Federal Aviation Administration News

Fly Safe: Prevent Loss of Control Accidents

Importance of Placards and Lockout/Tagout Procedures
Grab the keys and go! In aviation, we know thats not quite the case when piloting an aircraft. In addition to your other pre-check procedures, have you considered the aircrafts current maintenance status?

The General Aviation Joint Steering Committee (GAJSC) has identified a number of fatal general aviation accidents caused by flying in an aircraft that is undergoing maintenance and has not yet returned to service. Yikes! How do you know your aircraft is safe? We suggest you consider adopting an informal lockout/tagout procedure to ensure that you, and other pilots, are aware that the aircraft youre about to fly may not have been returned to service.

Why Placard?
Placards are common in many general aviation aircraft, and for good reason: the message they display is mandatory. In fact, Title 14 of the Code of Federal Regulations (14 CFR) section 91.9 (a) says, in part, that no person may operate a civil aircraft without complying with the operation limitations specified inthe approved Airplane or Rotorcraft Flight Manual, markings, and placards.

Placards also alert us to non-working equipment or instruments. You may operate most types of light aircraft with inoperative instruments, as long as they are not part of the VFR day type certification. In addition, the aircraft must have a placard that says inoperative. If the instrument is removed from the aircraft, a placard must provide the status. In all cases, the pilot or mechanic must determine that the inoperative instrument does not pose a hazard to flight safety. There are a lot more requirements to this part, so please read 14 CFR section 91.213 in its entirety, if this situation applies to you.

Shared Responsibility
Pilots and mechanics share a responsibility to indicate properly inoperative instruments or equipment. Look at 14 CFR section 91.405; it requires owners or operators to have inoperative instruments or equipment repaired, replaced, removed, or inspected at the next required inspection with placards installed, as required. In 14 CFR section 43.11, it says the person performing required maintenance must have a placard placed on the items permitted to have deferred maintenance.

Be on the Lookout
Most aircraft owners are up to speed on the status of their machines, and rental fleets usually have aircraft status boards or squawk sheets that you can review as part of your preflight check. However, occasionally theres a nasty surprise for pilots who take flight or try to in aircraft not ready to be returned to service. To avoid this, make it a point to coordinate with your mechanic before, during, and after maintenance procedures. Ask questions about any procedures you may not be familiar with so that you will have the full scope of the type of work that was performed.

Lockout/Tagout
Lockout-tagout(LOTO) orlockandtagis a safety procedure that is used to ensure that dangerous machines are properly shut off and not able to be started up again before maintenance or servicing work is completed.

The GAJSC believes that an informal out of service or lockout placard or sticker conspicuously placed in the cockpit can go a long way toward preventing flight in an un-airworthy aircraft. Be sure to review any placarding plans you want to implement with your mechanic first. Owners and operators are free to make their own placards to post in the cockpit of aircraft scheduled for maintenance. Before you remove the placard, check to ensure all maintenance is completed and documented.

Return to Service
Before taking flight again, be sure to perform an enhanced preflight to make sure everything is ready to go. Take your time, and use a checklist. Pay particular attention to any area that received service. You may spot a hose or electrical connection that may not have been reconnected, or something else that needs attention. Make sure that all the required inspections are completed and documented.

Finally, after any maintenance, taxi out to do a run-up check, then return to your starting point. Shut down the engine, get out, and carefully look over the entire aircraft. It may be your last chance to catch something that isnt quite right, tight, or ready for flight!

The Federal Aviation Administration (FAA) and the general aviation (GA) communitys national #FlySafe campaign helps educate GA pilots about the best practices to calculate and predict aircraft performance and to operate within established aircraft limitations.

A Loss of Control (LOC) accident involves an unintended departure of an aircraft from controlled flight. LOC can happen when the aircraft enters a flight regime that is outside its normal flight envelope and quickly develops into a stall or spin. It can introduce an element of surprise for the pilot.

Message from Acting FAA Administrator Daniel Elwell:
The FAA and industry are working together to prevent Loss of Control (LOC) accidents and save lives. You can help make a difference by joining our #Fly Safe campaign. Every month on FAA.gov, we provide pilots with Loss of Control solutions developed by a team of experts some of which are already reducing risk. I hope you will join us in this effort and spread the word. Follow #FlySafe on Twitter, Facebook and Instagram. I know that we can reduce these accidents by working together as a community.

More about Loss of Control
Contributing factors may include:

  • Poor judgment or aeronautical decision making
  • Failure to recognize an aerodynamic stall or spin and execute corrective action
  • Intentional failure to comply with regulations
  • Failure to maintain airspeed
  • Failure to follow procedure
  • Pilot inexperience and proficiency
  • Use of prohibited or over-the-counter drugs, illegal drugs, or alcohol

Did you know?

  • From October 2016 through September 2017, 247 people died in 209 general aviation accidents.
  • Loss of Control was the number one cause of these accidents.
  • Loss of Control happens in all phases of flight.It can happen anywhere and at any time.
  • There is one fatal accident involving Loss of Control every four days.

Learn more:
You can read more about Maintenance Placards in this GA Safety Enhancement Fact Sheet.

Curious about the FARs? Its a good idea to stay on top of them. The current Federal Aviation Regulations (FARs) can be found on this website.

FAA Advisory Circular 43-213A provides guidance on part marking, and part re-marking, when performing maintenance alteration and fabrication.

FAA Advisory Circular 45-4 discusses the acceptable (but not only) means to comply with the requirements for identifying S-LSA and E-LASA with identification plates, registration marks and placards.

Pilots and Placards is the topic of the April 7, 2014, AOPA News briefing.

Stay safe through OSHAs Lockout/Tagout Program. The US Department of Laborpage devoted to this program has links to regulations, standards and more.

