have not been able to find it. I am required to tell you this.”

At this time the [international pre-departure] inspection was complete, and I was allowed on the aircraft. I found two mechanics in the flight deck. I was informed that they had not been able to find the snake and they were not able to say with certainty what species of snake it was. The logbook had not been annotated with a write up, so I placed a write up in the logbook. I was also getting a line check on this flight. The Check Airman told me that his father was deathly afraid of snakes and suggested that some passengers on the flight may suffer with the same condition.

I contacted Dispatch and discussed with them that I was uncomfortable taking the aircraft with an unknown reptile condition.… The possibility [existed] that a snake could expose itself in flight, or worse on the approach, come out from under the rudder pedals. Dispatch agreed with my position. The Gate Agent then asked to board the aircraft. I said, “No,” as we might be changing aircraft. I then contacted the Chief Pilot. I explained the situation and told him I was uncomfortable flying the aircraft without determining what the condition of the snake was. I had specifically asked if the cleaning crew had really seen a snake. I was informed yes, that they had tried to vacuum it up, and it had slithered away. The Chief Pilot agreed with me and told me he would have a new aircraft for us in five minutes. We were assigned the aircraft at the gate next door.

…When I returned [to the airport], I asked a Gate Agent what had happened to the “snake airplane.” I was told that the aircraft was left in service, and the next Captain had been asked to sign some type of form stating he was informed that the snake had not been found.
Up, Close, and Personal While attempting to mitigate a known, visible hazard, an Air Taxi Captain took special care to clear his wingtips while taxiing for takeoff. A surprise loomed ahead just as he thought that the threat had subsided.
■ Taxiing out for the first flight out of ZZZ, weed whacking was taking place on the south side of the taxiway. Watching to make sure my wing cleared two men mowing [around] a taxi light, I looked forward to continue the taxi. An instant later I heard a “thump.” I then pulled off the taxiway onto the inner ramp area and shut down, assuming I’d hit one of the dogs that run around the airport grounds on a regular basis. I was shocked to find a man, face down, on the side of the taxiway. His coworkers surrounded him and helped him to his feet. He was standing erect and steady. He knew his name and the date. Apparently [he was] not injured badly. I attended to my two revenue passengers and returned the aircraft to the main ramp. I secured the aircraft and called [the Operations Center]. An ambulance was summoned for the injured worker. Our ramp agent was a non-revenue passenger on the flight and took pictures of the scene. He stated that none of the workers was wearing a high visibility vest, which I also observed. They seldom have in the past.

This has been a recurring problem at ZZZ since I first came here. The operation is never [published in the] NOTAMs [for] an uncontrolled airfield. The pilots just have to see and avoid people and animals at all times. I don’t think the person that collided with my wingtip was one of the men I was watching. I think he must have been stooped down in the grass. The only option to [improve the] safety of the situation would be to stop completely until, hopefully, the workers moved well clear of the taxiway. This is one of…many operational deficiencies that we, the pilots, have to deal with at ZZZ on a daily basis. Corrigan Conquers AgainAn RV-7 Pilot was planning ahead for the weather he observed prior to departure. The weather, distractions, and personal stress influenced his situational awareness and decision-making during the takeoff. ■ I was cleared to depart on Runway 27L from [midfield at] intersection C. However, I lined up and departed from Runway 9R.… No traffic control conflict occurred. I turned on course and coordinated with ATC immediately while airborne.

I had delayed my departure due to weather [that was] 5 miles east…and just north of the airport on my route.… Information Juliet was: “340/04 10SM 9,500 OVC 23/22 29.99, Departing Runway 27L, Runways 9L/27R closed, Runways 5/23 closed.” My mind clued in on [Runway] 09 for departure. In fact I even set my heading bug to 090. Somehow while worried mostly about the weather, I mentally pictured departing Runway 9R at [taxiway] C. I am not sure how I made that mistake, as the only 9 listed was the closed runway.… My focus was not on the runway as it should have been, but mostly on the weather.

