FAA Safety Briefing - January/February 2014

Another way to help identify NextGen technologies in the NAS is with a new interactive mapfound at www.faa.gov/nextgen/flashmap/. The maphighlights the location of available NextGen capabilities, including Automatic Dependent SurveillanceBroadcast (ADS-B) and Localizer Performance withVertical Guidance (LPV).New interactive map highlights locations of availableNextGen capabilities.the Adverse Condition Alerting Service (ACAS) andSurveillance-Enhanced Search and Rescue (SESAR), the latter of which was discussed in our July/August 2013 issue.Suffix Changes Made to Flight PlansOn October 24, 2013, the FAA changed someequipment suffixes used in domestic flight plansto better reflect aircraft capabilities and allow controllers to make better routing decisions. Suffixesrelating to advanced navigation capabilities (/R, /Q,/E, /F, /J, and /K) are being removed to alleviate confusion with Performance Based Navigation (PBN)capability and to further emphasize the need to usean International Civil Aviation Organization (ICAO)flight plan to communicate PBN capability. Whichnew suffix to use will depend on the aircraft’s equipage for Area Navigation (RNAV) capability, GlobalNavigation Satellite System (GNSS) capability,and Reduced Vertical Separation Minima (RVSM)approval. The changes are: RNAV capability with GNSS and with RVSM: /LLockheed Martin Flight Services UnveilsNew NextGen BriefingIn November 2013, Lockheed Martin FlightServices launched its new Next Generation Briefingwhich boasts a range of techniques that aim to makepilot preflight briefings faster to read and easier tounderstand.“Next Generation Briefing uses graphics, automatic summarization, intelligent briefing text translation, and several other tools to provide pilots withtheir briefing information in the most useful formatpossible,” said Jim Derr, director of Lockheed MartinFlight Services in a November 5, 2013, press release.Derr also explained that the new tool uses graphicsto show pilots where severe weather is located andwhen their flight will encounter it and can explainthe weather conditions in simple English.Also launched in November was LMFS’s newEasyClose /EasyActivate Service, that allows pilotsto close or activate their flight plans through the clickof a link received through an automated email notification. This eliminates the need to login to a websiteor call Flight Service to perform the same action.Both tools are the latest in a series of flightplanning safety and convenience enhancementsdelivered to pilots via the Flight Services Pilot WebPortal at www.lmfsweb.afss.com. Additional toolsfor pilots available via the Pilot Web Portal include RNAV capability with GNSS and withoutRVSM: /G RNAV capability without GNSS and withRVSM: /Z RNAV capability without GNSS and withoutRVSM: /IFor more information on the change, see theupdate to the Aeronautical Information Manual athttp://go.usa.gov/W8cH.Wildlife Strike ReportReleased; DamagingStrikes Steady butDecliningIn September 2013, theFAA released a report — Wildlife Strikes to Civil Aircraft inthe United States — that presents a summary analysis ofdata from the National WildlifeStrike Database between1990 through 2012. Accordingto the report, the number ofstrikes annually reported hasincreased from 1,851 in 1990 toa record 10,726 in 2012. Birdswere involved in 97.0 percentJanuary/February 2014FAA Safety Briefing3

