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FAA Safety Briefing - Nov-Dec 2024
Reproduced for study. Always verify against the official GACAR at gaca.gov.sa.
November/December 2024
Your Choice
Your Flight
A Compilation of Our Most Popular Articles
10 How to Talk Like a Pilot 14 Is My Aircraft
Right for Flight?17 Round Up the Usual
Suspects
2 FAA Safety BriefingU.S. Department
of Transportation
Federal Aviation
Administration
ISSN: 1057-9648
FAA Safety BriefingNovember/December 2024Volume 65/Number 6
Pete Buttigieg
Secretary of Transportation
Michael Whitaker Administrator
David Boulter Associate Administrator for Aviation Safety
Larry Fields Executive Director, Flight Standards Service
Tom Hoffmann Editor
James Williams Associate Editor / Photo Editor
Rebekah Waters Associate Editor
Nicole Hartman Associate Editor
Paul Cianciolo Associate Editor / Social Media
Marco Marchegiani Art Director
Published six times a year, FAA Safety Briefing, formerly
FAA Aviation News, promotes aviation safety by discussing current technical, regulatory, and procedural aspects affecting the safe operation and maintenance of aircraft. Although based on current FAA policy and rule interpretations, all material is advisory or informational in nature and should not be construed to have regulatory effect. Certain details of accidents described herein may have been 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, product names, company names, trademarks, and service marks are the properties of their respective owners. All rights reserved.
The Office of Management and Budget has approved the use
of public funds for printing FAA Safety Briefing.ABOUT THIS ISSUE…
The November/December 2024 issue of
FAA Safety Briefing celebrates our readers’ preferences in general aviation safety content by compiling a selection of our most-read articles over the last several years. This “Your Choice, Your Flight” issue covers a wide range of topics that continue to be relevant to aviation safety, and popular among readers, along with some important updates that you may find useful.
Contact InformationThe magazine is available on the internet at: www.faa.gov/safety_briefing
Comments or questions should be directed to the staff by:
• Emailing: SafetyBriefing@faa.gov
• Calling: (202) 267-1100
• Tweeting: @FAASafetyBrief
Subscription Information
The Superintendent of Documents, U.S. Government Publishing Office sells FAA Safety Briefing on subscription and mails up to four renewal notices.
For New Orders:
Subscribe via the internet at https://bookstore.gpo.gov/products/faa-safety-briefing ,
telephone (202) 512-1800 or toll-free 1-866-512-1800,or use the self-mailer form in the center of this magazineand send to Superintendent of Documents, U.S. Government Publishing Office, Washington, DC, 20402-9371.
Subscription Problems/Change of Address:
Send your mailing label with your comments/request to Superintendent of Documents, U.S. Government Publishing Office, ContactCenter, Washington, DC 20408-9375. You can also call (202) 512-1800 or 1-866-512-1800 and ask for Customer Service, or fax your information to (202) 512-2104.
The FAA Safety Policy Voice of Non-commercial General Aviation
November/December 2024 1
6ADS-B 101
What it Is and What It Means to You
10How To Talk Like a PilotThe Basic Elements of Aviation Communication14Is My Aircraft Right for Flight?The Importance of Preflight Prep
17Round Up The Usual SuspectsTop General Aviation Accident Causal Factors
22Is That My Runway?Avoiding Wrong Surface EventsDEPARTMENTS
2 Jumpseat: an executive policy
perspective
3 ATIS: GA news and current events
5 Aeromedical Advisory: a checkup on
all things aeromedical
26 Checklist: FAA resources and safety
reminders
28 Drone Debrief: drone safety roundup
29 Nuts, Bolts, and Electrons: GA
maintenance issues
30 Vertically Speaking: safety issues for
rotorcraft pilots
31 Flight Forum: letters from the Safety
Briefing mailbag
32 On Final: an editor’s perspective
Inside back cover
FAA Faces: FAA employee profile
JUMPSEATan executive policy perspective
2 FAA Safety BriefingLARRY FIELDS, FLIGHT STANDARDS SERVICE EXECUTIVE DIRECTOR
THE GA SAFETY HIGHLIGHT REEL
As we wind down the end of 2024 and
begin preparing for the holidays, it’s important to reflect on what has been an exciting and productive year for aviation safety. This year brought about several regulatory changes that aim to enhance airman testing and training, as well as improve safety and effi-ciency in the National Airspace System (NAS). Among them is a final rule that incorporates the Airman Certification Standards (ACS) and Practical Test Standards (PTS) into the regulations (bit.ly/ACS_PTSrule), a rule that
improves safety for passengers and crewmembers when using supplemental restraint systems (bit.ly/SuppRestraint), and a rule that removes the expiration date from flight instructor certificates (federalregister.gov/d/2024-22018).
We also saw the passing of the
FAA Reauthorization Act of 2024 (bit.ly/FAAReauth2024), which con-
tains several provisions specifically related to general aviation. These include an expansion of BasicMed, additional funding for GA airports under the Airport Improvement Program (AIP), and investments in workforce training and development to help bolster the next generation of pilots, mechanics, and air traffic con-trollers. The FAA is currently hard at work addressing these provisions.
Another milestone achievement
was the outstanding safety record for general aviation in the first 11 months of fiscal year 2024. As of Sept. 2, 2024, the GA fatal accident rate was 0.69 per 100K flight hours, well below the 0.93 per 100K flight hour target. The exper -
imental aircraft sector saw a similar downward trend, at 10 accidents below its target for FY24 at the beginning of September. While these numbers are still preliminary, we’re on track to have one of our safest years ever in GA! That’s an incredible accomplishment and a direct reflection of your com-mitment to safety and professionalism. Of course, our vision is to have no accidents, but this is certainly a trend in the right direction.
To help round out this extraordi-
nary year, we decided to celebrate your preferences in GA safety content by curating a collection of some of our most-read articles over the last decade. I would add that our readers have good taste in what’s important. The selec-tions in this reader’s choice issue cover a wide array of topics that were — and continue to be — relevant to GA safety. The editorial staff has also included updates in each article to keep readers apprised of any recent changes or enhancements. Here’s the list:
• ADS-B 101 — This article, which appeared in the lead-up to the FAA ’s 2020 ADS-B Out mandate, covers what this game-changing technol-ogy is and what it means to you in the GA community. While most aircraft are now equipped with this life-saving technology, the article serves as an important opportu-nity to re-educate yourself on how ADS-B works, what’s changed, and how to ensure that your equipment functions properly.
• How to Talk Like a Pilot — Proper communication in aviation is critical, and so should your approach to handling the mic during flight. This article provides several key pointers to help you sound like a pro and avoid some common radio pitfalls.
• Is My Aircraft Right for Flight? — This article emphasizes the importance of preflight preparation and takes a step-by-step approach to properly evaluate your aircraft before flight.
• Round Up the Usual Suspects — This article addresses the per -
sistently consistent causes of GA safety mishaps and tips on how to avoid them.
• Is That My Runway? — Wrong surface operations happen more often than you might think and among pilots at all skill levels. This article looks at a host of strategies and tools to help keep you in the right place at the right time.
We hope you enjoy and find value in
this issue’s tribute to the journey we’ve taken together throughout the years. Stay tuned for more in-depth articles in future issues as we continue to explore the evolving landscape of aviation safety and strive to keep you informed and prepared for what lies ahead.
Here’s to a safe and successful year
ahead!
November/December 2024 3
ATISGA news and current events
AVIATION NEWS ROUNDUP
New SAFO for Mass Aircraft
Demonstrations at Aviation Events
On Nov. 12, 2022, a Boeing B-17G
and a Bell P-63F collided midair during the Wings Over Dallas air show. A total of six people aboard the two airplanes were fatally injured in the crash. The two formations consisted of dissimilar aircraft oper -
ating near one another. The National Transportation Safety Board’s (NTSB) preliminary report stated there were no altitude deconflictions briefed before the flight or while the airplanes were in the air. This accident high-lights the complexity of mass aircraft demonstrations, and the critical importance of safety protocols to provide separation and enhance situa-tional awareness.
The FAA published a Safety Alert
for Operators (SAFO) to highlight this issue and remind the civilian air show community to ensure that appropriate, well-defined procedures are established when conducting mass aircraft demonstrations at air shows. A mass aircraft demonstration refers to multiple aircraft flying in trail or in formation within the flying display area. Mass aircraft demonstrations pose unique challenges and complex -
ities in air show operations. These complexities and challenges include, but are not limited to, the following:
• Participation of dissimilar aircraft;
• Complex flight patterns (e.g. dog bone-shaped flight paths);
• Communication protocols, manage-ment, and requirements; and
• Number of aircraft involved.
The SAFO highlights several
key risk mitigations that the FAA encourages all participants to implement. For more details, see the SAFO at bit.ly/4dXbX3k.
From the Flight Deck Data
Visualization Chart
The FAA ’s From the Flight Deck
(FTFD) video series provides pilots with actual runway approach and airport taxiway footage captured with aircraft-mounted cameras, combined with diagrams and visual graphics to clearly identify hot spots and other safety-sensitive items at airports.
To help viewers find locations
of the 130-plus videos, an interac-tive map was created on the FTFD landing page at faa.gov/flight_deck and was recently updated as a data visualization chart. This chart shows a map of the United States and includes filter and search options that let users customize their search by state, city, airport name, airport ID, and safety product to easily access FTFD videos and other content like Arrival Alert Notices.
