FAA Safety Team @ KDAB "Preventative Aviation Maintenance"

"Preventative Aviation Maintenance"

Topic: Preventative Aviation Maintenance and Bridging the Gap between Aircraft Operation and Maintenance Practices
On Tuesday, November 19, 2024 at 19:00 Eastern Standard Time
Location:
Daytona Beach International Airport
700 Catalina Drive
Dennis R McGee Room
Daytona Beach, FL 32114

Select Number:
SO15133551

Description:

Mr. Austin Eubank of Phoenix East Aviation's flight school maintenance department will discuss general aviation maintenance. He will to cover FAR 43 Appendix A: Preventative Maintenance, most common maintenance practices during 100hrs/Annuals, going in depth about the correlation with pre-flight and run-up procedures and mechanical description/operation, and discuss the legal and safety consequences when dealing with maintenance practices.  

To view further details and registration information for this seminar, click here.

The sponsor for this seminar is: Orlando FSDO FAA Safety Team

The FAA Safety Team (FAASTeam) is committed to providing equal access to this meeting/event for all participants. If you need alternative formats or services because of a disability, please communicate your request as soon as possible with the person in the 'Contact Information' area of the meeting/event notice. Note that two weeks is usually required to arrange services.

The following credit(s) are available for the WINGS/AMT Programs:

Advanced Knowledge 1 - 1 Credit

This week the FAA published a long-awaited rule that will make transition training and other specialized instruction easier in experimental, primary, and limited category aircraft.

The rule, entitled Public Aircraft Logging of Flight Time, Training in Certain Aircraft Holding Special Airworthiness Certificates, and Flight Instructor Privileges, makes several changes to Parts 61 and 91 of the regulations. The rule was proposed in the summer of last year and EAA submitted comments alongside Warbirds of America..

The rule codifies the final resolution to a legal situation that arose three years ago that briefly made it impossible to pay an instructor to train in one’s own aircraft. The FAA rectified this situation at the time by requiring Letters of Deviation Authority (LODAs) for pilots or instructors in experimental aircraft, and an exemption held by EAA for limited category warbirds.

The LODA requirement was eliminated by legislation in December 2022, however the fix had not been officially adopted into FAA regulations until this final rule. Additionally, the legislation did not address training in limited and primary category aircraft. This rule allows compensated flight training in limited category aircraft in a similar manner to experimental aircraft and restores the ability of primary category aircraft to be used in flight training operations.

Flight training involving the compensation of both the aircraft and instructor, i.e. a flight school or flight training experience offered to the public for a fee, has historically carried additional requirements in both experimental and limited category aircraft. This rulemaking, however, makes approvals for these operations more streamlined and creates more opportunities for this safety-enhancing training to occur.

Notably, the rule allows instructors with experimental aircraft to offer training under a LODA for endorsements, primary training toward a sport pilot certificate in certain cases, and re-enables experimental light-sport aircraft (E-LSA) to be used in compensated training. These changes were championed by EAA over almost a decade of advocacy.

Under previous rules, a person receiving transition training under a LODA would need to have all necessary endorsements first. For example, a person building a tailwheel experimental aircraft with no tailwheel endorsement could not receive the endorsement with a transition training operation. Instead, they would first need to get the endorsement elsewhere. Under the new rule and upcoming supporting policy, a person with a “specific need” to receive the training, such as building or purchasing a similar type, can receive the endorsement in an experimental aircraft under a transition training LODA. 

The new rule adds important training avenues in some of the lightest aircraft in the community. The 2004 light-sport rule envisioned that all training toward the operation of Part 103 ultralight vehicles, previously conducted under exemptions, would eventually transition to special light sport aircraft (S-LSA). Therefore, the regulators at the time added a specific rule that E-LSA, many of which were aircraft previously operated under these training exemptions, could not be used for any compensated training after 2010. Unfortunately, the ultralight and “lightplane” training market remains underserved. Therefore, EAA successfully pushed for the prohibition on E-LSA training to be repealed in this rulemaking.