Contributing factors were: 1.Weather.2. No other airport traffic before my departure. (I was looking as I arrived at the airport and completed my preflight and final weather checks).3. Airport construction. For a Runway 27 departure, typical taxi routing would alleviate any confusion.4. ATIS listing the closed runway with 9 listed first.5. Quicker than expected takeoff clearance. I do fly for a living.… I will be incorporating the runway verification procedure we use on the jet aircraft at my company into my GA flying from now on. Sadly, I didn’t make that procedural change in my GA flying. 1. https://asrs.arc.nasa.gov
Check Out
ASRS Safety Topics!ASRS Database Report Sets each consist of 50 de-identified ASRS Database records relevant to topics of interest to the aviation community. View/Download Report Sets »CALLBACK Issue 455 Download PDF & Print View HTML ASRS Online Resources CALLBACK Previous Issues Report to ASRS Search ASRS Database ASRS Homepage Special Studies
In cooperation with the FAA, ASRS is conducting an ongoing study on wake vortex incidents, enroute and terminal, that occurred within the United States. Learn more »
ASRS, in cooperation with the FAA, is gathering reports of incidents that occurred while pilots were utilizing weather or AIS information in the cockpit obtained via data link on the ground or in the air. Learn more » Read the Interim Report » October 2017 Report Intake: Air Carrier/Air Taxi Pilots 4,897 General Aviation Pilots 1,407 Controllers 544 Flight Attendants 411 Military/Other 320 Dispatchers 233 Mechanics 200 TOTAL 8,012 ASRS Alerts Issued: Subject No. of Alerts Aircraft or Aircraft Equipment 4 Airport Facility or Procedure 4 ATC Equipment or Procedure 6 Other 1 TOTAL 15 NOTE TO READERS:   ■  Indicates an ASRS report narrative    [   ]  Indicates clarification made by ASRS A Monthly Safety Newsletter from The Office of the NASA Aviation Safety Reporting System
Issue 455


NASA Aviation Safety Reporting System | P.O. Box 189 | Moffett Field | CA | 94035-0189
Categories: News

CALLBACK 454 - November 2017

ASRS Callback - Wed, 12/20/2017 - 12:27
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Issue 454 November 2017 The arrival of winter weather brings an assortment of phenomena which manifest themselves in many predictable aviation hazards. Commercial and General Aviation are similarly affected. Winter storms, turbulence, low ceilings and visibilities, fog, freezing rain, ice, snow, and slippery surfaces all demand special attention. With increased workload, concentration becomes more fragmented, and situational awareness can suffer. Crews may exhibit more susceptibility to common or uncommon winter threats.

The FAA is attempting to reduce the risk of runway overrun accidents and incidents due to runway contamination caused by weather.1 In October 2016, the FAA implemented Takeoff and Landing Performance Assessment (TALPA) procedures that include new tools such as the Runway Condition Assessment Matrix (RCAM). After just one season, TALPA has produced significant improvements to operational safety. A TALPA Stakeholders Feedback Review2 was held in July 2017, and recommendations from this review are targeted to become procedural changes.

This month CALLBACK shares reported incidents spawned by typical winter weather. Even if you are not familiar with TALPA procedures, we encourage you to learn more, connect your dots, and glean the lessons in these reports. The Winter Wing DingA Learjet Captain anticipated and experienced icing conditions during his descent. As a precaution, he turned on the nacelle heat, but he had not bargained for the surprise he received during the landing.■ Descending through FL180, I turned on the nacelle heaters, but did not turn on the wing and stab heat, as I anticipated a short descent through a shallow cloud layer to temperatures above freezing. The approach proceeded normally.… The aircraft entered the cloud tops at approximately 1,500 feet MSL and exited the bases at approximately 900 feet MSL. There were no indications of ice accumulation on the normal reference area during descent. During the landing flare (less than 10 feet AGL), as the flying pilot applied right aileron to counteract the right crosswind, the left wing abruptly dropped. I immediately took the controls, applying full right aileron as the left main landing gear contacted the runway, followed closely by deployment of spoilers, thrust reversers, and brakes to return the aircraft to the runway centerline.