TheFAASafety.govwebsite has Notices, FAAST Blasts, online courses, webinars and more on key general aviation safety topics.

Check out GA Safety Enhancements fact sheets on the mainFAA Safety Briefingwebsite, including Flight Risk Assessment Tools.

TheWINGS Pilot Proficiency Programhelps pilots build an educational curriculum suitable for their unique flight requirements. It is based on the premise that pilots who maintain currency and proficiency in the basics of flight will enjoy a safer and more stress-free flying experience.

TheGeneral Aviation Joint Steering Committee (GAJSC)is comprised of government and industry experts who work together to use data to identify risk, pinpoint trends through root cause analysis, and develop safety strategies to reduce the risk of GA accidents. The GAJSC combines the expertise of many key decision makers in the FAA, several government agencies such as the National Aeronautics and Space Administration, and stakeholder groups. Industry participants include the Aircraft Owners and Pilots Association, Experimental Aircraft Association, General Aviation Manufacturers Association, Light Aircraft Manufacturers Association, National Business Aviation Association, National Air Transportation Association, National Association of Flight Instructors, Society of Aviation and Flight Educators, and the aviation insurance industry. The National Transportation Safety Board and the European Aviation Safety Agency participate as observers.

Report Shows Steady Increase in Global Space Activity

The Federal Aviation Administration (FAA) has released The Annual Compendium of Commercial Space Transportation: 2018, which shows space activity in the United States and worldwide is strong and growing. Specifically, the report finds the global space industry, which combines satellite services and ground equipment, government space budgets, and global navigation satellite services equipment represents about $345 billion in activity.

Acting FAA Administrator Daniel K. Elwell discussed the increase in space activity in remarks yesterday at the FAAs annual Commercial Space Conference in Washington, D.C.

The FAAs Office of Commercial Space Transportation produced the document, which contains three primary parts. The first part provides a narrative detail about the space transportation industry, covering topics such as launch vehicles, payloads, and launch and re-entry sites. The second part summarizes worldwide space activities during the previous year and integrates that information with activities that have taken place the last five years. The third part covers policies and regulations relevant to commercial space transportation.

Some noteworthy items in the compendium include:

  • Recognition that the U.S. space industry has begun to make inroads into the existing share of commercial launches now conducted by the Russians.
  • China has made notable increases in government space activity.
  • Suborbital vehicles slated for passenger activity popularly known as space tourism had significant activities in 2016, including several test flights of space vehicles.

For many decades, governments have dominated and primarily conducted space travel. That changed in the mid-1980s with the creation of the Office of Commercial Space Transportation under the Department of Transportation.The office is now located at the FAA with the mission of ensuring the protection of the public, property, and the national security and foreign policy interests of the United States during commercial rocket launches and space vehicle re-entries.Since 1989, it has licensed more than 300 operations and launch sites.

Temporary Flight Restrictions for the Super Bowl

More than 3,500 additional take-offs and landings and nearly 1,000 additional aircraft on the ground are expected for the Super Bowl, which will be held Sunday, February 4, at US Bank Stadium in Minneapolis.

Special procedures, including Temporary Flight Restrictions and a No Drone Zone will limit flights around US Bank Stadium in Minneapolis before, during and after the Big Game.

Heads up, stay safe, and heres what you need to know:

Temporary Flight Restrictions

  • The TFR will go into effect Sunday afternoon. It will cover a 30-nautical mile ring, centered over the stadium and from the ground up to 18,000 feet in altitude, before expiring at 11:59 p.m. that evening. The Federal Aviation Administration (FAA) may establish additional TFRs during the week if security needs require them. Pilots are required to be aware of the latest TFR postings, and to check NOTAMs before flight.
  • The parameters of a TFR are dynamic and are subject to change. Be sure to check the TFR before you take off so you can see the latest description and map.
  • All scheduled commercial flights, emergency, medical, public safety or military flights may enter the TFR while it is in place, in coordination with air traffic control. The TFR will not affect regularly-scheduled commercial flights flying in and out of Minneapolis-St.Paul International Airport (MSP).
  • The North American Aerospace Defense Command (NORAD) enforces TFRs in real time, but the FAA may also take later action against a pilot who violates a TFR.

No Drone Zone

  • Drones are prohibited within a 30-nautical mile radius of US Bank Stadium during the TFR. Pilots are encouraged to check all Notices to determine where drones may fly. Pilots who violate the restrictions may be subject to penalties from the FAA or law enforcement. Drone operators are responsible for complying with all restrictions, notices and other limitations.

Staffing

  • Controllers at Minneapolis-St.Paul International Airport, St. Paul Downtown, Anoka County-Blaine and Flying Cloud towers will handle traffic, as will controllers at Minneapolis Air Route Traffic Control Center in Farmington.
  • FAA electronics technicians also will be on hand at all facilities to monitor and maintain air traffic equipment and on-field navigational aids. All facilities will remain open for 24 hours this weekend.
  • Airports can only accept as many aircraft as they can safely park, and parking spots must be reserved in advance. Overflow traffic will be sent to Crystal (MIC), Osceola (OEO), New Richmond (RNH), Red Wing (RGK), St. Cloud (STC), Rochester (RST), and Mankato (MKT). Minneapolis-St. Paul International Airport (MSP), St. Paul Downtown (STP), Anoka-County-Blaine (ANE) and Flying Cloud (FCM) airports will close runways for additional parking.
  • Most aircraft are expected to arrive between Friday night, February 2, and Sunday morning, February 4. Departures are expected to be heavy immediately after the game through Monday afternoon, pushing air traffic levels to two to three times the normal amount. The FAA has added additional departure routes to quickly funnel air traffic out of the airspace.