In a similar vein, the rule and follow-on LODA policy will allow for experimental aircraft weighing less than 650 pounds empty and with a VH of less than 87 knots to be used for training toward a sport pilot certificate in a commercial flight training operation. Training opportunities in very light fixed-wing, powered parachute, and weight-shift control aircraft are minimal in many parts of the country, and this change aims to address that. There had already been a precedent for allowing experimental gyroplanes to be used for training in a similarly sparse training market.

Under this change, a flight training operation with a properly issued LODA may offer training toward the operation of an ultralight vehicle, including student solo, and may offer an upgrade path to a sport pilot certificate, all while using an E-LSA or other experimental aircraft to provide the training.

There are several other issues that EAA is still working to address in this rule change, most notably the ability of multiple trainees to fly in large multicrew warbirds and cycle through a crew station on a single flight. Overall, however, this rule resolves many issues with specialized training and is a milestone in a long advocacy effort by EAA to address training in homebuilts, light-sport aircraft, and ultralights.

The rule becomes effective on December 2. An advisory circular further explaining the rule and detailing the application process for a LODA will be issued in the coming months.

Some troublesome restrictions may be on the way out.

The FAA today announced a public filing in the Federal Register of a 118-page final rule that states it will open up several areas of operations enabling pilots to credit flight time toward civil regulatory requirements. Notably, under the James M. Inhofe National Defense Authorization Act for Fiscal Year 2023, the final rule amends the operating regulations “for experimental aircraft to permit certain flight training, testing, and checking in these aircraft without a letter of deviation authority.” Also, under the FAA Reauthorization Act of 2024, “the same relief will be extended to certain flight training, testing, and checking in limited category, primary category, and experimental light sport aircraft.” That ruling also revises certain amendments related to logging recent flight experience, flight instructor privileges, flight training in aircraft holding special airworthiness certificates, and “the related prohibitions on conducting these activities for compensation or hire.”

The new ruling also allows pilots conducting public aircraft operations to log that time toward their civil regulatory requirements, consistent with the FAA Reauthorization Act of 2018. Effective dates for the changes are specified as 60 days after publication in the Federal Register.

It’s time to recall some of the things you learned in ground school but haven’t thought about for a while—at least not since last summer. You remember the old memory shortcut about “high, hot, and heavy” degrading performance. “Heavy” is obvious. And while we all know that our aircraft don’t perform as well at high altitudes and hot temperatures, it’s important to understand why not.

If you’ve walked across a hot parking lot, you know it’s even hotter on the pavement.  Paved surfaces, especially black asphalt, absorb the sun’s rays and make the air above them even hotter.  Of course, this happens on runways too.  

Runway temperatures can be as much as 40°F hotter than what the AWOS or ATIS says on a sunny summer day.  Plan for that and adjust your takeoff distance calculations appropriately.  You might want to get the temperature from your airplane’s Outside Air Temperature gauge in addition to the AWOS or ATIS to use on your takeoff performance chart. 

When we’re talking about “high altitude,” it’s density altitude that we’re talking about. At high altitudes, the air is less dense because heat expands things. The hotter the air, the less dense it becomes. As you know, wings generate lift by interacting with air, and engines develop power by combining fuel with air.  Then propellers turn power into thrust by reacting with the air.  Anything that reduces the density of air will reduce the airplane’s performance.  Hence, “high” and “hot.”

But what about humidity? Though it might seem counterintuitive, air loaded up with water vapor is lighter than dry air. According to the FAA’s Pilot’s Handbook of Aeronautical Knowledge1:

“The small amount of water vapor suspended in the atmosphere may be almost negligible under certain conditions, but in other conditions, humidity may become an important factor in the performance of an aircraft. Water vapor is lighter than air; consequently, moist air is lighter than dry air. Therefore, as the water content of the air increases, the air becomes less dense, increasing density altitude and decreasing performance.  It is lightest or least dense when, in a given set of conditions, it contains the maximum amount of water vapor…” Then, we add heat to the equation. “…As temperature increases, the air can hold greater amounts of water vapor.   When comparing two separate air masses, the first warm and moist (both qualities tending to lighten the air) and the second cold and dry (both qualities making it heavier), the first necessarily must be less dense than the second. Pressure, temperature, and humidity have a great influence on airplane performance, because of their effect upon density.