Upon exiting the aircraft, I observed a small amount (less than 1/4 inch) of rough, rapidly melting ice on the leading edges of the wings. Inspection revealed that the trailing edge of the left wingtip had contacted the runway surface, causing abrasion to the contact area. I believe the combination of the small amount of ice, aileron deflection, and mechanical turbulence from buildings on the upwind side of the runway caused the left wing to stall at a higher than normal airspeed, resulting in the uncommanded left roll. Contributing factors include my failure to turn on the wing and stab heat prior to entering the cloud layer. Ever Present Proverbial Pitot Heat This SR22 pilot experienced aircraft icing while IFR in IMC. He kept the wings, propeller, and windshield clear of ice, but the routine associated with his VMC habits caused another problem.
■ I was on an IFR flight plan.… We had been in and out of the clouds picking up light rime ice.… Occasional use of the aircraft’s ice protection system was easily keeping the wings, propeller, and windshield clear of ice buildups.… We were initially above the clouds at 10,000 feet, but soon realized we would again be in the clouds. Center gave us a climb to 11,000 feet MSL where we remained in IMC. The Controller reported another aircraft ahead of us was in VMC at 13,000 feet MSL and offered a climb to 13,000 feet MSL.

As I considered the options of climbing to 13,000 feet (we had supplemental oxygen on board), I first noted significant ice accumulating on the windshield and wings, and then the airspeed began to fluctuate and suddenly dropped to 60 knots on the Primary Flight Display (PFD). I immediately recognized a Pitot-Static System failure, disconnected the autopilot, and began hand flying using the attitude indicator and standby instruments as primary references. I also immediately noted that, although the Ice-Protection Switch was on, the Pitot Heat Switch was in the OFF position. I turned on the pitot heat, selected alternate static air, and advised Center. The Center Controller cleared me for a descent to 8,000 feet, which I initiated slowly using only the attitude indicator as a reference. Within 2 minutes the airspeed indicator and altimeter began indicating normally.… We broke out into VMC at approximately 8,000 feet MSL.… The rest of the trip was uneventful, and a safe landing was completed.

In hindsight I realized that I traditionally do not turn on the pitot heat because most of my personal flying is VFR.… I will now…always turn on the pitot heat before takeoff, regardless of the flight conditions.
Clear and Present Danger This BAe125 crew encountered widespread winter weather and elected to divert. Weather and aircraft consumables reduced their number of options and influenced decisions which could have had a much worse outcome.
■ The entire New York City area was forecast for moderate to severe icing conditions, snow, and low visibility. Numerous PIREPs reported the presence of such icing conditions, which were further confirmed by an amber ICE DETECT light indication. We elected to divert to Morristown, NJ, which was reporting 2 miles visibility, adequate ceilings, and moderate snow.… At the time we began receiving vectors, the amber ANTI-ICE LOW QUANTITY annunciator illuminated, indicating that we had approximately 30 minutes of ice protection remaining.

We were cleared for the approach and configured normally.… Upon reaching the MDA, I continued searching for the runway. The runway came into view, and I called, “Runway in sight, 12 o’clock.”… It became clear to me that we did not have the required visibility for the approach and that we did not have the ability to achieve a normal rate of descent to a normal landing.… I called for a go-around, and the pilot flying responded something like, “I think I’ve got it, yeah, I’ve got it,” and continued the approach. He immediately retarded the thrust levers to idle and called for full flaps. We immediately began an excessive descent rate and received ground proximity warnings that said, “SINK RATE, SINK RATE, PULL UP,” and continued…until just before touchdown. We landed just about halfway down a snow covered runway that was 5,998 feet in length. The braking action was good and we stopped…on the runway. The next several aircraft behind us were not able to land…and diverted to an alternate. Low Visibility White Out TaxiAfter a successful approach and landing in traditional winter weather, this Large Transport Captain was surprised by an unexpected stop while taxiing to the gate. ■ After landing, on the taxi-in, we turned westbound on the taxiway. Since it was snowing fairly hard and the wind was blowing, we made sure to identify the yellow centerline and confirmed it by noting the blue taxi lights to our right. Almost abeam [the turn point] to the gate, the right engine shut down. We stopped and requested a tug. When the snow let up, we determined that we were stuck on a snowdrift that had blown onto the taxiway.Icing the PuckThis Large Transport crew planned extensively for their approach and landing. The approach and touchdown were executed well, but procedures they used during the landing rollout were not as successful.
■ Weather at our arrival time was forecast to have blowing snow, 2 SM visibility, winds gusting up to 24 knots out of the northwest, and ceilings between 800 and 1,500 feet. ATIS advertised arrivals to Runways 28C, 28R, and 4R at various times enroute.… We planned a primary approach to Runway 4R and pulled landing data for Runways 28C and 28R in case of further changes. ATIS advertised braking action of 5-5-5 for Runway 4R. The landing data calculation produced a 7,000 foot stopping distance for good braking action with Autobrakes 3 and flaps 30. Stopping distance declined to 6,500 feet for Autobrakes 4. We discussed both braking options. The Captain initially chose Autobrakes 4 while I favored Autobrakes 3. He ultimately chose Autobrakes 3.