The FAA has also expanded its
runway safety outreach efforts beyond videos with corresponding digital content in the form of pilot hand-books for specific airports. These online documents convey much of the same safety information as the videos, including a section on specific cautions and local information that controllers want pilots to know.
The FAA’s new data visualization chart at faa.gov/flight_deck lets you filter and search for runway safety resources by state,
city, airport name, airport ID and safety product.
4 FAA Safety Briefing
ATIS GA news and current eventsSo, before your next flight, be sure to
check out the FTFD resources available.
Pilot Minute Video Covers Herbal
Remedies
Pilots may wonder, “Why should I be
concerned about herbal remedies?” Not all organic substances are safe, and some can have similar effects to those of illicit drugs. In a recent episode of the Pilot Minute video series, Federal
Air Surgeon Dr. Susan Northrop explains the herbal remedies and supplements that are not acceptable for medical certification including specific concerns for aviation safety. Go to bit.ly/FAAPilotMinute to watch this and other Pilot Minute videos.
Lose the Laser
With the holiday season in full swing,
people will see more laser light decora-tions in use around town and in their neighborhoods. While these may add some visual interest and fun to holiday décor, they are not fun in the flight deck.
Laser light displays pose a potential
threat to pilots in aircraft above. When pointed at the sky, laser strikes on air -
planes and helicopters can temporarily blind pilots, putting lives at risk in the aircraft and on the ground below. Watch the FAA ’s video on home laser lights at youtu.be/4s1hw-T-KR4.
Even though lasers may seem
harmless, pointing one at an aircraft is a federal crime because of the hazard they present. U.S. law enforcement agencies and the FAA may seek criminal and civil prosecution against violators, including significant fines and jail time.
For more information on the
dangers, data, and how to report air -
craft laser strikes, visit faa.gov/go/lasers.
Paving the Way for Expanded
Nationwide Drone Package Delivery
In a first for U.S. aviation, the FAA
has authorized multiple commercial drone operations in the same air -
space. The authorizations for Zipline International and Wing Aviation allow them to deliver packages while keeping their drones safely separated using Unmanned Aircraft System Traffic Management (UTM) tech-nology. In this system, the industry manages the airspace with rigorous FAA safety oversight.
Typically, when operating drones,
the operator must be able to always see the aircraft. However, new advance-ments in air traffic technology and procedures are providing a key step toward making these beyond visual line of sight (BVLOS) flights routine.
This comes as the FAA works to
release the Normalizing UAS BVLOS Notice of Proposed Rulemaking (NPRM), which would enable drone operators to expand operations while maintaining the same high level of safety as traditional aviation. We are on track to release the NPRM this year, following strong Congressional support in the recent FAA reauthorization.
Drones represent a very different type
of aircraft than traditional commercial aviation, and the FAA ’s approach to this new NPRM has evolved accordingly. The industry has created the market and technology, and the FAA has worked with them on creative solutions to ensure operations can be done safely — UTM services are a clear example of this innovative approach. The NPRM has been designed to allow operations to scale with the size of the industry.
For more information on this mile-
stone, visit bit.ly/3XDn9we .
NTSB Safety Alert: Flying in Icing Conditions
Flying in icing conditions can present
operational risks, including the adverse effects of airframe and propeller icing on aircraft performance. This can make managing the airplane’s flightpath and airspeed more difficult and prevent the airplane from maintaining a level flight.
To address this issue, the NTSB
issued Safety Alert 097, which pro-vides recommendations like activating leading-edge deice boots and pitot heat and maintaining the recommended airspeed for flight in icing conditions in accordance with the Aircraft Flight Manual or Pilot Operating Handbook. Additionally, there are products avail-able that can be used on deicing boots to enhance deicer performance and help shed ice more easily.
For additional information and to
view all the recommendations in this safety alert, visit bit.ly/NTSBSA
Check out the FAA’s YouTube video “Lose the Laser” at
bit.ly/3XOeGGM.
#FLYSAFE GA SAFETY ENHANCEMENT TOPICS Please visit bit.ly/FlySafeMedium for more information on these and other topics.
NOVEMBER
Overreliance on
Automation:
Learn how overreliance on automation technology can inhibit terrain awareness.
DECEMBER
Flight Data Monitoring:
Learn about the safety benefits of flight data monitoring and how it can help identify emerging problems before failure.
AEROMEDICAL ADVISORYa checkup on all things aeromedical
November/December 2024 5DR. SUSAN NORTHRUP , FAA FEDERAL AIR SURGEON
YOUR CALL ANSWERED
Many of you know that we maintain
a call center in Oklahoma City at the Civil Aeromedical Institute (CAMI) and staff the regional flight surgeons’ offices to answer questions. For this issue, I thought I would review the most common questions these offices receive and perhaps save you a phone call.
Why is my medical review taking so
long? This has multiple components.
First, the number of applications increased 18% between 2017 and 2023. Second, the complexity of cases has also increased with a much greater per -
centage requiring review and special issuance by the FAA prior to approval. Third, the FAA is aggressively hiring new controllers. Some of the same personnel who review cases from pilots also review the medical applications of controller candidates. To be blunt, our staffing levels have remained relatively level while the workload has increased dramatically. However, we are taking steps to improve this. For several years, we have worked very hard to identify which conditions we could delegate decision authority to an aviation medical examiner (AME). As I discussed in the last issue, this has already reduced the wait for some conditions. In addition, we recently received approval to hire more person-nel, both physicians and administrative assistants, so much-needed help is on the way. The first individuals are already hired and are now in training. However, it takes a few months, at a minimum, for someone to be fully trained even with an aviation medicine background.
What can I do to speed up the process ?
Quite a bit, actually. First, ensure that
the information you send us is exactly what we request. For example, if it’s requested, you must send the actual physician’s progress notes. This may be different than what you can pull up in your chart or the after-visit summary you receive. This also applies to requests for specific tests. While sometimes we can accept a substitute test, you should always ask rather than assume. Ask your AME to upload the records electroni-cally when feasible (there are currently size limitations that we are seeking to increase). If you do send hard copies, mail them in a single mailing. Please do not send duplicate copies; duplicates slow the process down. Regardless, please ensure that all the records are legible. Make sure that you have dis-closed all conditions and that these are addressed appropriately. Unfortunately, it is not uncommon for someone to neglect to mention a condition even though it is listed in the problem list or by another treating physician. Y ou may want to review the problem lists off our medical records with your AME to see if any of those conditions require docu-mentation for the FAA. We are required to ask about these additional conditions.
How long does it take the FAA to
review records ? This depends on
the condition. Factors include the complexity of the underlying con-dition(s), the specific condition(s), if an outside consultant review is needed, and if during the review we discover additional conditions that must be addressed. Some conditions are clearly disqualifying and we can render a decision quickly. The goal for us though is to find a pathway to “yes” and issue a certificate when it is safe to do so. Remember, obtaining the correct documentation is often the most time-consuming part of medical certification, so be sure to include everything requested.
Can the call center staff tell me where
I am in the queue? No, we do not maintain a dashboard that shows this information. However, they can tell you if we have received your informa-tion and if we have everything that we requested. If an extension is needed to complete the evaluation, they can grant this as well. This extension does not extend the duration of the medical cer -
tificate though. This is governed by 14 CFR section 61.23. Call center staff can also assist the airman with a request for a recent authorization letter or information request letter; sometimes these are lost in the mail. For duplicate certificates, the airman can obtain the needed form at bit.ly/3N3FA72.
Can I come there and drop off my
paperwork or talk to the reviewer or doctor? No, FAA facilities are secure,
and physical access is limited. Y our documents can be uploaded electron-
ically by your AME, mailed by USPS, or sent via FedEx, UPS, or USPS pri-ority. The addresses are located on the FAA medical website at bit.ly/4gttnGt .
One final suggestion: the AME
Guide has a wealth of information that you might find useful even though the AMEs are the primary audience. We update it regularly, and it is now over 800 pages long. We have an integral search engine, but you can also use your favorite online search engine. Y ou can find the Guide at faa.gov/ame_guide .
6 FAA Safety Briefing
ADS-B 101ADS-B 101
What It Is, and What It Means to YouWhat It Is, and What It Means to You
By the FAA Surveillance and Broadcast Services Group
Editor’s Note: This article first appeared in the Mar/Apr 2017
issue of FAA Safety Briefing. We’ve made several updates to the original article to reflect pertinent program changes and offer some pilot feedback after the 2020 mandate. This article also provides the FAA with an important opportunity to help re-educate the pilot community on the many benefits of ADS-B technology.
As the demand for our nation’s airspace grows, Next Generation Air Transportation System (NextGen) improvements are helping to guide and track aircraft
more precisely and on routes that are more direct. The shift to smarter technologies is making air travel safer, more convenient, and more environmentally friendly.
Automatic Dependent Surveillance-Broadcast (ADS-B) is
a foundational NextGen technology that uses GPS infor -
mation to track aircraft in real time and improve situational awareness. Nearly five years since the FAA ’s ADS-B mandate, this technology is well on its way to achieving its objective: to increase safety and efficiency in the National Airspace System (NAS) and help meet the demand of increasing air traffic levels.ADS-B has the following characteristics:
• It’s A utomatic — It transmits location and other infor -
mation, every second (vs. transponder every 5 to 12 seconds), with no pilot action.