Take a look at the performance section of your POH. If the humidity is high — say, above 50 or 60% — it may be wise to add additional length to the runway requirements over what the takeoff performance chart says to account for moist air.  You might also want to plan for a decreased rate of climb, especially if you have to clear an obstacle.

The NTSB files are full of accidents caused by pilots who didn’t take heat and humidity, let alone altitude, into account before blasting down a runway.

To make sure you don’t become one of them, please spend a few minutes in the books accounting for takeoff performance loss next time you fly.

1 The Pilot’s Handbook of Aeronautical Knowledge 2016. Published by the FAA and currently located at https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/phak/

We’d love to know what you think of this PIREP. Please email us at PIREP@Avemco.com and let us know.

Reprinted by permission from AVEMCO

According to an FAA spokesperson:  "Generally speaking, the FAA will accept [a pilot’s] last airman certificate application (Form 8710-1) or what they reported on their last medical application (Form 8500-8)." You should have access to at least one of those documents.

Pro tip: Moving forward, you may want to invest in an electronic logbook and save the information to the cloud, or at least record a digital image of each page of the paper logbook when you fill it up. If you rent aircraft, sometimes you can re-create your experience by cross-referencing your receipts. 

(from: Flying Magazine)

Most aviators and air traffic control personnel are aware of the dangers of the wingtip vortices generated by large, fixed-wing aircraft, and we often hear on the radio: “caution wake turbulence.” But did you know that helicopters can generate turbulence equally as hazardous? You should avoid operating aircraft within three rotor diameters of any helicopter in a slow hover taxi or stationary hover and use caution when operating behind or crossing the path of a landing/departing helicopter.

From the FAASTeam
Notice Number: NOTC3401

Using a checklist is a fundamental part of any safe flight. During preflight, a checklist ensures pilots inspect an aircraft’s components and systems for proper operation and structural integrity and allows them to verify airworthiness. On taxi and during flight, they help ensure the airplane and engine are functioning properly and are configured appropriately for each phase of flight. Checklists provide important structure to the things we check often, usually in a prescribed order of priority. Bottom line: checklist usage is a sound and proven way to reduce errors and improve flight safety.

But just like airplanes change with upgrades or modifications, so too should checklists to include those new items and procedures or omit those that are obsolete. Maybe you’ve added some new avionics equipment or installed a new fire extinguisher. Or perhaps you’d like to reorder your instrument and gauge checks in a more logical manner. Or maybe you’d prefer to use a more specific term to verify a desired state than the sometimes vague “check and set” response. The question for some might be - how exactly do I modify a checklist?

While there is no approval required from the FAA to modify or customize a checklist, pilots and aircraft owners should start by consulting their aircraft’s Pilot Operating Handbook (POH) or Airplane Flight Manual (AFM), or panel placards with some older aircraft. These steps should constitute the baseline for your checklist. If there is a manufacturer-prescribed task or procedure you wish to omit -- perhaps due to concerns about mechanical wear and tear on a particular component – you should consult directly with the manufacturer to ensure safety is not compromised.

The FAA issued a Safety Alert for Operators (SAFO 17006) in 2017 that addresses safety concerns with using commercial off-the-shelf (COTS) or personally developed checklists. The notice was prompted by an accident involving a landing gear failure in which the pilot used a COTS checklist that lacked key steps regarding manual gear extension. The SAFO urges pilots to ensure any COTS or personal checklist is consistent with what the manufacturer states.

Another important reason for this consistency is apparent during practical exams for a pilot certificate or rating. Designated pilot examiners may require an aircraft manufacturer’s procedure is demonstrated when testing applicants. Those who use a checklist that differs from the manufacturer may omit or incorrectly perform an important step, impacting their ability to successfully pass the exam. If you are providing flight instruction it is essential that you show, demonstrate, and explain any omitted items to students to avoid this potential pitfall. The student should be able to demonstrate the procedure and be able to explain why it has been omitted from the modified checklist and is not performed routinely.