ATIS called the winds 340/23G29, which drove a target speed of 151 knots. Tower verified the same winds at initial check-in.… The landing was smooth and uneventful.

The Captain used full reverse thrust and stowed the reversers passing 80 knots. He called 3,000 feet runway remaining at the appropriate location and seemed to have complete control of the aircraft. At that point, he asked me to disengage the autobrakes. I noted the airspeed decelerating through 70 knots and stowed the speed brakes in order to disengage the autobrakes. I expected the Captain to use manual braking at that point to ensure control of the aircraft as we decelerated to taxi speed. The aircraft did not decelerate like I expected between 3,000 and 1,000 feet remaining. At that point, I could see the end of the runway approaching rapidly and told the Captain that he needed to come left to exit the runway. That was when I realized that he was trying to stop the aircraft and bring it left without success.

The runway end identifier and taxiway lights came up quickly, and we slid right as the right main gear departed the prepared surface. It took me a brief period of time to realize that the main gear had departed the prepared surface. I called…Tower to tell them that we had departed the runway and would not be able to clear Runway 4R. After our situation was clarified with Tower, I started the APU and shut down Number 2 Engine.
1. https://www.faa.gov/news/updates/?newsId=88369 2. https://www.faa.gov/about/initiatives/talpa/update_meeting_July_2017/
    media/TALPA-Update-Meeting-2017-Stakeholder-Feedback-w-Notes.pdf
Check Out
ASRS Safety Topics!ASRS Database Report Sets each consist of 50 de-identified ASRS Database records relevant to topics of interest to the aviation community. View/Download Report Sets »CALLBACK Issue 454 Download PDF & Print View HTML ASRS Online Resources CALLBACK Previous Issues Report to ASRS Search ASRS Database ASRS Homepage Special Studies
ASRS, in cooperation with the FAA, is gathering reports of incidents that occurred while pilots were utilizing weather or AIS information in the cockpit obtained via data link on the ground or in the air. Learn more » Read the Interim Report »
In cooperation with the FAA, ASRS is conducting an ongoing study on wake vortex incidents, enroute and terminal, that occurred within the United States. Learn more » September 2017 Report Intake: Air Carrier/Air Taxi Pilots 4,157 General Aviation Pilots 1,256 Controllers 515 Flight Attendants 335 Military/Other 302 Mechanics 188 Dispatchers 129 TOTAL 6,882 ASRS Alerts Issued: Subject No. of Alerts Aircraft or Aircraft Equipment 1 ATC Equipment or Procedure 1 TOTAL 2 NOTE TO READERS:   ■  Indicates an ASRS report narrative    [   ]  Indicates clarification made by ASRS A Monthly Safety Newsletter from The Office of the NASA Aviation Safety Reporting System
Issue 454


NASA Aviation Safety Reporting System | P.O. Box 189 | Moffett Field | CA | 94035-0189
Categories: News

NOTICE to Operators of Rockwell Collins Flight Management Systems Pro Line 4 and Pro Line 21

FAA & FAASTeam News - Mon, 12/11/2017 - 09:47

NOTICE to Operators of Rockwell Collins Flight Management Systems Pro Line 4 and Pro Line 21 FMS 3.3.x through FMS 4.x
Notice Number: NOTC7524

Notice to Operators of Rockwell Collins Flight Management Systems Pro Line 4 and Pro Line 21 FMS 3.3.x through FMS 4.x

From Rockwell Collins, Commercial Systems Customer Support

Subject: The FMS may turn in the wrong direction after sequencing a "Climb to" altitude that was manually edited or Temperature Compensated

Overview: 

If the crew manually edits or temperature compensates a "Climb to" altitude, the FMS will remove the database turn direction (if any) on the immediately following leg. The FMS will turn in the wrong direction after sequencing the "Climb to" leg if the shortest turn direction is different than the required turn direction onto the next leg.