• It’s D ependent — It is dependent on aircraft being
equipped with a rule-compliant position source and signal transmitter.
• Surveillance through GPS information — The signal
includes aircraft position and velocity vector derived from the position source, which is typically a GPS receiver. Position accuracy is independent of the distance from the ground station.
• Broadcast of the aircraft’s position — ADS-B equip-
ment automatically transmits data to controllers and to any aircraft equipped to receive ADS-B. ADS-B targets display in real time.
How Does ADS-B Work?
ADS-B works by having aircraft avionics regularly broad-
cast position, velocity, and identification information
November/December 2024 7from an aircraft to air traffic control (ATC) and other
aircraft that can receive ADS-B data. Accurate position data, along with the velocity of the aircraft, is derived from satellite navigation signals received by the aircraft’s position source. ADS-B avionics integrates this informa-tion with data obtained from other aircraft sources (e.g., flight management system, altimeter, and traffic collision avoidance system (TCAS) units) to generate a compre-hensive data set for the aircraft. This data is transmitted by ADS-B avionics on one of the approved ADS-B datalinks (more on that in the ADS-B Mandate section) at a rate of once per second or better. It provides frequent updates for tracking aircraft movements and determining state changes of the aircraft. This transmission is referred to as ADS-B Out. Aircraft within line of sight that are equipped to receive the data receive these broadcasts, along with ADS-B ground stations up to approximately 250 miles away. The ADS-B ground system then processes this data and displays it to ATC for use in providing sepa-ration services to aircraft.
The ADS-B system combines other surveillance data
(e.g., radar, wide area multilateration, etc.) for non-ADS-B-equipped aircraft, and subsequently transmits this infor -
mation from ground stations to ADS-B-equipped aircraft as Traffic Information Service-Broadcast (TIS-B), a free ADS-B In service that significantly enhances pilot situa-tional awareness for additional safety benefits. With traffic displayed in the cockpit, pilots and air traffic controllers can communicate with shared awareness of conflicting aircraft traffic. With TIS-B, a pilot will not only see ADS-B air-to-air traffic but also the radar targets sent from ground stations, resulting in a more complete picture of traffic around the aircraft.
TIS-B information
is available to aircraft that broadcast valid ADS-B Out and utilize ADS-B In on the uni-versal access transceiver (UAT) link (978 MHz), 1090 Extended Squitter (1090MHz) link, or both. ADS-B ground stations also send out, on the UAT link only, graphical weather information and flight information, such as temporary flight restric-
tions and notices to air missions at no cost. This
is called Flight Information Service-Broadcast (FIS-B). For more information on ADS-B In applications, go to bit.ly/4dA1vxR .
ADS-B Mandate
The equipment used to broadcast ADS-B Out was man-
dated by Jan. 1, 2020, for aircraft flying in certain airspace — generally the same busy airspace where transponders are required (see Title 14, Code of Federal Regulations (14 CFR), section 91.225).
Except for airspace along the coast of the Gulf of Mexico,
if a pilot flies exclusively in airspace where a transpon-der is not required, then there is no mandate to equip. Also exempt, in some airspace, are aircraft not originally certificated with an electrical system, or not subsequently certified with such a system installed, including balloons and gliders. Additional details on ADS-B airspace require-ments can be found at faa.gov/go/ADSBairspace .
Deciding which type of ADS-B equipment you need is
based on where you fly. Aircraft operating above FL180 (18,000 feet) or internationally, must be equipped with a Mode S-transponder-based (1090 MHz) ADS-B trans-mitter. Aircraft operating below 18,000 feet and within
Regulation Reminder: All ADS-B equipped aircraft are required to operate their ADS-B Out transmitter at all times including while on the surface of the airport — 14 CFR section 91.225(f).ADS-B system components include the GPS constellation, ground stations, ATC, and aircraft with ADS-B equipment.
Satellite
PositioningGPSConstellation
ADS B
Radio StationsAircraft-to-aircraft
Air TrafficControlADS-B OutLegend
ADS-B In
8 FAA Safety BriefingADS-B rule airspace must be equipped with either Mode S
transponder-based (1090 MHz) ADS-B equipment or UAT equipment. UAT equipment provides the ability to receive traffic and weather data provided by the FAA ADS-B network. View the FAA ’s decision tree for help on how to equip with ADS-B at bit.ly/doIneedtoequipADSB .
To meet the minimum requirements for ADS-B Out, an
aircraft must be equipped with three things:
1. A qualified Global Navigation Satellite System (GNSS) receiver (see FAA Advisory Circular 20-165B, Appendix 2)
2. An extended squitter Mode-S transponder or a UAT meeting the performance requirements of TSO-C166b or TSO-C154c
3. Appropriate antennas
Note that portable equipment does not meet the ADS-B
Out rule requirements.
Owners can install an ADS-B Out system to meet the
minimum requirements of the rule, or they can also inte-grate with ADS-B In avionics and displays to reap the full benefits of ADS-B. Since the advantages of ADS-B In are so extensive, many in the general aviation (GA) community have chosen to invest without an ADS-B In mandate.
Benefits for General Aviation
ADS-B is transforming all segments of aviation, and GA
pilots in equipped aircraft now have access to services that provide a new level of safety and efficiency.ADS-B provides 21% more airspace coverage than radar
at 1,500 feet above ground level in the contiguous U.S. and Hawaii. GA and air taxi aircraft equipped with ADS-B Out enjoy more efficient spacing and optimal routing in non-radar environments, including the busy airspace in the Gulf of Mexico, mountainous regions of Colorado, and the lower altitudes of Alaska.
The precise surveillance provided by ADS-B also improves
life-saving search-and-rescue operations. Air traffic con-trollers tracking aircraft with ADS-B Out have much better information about the last reported positions and velocity, helping to take the “search” out of search and rescue.
“Owners who choose to add avionics and displays
for ADS-B In are receiving truly transformative ser -
vices, ” says Jamal Wilson with the FAA Surveillance and Broadcast Services Group. “With ADS-B In, general aviation pilots see much of what air traffic controllers see on their ATC display. Cockpit displays show the location of aircraft in the skies around them, creating an environ-ment of shared situational awareness. ”
An example of ADS-B’s life-saving potential recently took
place in the skies of Alaska where a student pilot, maneuver -
ing in his home field airspace, was alerted to another aircraft heading his way. Once it was clear that the aircraft was not
Have a TIS-B, FIS-B, or ADS-B problem to report?
Go to faa.gov/air_traffic/technology/adsb/adsb_reports .This graphic generally depicts the airspace where ADS-B Out is required. Visit faa.gov/go/ADSBairspace for more information.
November/December 2024 9altering course, the student pilot used the ADS-B In infor -
mation to initiate immediate course deviation that prevented
what would have been a mid-air collision.
Your Path to Equipping with ADS-B
Throughout the country, GA aircraft owners are con-
tinuing to equip with ADS-B. As of July 2024, the FAA
can detect that over 105,000 fixed-wing general aviation aircraft are equipped with rule-compliant ADS-B Out.
If you are unsure where to begin your path to ADS-B
equipage, visit the FAA ’s Equip ADS-B website at faa.gov/go/equipadsb . This website was created to meet the needs
of the GA community and includes an extensive amount of information such as frequently asked questions, an
interactive map that shows rule airspace, current equi-
page levels, how to improve privacy, and an online form to report an issue or concern with TIS-B, FIS-B, or other
aspects of the ADS-B system.
If You’ve Already Equipped
As noted previously, many GA pilots have already equipped
with ADS-B, but following equipage there is more that pilots
need to know. First, once an aircraft has been equipped with ADS-B Out or after a new aircraft has been purchased, it’s
important to check the ADS-B system’s performance. The
FAA recommends that aircraft owners and operators check their equipment’s performance after installation and periodi-
cally afterward, particularly after any aircraft maintenance is
performed since avionics performance can change over time.
Requesting a Public ADS-B Performance Report (PAPR)
is the best and easiest way to determine whether ADS-B equipment meets all the requirements of 14 CFR section
91.227. A PAPR can be requested as often as desired after
any flight. Just visit faa.gov/go/adsbpapr .
It’s also important for pilots to ensure that the flight ID
broadcast by their ADS-B Out equipment exactly matches the aircraft ID (call sign) used on the flight plan. If the
ADS-B flight ID does not exactly match the aircraft ID
provided on the flight plan, it creates a call sign mismatch (CSMM) event. CSMM mitigation efforts by air traffic con-
trollers, especially in busy airspace, can lead to significant
operational difficulties, including distraction, increased
frequency congestion, and increased workload.
To avoid call sign mismatch, pilots can verify that their
flight ID is set correctly by requesting a PAPR Report. This is important after any maintenance activity, especially
when the battery is disconnected, as this activity may reset the flight ID field.
For ADS-B Out transmitters with a pilot-changeable
flight ID, the FAA recommends having a standard pro-
cedure for checking that the correct flight ID is entered
prior to taxiing. Also, if your organization assigns an ICAO three-letter flight ID for a particular mission (e.g., Angel Flight), be sure the flight ID is entered correctly in the ADS-B prior to taxiing and remember to change the flight
ID back to the “N number” after the mission is completed.
