May June 2013 FAA Safety Briefing

2y ago
8 Views
2 Downloads
7.65 MB
36 Pages
Last View : 2m ago
Last Download : 2m ago
Upload by : River Barajas
Transcription

FAA SafetyMay/June 2013BRIEFINGYour source for general aviation news and informationFlying GreenEnvironmentalAdvances inGeneral AviationFederal AviationAdministrationfaa.gov/news/safety briefing@FAASafetyBrief

FAA Safety Briefing is the FAA safety policy voice of non-commercial general aviation.The May/June 2013 issue of FAA Safety Briefingfocuses on environmental advances in generalaviation. Articles explore ways we can “fly green”through new technology and by followingenvironmentally sound practices.1810Features5 Going For Greenby  Tom HoffmannFAA’s Mission to Protect the Environment10 Of White Lies and Unintended ConsequencesReal Estate, General Aviation, and the Inevitable Conflictby  James Williams13 Passing the Emissions Test A Look at FAA’s Avgas Initiativeby  Sabrina Woods1318 Plugged In! The Future of Electric-Powered Aircraftby  Tom Hoffmann22 We Have the Technology Exploring the Lifecycle of an Aircraftby  Paul CiancioloDepartments221 Jumpseat – an executive policy perspective2ATIS – GA news and current events7 Aeromedical Advisory – a checkup on all things aeromedical9 Ask Medical Certification – Q&A on medical certification issues17 Checklist – FAA resources and safety reminders26 Nuts, Bolts, and Electrons – GA maintenance issues28 Angle of Attack – GA safety strategies30 Vertically Speaking – safety issues for rotorcraft pilots31 Flight Forum – letters from the Safety Briefing mailbag32 Postflight – an editor’s perspectiveInside back cover FAA Faces – FAA employee profile

JumpseatJOHN A L L E NDIREC TOR, F L IGH T S TA NDA RDS SE R V ICEIn the GreenThe much-publicized budget situation in Washington requires me to spend a lot of time these daysthinking about managing green as in, workingwith my fellow FAA managers to figure out howwe can stretch every greenback and use our postsequestration resources for maximum effect.Nobody likes the situation but, being an inveterate seeker of silver linings, I believe that tough timesand tough choices can lead to positive outcomes.Here’s what I mean. One of the common humancharacteristics is the tendency to avoid choices thatrequire us to change what we are doing. We tend toput our operations and our activities on autopilotand turn our attention to other things, too often letting ourselves become blithely unaware that changing circumstances require us to change course.Changing course can mean a change of destination, but not always. Tough times require us torefocus on the fundamentals of our mission, and toredirect our efforts and our activities accordingly.Sometimes, changing course is the only way to getback on track to reach the intended destination.Here at the FAA, Destination 2025 is the vision that,appropriately enough, defines the agency’s directionand destination in terms of the future of our nation’sair transportation system. You can review the entiredocument on the FAA’s website (http://go.usa.gov/TaDQ), and I hope you will.Sustaining Our FutureThe “flying green” focus for this issue of FAASafety Briefing magazine is consistent with one of thecore elements in the FAA’s Destination 2025 vision:the need to evolve our aviation system in a way thatwill sustain our future. And that’s another exampleof how we sometimes need to change course inorder to stay on track to the desired destination.Anyone who flies, whether as a pilot or a passenger,has a unique vantage point on the environmentalimpacts — both good and bad — that we humanshave on planet Earth. From the pilot’s vantage point,I’ve been privileged to view scenes of incrediblebeauty throughout the world and around this greatcountry. Unfortunately, I have also seen evidenceof environmental devastation and destruction. Isuspect you probably have your own mental albumwith examples of both Earth’s natural beauty and theenvironmental blunders that threaten its survival.That’s why we all have a role in protecting andpreserving the incredible splendor of our world. Asthe Destination 2025 vision statement notes, theFAA seeks to advance aviation in an environmentally responsible and energyefficient manner. That means thatBeing an inveterate seeker ofwe as an agency will seek wayssilver linings, I believe that toughto minimize noise and emissionimpacts on communities, reduce times and tough choices can leadto positive outcomes.aviation’s carbon footprint,invest in new technology, fostersustainable alternative fuels research, and advanceother innovations that promote environmentallyfriendly operations.You will find plenty of information in this issueon specific steps the FAA is taking to promote “flyinggreen,” as well as tips that youcan use to make your own aviaChanging course is sometimes thetion operations friendly to theenvironment — and friendlyonly way to get back on track toto our non-flying friends andreach the intended destination.neighbors. For everyone’s benefit, I urge you to read and heed these suggestions,important not only to sustaining our future on thisplanet, but also to sustaining the future of aviation.