For more information please see the attached PDF from Rockwell Collins of click here (https://www.faasafety.gov/files/notices/2017/Dec/OPSB_0166-17R2.pdf)

Categories: FAA/CAA, News, US

FAAST Blast — Week of Nov. 27, 2017

FAA & FAASTeam News - Wed, 11/29/2017 - 09:45

FAAST Blast – Kidde Fire Extinguisher SAIB, NTSB Seminar on Transition Training, Engine Maint. & Performance Monitoring, A-Z of
Notice Number: NOTC7507

FAAST Blast — Week of Nov. 27, 2017 – Dec. 03, 2017
Biweekly FAA Safety Briefing News Update

SAIB Issued for Kidde Fire Extinguishers

Last week the FAA issued a Special Airworthiness Information Bulletin (SAIB CE-18-05) for certain recalled Kidde fire extinguishers with plastic handles. These extinguishers, which may be found in GA aircraft, can become clogged or require excessive force to operate and can fail to operate during an emergency. The plastic handle fire extinguishers involve 134 models manufactured between January 1, 1973, and August 15, 2017. The FAA recommends you check your aircraft for any of the recalled Kidde extinguishers and replace it with one that is airworthy and not affected by the recall. For more details and a list of all Kidde models that are affected, go to https://go.usa.gov/xn8ZK.

NTSB Seminar on Transition Training

The lack of transition training has been a factor in many GA accidents. If you are in the Washington, D.C. area, there is a free seminar on Saturday, Dec. 2, at the NTSB Training Center in Ashburn, Va. Attendees will hear presentations from AOPA, NAFI, Cirrus Aircraft, and NTSB Member Earl Weener. This four-hour program is also FAA WINGS credit eligible. For more details and to register for the event, go to www.faasafety.gov/SPANS/event_details.aspx?eid=79494.

Engine Maintenance and Performance Monitoring

Don’t let your engine contribute to a loss-of-control accident. Proper engine maintenance, advanced pre-flight, and performance monitoring can go a long way to eliminating this type of mishap. Get the facts at: https://t.co/OivH7lAyZL

The A-Z of ATDs

Do you know the difference between a BATD and an AATD? Or how much credit allowance you can earn with each device towards flight training and/or experience requirements? The answers to these and other questions about Aviation Training Devices can be found in the Nov/Dec FAA Safety Briefing article, “The A-Z of ATDs — Sorting the Lot of Flight Simulation Devices.” Download your copy or read online at: 1.usa.gov/FAA_ASB. You can view a mobile-friendly version of this article at https://adobe.ly/2imT5QT.

 

Produced by the FAA Safety Briefing editors, http://www.faa.gov/news/safety_briefing/
Address questions or comments to: SafetyBriefing@faa.gov.
Follow us on Twitter @FAASafetyBrief or https://twitter.com/FAASafetyBrief

Categories: FAA/CAA, News, US

SAIB Issued for Kidde Fire Extinguishers

FAA & FAASTeam News - Wed, 11/29/2017 - 09:38

FAAST Blast — Week of Nov. 27, 2017 – Dec. 03, 2017
Biweekly FAA Safety Briefing News Update

SAIB Issued for Kidde Fire Extinguishers

Last week the FAA issued a Special Airworthiness Information Bulletin (SAIB CE-18-05) for certain recalled Kidde fire extinguishers with plastic handles. These extinguishers, which may be found in GA aircraft, can become clogged or require excessive force to operate and can fail to operate during an emergency. The plastic handle fire extinguishers involve 134 models manufactured between January 1, 1973, and August 15, 2017. The FAA recommends you check your aircraft for any of the recalled Kidde extinguishers and replace it with one that is airworthy and not affected by the recall. For more details and a list of all Kidde models that are affected, go to https://go.usa.gov/xn8ZK.