The UAS Symposium is Flying Your Way

The Federal Aviation Administration (FAA) and the Association for Unmanned Vehicle Systems International (AUVSI) will co-host the 3rd Annual FAA Unmanned Aircraft Systems (UAS) Symposium on March 6-8, 2018 at the Baltimore Convention Center, Baltimore, MD.

The Symposium will bring together representatives from the FAA, other government agencies, industry and academia to discuss the latest issues related to the burgeoning use of unmanned aircraft and their integration into the National Airspace System. There will be panels, breakout sessions, and workshops during the three-day event.

As it did at last years Symposium, the FAA will operate an on-site resource center to help owners and operators with airspace authorizations, waivers, understanding the Part 107 small UAS rule, and other policies and regulations.

Economic prosperity and world class leadership in this country begins with innovation, and the UAS community is leading the way. Dont miss this opportunity to get up-to-the-minute information on government regulations and to participate in hands-on, collaborative discussions with the most innovative minds in the UAS field. Interest in the Symposium is greater than ever, so register now .

FAA Operations During Funding Lapse

Due to a lapse in funding, the FAA will only continue exempt activities such as air traffic control and safety inspections. There will be no impact to safety or safety oversight for the traveling public.

Fly Safe: Prevent Loss of Control Accidents

The Federal Aviation Administration (FAA)and the general aviation (GA) communitys national #FlySafe campaign is designed to educate GA pilots about the best practices to calculate and predict aircraft performance and to operate within established aircraft limitations.

A Loss of Control (LOC) accident involves an unintended departure of an aircraft from controlled flight. LOC can happen when the aircraft enters a flight regime that is outside its normal flight envelope and quickly develops into a stall or spin. It can introduce an element of surprise for the pilot.

Types of Enhanced Vision Systems
Our five senses vision, hearing, taste, smell and touch) are key to keeping us safe. Vision is especially important to a pilot. Vision at night and in Instrument Meteorological Conditions (IMC) can be improved with technology, such as Enhanced Vision (EV) and Synthetic Vision (SV) technology.

Enhanced Vision (EV) uses sensors on your airplane to provide a better view. These sensors can be infrared or radar. They are very useful in seeing terrain in weather, or on a dark night. The sensors help you see what is actually in front of the aircraft.

Synthetic Vision (SV) doesnt use sensors. Instead, it relies on GPS information and a database to create a virtual landscape. SV can create a picture of the flight environment and overlay that picture with aircraft instrumentation. The result is a single image that contains the information you need for safe flight operations. Since this information is not based on direct observation, youll need to keep your software and databases up to date.

Display Choices
Most GA systems are displayed through a cockpit Multifunction Display (MFD), or a Primary Flight Display (PFD). A Head Up display (HUD) is a great way of displaying EV/SV information.

Regardless of which display you choose, be sure to become very familiar with it before you use it in real time. Its a good idea to schedule periodic proficiency training with a Certified Flight Instructor (CFI) who knows the equipment. These training and review sessions will give you the confidence you need to use the equipment effectively.

Message from FAA Acting Administrator Daniel Elwell:
The FAA and industry are working together to prevent Loss of Control (LOC) accidents and save lives. You can help make a difference by joining our #Fly Safe campaign. Every month on FAA.gov, we provide pilots with Loss of Control solutions developed by a team of experts some of which are already reducing risk. I hope you will join us in this effort and spread the word. Follow #FlySafe on Twitter, Facebook and Instagram. I know that we can reduce these accidents by working together as a community.

More about Loss of Control
Contributing factors may include:

  • Poor judgment or aeronautical decision making
  • Failure to recognize an aerodynamic stall or spin and execute corrective action
  • Intentional failure to comply with regulations
  • Failure to maintain airspeed
  • Failure to follow procedure
  • Pilot inexperience and proficiency
  • Use of prohibited or over-the-counter drugs, illegal drugs, or alcohol

Did you know?

  • In 2016, 413 people died in 219 general aviation accidents.
  • Loss of Control was the number one cause of these accidents.
  • Loss of Control happens in all phases of flight.It can happen anywhere and at any time.
  • There is one fatal accident involving Loss of Control every four days.

Learn more:
Read more about Enhanced Vision Systems in Brushing Back the Dark: A Look at the Latest in Night Vision Technology. FAA Safety Briefing Jan/Feb 2014, p. 20.

FAAsAdvisory Circular 90-106, Enhanced Flight Vision Systems, has valuable information.

T=Terrain Avoidance: What does it Take to Use NVGs? FAA Safety Briefing Nov/Dec 2015, p. 28

You can learn more about Enhanced Vision Systems in this GA Safety Enhancement fact sheet

TheFAASafety.govwebsite has Notices, FAAST Blasts, online courses, webinars and more on key general aviation safety topics.

Check out GA Safety Enhancements fact sheets on the mainFAA Safety Briefingwebsite, including Flight Risk Assessment Tools.

TheWINGS Pilot Proficiency Programhelps pilots build an educational curriculum suitable for their unique flight requirements. It is based on the premise that pilots who maintain currency and proficiency in the basics of flight will enjoy a safer and more stress-free flying experience.

TheGeneral Aviation Joint Steering Committee (GAJSC)is comprised of government and industry experts who work together to use data to identify risk, pinpoint trends through root cause analysis, and develop safety strategies to reduce the risk of GA accidents. The GAJSC combines the expertise of many key decision makers in the FAA, several government agencies such as the National Aeronautics and Space Administration, and stakeholder groups. Industry participants include the Aircraft Owners and Pilots Association, Experimental Aircraft Association, General Aviation Manufacturers Association, Light Aircraft Manufacturers Association, National Business Aviation Association, National Air Transportation Association, National Association of Flight Instructors, Society of Aviation and Flight Educators, and the aviation insurance industry. The National Transportation Safety Board and the European Aviation Safety Agency participate as observers.