U.S. Departmentof TransportationFederal AviationAdministrationISSN: 1057-9648FAA Safety BriefingJanuary/February 2014Volume 53/Number 1Anthony R. Foxx Secretary of TransportationMichael P. Huerta AdministratorMargaret Gilligan Associate Administrator for Aviation SafetyJohn Duncan Director, Flight Standards ServiceJames Viola Manager, General Aviation and Commercial DivisionSusan Parson EditorTom Hoffmann Managing EditorJames Williams Associate Editor / Photo EditorSabrina Woods Assistant EditorPaul Cianciolo Assistant EditorJessica Reynolds 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 BriefingJanuary/February 2014of the reported strikes, terrestrial mammals in 2.2percent, bats in 0.6 percent and reptiles in 0.1 percent.Although the number of reported strikes has steadilyincreased, the number of reported damaging strikeshas actually declined from 764 in 2000 to 606 in 2012.The report also stated that between 2011 and2012, GA aircraft strike reports increased by 11 percent,nearly twice the rate of the remainder of civil aircraftstrike reporting. The FAA attributes the increase to itswildlife strike awareness campaign at GA airports andflight schools. Technology has also helped, with 86 percent of all strike reports in 2012 being filed electronically. To view the report, go to http://wildlife.faa.gov.Airman Testing Web Page UpdatedThe Airman Testing Standards Branch of theFAA’s Regulatory Support Division launched a newweb page that streamlines the process of gettinginformation regarding airman testing. Some of thesite’s features include: A “What’s New and Upcoming in AirmanTesting” section; A “Submit an Airman Knowledge TestQuestion” button; A “Questions & Answer” section; and, A “Contact Us” buttonThe site (www.faa.gov/training testing/testing/) also includes a subscription feature whichwill notify you anytime there is an update to ahandbook or the practical test standards.

January/February 2014FAA Safety Briefing5

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 tificate6FAA Safety BriefingJanuary/February 2014

Ask Medical CertificationQ1. Will sleep apnea be covered under the newCACI (conditions AMEs can issue)?A1. Not at this time. Sleep apnea is a somewhatcomplicated special issuance. The Federal Air Surgeon recently announced updated protocols forscreening and management of obstructive sleepapnea, which can interfere with restorative sleep. Fordetails, please see Dr. Tilton’s column in this issue’sAeromedical Advisory department.Q2. When I apply for a commercial airline pilotjob, what medical files are released by the FAA tothe prospective employer?A2. The FAA does not automatically release any information to prospective employers. If you sign a releaseform, then only the medical information that the FAAhas on hand will be copied and transmitted.Q3. Can I fly after having undergone a quadruplebypass?A3. The Federal Air Surgeon has a team of cardiology consultants who review each airman applyingfor a 1st or 2nd class airman medical certificate following coronary artery bypass surgery. The airmanneeds to demonstrate that there is no significantresidual ischemia. The evaluation includes a postoperative coronary angiogram performed at least sixmonths after the operation, a radionuclide stress testperformed to our specifications, and a good cardiovascular evaluation to include laboratory studies.For airmen applying for a 3rd class medical certificate,the case is reviewed by the aerospace medicine physicians in the Medical Certification Division. In this case,C OUR T NE Y S C O T T, D.O.M A N AGE R, A E ROSPACE MEDIC A LCE R T IF IC AT ION DI V ISIONwe usually do not require a post-operative angiogram,but some testing is required. There are several hundredairmen flying successfully on special issuance aftercoronary artery bypass surgery.Q4. I have had a liver transplant andwas told to apply for a special medicaland I would only be eligible to obtain athird class. I would like to flight instructagain or ride right seat on a two-mancrew. Is it true for post-transplant pilotsthat 2nd or 1st class medicals are neverissued? What kind of work can I obtainwith only a driver’s license in lieu of amedical?Send your questions toSafetyBriefing@faa.gov.We’ll forward them tothe Aerospace MedicalCertification Divisionwithout your name andpublish the answer in anupcoming issue.A4. At this time the usual policy is to only issue 3rdclass medical certification for airmen who have hadliver transplants and are doing well. Rarely, for airmenwho have done exceedingly well, we have grantedspecial issuance for higher class medical certificates. Ifyou desire to pursue the latter, you will need to put theentire package together and forward to AAM-240 in theFederal Air Surgeon’s Policy Division. At this time theonly thing you could do with a driver’s license (in lieuof a medical certificate) would be to pursue sport pilotand you would only be eligible to do that if you have notbeen denied for an FAA medical certificate.Dr. Scott is the manager of the Aerospace Medical Certification Divisionin Oklahoma City, Ok. He is board certified in aerospace medicine and hasextensive practice experience in civilian, and both military and non-militarygovernment settings.January/February 2014FAA Safety Briefing7