ATISAV I AT ION NE WS ROUNDUPGA Chapter Debuts in Annual NextGen PlanAs of press time, the 2013 edition of the NextGenImplementation Plan (NGIP) is scheduled to beavailable for download by late April/early May. Published annually, the NGIP serves as the agency’s primary outreach document for keeping stakeholdersup to date about how NextGen is transforming theNational Airspace System. And this year the NGIPincludes something new: a chapter focused specifically on the general aviation (GA) community.The NGIP is available as a downloadable e-bookor PDF. The move from print to online distributionfollows cost saving trends in government and industry, and enables the inclusion of links to additionalinformation on the NextGen website.The GA chapter covers the benefits of Wide AreaAugmentation System (WAAS) enabled approachprocedures, including more than 3,000 publishedLocalizer Performance with Vertical Guidance (LPV)procedures and more than 400 Localizer Performance(LP) procedures. See http://tinyurl.com/2ywv3y formaps depicting the location of LPV and LP procedures across the country, as well as links to lists of LPVand LP approach procedures and the airports theyserve in the United States.The GA material also covers the latest information on Automatic Dependent Surveillance–Broadcast (ADS-B) andan update on thecreation of the FAA’sFuels ProgramOffice, which isexamining the issueof unleaded fuelfor piston-poweredaircraft.GA readers willalso find value inother chapters ofthe NGIP, whichprovide updates onNextGen progressand plans for theyears ahead. Forexample, Appendix A describesthe technologiesrequired for an2FAA Safety BriefingMay/June 2013operator or airport to implement NextGen capability. FAA provides guidance for operators in satisfyingthese requirements through advisory circulars andtechnical standard orders.Download the most current NextGen information the agency has to offer by ards Honor Life-Saving EffortsIn early March, the National Air Traffic Controllers Association (NATCA) awarded a dozen FAAcontrollers with the Archie League Medal of Safetyfor their quick and composed reactions to lifethreatening situations.“Without their willingness to jump right in toresolve complex situations, offer a reassuring voiceto those on the frequency, and coordinate theirefforts with other controllers, this group of dedicatedprofessionals wouldn’t be as successful as they aretoday at maintaining the safety of the National Airspace System,” stated NATCA on its website.Named after the first air traffic controller, theArchie League Medal of Safety awards program highlights a variety of “saves” — some of which involve ateam of controllers working together and others beingthe result of one controller’s efforts. For more information as well as audio highlights of each award winner,go to www.natca.org/archie league awards.aspx.FAA Releases Annual Forecast NumbersThe FAA released its Annual Aerospace Forecastreport March 6, 2013, which provides a thoroughexamination of current and future trends in air transportation for the next 20 years. The comprehensivereport looks at all aspects of aviation, including thenumbers of flights, commercial airline passengertotals, aircraft fleet size, private flying, and international travel. The FAA uses the forecast to determinehow best to devote its workforce and resources, andthe aviation community also uses the forecast forplanning and investments.According to the report, the GA fleet is forecastto increase from 220,670 aircraft in 2012 to 246,375in 2033, growing an average of 0.5 percent a year. GAhours flown are forecast to increase from 24.6 million in 2012 to 33.6 million in 2033, an annual growthof 1.5 percent. And while fixed-wing turbine aircraftand rotorcraft are expected to grow 2.8 percent and