Additional details that are important for pilots to know
about their ADS-B system are available on the Equip
ADS-B webpage at bit.ly/KnowY ourADSB .
“We’ve come quite a way since the first publication of this
article in 2017, ” says Jamal Wilson. “ As pilots, we can now reflect that the 2020 mandate wasn’t the end; it was actually
just the beginning of realizing the benefits of ADS-B. ”
The FAA Surveillance and Broadcast Services (SBS) Group leverages Automatic Dependent
Surveillance-Broadcast (ADS-B) technology to enhance capabilities for airspace users and
controllers, while improving safety and efficiency in various phases of flight.
LEARN MORE
FAA’s Equip ADS-B webpage
faa.gov/go/equipadsb
FAA’s ADS-B Resource webpage
faa.gov/air_traffic/technology/equipadsb/resources
Requesting a Public ADS-B Performance Report (PAPR) at faa.gov/go/adsbpapr is the best
and easiest way to determine whether ADS-B equipment is functioning properly and meets all the requirements of 14 CFR section 91.227.
10 FAA Safety Briefing
How to Talk
Like a Pilot
The Basic Elements of Aviation Communication
By Jennifer Caron
Editor’s Note: This article originally appeared in the Jan/
Feb 2018 issue of FAA Safety Briefing and was updated for
this issue.
Have you ever seen the 1960s television series Dragnet
with Sgt. Friday? He was a no-nonsense detective
who did everything by the books. A “just the facts”
gumshoe, Joe Friday took his job seriously and was always professional and precise.
Sgt. Friday was no gabby blabbermouth who talked a
lot just to hear himself speak. No, sir! He spoke in concise, fact-based, monotone dialogues:
“This is the city: Los Angeles, California. I work here.
I’m a cop. ”Even if you’ve never seen the show, you already know
where it takes place, who Joe Friday is, and what he does
— in just four short phrases. It’s clear, concise, and to the
point. He gave you “just the facts, ma’am. ” That’s all the
information you need for situational awareness.
Let’s take this cue from Sgt. Friday as we consider the
basic elements of aviation communication.
Be Concise, but Be Precise
Brevity is important in “aviation-speak, ” but precision and understanding are key. Y our radio transmissions should be
as concise as possible while still ensuring that the controller
understands what you want to do. Equally important is for
you, the pilot, to understand exactly what ATC wants you
to do. This principle also applies to non-towered airfields. Radio calls to the Unicom frequency should be as brief as
possible to shorten your time on air, but they must also be
accurate to help you and other pilots see and avoid. Here are a few tips:
Write Everything Down. Get into the habit of writing
down ATIS information, taxi instructions, and ATC clear -
ances. This is especially helpful for instructions that are
complex. Write down basically everything you’ll need to
read back to the controller.
Here’s why. The act of writing information confirms
November/December 2024 11what you think you heard. It reinforces your understand-
ing of what you need to do, and it allows you to plan what
to say before you say it. It also helps reduce the possibility
that you’ll forget part of the instruction and have to request
“Say again?” to get it right.
Take advantage of the sequence that ATC uses to
issue IFR clearances and use the CRAFT acronym to jot down your clearance instructions in the order they’re
given — C learance limit, R oute, Altitude, Frequency, and
Transponder code.
With your notes in front of you, you can speak clearly,
confidently, and without pauses (“ums and ahs”) or hes-
itation. Y our notes will also allow you to cut out excess
verbiage and shorten up your readbacks to “just the facts. ” “Runway 25” can be shortened to “25, ” for example.
Don’t get sloppy. Make sure you read back ALL of the
facts. Don’t shorten “taxi to runway 25, via taxiway Hotel, hold short 27, ” into “taxi to 25 hold short 27!” Y ou have to
acknowledge that you know a taxiway route is required to
reach your destination.
At non-towered fields, many pilots will use the jargon,
“taking the active, ” when they’re about to move onto the
runway. It may sound cool, but it’s not. Non-towered fields
do not have an “active” runway and, more importantly,
such transmissions convey no useful information. Transmit
“departing 27” instead so your fellow aviators will know which runway is in use.
Taxi Diagrams Serve a Purpose. Use Them. Y ou can jot
everything down on your taxi diagram, either with tradi-
tional pen and ink or by using the annotation features in most popular aviation apps. Get into the habit of drawing
out the route you’re instructed to take right onto your taxi
diagram. Do this even at your home airport, and for every
flight. This best practice verifies your assigned route and
confirms accuracy. It will help you think about what you
want to say before you key the mic, and it will also help you avoid runway incursions.
Use Y our Call Sign. Every time you transmit, identify
Brevity is important in “aviation-
speak, ” but precision and
understanding are key. Y our
radio transmissions should be
as concise as possible while still
ensuring that the controller
understands what you want to do.
12 FAA Safety Briefingyour aircraft by its call sign — which is your aircraft’s type,
model, or manufacturer’s name, followed by the digits/
letters of the FAA registration number, aka tail number.
Call sign aircraft identification is a mandatory requirement
by the FCC (the body that governs radio communications).
That said, you can certainly add concise information about color or paint scheme in busy, non-towered airspace (or, as
requested, at events like air shows) to help other pilots spot
you quickly.
Once you have established two-way radio communica-
tion, it’s common for ATC to abbreviate call signs on sub-sequent communications by using just the aircraft prefix
and the last three digits/letters of its registration. Once the
controller has used such abbreviations, you can follow suit.
Aim for Professionalism
Take all your radio calls seriously. Y ou are a certificated, professional pilot, and just like Sgt. Friday, you should take
a no-nonsense, disciplined approach to your transmissions.
Always strive to use standard phraseology. Manage the mic.
Make sure it’s not stuck in the transmit position. Do not transmit just to transmit. For heaven’s sake, please do not use the frequency for personal conversations.
For non-towered airfields, take into account that a
Common Traffic Advisory Frequency (CTAF) may be
shared by several airfields. Always begin and end your transmissions with the airport name. Self-announced radio
calls or Unicom advisory requests are intended to enhance
November/December 2024 13situational awareness.
“It drives me nuts when pilots say ‘any traffic in the
area, please advise, ’” says Sarah Patten, Air Traffic Control
Specialist at FAA Potomac TRACON and active pilot. “It’s
my biggest pet peeve. ” She adds that “by asking any traffic
in the area to advise, they’re inviting every plane to key up at the same time, resulting in an unreadable squeal, and
they’re also not accounting for any aircraft in the area that
may not have a radio. The airport I fly out of, for example, has quite a few of these, ” Patten explains.
“ A better option for pilots might be to use a second com
radio to monitor the CTAF, ” suggests Patten, “and to recog-
nize that it’s always important to scan for traffic no matter
where you’re flying. ” Patten adds that it is important to monitor the CTAF in the vicinity of airports. “By assuming
that everyone in the area is talking on the radio, it’s easy
to get complacent with traffic scanning, which can lead to some nasty surprises, ” cautions Patten.
Lastly, don’t announce your every position or action,
only the ones that prevent conflicts in flight, the traffic
pattern, or during taxi. Some airports, especially ones
that share a congested frequency, desperately need pilot discretion when making radio calls. Keep in mind that all
communication frequencies are typically a party line, and
only one person can talk at any one time.
Remember — effective pilot/controller communications
are key to safe operations. Here’s a few resources you can use to improve your radio technique.
1. Learn the Lingo. Pilots will find the Pilot/Controller Glossary very helpful in learning what certain words or
phrases mean. Good phraseology is concise, it’s accurate,
and it’s the mark of a professional pilot. Jargon, chatter,
gabbiness, and slang have no place in proper, profes-
sional ATC communications. All pilots can benefit from reviewing the P/C Glossary from time to time to sharpen
up phraseology and technique. Y ou’ll find a copy of the
Glossary here: bit.ly/PilotControllerGlossary.
If your aircraft is hibernating for the winter or you
haven’t flown in a while, stay sharp by listening to
liveatc.net, the live feed of ATC communications. It’s a
great way to listen to the way controllers speak, keep up
on the lingo, and pick up a few phrases you didn’t know as you wait for spring.
2. Review the AIM. The FAA Aeronautical Information Manual (AIM) is your one-stop, back-to-basics guide for
flight information and ATC procedures. Y ou’ll want to check out Chapter 4 on Air Traffic Control and Section
2 of that chapter on radio communications, phraseology,
and technique. The AIM is updated every six months so visit faa.gov/air_traffic/publications to make sure you
have the most up-to-date version.
3. Listen Before You Transmit. Many times, you can get all the information you need on the active runway just by listening to ATIS. Likewise, when you’re switching
frequencies, stop, listen, and make sure it’s clear you’re on the right frequency before you start transmitting. Y ou
also want to avoid “stepping on” another pilot who is
already transmitting when you join the frequency.
“Pilots should listen not only to hear if someone is
talking before they key up, but should also listen to what is being said, ” advises Patten. “I can’t tell you how many
times I’ve issued an instruction to a plane, only to have
someone else immediately check in before the first plane can read back the instructions. That makes it harder for
me to verify that the first plane received my instruction,
and frequently creates more work for both the pilot and
the controller, ” says Patten.
Likewise, if you’re instructed to monitor a frequency,
do just that and listen only. The controller will initiate
contact as needed.