FAA Advises Airline Passengers to Pack Safely

If you are an airline passenger packing your bags to travel for the holidays, the Federal Aviation Administration (FAA) advises you to take a moment to check out the agencys Pack Safe website. There are many items that people use on a daily basis that are considered hazardous materials when packed to fly on a plane. Flyers should know that e-cigarettes, vaping devices, and spare lithium batteries should NOT be packed in their checked luggage. Spare lithium batteries the kind that are found in personal electronic devices and back-up charging devices can only travel in carry-on baggage.

Electronic devices powered by lithium batteries can catch fire if they are damaged or have exposed electrical terminals. Devices that smoke or catch fire are much easier to extinguish in the cabin than they are in the cargo hold. So, the FAA recommends that passengers keep cell phones and other devices nearby in the cabin, so they can quickly access them, if necessary.

However, even in carry-on baggage, spare lithium batteries should be protected from damage or short circuiting. Ensuring that the batteries are packed properly and are not touching or bumping something that could potentially cause them to spark. If batteries are not sealed in manufacturer packaging, the battery terminals should be protected by covering them with tape and placing them in separate bags to prevent short circuits.

Some of the other common toiletries that passengers may plan to pack, but that could be hazardous include: aerosol cans that may contain hair spray, deodorant, tanning spray or animal repellant; nail polish; artist paints; and glues.

For more detailed information about materials that should not fly, visit the FAAs Hazardous Materials Safety website.

To be on the safe side, when in doubt, just leave it out!

FAA Advisory Circular Outlines Airport Access Requirements

The Federal Aviation Administration (FAA) has revised its Advisory Circular (AC) entitled Access to Airports by Individuals with Disabilities to ensure airport operators of civil use airports comply with the laws and regulations pertaining to individuals with disabilities.

Guidelines for Service Animal Relief Areas (SARAs) are an important part of the revised guidance. The AC provides requirements and recommendations for SARAs at civil use airports, which are required for each airport with 10,000 or more enplanements. It is mandatory for civil use airports that receive federal financial assistance through the Airport Improvement Program or Passenger Facility Charges program to follow the standards.

In addition to the SARAs, airport operators must also ensure that individuals with disabilities have access to adequate communications tools and signage, vehicle and transportations systems, aircraft and air carrier facilities, and boarding assistance.

Airport operators must adhere to the federal accessibility requirements in the Americans with Disabilities Act of 1990, Air Carrier Access Act of 1986, Rehabilitation Act of 1973, and the Architectural Barriers Act of 1968.

The AC also provides a list of disability/accessibility organizations that airports sponsors may consult as they are installing SARAs at their airports.

FAA Releases UAS Remote Tracking & ID ARC Report

The Unmanned Aircraft Systems (UAS) Identification and Tracking Aviation Rulemaking Committee (ARC) chartered by the Federal Aviation Administration (FAA) in June has submitted its report and recommendations to the agency on technologies available to identify and track drones in flight and other associated issues.

The ARCs 74 members represented a diverse array of stakeholders that included the aviation community and industry member organizations, law enforcement agencies and public safety organizations, manufacturers, researchers, and standards entities involved with UAS.

Overall, the ARC provided the FAA with a substantial amount of useful data, including very detailed technology evaluations and a comprehensive list of law enforcement needs and preferences. The ARCs recommendations and suggestions, which are fully detailed in the report, cover issues related to existing and emerging technologies, law enforcement and security, and implementation of remote identification and tracking. Although some recommendations were not unanimous, the group reached general agreement on most. Highlights of the recommendations include:

  • The FAA should consider two methods for remote ID and tracking of drones: direct broadcast (transmitting data in one direction only with no specific destination or recipient) and (2) network publishing (transmitting data to an internet service or group of services). Both methods would send the data to an FAA-approved internet-based database.
  • The data collected must include a unique identifier for unmanned aircraft, tracking information, and drone owner and remote pilot identification.
  • The FAA should promote fast-tracked development of industry standards while a final remote ID and tracking rule is developed, potentially offering incentives for early adoption and relying on educational initiatives to pave the way to the implementation of the rule.
  • The FAA should implement a rule in three stages, with an ultimate goal that all drones manufactured or sold within the United States that comply with the rule must be so labeled. The agency should allow a reasonable grace period to retrofit drones manufactured or sold before the final rule is effective.
  • The FAA should coordinate any ID and tracking system with the existing air traffic control system and ensure it does not substantially increase workloads.
  • The FAA should exempt drones operating under air traffic control or those operating under the agencys discretion (public aircraft operations, security or defense operations, or with a waiver).
  • The FAA must review privacy considerations, in consultation with privacy experts and other Federal agencies, including developing a secure system that allows for segmented access to the ID and tracking information. Within the system, only persons authorized by the FAA (e.g., law enforcement officials, airspace management officials, etc.) would be able to access personally identifiable information.

While the ARC reached consensus on most issues, there were dissenting opinions, primarily over to which drones the ID and tracking requirements should apply. Many of these dissenting opinions expressed concerns that exempting model aircraft operating under Section 336 of the FAA Modernization and Reform Act of 2012 would undermine the value of an ID and tracking requirement. Other dissenting opinions touched upon issues such as privacy and a lack of detail or consideration for ATC involvement.

The FAA will use the data and recommendations in the ARC report in crafting a proposed rule for public comment.

FAA Restricts Drone Operations Over DOE Facilities

At the request of U.S. national security and law enforcement agencies, the Federal Aviation Administration (FAA) is using its existing authority under Title 14 of the Code of Federal Regulations 99.7 Special Security Instructions to address concerns about unauthorized drone operations over seven Department of Energy (DOE) facilities.