2.7 percent per year respectively, fixed-wing pistonaircraft are predicted to decline at a rate of 0.3 percent per year.“Forecast numbers may change from year to year,but the fact remains that we must modernize,” saidFAA Administrator Michael Huerta during a speechat the event. “The cost of not transforming our systemis greater than the cost of the actual upgrades.”A fact sheet is available to provide a snapshot ofthe report’s projections at http://go.usa.gov/Ta8x.FAA Launches Phase Two of GAAirports StudyThe FAA is now in the second phase of its GAstudy issued last spring, General Aviation Airports:A National Asset, to further define the role of GAairports. In the original study, the FAA captured thecritical and diverse roles of the nation’s 2,952 GAairports, which resulted in four new categories —national, regional, local, and basic. However, whilecompleting the study, the FAA learned that morethan 497 airports did not clearly fit into any of thecategories. Therefore, the agency committed toresume its work with airport sponsors, state aeronautic divisions, and industry to gather additionalinformation on these airports.The categories are a tool to help the FAA andstate aeronautical agencies make more consistentplanning decisions for the nation’s GA airports. Theyreflect the current aviation activity at GA airports,such as the number and type of based aircraft, thenumber of passenger enplanements, and the type offlights. Airports in the national category give communities access to national and international markets.Regional airports connect communities to statewideand interstate markets. Local airports provide accessto intrastate and interstate markets. Finally, basicairports link communities with the national airportsystem and support GA activities.The first study revealed the many functions themajority of GA airports provide, such as medical,search and rescue, disaster relief, aerial firefighting,law enforcement, remote community access, commercial and industrial activity, flight instruction, andair cargo. The FAA is currently working with statepartners, the individual airports, and the GA community to better define an appropriate category forthem. The FAA expects to have new information onthese airports this coming December. See AppendixB (B-3) for list of the 497 airports not classified atfaa.gov/airports/planning capacity/ga study/.NOTAMS Available on FAA MobileIn an effort to improveaccess to FAA informationand regulations, the agencyrecently enabled the abilityto view Notices to Airmen(NOTAMs) on mobile devices.Visit faa.gov/mobile on yourmobile device and you will seethe option to look up NOTAMsby airport code.NOTAMS are just one ofthe many resources availableto users on FAA Mobile. Themobile page offers instantaccess to some of the mostpopular features of faa.gov,,including: N-number inquiry,U.S. airport status and delays,Advisory Circular lookup,Flight Standards District Office (FSDO) lookup,wildlife strike reporting, news and updates, and laserstrike reporting.FAA Mobile is not a mobile app; you do nothave to buy or download it from an online store.Rather, it is a set of pages optimized for viewingon mobile devices as opposed to traditional-sizedworkstations and laptops.Flight Instructor List for Experimental AircraftHave you been considering buying or transitioning to a new type of experimental aircraft, maybe anRV-6 or a Kitfox Super Sport? If so, you’ll want to gettraining first. And thanks to the Experimental Aircraft Association (EAA), where to find such trainingjust got easier.Last December, the EAA posted a list of certificated flight instructors authorized by an FAA letterof deviation authority (LODA) to offer training incertain experimental aircraft. The list is a response toa request made in a 2012 NTSB report, which showedthat experimental amateur-built aircraft have a fatalaccident rate three to four times higher than the restof the GA fleet. The FAA, EAA, and NTSB all stronglyrecommend that builders and new owners of experimental aircraft undertake a thorough transition training program before flying their own aircraft solo for thefirst time (during Phase I testing or otherwise). Propertransition training is an essential first step toward safeoperation of experimental aircraft and a key element inthe continuing effort to improve aviation safety.May/June 2013FAA Safety Briefing3