When you have a non-urgent request, a good practice is
to let ATC know by transmitting your call sign with the
word “request. ” The controller will acknowledge and let
you know when he or she has the opportunity to listen.
Be Courteous and Keep it Classy
Effective communication is the critical link between pilots and controllers in the air traffic control system. Always be
factual, accurate, brief, professional, polished, and courteous
in all your radio transmissions. These are the basic elements
of proper aviation communication and are the keys to ensur -
ing a strong bond between you and the controller. Practicing
and perfecting these basics will not only enhance safety for
you, but for all users in the airspace system.
LEARN MORE
AIM’s Pilot/Controller Glossary and Radio Communications Phraseology and
Techniques (Chapter 4, Section 2)faa.gov/air_traffic/publications/
FAASTeam Radio Communications Phraseology and Techniquesbit.ly/CommsPhraseology
From the Flight Deck — Phraseology bit.ly/3FYZgFX
“Don’t Get Lost in Translation, ” FAA Safety Briefing, Nov/Dec 2012, Page 20adobe.ly/3Zsk97e Get into the habit of writing down
ATIS information, taxi instructions,
and ATC clearances.
Is My Aircraft
Right for Flight?
The Importance of Preflight Prep
By Jennifer CaronEditor’s Note: This article originally appeared in the Jan/
Feb 2017 issue of FAA Safety Briefing and was updated for
this issue.
What’s that weird noise? I think to myself as I prepare
for departure. I just finished my run-up, ready for
take-off, and there it is again — that deep knock-
ing sound — three times now — “knock, knock, knock. ” But I just shut this airplane down 30 minutes ago — quick
stopover, I needed a break. Now I’m running late, so I skipped the preflight check completely. But I always do a
full run-up on every start-up, so it should be good to go
without a preflight check, right?
Don’t leave anything to chance. In 2017, when this
article was first published, 384 people died in 238 general aviation accidents. In 2022, 358 people died in 222 general
aviation accidents. As you can see, the numbers have not
changed much over the years. Powerplant system and component failure was the third most common event for
fatal accidents, and maintenance errors were not to blame.
Inadequate preflight preparation was cited as a contribut-ing factor in many of these accidents.
“A” in PAVE
Preflight preparation of your aircraft is one of the most important steps you can take to ensure that your aircraft
is fit for flight. It is a critical function of the “ A ” in the
personal minimums PAVE checklist of Pilot, Aircraft,
EnVironment, and External Pressures. It is one of the tools
pilots use to assess the risk of a flight by evaluating the
presence of risk factors in each of these four areas.
The PAVE checklist works like any checklist you would
use in your aircraft. Y ou should expand its use to your flight planning as well and consider each line item carefully
before making your final decision to fly.
To help with the “A” in PAVE, I’ve highlighted some
simple steps you can take to evaluate your aircraft prior to
takeoff.
Step 1 — Is it Airworthy? To be airworthy and safe to fly,
the aircraft must meet two primary conditions. First, it
must conform to a type design. Second, it must be in a condition for safe flight.
Type Design
An aircraft must conform to its type design, which includes not only its equipment but also documented compliance
with all required maintenance inspections. The type certif-icate data sheet (TCDS) for the aircraft provides a formal
description of the aircraft, engine, or propeller, along with
limitations and information on items such as airspeed, weight, and performance limits.
14 FAA Safety Briefing
November/December 2024 15Condition for Safe Flight
To be in a condition for safe flight, all required and installed
equipment must be in good working condition. Any repairs
and modifications must be correctly documented. Y our
aircraft needs an FAA Form 337 any time it has undergone
a major repair or major alteration, as any changes to type
design require approval through a supplemental type certif -
icate (STC) that documents the FAA ’s approval of a product
(aircraft, engine, or propeller) modification.
Additionally, your aircraft must meet the requirements
of certain inspection cycles. Y ou should be able to find air -
craft maintenance log entries for completion of the annual
or (if applicable) 100-hour inspection, which includes
verification of any applicable airworthiness directives and
any required equipment checks (e.g., the VOR and altime-ter/pitot-static system, the transponder, and the emergency
locator transmitter (ELT) battery strength). If you are flying
a rented aircraft, always remember to note when the next inspection is due. For instance, are you planning a six-hour
flight on an aircraft that only has three more hours until its
100-hour inspection is due? Ensuring that flight duration
will not exceed the next aircraft inspection is part of the
preflight for rental aircraft.
After maintenance, check systems thoroughly, or ask
qualified maintenance personnel to help re-inspect the aircraft to ensure all systems are a go.Step 2 — Is it My Type? Know your experience level flying that particular aircraft type and your aircraft’s performance abilities and limitations.
Step 3 — Gas in the Tank? Know your fuel reserves.
Step 4 — Checklist Checked? Preflight checklists are
your friends — use them! It is important for you, as a
safety-minded pilot, to make use of a physical preflight
checklist. Never work from memory. In this way, you can
ensure that you do not skip or misevaluate the items you
are checking. Always exit the aircraft and move around it methodically, avoiding interruptions and distractions
during your external inspection.
Go one step beyond the official checklist items and
develop an additional items checklist to be used in con-junction with the aircraft’s preflight checklist. Take a look
at the FAA Safety Team’s (FAASTeam) advanced preflight
pamphlet at bit.ly/3DF7xid (PDF) for guidance on devel-
oping an additional items checklist to add to your preflight arsenal.
Bring Your “A” Game
Another way to check your “A”ircraft, and to proac-tively assess risk for a given flight, is with a Flight Risk
Assessment Tool (FRAT). A FRAT helps pilots make better
16 FAA Safety Briefinggo/no-go decisions by asking a series of questions that gen-
erally follow the PAVE checklist. There is an abundance of
FRAT options to choose from, they are simple to use, and
many are available as apps on your smartphone or tablet.
Check out “Introduction to Safety Risk Management” —
the January 2023 Fly Safe GA Safety Enhancement Topic at bit.ly/47u0k1e .
Remember This
With safety in mind, following proper preflight procedures plays a critical role in ensuring the airworthiness of your
aircraft prior to takeoff. The steps you take before your
aircraft leaves the ground will pay huge dividends towards
your piece of mind while in the air.
And that weird knocking sound we heard earlier? Well,
that was just your aircraft reminding you to do a thorough preflight check. Fly safe!
Jennifer Caron is a former assistant editor for FAA Safety Briefing. LEARN MORE
“Advanced Preflight, Take Your Preflight to the Next Level, ” FAA Safety Briefing
Mar/Apr 2012
bit.ly/3MSMlIR (PDF)
Advanced Preflight M-Pamphlet
bit.ly/3DF7xid (PDF)
Advanced Preflight after Maintenance Flyer
bit.ly/47B4u7S (PDF)
FAASTeam Safety Materials
bit.ly/FAAST_pamphlets
Perfect Your Preflight
Advanced preflight is a practice that helps aircraft owners and pilots
become more aware of all the safety-related data pertaining to their
aircraft. In addition to using the preflight checklist, it focuses on being
more cognizant of who maintains your aircraft and how to apply a detailed
approach to your preflight inspection based on a review of the aircraft’s
maintenance history. Knowledge of your aircraft’s history, its systems and components, and its propensity for possible failures is the foundation for
this. To build on this foundation, it’s crucial to get to know your aviation
maintenance technician (AMT). Building a relationship with your AMT will help you do more than just learn about your aircraft. It will also help you
feel more comfortable asking questions that help you know your AMT is
qualified and has the proper experience, and pointing out items you are
unsure of or need corrective action.
Equipped with better knowledge of your aircraft and who is maintaining
it, you’re ready for the practical application of an advanced preflight: the
walk-around inspection, which is likely your last chance to determine
the safe operational condition before a flight. When conducting your inspection, assume that there is something wrong, even if you used the best mechanic. Here are some important ways to perfect your preflight:
• Start your inspection with the manufacturer’s checklist if available. This should form the basis of your preflight inspection, but don’t limit
yourself to it. Every aircraft is unique, so your checklist should be too.
• Get to know your checklist. Figure out not just what it asks you to
“check” but also how you should “check” it. Sometimes, this involves
interpreting visual, aural, and tactile cues, looking for cracks, feeling for
looseness or binding, or listing for abnormal sounds.
• Using all your senses and a notepad, write down anything that isn’t right. Step back 10 to 15 feet and see if anything looks out of place. Be prepared
to abort takeoff if something goes wrong or doesn’t feel right.
Take the time to perfect your preflight. Enhancing your relationship with
your aircraft’s history and your mechanic are both critical components of
an advanced preflight and can make the difference between a safe flight
and your last flight.
November/December 2024 17
Round Up the
Usual Suspects!
Corralling the Common Causes of GA Mishaps
Editor’s Note: This article is based on a collection of articles
from our Jul/Aug 2018 issue that featured a Casablanca
theme. The articles have been updated and the original
authors will be noted for each section.
Meet the Prime Suspects
Susan K. Parson
The collection of common causes for general aviation (GA)
accidents and incidents is remarkably (maybe depressingly) consistent. The Aircraft Owners and Pilots Association
(AOPA) Air Safety Institute’s most recent Richard G.
McSpadden Report (formerly the Nall Report) notes that a whopping 69% of causes of non-commercial fixed-wing
accidents can be attributed to the action — or inaction —
of the pilot.