The FAA and DOE have agreed to restrict drone flights up to 400 feet within the lateral boundaries of these sites:

  • Hanford Site, Franklin County, WA
  • Pantex Site, Panhandle, TX
  • Los Alamos National Laboratory, Los Alamos, NM
  • Idaho National Laboratory, Idaho Falls, ID
  • Savannah River National Laboratory, Aiken, SC
  • Y-12 National Security Site, Oak Ridge, TN
  • Oak Ridge National Laboratory, Oak Ridge, TN

The airspace restrictions are shown in an FAA Notice to Airmen (NOTAM) and the details about where drone flights are restricted are here.

These UAS National Security restrictions are pending until they become effective on December 29, 2017. There are only a few exceptions that permit drone flights within these restrictions, and they must be coordinated with the individual facility and/or the FAA.

To ensure the public is aware of these restricted locations, the FAA has created an interactive map online. The link to these restrictions is also included in the FAAs B4UFLYmobile app. The app will be updated within 60 days to reflect these airspace restrictions. Additional information, including frequently asked questions, is available on the FAAs UAS website.

Operators who violate the airspace restrictions may be subject to enforcement action, including potential civil penalties and criminal charges.

This is the first time the agency has placed specific airspace restrictions for unmanned aircraft, or drones, over DOE sites. The FAA has placed similar airspace restrictions over military bases that currently remain in place, as well as more recently issued UAS flight restrictions over 10 Department of Interior facilities, including several large dams and iconic landmarks.

The FAA is considering additional requests from other federal security agencies for restrictions using the FAAs 99.7 authority to support national security and defense, as they are received.

The text of the NOTAM is as follows:

FDC 7/6429 FDC SECURITY SPECIAL SECURITY INSTRUCTIONS FOR UNMANNED AIRCRAFT SYSTEM (UAS) OPERATIONS FOR MULTIPLE LOCATIONS NATIONWIDE. THIS NOTAM SUPPLEMENTS THE UAS-SPECIFIC SPECIAL SECURITY INSTRUCTIONS DEFINED BY FDC 7/7282 AND IMPLEMENTED PURSUANT 14 C.F.R. 99.7 AND HAVE BEEN APPLIED TO AIRSPACE OVER ADDITIONAL NATIONAL SECURITY SENSITIVE FACILITIES. THE UPDATED LIST OF AFFECTED AIRSPACE AND ASSOCIATED PROTECTED LOCATIONS, AND OTHER IMPORTANT INFORMATION ARE PROVIDED AT THE FOLLOWING FAA WEBSITE: HTTP://UAS.FAA.OPENDATA.ARCGIS.COM. SEE FDC 7/7282 FOR COMPLETE INFORMATION ON THESE SPECIAL SECURITY INSTRUCTIONS. 1712290001-1902012359

UAS IPP Deadline Tomorrow for Lead Applicants

Tomorrow at 2 p.m. Eastern Time is the deadline for Lead Applicants to submit Volume I and Volume II for the UAS Integration Pilot Program (UAS IPP).

The UAS IPP is an opportunity for state, local and tribal governments to accelerate the safe integration of UAS operations. Entities that wish to participate in the program must submit proposals to the Federal Aviation Administration (FAA) to fly more advanced UAS operations, such as beyond visual line-of-sight or over people.

There are two ways to participate in the program, as a Lead Applicant and/or an Interested Party.

Lead Applicants must be state, local or tribal government entities. They will serve as the primary point of contact with the FAA.

Interested Parties are prospective public and private sector applicants/partners or Lead Applicants. They may submit a request by 2 p.m. ET December 13 to be on the Interested Parties List to facilitate the formation of Pilot Program teams. Interested parties can be private sector companies or organizations, UAS operators, other stakeholders or state/local/tribal government entities, including those that are designated Lead Applicants and those that are not.

The UAS IPP is expected to provide immediate opportunities for new and expanded commercial UAS operations, while fostering a meaningful dialogue on the balance between local and national interests related to UAS integration.

Fly Safe: Prevent Loss of Control

The Federal Aviation Administration (FAA) and the general aviation (GA) communitys national #FlySafe campaign is designed to educate GA pilots about the best practices to calculate and predict aircraft performance and to operate within established aircraft limitations.

A Loss of Control (LOC) accident involves an unintended departure of an aircraft from controlled flight. LOC can happen when the aircraft enters a flight regime that is outside its normal flight envelope and quickly develops into a stall or spin. It can introduce an element of surprise for the pilot.

Digital Engine Control
Full Authority Digital Engine Control (FADEC) means there is no direct pilot control over the engine or manual control mode. FADEC shares advantages with electronic ignition and electronic engine control systems, but it takes power management several steps further:

  • FADEC systems are autonomous, self-monitoring, self-operating and redundant. If the FADEC fails, the engine fails. However, redundancy makes it much less likely that a FADEC system will fail. In fact, a double magneto failure, the aircraft components that supply electrical power to the spark plugs, is statistically more likely than a FADEC failure.
  • FADEC combines throttle, propeller, and mixture controls into a single control. Every throttle setting at any altitude results in the optimum power/propeller revolution per minute or RPM/mixture combination. FADEC enables pilots to experience a vast improvement in fuel economy.
  • Automatic engine performance monitoring provides over-speed and over-boost protection throughout the operation. Pilots can command maximum power, and the system will deliver that power without exceeding limitations.
  • FADECs diagnostic processes constantly monitor the health of the aircrafts power plant. Small problems are found before they become big problems, which is why FADEC can help make your aircraft much more efficient.

You might ask is it hard to adjust to using a FADEC system? Well, it may take some time to get used to FADEC at first, but you will come to trust the system. The biggest hurdle is realizing the system provides no reversion to manual control.

Sometimes, pilots have run engines beyond operational limits in order to get out of tight situations. You cant do that with FADEC. Maximum allowable power is always available, but no more than that.