More than 80 instructors, organized by state,are included on the EAA’s list, available atwww.eaa.org/govt/loda.asp. Most of the instructorshave both email and phone number contacts listed.U.S. Departmentof TransportationFederal AviationAdministrationPhoto courtesy of James ViolaMeet James Viola, the New General Aviationand Commercial Division ManagerISSN: 1057-9648FAA Safety BriefingMay/June 2013Volume 52/Number 3Raymond H. LaHood Secretary of TransportationMichael Huerta AdministratorMargaret Gilligan Associate Administrator for Aviation SafetyJohn M. Allen Director, Flight Standards ServiceJames Viola Manager, General Aviation and Commercial DivisionSusan Parson EditorTom Hoffmann Managing EditorJames R. Williams Associate Editor / Photo EditorSabrina Woods Assistant EditorPaul Cianciolo Assistant EditorWill Daniel Mudd Simmons Assistant Copy EditorJohn Mitrione Art DirectorPublished six times a year, FAA Safety Briefing, formerly FAA Aviation News,promotes aviation safety by discussing current technical, regulatory, andprocedural aspects affecting the safe operation and maintenance of aircraft.Although based on current FAA policy and rule interpretations, all materialis advisory or informational in nature and should not be construed to haveregulatory effect. Certain details of accidents described herein may havebeen altered to protect the privacy of those involved.The FAA does not officially endorse any goods, services, materials, or products of manufacturers that may be referred to in an article. All brands, productnames, company names, trademarks, and service marks are the properties oftheir respective owners. All rights reserved.The Office of Management and Budget has approved the use of public fundsfor printing FAA Safety Briefing.CONTACT INFORMATIONThe magazine is available on the Internet at:http://www.faa.gov/news/safety briefingComments or questions should be directed to the staff by: Emailing: SafetyBriefing@faa.gov Writing: Editor, FAA Safety Briefing, Federal Aviation Administration,AFS-805, 800 Independence Avenue, SW, Washington, DC 20591 Calling: (202) 385-9600 Twitter: @FAASafetyBriefSUBSCRIPTION INFORMATIONThe Superintendent of Documents, U.S. Government Printing Office, sellsFAA Safety Briefing on subscription and mails up to four renewal notices.For New Orders: Subscribe via the Internet at http://bookstore.gpo.gov, telephone (202) 512-1800 or toll-free 1-866-512-1800, or use the self-mailer formin the center of this magazine and send to Superintendent of Documents, U.S.Government Printing Office, Washington, DC 20402-9371.Subscription Problems/Change of Address: Send your mailing label withyour comments/request to Superintendent of Documents, U.S. GovernmentPrinting Office, Contact Center, Washington, DC 20408-9375. You can also call(202) 512-1800 or 1-866-512-1800 and ask for Customer Service, or fax yourinformation to (202) 512-2104.4FAA Safety BriefingMay/June 2013It’s official! The FAA has selected James Violato be the new manager of Flight Standards’ GeneralAviation and Commercial Division, known internally as AFS-800. A native of Dunmore, Pa., Violaserved 27 years in the Army, completing his careeras chief of current operations for Army Aviation atthe Pentagon. He began his FAA career at the Herndon, Va., Flight Standards District Office (FSDO)where he was hired as an operations aviation safetyinspector for both airplanes and helicopters. Hequickly advanced to a supervisory role and becamethe front line manager for a Part 121 air carrier certificate management team. In 2011 Viola transferredto AFS-800 as the branch manager for airman training and certification, and became deputy divisionmanager the following year.In addition to his vast military helicopter experience, he also pursued a civil aviation career, earning his ATP and CFI-I for airplanes and helicopters.He is the proud owner of Grumman Tiger and is anactive member of the American Yankee Associationfor Grumman airplanes. Viola was also part of theOct. 3, 1993 U.S. operation in Mogadishu, Somalia,and served as military adviser on the movie, “BlackHawk Down,” a dramatic re-enactment of that military mission.“I am thrilled to be working with GA communityin my new role, and look forward to the responsibility of helping to improve aviation safety,” said Viola.