Having checklists that are efficient, logical, and that account for changes to an aircraft’s systems can greatly improve safety and even increase the likelihood of them being used. Just be sure the information you use for those revised checks is correct, complete, and consistent with the manufacturer’s safety standards.

Bonus Tip: Want to take your preflight checklist to the next level? Check out the FAA Safety Team’s Advanced Preflight M-Pamphlet here. This pamphlet helps pilots obtain valuable maintenance history on their aircraft like ADs, ACs, and any manufacturer service-related information, and then develop an Additional Items Checklist that can be used in conjunction with your aircraft’s preflight checklist.

The lack of transition training has been cited as a causal factor in many GA accidents. Accidents frequently result from pilots being unprepared for challenges presented by the new, or different, aircraft they are flying. Even when pilots are legally certificated to operate aircraft within a specific category and class, significant differences can exist among different types of aircraft within that category and class — thus necessitating the need for effective transition training.  Click the button below to learn more.

This Concept of Operations is the foundational document for managing the integration of commercial space launch/reentry operations into the NAS. The scope encompasses the FAA’s mid-term to far-term time frames. It provides focus on and methods for efficiently integrating the operations with other NAS operations.

The development of the Commercial Space Integration into the NAS (CSINAS) ConOps is a Level 2, or Service Level, ConOps. This classification indicates that all future efforts will trace to this document as the high-level, long-term vision.

This ConOps will be used as guidance to derive concept-level requirements for services, systems, technologies, tools, procedures, training, and policies that support commercial space launch/reentry operations integration. It can also be used as a reference for assessing concept feasibility through research validation activities.

Slovenia-based Pipistrel is the only company currently selling a certified electric training aircraft. In this week’s news, we learned that Textron Inc., the U.S.conglomerate that includes Cessna and Beechcraft, has added Pipistrel to its stable of companies. In this video, which first appeared in 2019, find out what Textron got in the deal with an undisclosed price tag.  

A new course developed by Flight Service and available on FAASafety.gov provides students and VFR pilots guidance on how to conduct a safe and regulatory compliant preflight self-briefing using automated weather resources. The objective of the course is to ensure that the pilot understands aviation weather basics and learns to apply meteorological and aeronautical information in a systematic manner to plan a safe flight. The course includes scenarios, real-life examples, videos, reference materials, and practice exercises for pilots to conduct on their own or with their flight instructor. Access the WINGS credit course here: http://bit.ly/ALC683.  

(FAA-H-8083-9)

Designed for ground instructors, flight instructors, and aviation maintenance instructors, the Aviation Instructor’s Handbook was developed by the Flight Standards Service, Airman Testing Standards Branch, in cooperation with aviation educators and industry to help beginning instructors understand and apply the fundamentals of instruction. This handbook provides aviation instructors with up-to-date information on learning and teaching, and how to relate this information to the task of teaching aeronautical knowledge and skills to learners. Experienced aviation instructors will also find the updated information useful for improving their effectiveness in training activities.

This handbook supersedes FAA-H-8083-9A, Aviation Instructor’s Handbook, dated 2008.

The FAA has recently issued a general notice with regard to Surface Safety.  Several recent Runway Incursions have been attributed to communications. The most important concept in pilot-controller communications is understanding. Pilots must acknowledge each radio communication with Air Traffic Control (ATC) by using the appropriate aircraft call sign and confirming all hold short instructions. 

Please touch the Drug List Button below to go directly to the FAA Document covering the subject.  It's very informative!!

AOPA has a great article about these two inventors

WHAT YOU NEVER KNEW ABOUT THE WRIGHT BROTHERS

You’d think Milton Wright would be disappointed by his two youngest sons—high school dropouts who wouldn’t move out of the family home, fussed over their appearance, never married, and jumped from job to job. First, his boys tried a newspaper and printing business, then a bicycle shop, and finally they got the dang-fool idea that they could fly.

Continue reading the article by clicking the button below