A few GA manufacturers are using FADEC now, but we expect to see more in the future.

Message from FAA Administrator Michael P. Huerta:
The FAA and industry are working together to prevent Loss of Control (LOC) accidents and save lives. You can help make a difference by joining our #Fly Safe campaign. Every month on FAA.gov, we provide pilots with Loss of Control solutions developed by a team of experts some of which are already reducing risk. I hope you will join us in this effort and spread the word. Follow #FlySafe on Twitter, Facebook and Instagram. I know that we can reduce these accidents by working together as a community.

More about Loss of Control
Contributing factors may include:

  • Poor judgment or aeronautical decision making
  • Failure to recognize an aerodynamic stall or spin and execute corrective action
  • Intentional failure to comply with regulations
  • Failure to maintain airspeed
  • Failure to follow procedure
  • Pilot inexperience and proficiency
  • Use of prohibited or over-the-counter drugs, illegal drugs, or alcohol

Did you know?

  • In 2016, 413 people died in 219 general aviation accidents.
  • Loss of Control was the number one cause of these accidents.
  • Loss of Control happens in all phases of flight.It can happen anywhere and at any time.
  • There is one fatal accident involving Loss of Control every four days.

Learn more:
Read more about FADEC in FAA Advisory Circular 33.28-1, Compliance Criteria for 14CFR 33.28-1, Aircraft Engines, Electrical and Electronic Engine Control Systems.

You can learn more about FADEC in this FAA fact sheet.

Check out more GA Safety Enhancements fact sheets on the mainFAA Safety Briefingwebsite.

TheFAASafety.govwebsite has Notices, FAAST Blasts, online courses, webinars and more on key general aviation safety topics.

TheWINGS Pilot Proficiency Programhelps pilots build an educational curriculum suitable for their unique flight requirements. It is based on the premise that pilots who maintain currency and proficiency in the basics of flight will enjoy a safer and more stress-free flying experience.

TheGeneral Aviation Joint Steering Committee (GAJSC)is comprised of government and industry experts who work together to use data to identify risk, pinpoint trends through root cause analysis, and develop safety strategies to reduce the risk of GA accidents. The GAJSC combines the expertise of many key decision makers in the FAA, several government agencies such as the National Aeronautics and Space Administration, and stakeholder groups. Industry participants include the Aircraft Owners and Pilots Association, Experimental Aircraft Association, General Aviation Manufacturers Association, Light Aircraft Manufacturers Association, National Business Aviation Association, National Air Transportation Association, National Association of Flight Instructors, Society of Aviation and Flight Educators, and the aviation insurance industry. The National Transportation Safety Board and the European Aviation Safety Agency participate as observers.

Enjoy your Holiday Laser-light Display-Responsibly

Each holiday season for the past several years, the Federal Aviation Administration (FAA) has received reports from pilots who said they were distracted or temporarily blinded by residential laser-light displays.

The FAA's concerns about lasers regardless of the source is that they not be aimed at aircraft in a way that can threaten the safety of a flight by distracting or blinding the pilots. People may not realize that systems they set up to spread holiday cheer can also pose a potential hazard to pilots flying overhead.

So if youre going to install a holiday laser-light system, please make sure the lights are hitting your house and not shining up into the sky. It may not look like the lights go much farther than your house, but the extremely concentrated beams of laser lights actually reach much further than most people think.

If the FAA becomes aware of a situation where a laser-light display affects pilots, we start by asking the owner to adjust them or turn them off. However, if someone's laser-light display repeatedly affects pilots despite previous warnings, that person could face an FAA civil penalty.

The Administrator's Fact Book is Back

The Administrators Fact Book has returned, and its on-line.

Years back, one of the most popular FAA documents was a little white book that contained invaluable information about the FAA and air transportation. Through pages upon pages of tables, graphics, and other materials, a story was told of how U.S. aviation works.Entitled The Administrators Fact Book, the monthly publication was unfortunately discontinued in 2012, but has returned and will eventually be converted into a digital format.

The document contains sections on aviation safety, air traffic, airports, aircraft, industry, commercial space transportation, pilots, general information, and FAA resources. The wide variety of materials presented can range from the FAAs annual budget, to airspace incident ratesfrom the number of people flying to the numbers of commercial space transportation launches and unmanned aircraft systems.

Much of the data, prior to the posting of Fact Book, could be found in various locations on the website, but today, the Fact Book materials and data are largely located in one location on the FAA website.

In addition, the data is sourced for accuracy and dated as to when the materials were last amended. Officially, the document is intended to be updated monthly, however, some data, such as the FAA budget for example, is displayed yearly. There is however some information, such as certain numbers relating to Unmanned Aircraft Systems, or drones, that may actually be presented in a monthly format.

It is the FAAs hope that with the return of The Administrators Fact Book, you will use this valuable aviation resource.

Researchers Release Report on Drone Airborne Collisions

A research team from the Alliance for System Safety of UAS through Research Excellence (ASSURE) today released a report that concludes that drones that collide with large manned aircraft can cause more structural damage than birds of the same weight for a given impact speed.

The Federal Aviation Administration (FAA) will use the research results to help develop operational and collision risk mitigation requirements for drones. ASSURE conducted its research with two different types of drones on two types of aircraft through computer modeling and physical validation testing.

Unlike the soft mass and tissue of birds, most drones are made of more rigid materials. The testing showed that the stiffest components of the drone such as the motor, battery and payload can cause the most damage. Concentrating those masses on the drone can also cause greater damage, the researchers found.

The research team evaluated the potential impacts of a 2.7-lb. quadcopter and 4 lb. quadcopter; and a 4-lb. and 8-lb. fixed wing drone on a single-aisle commercial transport jet and a business jet. They examined impacts to the wing leading edge, the windshield, and the vertical and horizontal stabilizers. The windshields generally sustained the least damage and the horizontal stabilizers suffered the most serious damage.