Photo by H Dean ChamberlainS U S A N PA R S O NThe (Lost) Art ofPaying AttentionManaging the Attraction to Technological DistractionOur inventions are wont to be pretty toys, whichdistract our attention from serious things. Theyare but improved means to an unimproved end.S— Henry David Thoreaueveral years ago, I had just finished an enjoyableGA glass cockpit flight with an FAA colleague.During the postflight discussion, he made thefollowing observation. “When it comes to programming the avionics, you know these systems as well asanybody I’ve seen. But you probably don’t have anyidea how much time you spent heads-down. Therewas a lot of traffic out there today.”Gulp. He got my attention — attention that,during the flight, had admittedly been sucked into thevortex of the shiny multi-colored whiz-bang gadgetryat my disposal in the DA-40 Diamond Star we hadbeen flying. Yes, TIS (Traffic Information Service) wasavailable for most of the flight, but I know better thanto regard it as a failsafe and foolproof method of colli-8FAA Safety BriefingJanuary/February 2014sion avoidance. It was sobering to realize that, withouteven noticing, I had allowed all the pretty toys in thepanel to distract my attention far too much from theserious business of see and avoid. Even more soberingwas the knowledge that such failure could easily haveresulted in some version of Mr. Thoreau’s “unimproved end.” I’ve never forgotten the lesson, nor haveI ceased to mentally replay my colleague’s cautionarycomment whenever I fly.As I began to instruct more frequently in glasscockpit aircraft, I noticed that the eyeball and attention vacuum effect of the glass panel technology wasnot unique to me. My fellow pilots would similarlyfixate not just on periodic programming requirements, but also on monitoring the myriad bits andbytes of flight information on the various glasscockpit displays. In an effort to offer them the kind ofawareness my colleague gave me, I sometimes useda stopwatch to provide very specific feedback onhow long they really spent in the technological time

warp. The attraction to technological distractions iseven greater now that so many of us have acquiredextremely capable tablets stocked with equally capable flight planning, managing, and monitoring apps.It’s painfully easy to succumb to the subtle tyranny of technology. The glorious gadgets tempt usto shirk not only our see-and-avoid responsibilities,but also a vast swath of the flight management work.They lull us away from the discipline of critical thinking and true situation awareness, a term that impliesfar more than a position check on the moving map.And, as several air carrier accidents in the past fewyears demonstrate, highly trained and experiencedairline pilots are no less vulnerable to over-relianceon technology and the resulting errors in automationmanagement.So what’s a safety-conscious pilot to do? Hereare a few pitfalls to see and avoid.Mistakes MagnifiedThe first rule of any technology used in a businessis that automation applied to an efficient operation will magnify the efficiency. The second is thatautomation applied to an inefficient operationwill magnify the inefficiency.— Bill GatesThis observation clearly applies to aviation aswell as to business. Technology and automationapplied to an actively-managed flight can magnifyits safety and efficiency, but when applied to a nonmanaged flight, they can very efficiently get you intovery big trouble. That’s because regardless of howgood they are, today’s avionics and handheld devicesdo not have sufficient intelligence to do more thanexactly what we command them to do. If we issue thewrong commands because of inattention or incomplete understanding of the technology, the flight willpotentially go off track in every possible way.I learned this lesson several years ago when a GPSprogramming mistake was about to command theautopilot into a 180 degree course change and a 1,000nm deviation from the intended flight path. It seemsI had wrongly selected the identifier for my intendeddestination, Augusta, Georgia (AGS), by accepting thesystem’s presentation of AUG. In fact, AUG is the identifier for Augusta, Maine. The GPS didn’t know the difference. The autopilot would have obediently pointedthe nose in the opposite direction. And I would havefound myself confused and disoriented — “what’s itdoing?!” — while also doing some serious ‘splainin’ toan equally befuddled air traffic controller.Improper understanding and/or poor management of technology has also contributed to major aircarrier accidents. Remember the 1995 B-757 crashnear Cali, Columbia?More recently, howIt’s painfully easy to succumb to the subtleabout Air Francetyranny of technology. The glorious gadgets447, lost over thetempt us to shirk not only our see-and-avoidSouth Atlantic on aresponsibilities, but also a vast swath of theflight from Brazil toflight management work.Paris? Or Asiana 214,which crashed whileattempting to land at SFO last July?Knowledge is the key to avoiding this particulartechnology pitfall. You need to know the equipmentcold. When I teach use of GPS moving map navigators, I stress the importance of knowing how to precisely navigate both the mechanical structure (akathe “knobology”) and the library structure — that is,how to efficiently find and display the informationyou need for any given phase of flight. You need toknow its normal and abnormal operations, so youcan avoid those pesky and potentially dangerous“what’s it doing” situations. You need to know itslimitations — what the technology can do for youand, equally important, what functions are simplybeyond its capability.As Kenny Rogers sang in “The Gambler,” you alsoneed to “know when to hold ‘em, and know whento fold ‘em.” If you find yourself baffled, confused,or in any way uncertain about what the technologyis doing, it’s time to turn it off and reorient yourself.That certainly applies to the autopilot, but it alsoincludes panel-mount, hand-held, or tablet-basednavigators if you don’t understand where they aretaking you — or if you have any doubts as to thesafety of the suggested course. Never forget that themagenta line can guide you direct to anywhere including direct through regulatory obstacles (e.g.,restricted/prohibited/controlled airspace), manmade obstacles, or natural ones such as terrain.Role ReversalThere is a real danger that computers will developintelligence and take over. We urgently need todevelop direct connections to the brain so thatcomputers can add to human intelligence ratherthan be in opposition.— Stephen HawkingEven if you’ve never watched 2001: A SpaceOdyssey, the story of the spacecraft’s domineeringcomputer, HAL 9000, has long since passed intoJanuary/February 2014FAA Safety Briefing9