The mix of specific pilot problems shifts; for example, the
McSpadden Report notes that reductions in the number of takeoff/climb and descent/approach accidents were offset by
increases in the number attributed to low-altitude maneu-
vering, weather accidents, and (sigh) fuel mismanagement.
It is also troubling that instructional flights are the
second largest category of personal flying accidents. While the classic VFR-into-IMC scenario accounted for fewer than 5% of all accidents, these mishaps are deadly, with about 80% of weather accidents being fatal.
Though not usually fatal, runway incursions are another
elusive member of the not-so-exclusive usual suspects
club for GA mishaps. FAA statistics (faa.gov/airports/
runway_safety/statistics) show a stubbornly static number of national runway incursions since 2019.
Sleuthing for Solutions
Susan K. Parson
We’ll take a look at each of these topics in this article.
But while we borrow the immortal “round ‘em up” words of Capt. Louis Renault, Casablanca’s prefect of police, to
talk about the causes, it’s important to emphasize that we don’t subscribe to his post-hoc, enforcement-centered
methods of keeping order when it comes to airmen who
make honest mistakes. Rather, the FAA ’s Compliance
Program aims to get a steady flow of safety information
we wouldn’t otherwise have. We then work collabora-
tively with airmen to prevent accidents from occurring in the first place or, when prevention of the initial accident
isn’t possible, to find ways to keep similar accidents from
occurring.
18 FAA Safety Briefing
Master of My Fate!
Susan K. Parson
When rounding up the usual suspects for GA accident
causes, none may be higher on the “wanted” list than loss of control — especially loss of control in flight (LOC-I).
LOC-I persists as the leading cause of fatal GA accidents
in the United States and commercial aviation worldwide. Preventing LOC-I in GA has been one of the peren-
nial perps on the NTSB’s Most Wanted List of Safety
Improvements in years past. While the NTSB retired the
Most Wanted List concept in 2023, LOC-I is still a signifi-
cant safety risk in GA.
The FAA ’s Airplane Flying Handbook defines LOC-I as “a
significant deviation of an aircraft from the intended flight path [that] often results from an airplane upset. ” It observes that maneuvering is the most common phase of flight for
general aviation LOC-I accidents while cautioning that
LOC-I accidents can — and do — occur in all phases of
flight. The handbook appears to state the obvious when
it notes that preventing loss of control is the pilot’s most fundamental responsibility; after all, what could be more
important? With all the authority that the regulations (i.e.,
14 CFR section 91.3) confer to the pilot in command (PIC),
the expectation is that as PIC, you are indeed the master of
your fate — and, of course, the fate of anyone who happens to be in the airplane you’re flying.
The unfortunate reality is rather different. Far too often,
performing maneuvers that should be well within the capa-
bilities of a certificated pilot melts the “master-of-my-fate”
mettle, and that happens even faster than in the Casablanca
scene where Maj. Strasser’s arrival blows Capt. Renault’s
blustery bravado to smithereens.
So, what to do?
When it comes to ideas on how to corral this particular
cause, pretty much everyone agrees that appropriate train-ing is a critical piece of the answer. Pretty much everyone
also agrees with the sentiment that the FAA states in the
Airplane Flying Handbook :
To prevent LOC-I accidents, it is important for pilots to
recognize and maintain a heightened awareness of situa-
tions that increase the risk of loss of control. Those situa-tions include: uncoordinated flight, equipment malfunc -
tions, pilot complacency, distraction, turbulence, and poor risk management. Attempting to fly in instrument
meteorological conditions (IMC) when the pilot is not
qualified or proficient is a common example of poor risk management. […] To maintain aircraft control when
faced with these or other contributing factors, the pilot
needs to be aware of situations where LOC-I can occur; recognize when an airplane is approaching a stall, has
November/December 2024 19stalled, or is in an upset condition; and understand and
execute the correct procedures to recover the aircraft.
In an effort to address these concerns and others, the
FAA worked with industry to improve and update our testing standards. The debate was robust and required
extensive discussion, but today’s practical tests benefited
from the revamp. One of the primary concerns was that
removing the requirement to test an applicant at what
pilots like me learned as “minimum controllable airspeed, ” or MCA, meant that instructors would not bother to ensure
that pilots are still trained and proficient at maneuvering
near the critical angle of attack (AOA) — or, just as import-ant, understand what happens beyond the stall warning.
Contrary to what you might have read or heard, the
“MCA ” task element never disappeared from the practical
test requirements — after all, it is not possible to perform a
full stall task required on the private pilot-airplane prac-tical test without first passing through that flight condi-
tion. That said, to more clearly convey the expectation for
evaluation of an applicant’s ability to recognize airplane cues for an impending stall and a full stall, the FAA added
a requirement for the applicant to “acknowledge cues of the
impending stall and then recover promptly after a full stall
has occurred. ”
Here’s another way to think about the rationale for this
approach to the slow flight and stall tasks:
• Slow flight — that is, flight at the airspeeds and config-
urations used in the takeoff/departure and approach/
landing phases of flight — is a normal operation that
should not be performed with continuous activation of
the stall warning.
• Except in the case of a thoroughly briefed full stall
maneuver, a pilot should always treat the stall warning as
an “abnormal” situation, and promptly perform the stall
recovery procedure.• A pilot should always treat an unbriefed/unintentional full stall as an emergency situation and execute a prompt
and correct stall recovery.
Y ou have probably heard the cliché that one definition of
insanity is doing the same thing over and over again while
(somehow) expecting different results. We weren’t making
headway against LOC-I by testing pilots in a way that
encouraged, indeed required , intentional disregard of the
stall warning. So, it only made sense to try a new approach
to putting this pesky perpetrator out of business.
Maybe Not Today …
Sabrina Woods
Each year, the McSpadden Report provides a detailed anal-
ysis of GA accident data and safety trends. A look at the most recent finalized data from the report in 2021 indicates
there were 938 non-commercial, fixed-wing accidents,
with an overall lethality rate of 17.7%. More than 80% of the accidents that occurred in IMC were fatal, compared to
15% of those that occurred within VMC. As the preceding
accident summaries demonstrate, flying VFR into IMC is
still one of the most lethal causal factors for GA mishaps.
For this reason, the NTSB has determined it to be a signifi-cant safety hazard for the GA community.
What stands out is that, unlike most of the other mishap
causal factors, this particular rate of occurrence has remained stubbornly fixed — drifting between a 79% to 92%
fatal accident rate for VFR into IMC over the last several
decades. Decades! This is despite several significant upgrades
in weather forecasting technology and a continued safety awareness effort focused on this subject. My research left me shocked and more than just a little concerned about why this
particular phenomenon keeps occurring.
I have a couple of different theories to offer on how VFR
into IMC can happen. I humbly present to you what I call
20 FAA Safety Briefingthe “just around the river bend” bad idea; the “where’ d
everybody go?” gaffe; and the “there’s no place like home”
hot spot. Let me explain further. A pilot is flying along
when the visibility starts to deteriorate. Instead of diverting
from the undesirable condition or even just landing the air -
craft, the pilot continues, thinking that clearer conditions
might be just “around the river bend. ” Or worse, they rely
on the latest weather app to “shoot the gap” and try to fly
through the inclement weather.
Another reason pilots might unwittingly find them-
selves in a bad “VFR into IMC situation” is because the conditions change without the pilot noticing. Picture this:
Y ou are flying along in VFR conditions when you take a
moment to fiddle with your radio that keeps emitting a high-pitched squeal when you key the mic. Once satisfied
that the squelchy situation is resolved, you look up to find
yourself on the cusp between marginal VFR conditions and IMC. The soup is getting worse with every passing minute,
and the “where’ d everybody go?!” panic starts to set in.
Very similar to the “just around the river bend” bad idea is
the overwhelming desire to just get home. Colloquially, this
is called “get-home-itis” or “get-there-itis”; however, most theorists refer to it as plan continuation bias. It is like the
former because the aversion to sunk costs is the same. But
get-home-itis often goes much deeper because the pilot is
particularly keen to accomplish their goal even though things
have changed and there are indications that doing so is very risky. Sometimes complacency — I’ve done it before, so why
shouldn’t it work this time? — over-reliance on technology
and good ol’ fashioned pride can get in the way of a person’s making the safer, albeit seemingly inconvenient choice.
Benjamin Franklin once penned that “an ounce of
prevention is worth a pound of cure. ” Granted, Franklin
was talking about fire safety; however, the axiom rings true
today and is easily applicable to a host of different situa-tions. Thorough pre-flight planning and being conscious
of your skill set and experience level aids in thwarting VFR
into IMC tragedies. The best time to take preventative measures is by building a solid “Plan A ” and a “Plan B”
before you go fly. If you are anything like me, you will even
build a “Plan B++. ” In your plans, you should consider
what alternate courses of action will be available if the
weather or visibility starts to turn sour, when you should consider adopting those courses of action, and a realistic
assessment of your own personal minimums so that you know exactly what you need to do to avoid ever getting
close to a bad situation.
Is That My Runway?
Surface safety in general and runway incursions specifically are very usual suspects in our rogue’s gallery due to their
high potential risk and frequent opportunities. Our average
number per year exceeds 1,000 or nearly 3 per day. We’re
also seeing a persistent problem with cases of mistaken
identity at airports resulting in wrong surface takeoffs and landings. In fiscal year 2023, there were a total of 103
wrong surface operations in the United States (80 wrong
surface arrivals and 23 wrong surface departures). That’s why we’ve included an entire article in this issue on the
topic. Please check out “Is That My Runway?” on Page 22.