TOM HOFFM A N NGoing for GreenFAA’s Mission to Protect the Environmenttackle the complex environmental challenges facingthe aviation industry.“Maintaining a balance between the strict standards of environmental protection efforts and fostering the growth of theaviation industry isMaintaining a balance between the strictone of our biggeststandards of environmental protection effortschallenges,” saidAEE Deputy Direcand fostering the growth of the aviationtor Curtis Holsclaw.industry is one of our biggest challenges.“We also work withproblems that often require multiple and diversesolutions involving innovations in technology,operations, planning, and sustainability.”To help AEE meet its goals, the team relies ona five pillar integrated approach that is key to promoting an increase in both mobility and efficiency.Among the five action items in this approach is toimprove the FAA’s scientific understanding of theimpacts of aviation as well as develop improved toolsfor environmental analysis.“The FAA is going forward in areas where we havethe most confidence, while continuing to developmethods and tools for measuring other areas, likeaircraft emissions,” said Holsclaw. “Aviation accountsfor only two to three percent of the world’s emissions. However, aviation is the only segment releasingPhoto by Tom HoffmannIt’s quite natural to have the word safety come tomind when considering the prime directive of theFAA. And while there’s no doubting the importance of safety in the agency’s day-to-day operations,equally engrained in the FAA’s mission, vision, anddefining values is a strong commitment to promoting efficiency and environmental responsibility.After all, the FAA’s mission is to provide the safestand most efficient aviation system in the world.To find evidence of this, look no further than theFAA’s Destination 2025 Plan, a high-level roadmapdesigned to help the agency achieve its goals oftransforming the nation’s aviation system. A reviewof the plan quickly reveals a clear pattern of environmental consciousness within its steps towardsproviding safe, swift, and efficient operations in allfacets of aviation.Among the plan’s key aspirations is to sustainour future by “advancing aviation in an environmentally responsible and energy efficient manner.” Manyadvances have been made in the past, but thereremains a compelling need to move forward in thisarea in order to manage and reduce the environmental impacts of aviation. Areas of particular interestinclude noise, air quality, water quality, energy, andglobal climate. Destination 2025 contains specificstrategies and performance metrics for 2018 that arespecific to these areas. They include: Reducing the population exposed tosignificant aircraft noise around airports toless than 300,000 persons Providing a replacement fuel for leaded avgas Improving NAS energy efficiency (fuel burnedper miles flown) by at least two percentannually Placing aviation emissions on a path to lessenits health impact by 50 percent and providecarbon neutral growthThe Green TeamOne of the key components to staying on trackwith these metrics is the FAA’s Office of Environment and Energy (abbreviated AEE in FAA-speak).Located on the ninth floor of FAA’s Washington,D.C., headquarters building, the small team ofroughly 40 employees works diligently on ways toFAA Office of Environment and EnergyDeputy Director Curtis HolsclawMay/June 2013FAA Safety Briefing5

particulates at high altitude. The full scope of sideeffects, like contrails for instance, is still unknownand being studied.”Modeling the WayHolsclaw believes the development of betteranalysis tools will also help make sense of all theinterdependencies and tradeoffs that exist with different solutions. One way the FAA will be able to stepup its analysis capability and study these relationships more closely is with its new in-house environmental modeling lab. “Although still very new,the lab will allow us to develop and use the tools weneed to assess aviation environmental impacts andadvise our policy and regulatory decision-makingprocesses, both domestically and internationally,”said Holsclaw.One of the exciting elements of AEE’s five pillarplan is the development of new aircraft technologies,including quieter, cleaner, and more efficient engineand airframe designs. The FAA works closely withaviation industry experts including those in NASAand the Department of Defense to develop thesetechnologies. The FAA also works with several aviation manufacturers in its Continuous Lower Energy,Emissions, and Noise (CLEEN) program. Launchedin 2010, CLEEN seeks to develop technologies thatwill reduce emissions and fuel burn, enable alternative fuel use, and expedite their integration into current and future aircraft.Of course, no discussion of efficient aviationtechnologies would be complete without mentioningthe many benefits of NextGen, the FAA’s vehicle fortransforming the NAS to a satellite-based system. “Onan operational front, NextGen is already helping us toachieve our goals,” said Holsclaw. One of those goalsis to be carbon neutral by 2020, when compared tothe 2005 level. “There is still a gap to achieve that, butwe’re looking to fill it with a mix of options including6FAA Safety BriefingMay/June 2013technology, operations, and alternative fuels.”Another important focus item for AEE is aircraftnoise, which is one area in which the public shouldbe able to hear noticeable change in the near future.“The influence of new noise standards should bemore apparent as operation patterns change to concentrate routes away from heavily populated areas,”said Holsclaw.Generally SpeakingAlthough the AEE’s work deals primarily with aircarrier operations, there are some general aviationspecific areas that have received much attention,namely the development of a safe alternative toleaded aviation gas. AEE works regularly with theFAA’s new Fuels Program Office, as well as otheragencies and industry experts, to tackle this issueand have a proposed solution by 2018.The complicated and unforgiving nature of aviation demands careful attention to safety. However,we can’t overlook its impact on environment. Armedwith a comprehensive strategy and a dedicatedstaff, the FAA remains poised to “go for green” andcontinue to advance aviation in an environmentallyresponsible and energy efficient manner.Tom Hoffmann is the managing editor of the FAA Safety Briefing. He is acommercial pilot and holds an A&P certificate.Learn MoreDestination 2025 Planwww.faa.gov/about/plans reports/media/Destination2025.pdfFAA’s Aviation Environmental and Energy PolicyStatementhttp://go.usa.gov/Ta9P