Categories: FAA/CAA, News, US

FAAST Blast: Week of Nov 13, 2017 Proposed ADs for Piper/Textron Aviation

FAA & FAASTeam News - Fri, 11/17/2017 - 13:35

Biweekly FAA Safety Briefing News Update

Proposed ADs for Piper/Textron Aviation

The FAA last week issued a Notice of Proposed Rulemaking (NPRM) that addresses reports of main wing spar corrosion found in certain Piper PA-28 and PA-32 Cherokee series airplanes. This proposed AD would require installing an inspection access panel in the lower wing skin near the left and the right main wing spars if not already there, inspecting the left and the right main wing spars for corrosion, and taking all necessary corrective actions. The FAA estimates the AD would affect 11,476 airplanes of U.S. Registry. For more details and for instructions on how to submit comments before the December 22 deadline, go to

www.gpo.gov/fdsys/pkg/FR-2017-11-07/pdf/2017-24083.pdf.

            The FAA also revised an NPRM originally designed for Textron Aviation A36TC and B36TC Bonanza models to include all Textron Aviation Models S35, V35, V35A, and V35B airplanes that have the optional turbocharger engine installed. The proposed AD aims to prevent

failure of the exhaust tailpipe v-band coupling (clamp) that may lead to detachment of the exhaust tailpipe from the turbocharger and allow high-temperature exhaust gases to enter the engine compartment. The comment period for the NPRM has been reopened until December 26, 2017. For more, go to www.gpo.gov/fdsys/pkg/FR-2017-11-08/pdf/2017-24065.pdf.

 

Aeronautical Chart Users Guide Revamped

Last month, the FAA’s Aeronautical Information Services (formerly, “AeroNav Products”) released a revamped Chart Users Guide (CUG). The CUG website offers improved navigation, updated information and expanded content, ranging from a more robust IFR Enroute & Terminal Terms section, to the addition of a “References & Abbreviations” and “What’s New” sections. The CUG is an unparalleled training and study aid for student pilots, Unmanned Aircraft System (UAS) operators, flight instructors, and anyone wanting to familiarize themselves with FAA charts and publications. It serves as a reference for both novice and experienced pilots alike, decoding the legends and information found on VFR charts, Helicopter Route charts, Flyway Planning charts, Terminal Procedure Publications and IFR Enroute charts. 

Download the new CUG at: faa.gov/air_traffic/flight_info/aeronav/digital_products/aero_guide

Runway Length Matters

            See the NTSB’s Safety Alert (SA-071) on Understanding the Potential Hazards on Intersection Takeoffs at www.ntsb.gov/safety/safety-alerts/Documents/SA-071.pdf.

 

Chart A Course for “Sim City”

Explore the exciting world of flight simulation technology and its evolving impact on aviation safety in our new issue of FAA Safety Briefing. Download your copy or read online at: 1.usa.gov/FAA_ASB. For a good primer on how flight simulators have evolved, check out author William Dubois’ article, “Link Trainer, to Desktop, to Redbird.” You can view a mobile-friendly version of this article at http://adobe.ly/2xLo5jO.

 

Produced by the FAA Safety Briefing editors, http://www.faa.gov/news/safety_briefing/
Address questions or comments to: SafetyBriefing@faa.gov.
Follow us on Twitter @FAASafetyBrief or https://twitter.com/FAASafetyBrief

Categories: FAA/CAA, News, US

Engine Maintenance and Performance Monitoring

FAA & FAASTeam News - Thu, 11/16/2017 - 08:06

Did you know that most general aviation fatal accidents are caused by in-flight loss of control? Many of these loss of control accidents are due to engine failure-related factors. Between 2001-2010, 35 of 70 randomly selected accidents had engine maintenance errors identified as a contributing factor. Proper engine maintenance, post maintenance, advanced pre-flight, and performance monitoring can go a long way to eliminating this type of mishap.

FAA Sound Maintenance Practices PDF

Categories: FAA/CAA, News, US