It ’s Time
We know that the causes of GA accidents are the usual sus-
pects. We’ve talked a little bit about mitigation strategies,
but one of the most important factors is recognizing that
we can all be victims of these suspects. Please take some
time to read the full articles (see Learn More below). While
they were originally published in 2018, they are still very relevant today.
Susan K. Parson and Sabrina Woods are both former editors of FAA Safety Briefing magazine.
LEARN MORE
AOPA Air Safety Institute – 33rd Annual Richard G. McSpadden Report
bit.ly/McSpaddenReport
“Master of My Fate: Maintaining Aircraft Control, ” FAA Safety Briefing, Jul/Aug 2018
bit.ly/3MSxGxy
“Maybe Not Today … Avoiding the Perils (and Regrets) of VFR into IMC, ” FAA Safety
Briefing, Jul/Aug 2018
bit.ly/3ZDFhr4
“Not an Easy Day to Forget: Remembering Fuel Management Before It’s Too
L ate,” FAA Safety Briefing, Jul/Aug 2018
bit.ly/3MXIg6g
“Thinking for Two: Managing Instructional Risk, ” FAA Safety Briefing, Jul/Aug 2018
bit.ly/4er6oKm
22 FAA Safety Briefing
Is that My R unway?
How to Avoid Wrong
Surface Operations
By Tom Hoffmann
Editor’s Note: This article originally appeared in the Jul/
Aug 2018 issue of FAA Safety Briefing. We’ve made several
updates to the original article to reflect more recent data on
wrong surface operations. We hope this information will help
you shore up your runway safety strategies.
It can happen to the best of us. After a long taxi at a bus-
tling and somewhat unfamiliar airport, it is not uncom-
mon to find yourself at both a literal and figurative
fork in the road before takeoff. “Is that my runway?” you mumble to yourself as you gaze at what appears to be a diz-
zying display of airfield location, instruction, and direction signs. It doesn’t help that you’re expecting an intersection
takeoff and that you’ve got a long line of eager aircraft right
behind you. Too embarrassed to click the mic and ask ATC for help, you feverishly scour the airport diagram in your
lap, review your taxi instructions, and crosscheck your
magnetic compass to get your bearings. Y ou breathe a sigh
of relief as you proceed to line up and wait on the correct
runway. Crisis averted! Well ... for today at least. I say that because of the rather alarming rate at which these types of
situations occur — save for the “crisis averted” part.
In fiscal year 2023, there were a total of 103 wrong surface
operations in the United States (80 wrong surface arrivals and 23 wrong surface departures). And these events are not just
occurring at the larger commercial airports. “The risks we are
seeing are systemic from small airports to large airports, ” says
Kent Koran, Headquarters Runway Safety Team member. “We’re also seeing that wrong surface operations can happen
to pilots of all skill levels. Even pilots with years of experience
are not exempt from making these basic mistakes. ”Cases of mistaken identity at airports have garnered a
few unflattering headlines over the years, but the gravity
of the issue became most apparent in July 2017 when an
Airbus 320 lined up and nearly landed on a loaded taxiway at San Francisco International Airport (SFO). The A320
dipped as low as 59 feet above the surface before executing
a go-around and narrowly avoiding four passenger- and fuel-filled airliners. The event was a sobering reminder of
the need for increased vigilance among pilots, as well as a
need for the FAA to enhance awareness of this potentially
deadly issue.
While the mishap at SFO involved a commercial air
carrier during night operations, a closer look at both wrong surface takeoff and landing scenarios in fiscal year 2023
reveals that nearly 90% were attributed to general aviation
operations during daylight hours. The data also shows that
95% of wrong surface landings occurred when the visibility was 10 miles or greater. So, what’s the driving force behind
these cases of mistaken identity? Let’s round up the usual
suspects as well as have a look at what you can do, and what the FAA is doing to combat this issue.
What is a Wrong Surface Operation?
The FAA defines a wrong surface operation as an event where an aircraft lands or departs on the wrong runway or
on a taxiway, or lands at the wrong airport. The danger of
such an action is obvious — the surface you mistakenly use
could be closed, under repair, or damaged, or it may not be
long enough to use for a safe takeoff or landing. Y ou also run the risk of colliding with other aircraft or vehicles approved
to operate on that surface, be it a runway or taxiway.
November/December 2024 23The good news is that there are several red flags, which,
if identified in time, can help prevent you from being on
the wrong surface at the wrong time.
The Leading Culprits
Causal factors for wrong surface operations typically fall
into two main categories: the environment and the pilot.
Our opening scenario is a good example of how an air -
port’s environment can contribute to a pilot becoming disoriented or sometimes completely lost. Everything from
an airport’s size, to runway layout, to activity levels, can contribute (sometimes in concert) to leading a pilot astray.
Parallel runways seem to be among the most common
triggers for mistaken identity. Often a shorter and narrower parallel runway can get overlooked by a pilot approach-
ing an airport and be mistaken as a taxiway. A different
colored surface on each of the runways can also add to the
confusion.
Parallel runways can also be staggered laterally and
horizontally, sometimes by several thousand feet. A pilot cleared to land on a 3,500-foot Runway 36R may not notice
it is much further apart and set back than its 36L sibling — with the latter’s clearly marked threshold, touchdown
zones, and 8,000 feet of roomy space luring you to land. On
the flip side, sometimes an adjacent taxiway can have the
same effect, especially when offset parallel runways are in
place. What you might think is 36R is actually a taxiway for 36L. The real 36R could be offset further back and harder
to discern. The blue taxi lights on “36R” should give away
the fact that it’s not a runway, but that’s not always a given
with someone who’s already mentally committed to land.
The moral of the story: if your runway has a letter in
it, shore up your situational awareness and know what to expect when it comes to runway size, shape, and proxim-
ity. That means you need to study your airport diagrams, including those for alternates, very thoroughly before
flight. Y ou may also find it helpful to pull up a satellite
picture online to get a more realistic view of what you
should see. Even better — check out the FAA ’s Arrival Alert
Notices (AAN) at airports with a history of misalignment risk. AANs are graphics visually depicting the approach
to a particular airport and language describing the risk of
misalignment. Y ou can view the complete list of AANs at faa.gov/aan.
The same vigilance for knowing your surroundings is
required for departures. Complex airport geometry can
be the downfall of many well-intentioned pilots, espe-
cially in a high-paced, busy environment. Pilots used to a single runway, non-towered environment can be in for a
rude awakening at a larger airfield, with multiple taxiway
and runway intersections. The FAA has labeled many
of these complex intersections as “hot spots” on airport
diagrams in order to heighten awareness and encourage pilots and vehicle operators to exercise caution in these
areas. For a list of hot spot descriptions around the
nation, go to faa.gov/airports/runway_safety/hotspots. Y ou can also find airport diagrams, notes, and updates in
the U.S. Chart Supplement at bit.ly/2jo7uwK.
Airport construction can require unexpected detours to
customary taxi routes, as well as throw a wrench in your
arrival plans. For the crew of the aforementioned A320 in San Francisco, construction played a major part in the crew’s
decision to line up on what they thought was the correct
runway. The flight was cleared to land on Runway 28R, but
the adjacent 28L was closed for construction that evening
with its lights turned off. They overlooked the construction closure and assumed the parallel taxiway off 28R was indeed
their runway. To be sure, always check NOTAMs for con -
struction notices ahead of time. To see if an airport currently
has an Automated Closure/Restriction Notice Diagram
available, search for the specific airport on the FNS NOTAM
Search site, located at bit.ly/NOTAMsearch.
Arrival Alert Notices (faa.gov/aan) visually depict the approach to a particular airport with a
history of misalignment risk.
24 FAA Safety BriefingWhen prepping for departure or landing, be sure to
listen to ATIS in its entirety. Don’t just get wind and the
altimeter setting. Y ou could be missing out on crucial
construction notices, runway closures, or runway misalign-
ment warnings.
Finally, let’s not forget about how Mother Nature can
impact a pilot’s ability to navigate around the airport. Glare from the sun and wet pavement, snow cover, and fog can
all make a departure and/or landing much more challeng-ing. Always check the weather and try to anticipate any
visibility restrictions that could present problems at takeoff
and later at your destination. If your arrival at a new des-
tination has you approaching right before sunset on a due
west heading, consider rearranging your arrival time so it is easier to pick out the correct runway, or for that matter, the
correct airport.
Wrong Airport Arrivals
That leads us to our next area of wrong surface operations,
arriving at the wrong airport. Probably one of the most
memorable of these situations occurred back in 2013 when
a Boeing 747 Dreamlifter headed for McConnell Air Force
Base (IAB) in Wichita, Kan., instead landed at the much smaller Col. James Jabara Airport (AAO), eight miles away. Contributing to the confusion was the fact that AAO’s
Runway 18/36 is closely aligned to IAB’s Runway 01/19, a
difference that was likely harder to distinguish at night. A further complication was the proximity of a third airport in the vicinity, Beech Factory Airport (BEC), with another
identical runway configuration of 01/19. In fact, the crew
initially thought BEC was where they erroneously set down, but coordinates relayed to them, as well as the sound
of a small twin-engine turboprop flying overhead, con-
firmed that they had instead landed at Jabara.