Aeromedical AdvisoryF R E DE R IC K E . T ILT ON, M . D.F EDE R A L A IR SURGEONLessons Learned from the MedXPress TransitionIt has been a few months since we made the useof MedXPress mandatory for all pilots. The transition was fairly smooth, and MedXPress has madethe medical application process much more efficientthan the old paper system. However, we did experience some “growing pains.” I thought it might behelpful to share some of the lessons we have learned,and to let you know that we are working hard to makethis system as efficient and effective as possible.Lesson OneIn January 2013, we received a call from anaviation medi cal examiner (AME) who said that hehad an airman in his office who was completing hisMedXPress application using the AME’s computer.The airman was attempting to enter the date of hismost recent exam which had been accomplishedin January of 2012. However, each time the airmanentered the exam date, he got an error message stating that he could not enter a future date for a previous exam. Needless to say, the airman and the AMEwere very frustrated. It turns out that the AME hadinstalled his computer in 2004 and never updatedthe system clock. Consequently, the system wouldnot let the airman enter a date that it “thought” waseight years into the future. Remember to keep yoursystem’s clock up to date.Lesson TwoWe received calls stating that the aerospacemedical certifica tion subsystem (AMCS) wouldnot retrieve an application when a confirmationnumber was entered. Remember that MedXPresskeeps applications for only 60 days unless the AMEreceives the confirmation number. It’s great to avoidprocrastination and last-minute scrambling that canlead to errors, but working too far in advance createsa different problem.Lesson ThreeLesson FourSeveral applicants have asked us why thesystem does not automatically repopulate the history information on subse quent exams. They havealso complained about having to remember exactdates from previous health professional visits.MedXPress was first designed so that it wouldrepopulate the history. However, we had to eliminate this feature for legal reasons.We realize it can be challenging to remembereverything in your medical history, especially whenit comes to the specific detail the FAA requires forcertain conditions. That’s why it’s a good practice tokeep a copy of your previous application on handwhen you are completing a new one, as it will helpyou complete the medical history questions. Thishabit will help you provide consistent medical history information and jog your memory if there is anitem to add or change.And in case you are wondering, we are considering automation upgrades that will auto-populateinformation that will never change, such as whenyou had a tonsillectomy at age eight. In the meantime, estimated dates are perfectly acceptable.Like any system, MedXPress will continue toevolve and improve. We hope you already find itquick and easy to use, but please let us know if youencounter any issues that might be systemic. Also,please encourage your AME to share any issuesencountered when using the system — we can’t fix itif we haven’t found out about it. We want MedXPressto be as user friendly as possible, so help us help you.Frederick Tilton, M.D., M.P.H., received both an M.S. and an M.D. degreefrom the University of New Mexico and an M.P.H. from the University ofTexas. During a 26-year career with the U.S. Air Force, Tilton logged morethan 4,000 hours as a command pilot and senior flight surgeon flying avariety of aircraft. He currently flies the Cessna Citation 560 XL.We’ve heard quite a bit from airmen fearful ofmistakenly entering incorrect information — anything from the wrong date for a doctor’s visit or a visityou completely forgot to report. You submit the form,print a copy for your records, and then you see themistake. No need to worry. Your AME can edit almosteverything on the form during your visit. The onlyexception is block 20, which involves the NationalDrivers Registry statement.May/June 2013FAA Safety Briefing7

Fast-track YourMedical CertificateWith FAA MedXPress, you can get yourmedical certificate faster than ever before.Here’s how: Before your appointment with yourAviation Medical Examiner (AME) simply goonline to FAA MedXPress at https://medxpress.faa.gov/ and electronically complete FAA Form8500-8. Information entered into MedXPress will beavailable to your AME to review prior to and at thetime of your medical examination, if you provide aconfirmation number.With this online option you can complete FAA Form 8500-8in the privacy and comfort of your home andsubmit it before your appointment.The service is free and can be found at:https://medxpress.faa.gov/N:AT TENTIO2, pilots102,1.tcAs of OsMedXpresesutsumlr a Medicaoflyppaot.Cer tificate