The structural damage severity levels ranged from no damage to failure of the primary structure and penetration of the drone into the airframe. However, the research specifically did not explore the risk to flight imposed by that damage. The researchers concluded that unmanned aircraft system manufacturers should adopt detect and avoid or geo-fencing capabilities to reduce the probability of collisions with other aircraft.

The team conducted a preliminary computer simulation to evaluate the potential damage to engine components if a drone is ingested into an aircraft engine, including damage to fan blades, the nacelle and the nosecone. They plan future additional research on engine ingestion in collaboration with engine manufacturers, as well as additional airborne collision studies with helicopters and general aviation aircraft.

In 2014 Congress directed the FAA to establish a UAS Center of Excellence. The FAA selected ASSURE, led by Mississippi State University, in May 2015.

Set a Course for Sim City!

The November/December 2017 Sim City issue of FAA Safety Briefing explores the exciting world of flight simulation technology and its evolving impact on aviation safety. Feature articles focus on the many flight simulation options now available to pilots, as well as how simulation can improve flight training efficiency.

Feature articles include:

The link to the online edition is www.faa.gov/news/safety_briefing. Be sure to also follow us on Twitter@FAASafetyBrief

FAA Safety Briefingis the safety policy voice for the non-commercial general aviation community.The magazine's objective is to improve safety by:

  • making the community aware of FAA resources
  • helping readers understand safety and regulatory issues, and
  • encouraging continued training

FAA Air Traffic Report

Today's Air Traffic Report:

Heavy Thanksgiving traffic is expected along the East Coast today. Low clouds, rain and wind in the Northeast could delay flights in Boston (BOS) and the New York area (EWR, JFK, LGA). Low clouds also are expected this morning in Charlotte (CLT) and Seattle (SEA). Thunderstorms in the Gulf of Mexico and off the Southeast coast may lead to additional delays.

Pilots: Check out the new Graphical Forecasts for Aviation (GFA) Tool from the Aviation Weather Center.

For up-to-the-minute air traffic operations information, visit fly.faa.gov, and follow @FAANews on Twitter for the latest news and Air Traffic Alerts.

The FAA Air Traffic Report provides a reasonable expectation of any daily impactsto normal air traffic operations, i.e. arrival/departure delays, ground stoppages, airport closures. This information is for air traffic operations planning purposes and is reliable as weather forecasts and other factors beyond our ability to control.

Always check with your air carrier for flight-specific delay information.

Fly Safe: Prevent Loss of Control

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 caused by factors related to engine failure. Between 2001 and 2010, engine maintenance errors were identified as a contributing factor in 35 of 70 randomly-selected accidents.

Is Your Engine Up to Snuff?
Your engine is the heartbeat of your aircraft, and when youre flying, you certainly want it to perform without a hitch. Numerous accidents happen needlessly because important maintenance was ignored or performed poorly. How many times have we heard of an accident or emergency landing because of an engine malfunction indication, or worse, an engine failure?

Ensure your safety by making sure your airplanes ticker is humming along at its best. Proper engine maintenance, post-maintenance, advanced pre-flights, and engine performance monitoring can go a long way in eliminating needless, inconvenient, expensive, and potentially fatal consequences.

Good Maintenance Practices:

  • Get to know your airplane, and your mechanic
    -Work with your mechanic to make sure the aircraft is operated and maintained properly. Review inspection results and talk to your mechanic about any applicable Airworthiness Directives and Service Bulletins.
  • Dont ignore regular maintenance
    -You cant simply pull off to the shoulder when you are in an aircraft. You need to have all parts of the airplane functioning, and functioning well.
  • Comply with all manufacturer-recommended service intervals.
  • Fifty-hour oil changes are recommended for most normally-aspirated piston engines.
  • Turbo-charged engines should undergo oil changes more frequently.
  • Check the oil filter with each oil change
    -Checking the oil will tell you a lot about engine health. Several samples will create a trend.
  • At every other oil change, do a compression check and check magneto timing, spark plugs, and the exhaust system.

Advanced Preflight After Maintenance:

Maintenance-related problems and the pilots failure to catch them can lead to disastrous consequences.

  • After maintenance, be sure to conduct a preflight that goes above-and-beyond the normal before you take flight again.
  • Look at your aircrafts maintenance history. Develop an extra checklist, as necessary, and use that checklist every time your aircraft has had maintenance.
  • Become familiar with flight controls or systems prior to maintenance, so you can spot abnormalities later.
  • Review ALL of your aircrafts records, including receipts, work orders, FAA Form 337s (Major Repair and Alteration forms), and approval for return to service tags (8130-3 Forms). Also, locate any Supplemental Type Certificate (STC) data.
  • Talk to your mechanic about the work that he or she did on your aircraft. Pay close attention to the components or systems that underwent repair.
  • Be prepared to abort takeoff if something goes wrong, or doesnt feel right.

Engine Performance Monitoring:

  • Youll get immediate feedback from airspeed indicators, attitude indicators, angle of attack indicators, manifold pressure gauges, RPM gauges, and G-force meters. You will be able to tell if design limitations have or are about to be exceeded. This information is available real time on every flight.
  • Engine diagnostic equipment comes in many different forms. One version is the external, hand-held test kit that attaches to ignition plugs and determines system functionality. A good test kit can check engine compression, magnetos, ignition leads, engine timing, and more.
  • Engine data management systems come in a variety of forms and are offered by many different companies. These devices monitor your engine while you focus on flying the aircraft. They can meter your mixture and exhaust gas temperature (EGT) to optimize lean-of-peak operations. Some systems even offer interpretive software and/or provide professional analysis of your data.
  • A digital/electronic engine control (D/EEC) regulates the function of the injection system to ensure the engine provides the power that it needs. An engine control unit reads several sensors, and then adjusts the engine through a series of actuators. Sensors include ones for airflow, engine cooling, throttle position, and fuel flow.