the work, but also the thinking. We are too often content to completely relinquish command and controlfunctions to our on-board technologies. In effect, weimplicitly delegate our PIC authority, and entrust ourvery lives, to mere machines.Because even our best technologies are thankfully not (yet) up to HAL-like intelligence that canactively decide to assume command, both safety andgood airmanship demand that we retain the role ofPIC, and that we keep the technology under firmcontrol. Never let the airplane or any of the on-boardtechnology do anything you don’t know about, and— as the cliché reminds — never let the airplane orany of its high-tech equipment take you to any placeyour brain hasn’t already passed through.Out of the LoopI think it’s very important to have a feedback loop,where you’re constantly thinking about whatyou’ve done and how you could be doing it better.— Elon MuskPhoto by Susan Parsonpopular culture. HAL asserts that he is “foolproofand incapable of error.” At least initially, the crew iscontent to believe in HAL’s infallibility and let theircomputer run the show. And yes, that decision leadsto a bad end.How often are we aviators guilty of the same thing?There is no dispute about the astonishing capability and reliability of today’s technology. Tablet flightmanagement appsand panel-mount GPSWe are so beguiled by our electronic toolsmoving map navigatorsthat we expect them to compensate forprovide an enormousfunctions that we cannot perform. We expect range of information.Even the most modestthe technology to do not just the work, butGA autopilots canalso the thinking.often manage stick andrudder duties far more smoothly than many humanpilots. What’s not to like?The problem is that we humans are so beguiledby our electronic tools that we expect them to compensate for functions that we cannot, or choose not,to perform. We expect the technology to do not justNever forget that the magenta line can guide you direct to anywhere including direct through regulatory,man-made, or natural obstacles.10FAA Safety BriefingJanuary/February 2014

Delegating the PIC role to your on-board technology provides a very direct path to loss of situationawarene

A Look at the Latest in Night Vision Technology by James Williams. 24 . There's Light at the End of the Runway. Using Data and Technology to Improve Runway Safety by Tom Hoffmann. 28 . Lights, Camera, Action. Tips for Recording Your Flights by Paul Cianciolo. FAA Safety Briefing. is the FAA safety policy voice of non-commercial general .