Ask Medical CertificationQ1. What effect does a PTSD disability ratingfrom the VA have on an airman’s medical status?A1. The Veterans Administration’s requirement tomake this determination is substantially differentthan the FAA’s requirement to ensure that PTSD doesnot interfere with safe flying. Consequently, the VAuses its own set of rules for disability determination, which do not necessarily reflect the functionalrequirements for safe flying. The FAA reviews everycase on an individual basis. There are several aspectsof PTSD, which could potentially interfere with thesafe performance of pilot duties. The FAA uses theVA disability rating as just one indicator that theindividual has some level of impairment that weneed more information about. We attempt to put theentire picture together in making our determination.Q2. I have always been extremely conservativewith my use of medications

lers Association (NATCA) awarded a dozen FAA . and rotorcraft are expected to grow 2.8 percent and . May/June 2013 FAA. Safety Briefing 3 2.7 percent per year respectively, fixed-wing piston . popular features of faa.gov,, including: N-number inquiry, U.S. airport status and delays,

Related Documents:

FAA-H-8083-3 Airplane Flying Handbook FAA-H-8083-6 Advanced Avionics Handbook FAA-H-8083-9 Aviation Instructor's Handbook FAA-H-8083-15 Instrument Flying Handbook FAA-H-8083-16 Instrument Procedures Handbook FAA-H-8083-25 Pilot's Handbook of Aeronautical Knowledge FAA-H-8083-30 Aviation Maintenance Technician Handbook— General FAA-H-8083 .

From: Vantrees, Stephen (FAA) stephen.vantrees@faa.gov Sent: Thursday, March 19, 2020 8:17 AM To: White, Peter (FAA) peter.white@faa.gov Cc: Vantrees, Stephen (FAA) stephen.vantrees@faa.gov Subject: Fw: Actions from 3/12/2020 Meeting: AVS/ATO Executive Coordination on NASA/General Atomics SIO

FAA-H-8083-9 Aviation Instructor’s Handbook FAA-S-8081-4 Instrument Rating Practical Test Standards FAA-S-8081-12Commercial Pilot Practical Test Standards FAA-S-8081-14Private Pilot Practical Test Standards FAA-H-8083-15Instrument Flying Handbook FAA/AS

Federal Aviation Administration . FAA Example: SMS Policy . 14. ATO Safety Management System . FAA Directives ICAO SARPs . Annex 11 (ATS) Annex 19 (Safety Management) FAA Order 8000.369, Safety Management System FAA Order 8040.4, Safety Risk Management Policy . FAA Order 1100.161, Air Traffic Safety Oversight .

Volume 29, Issue 21 Virginia Register of Regulations June 17, 2013 2526 PUBLICATION SCHEDULE AND DEADLINES June 2013 through June 2014 Volume: Issue Material Submitted By Noon* Will Be Published On 29:21 May 29, 2013 June 17, 2013 29:22 June 12, 2013 July 1, 2013 29:23 June 26, 2013 July 15, 2013 29:24 July 10, 2013 July 29, 2013

FAA/NASA Interagency Agreement #DTFAWA08-X-80020. The FAA sponsor for the work is the FAA ATO Safety and Technical Training Fatigue Risk Management Program Office. We are grateful to our FAA Program Managers Edmundo A. Sierra, Dino Piccione and Paul Krois, and to our FAA Sponsors,

FAA Fly-In Pancake Breakfast - June 3, 2017 Come celebrate the 25th annual FAA Fly-In with pancakes flipped by FAA personnel from 8 to 12 a.m. at the New Horizon Telecom, Inc. hanger. The FAA Fly-In program helps keep the flying public informed about safety topics and new FAA initiatives. Over 100 people attended last year.

including ANSI A300. A good practice in mixed planting areas is to plant trees first followed by the larger shrubs, low shrubs and finally with ground cover plants. This prevents damage to the smaller plants; however the Contractor is responsible for sequencing. Check that plants are moist at the time of planting. Verify that trees or shrubs if marked with compass orientation are planted in .