The Federal Aviation Administration (FAA) and the general aviation (GA) communitys national #FlySafe campaign is designed to educate GA pilots about the best practices to calculate and predict aircraft performance and to operate within established aircraft limitations.

Message from FAA Administrator Michael P. Huerta:
The FAA and industry are working together to prevent Loss of Control (LOC) accidents and save lives. You can help make a difference by joining our #Fly Safe campaign. Every month on FAA.gov, we provide pilots with Loss of Control solutions developed by a team of experts some of which are already reducing risk. I hope you will join us in this effort and spread the word. Follow #FlySafe on Twitter, Facebook and Instagram. I know that we can reduce these accidents by working together as a community.

More about Loss of Control:

Contributing factors may include:

  • Poor judgment or aeronautical decision making
  • Failure to recognize an aerodynamic stall or spin and execute corrective action
  • Intentional failure to comply with regulations
  • Failure to maintain airspeed
  • Failure to follow procedure
  • Pilot inexperience and proficiency
  • Use of prohibited or over-the-counter drugs, illegal drugs, or alcohol

Did you know?

  • In 2016, 413 people died in 219 general aviation accidents.
  • Loss of Control was the number one cause of these accidents.
  • Loss of Control happens in all phases of flight.It can happen anywhere and at any time.
  • There is one fatal accident involving Loss of Control every four days.

Learn more:

Check out the GA Safety Enhancement fact sheet on Engine Maintenance and Performance Monitoring. You can also learn more about the important steps you need to take after your airplanes been serviced with our fact sheet on Advanced Preflight After Maintenance. A full list of fact sheets is available at www.faa.gov/news/safety_briefing.

Read more about engine data management systems in Check Engine! in the May/June 2015 edition of the FAA Safety Briefing.

Advisory Circular 120-113, Best Practices for Engine Time In Service Interval Extensions gives the regulatory requirements for time limitations and time in service intervals for engine overhauls.

Read Chapter 8, Inspection Fundamentals in the FAA Aviation Maintenance Technician Handbook.

The FAASafety.gov website has Notices, FAAST Blasts, online courses, webinars and more on key general aviation safety topics.

The WINGS Pilot Proficiency Program helps pilots build an educational curriculum suitable for their unique flight requirements. It is based on the premise that pilots who maintain currency and proficiency in the basics of flight will enjoy a safer and more stress-free flying experience.

The General Aviation Joint Steering Committee (GAJSC) is comprised of government and industry experts who work together to use data to identify risk, pinpoint trends through root cause analysis, and develop safety strategies to reduce the risk of GA accidents. The GAJSC combines the expertise of many key decision makers in the FAA, several government agencies such as the National Aeronautics and Space Administration, and stakeholder groups. Industry participants include the Aircraft Owners and Pilots Association, Experimental Aircraft Association, General Aviation Manufacturers Association, Light Aircraft Manufacturers Association, National Business Aviation Association, National Air Transportation Association, National Association of Flight Instructors, Society of Aviation and Flight Educators, and the aviation insurance industry. The National Transportation Safety Board and the European Aviation Safety Agency participate as observers.

FAA Fields Prototype UAS Airspace Authorization System

The Federal Aviation Administration (FAA) is evaluating a prototype system that the agency expects will ultimately provide near real-time processing of airspace authorization requests for unmanned aircraft (UAS) operators nationwide. The system is designed to automatically approve most requests to operate in specific areas of airspace below designated altitudes.

The FAA has deployed the Low Altitude Authorization and Notification Capability(LAANC) for drone operators at several air traffic facilities in an evaluation to see how well the prototype system functions and to address any issues that arise during testing. Two agency-approved companies, AirMap and Skyward, are currently providing LAANC services. During the evaluation, the FAA may sign agreements with additional providers who responded to the original request for information.

The prototype evaluation will last until next Spring. The FAA plans to launch a national Beta test shortly thereafter. The exact details of the test will be determined by the outcome of the prototype evaluation. The agency also plans to solicit participation from new industry partners at a later date.

Under the FAAs small drone rules formally known as Part 107 operators need to secure approval from the agency to operate in any airspace controlled by an air traffic facility. LAANC is the first application developed by industry in response to this operational need.

LAANC uses airspace data provided through the UAS facility maps The maps show the maximum altitude around airports where the FAA may authorize operations under Part 107. LAANC gives drone operators the ability to interact with the maps and provide automatic notification and authorization requests to the FAA.

LAANC is the first UAS tool that delivers drone information to air traffic control and is the first step in developing Unmanned Aircraft Systems Traffic Management System (UTM).

Check the FAAs UAS Data Exchange website frequently for updates and additional information.

FAA Approves Drone to Restore Puerto Rico Cell Service

The Federal Aviation Administration (FAA) quickly approved the first unmanned aircraft operation of its kind to help restore cellular service in Puerto Rico in the wake of Hurricane Maria.

The Flying COW (Cell on Wings) drone, developed by AT&T, functions like a cell tower in the sky, restoring voice, data and internet service. It flies up to 200 feet above the ground, covering an area of 40 square miles, and is particularly useful in remote areas.

The Pulse Vapor 55 drone, which resembles a miniature helicopter, is fitted with LTE radios and antennas and is tethered to ground-based electronics and power systems. Because the aircraft exceeded the 55-lb. weight limit required to operate under the FAAs small drone rule, the FAA had to issue a special exemption and an emergency certificate of authorization for AT&T to conduct its mission.

The company is using the drone as a temporary cell service solution while it rebuilds the permanent infrastructure on the island.

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