There is also a 6,000-foot difference between runways
at AAO and IAB, so this just goes to show you how hard it can be to judge the distance of a runway at night. Another
red flag in this scenario was the airport’s rotating beacon.
Civilian airports use alternating green and white flashes,
while two quick white flashes between a green flash
denotes a military airport.
To avoid having any off-track arrivals, it’s best to get a
good lay of the land ahead of time. Use nearby geographic features or landmarks to your advantage. Is your airport due east of a lake or a large factory? Here’s where brushing
up on your pilotage skills can come in handy. In addition
to reviewing your sectional chart, Google Earth maps can
give you an excellent bird’s eye view of what to expect on
arrival, including other area airports or features that could appear to be airports (e.g., drag strips, a closed road, a well-
lit main street).
Better yet, try browsing through the more than 130
From the Flight Deck videos the FAA produces that provide a front-seat point of view at airports nationwide to help
reduce mishaps and increase a pilot’s situational awareness.
Visit faa.gov/flight_deck to see the entire list of videos.
There’s even a series of videos on focused topic areas, like wrong airport arrivals and departures.
Another best practice to confirm that you have the
right airport (and runway) is to use any and all cockpit
Wrong surface operations can
happen to pilots of all skill levels.
Even pilots with years of experience
are not exempt from making these
basic mistakes.
Visit the full list of FAA’s From the Flight Deck videos at faa.gov/flight_deck.
November/December 2024 25instrumentation and navigational aids at your disposal.
Even if you’re VFR, dial in an approach and/or use a GPS
waypoint on the assigned runway to confirm your position.
When you’re cleared for landing, double-check that you
are using the runway assigned, not just what you expected
to be in use. If you are ever in doubt of your approach or landing, perform a go-around and promptly notify ATC.
Human Factors
We’ve discussed several of the environmental factors that can lead to a wrong surface operation, but equally
important are the many human factors that come into play.
Among those to watch out for are fatigue (did you stay up
late watching the playoff game last night?); distraction (did
you properly brief your passengers about sterile cockpit rules?); and expectation bias (are you merely hearing/
seeing what you want to during approach or takeoff?) By
following procedures and staying focused, you’ll be able to bring your mental “ A ” game to every approach and landing.
An FAA Priority
Due to the potential for fatal accidents, surface collisions, and runway incursions, the FAA has elevated wrong
surface operations to a Top 5 Safety Issue within the
agency. Although it has made tremendous strides to reduce
the threat of runway incursions and wrong surface opera-
tions, the FAA is committed to doing more.
For example, the FAA has been deploying a new system,
Approach Runway Verification (ARV), that warns con-trollers if an arriving aircraft appears to be lined up on the wrong runway or taxiway. ARV is currently operational
at 39 facilities as of the end of July 2024, with a total of 52 locations expected by the end of September. For more on
ARV , visit faa.gov/approach-runway-verification.
The FAA has also began implementing its Surface
Awareness Initiative (SAI) that uses Automatic Dependent Surveillance-Broadcast (ADS-B) data to display surface traffic to controllers at airports that do not have a surface
surveillance tool. Aircraft and ADS-B-equipped vehicles
appear as icons on an airport map depicting runways,
taxiways, hold ramps, and other areas. By deploying the
SAI capability to the tower cab, controllers will have the awareness necessary to proactively address any poten-
tial safety concerns. For more on SAI, visit faa.gov/
surface-awareness-initiative .
Outreach is another vital component to the agency’s mit-
igation strategy for wrong surface operations. In addition to the annual Runway Safety Action Team meetings held
with aviation stakeholders at each towered airport across
the nation, the FAA Safety Team regularly promotes educa-tional campaigns focused on runway safety and technology
that can be used to mitigate wrong surface operations.
The Fundamental Things Apply
So before you head off to your next destination, ask your -
self, are you as prepared as you could be for this flight? Have you identified the risks associated with the flight and
studied the layout and operations at the destination and
alternate airport? For starters, I implore you to check out
some of the links below for a refresher on surface safety awareness. A little research ahead of time will save you a lot
of heartache later and hopefully keep you at the right place
at the right time. Bottom line, each flight is different, so know before you go!
Tom Hoffmann is the editor of FAA Safety Briefing. He is a commercial pilot and holds an
A&P certificate.
LEARN MORE
FAA’s From the Flight Deck webpage
faa.gov/flight_deck
From the Flight Deck video: Wrong Airport Landings
bit.ly/FTFD_WrongAirport
From the Flight Deck video: Wrong Surface Landings
bit.ly/FTFD_WrongSurface
SAFO 17010, Incorrect Airport Surface Approaches and Landings
bit.ly/SAFO_17010
NTSB Safety Alert 033, Landing at the Wrong Airport
bit.ly/NTSB-SA33 (PDF)
SKYbrary: Wrong Runway Use webpage
skybrary.aero/articles/wrong-runway-use
CHECKLIST FAA resources and safety reminders26 FAA Safety BriefingJAMES WILLIAMS
A MORE DYNAMIC APPROACH
As the year winds to a close, it’s usually
a time of reflection. I look back 18
years to when I first joined the FAA.
There was a significant change in
the air (no pun intended) that didn’t
impact me but was going to be a big deal for my colleagues in the Flight
Standards Service. The guidance hand -
books for our aviation safety inspectors
(ASI) were being combined. This was
a major change in service of a larger
goal and a more streamlined guidance
structure. They say the one constant
is change, and I agree. The story never ends; only the characters change. And
that leads us to today.
The same drive to centralize and
streamline didn’t end when that project was completed. That desire not only
yields a better experience for end
users (including the public) but also
decreases costs by reducing the systems that need to be updated and main-
tained. We now have a descendent of
that project, the Dynamic Regulatory
System (DRS) at drs.faa.gov .
Advantage Dynamism
If DRS was only a modernized system
for FAA workforce guidance it wouldn’t
be worth much beyond a brief mention,
but it’s a lot more. DRS is a hub of information that solves a problem I
didn’t even know I had until I came to
the FAA. I thought I had a much better
understanding of rules and regulations
than I did. I felt like I’ d read the regs, so I knew what I needed to know about
those things. I’ve come to feel, though,
that there’s nothing more intellec-
tually dangerous than being about
halfway prepared while thinking you’re completely ready. DRS is a nearly nev-
er-ending story of regulations, guidance,
policy, and a host of other documents all neatly packed into one website. It’s a resource I never would have dreamed
of back during training days when we
would endlessly debate the finer points of the legal side of flying. I promise it
was more interesting than it sounds. As
they say, DRS fixes this.
DRS combines more than 52
document types from more than a dozen different repositories into a
single searchable application. Y ou can
search a topic across all those docu-ment types or just the type you select.
Y ou can also search both current
documents and historical ones if you
are interested in seeing how the FAA ’s
guidance has changed. Document types include Airworthiness Directives
(AD), Advisory Circulars (AC), FAA
Orders, Information for Operators (InFO), legal interpretations, Safety
Alerts for Operators (SAFO), Special
Airworthiness Information Bulletins
(SAIB), Supplemental Type Certificates
(STC), Type Certificate Data Sheets (TCDS), and more.
Y ou can browse or search. Browsing
allows you to look through document types or categories and use filters to
narrow the results, while the search
function will bring up every instance of
that term including in the text of doc-
uments. Think of it like the difference between using the table of contents
(browse) versus the index (search) of
a book. The table of contents will tell you where the chapter on a subject is
while the index will tell anywhere that
subject is mentioned in the whole book. Generally, the search function will
return a far larger number of results
than the browse function. So, it’s better to use search when you’re looking at
general concepts and browse when
you have a more specific document or
objective in mind. If you do find a set of
results that look promising, or you want to share them, you can save them by
hitting the “save selected search results
list” button. The button will generate
a spreadsheet download that contains
the list of results along with hyperlinks to the full document along with some
additional information about each
entry. The upper limit for saved results is 1,000 entries so you may need to
refine your search for some topics.
DRS represents a major improve-
ment to your access to important
aviation safety information. While many of these databases were already
available, they were sometimes hard
to find. Now, more information is more easily accessible to more people.
While it’s true that the only constant is
change, this change is a good one.
James Williams is FAA Safety Briefing’s associate editor and
photo editor. He is also a pilot and ground instructor.
Using filters can help you refine your search for documents on DRS. Go to drs.faa.gov/help for tips, training, tutorials.
DRONE DEBRIEF drone safety roundup28 FAA Safety Briefing
REBEKAH WATERS
FLYING IN A FRIA
Many years ago, I bought my son a
drone for Christmas. It wasn’t fancy
— just a little one that you could pair
with your phone to capture video and
photos. We registered it with the FAA
and had some fun flying it around the backyard. Today, it sits on a shelf some-
where forgotten and gathering dust.
A lot has changed since my son first
unboxed this drone, so if we wanted to fly it again there are a few steps we’ d
have to take such as finding the lost
remote control, replacing the batteries,
and dusting it off. Most importantly, we need to ensure compliance with
the FAA ’s Remote ID Rule. Almost
all drones must comply with Remote ID, which is like a digital license plate
that broadcasts information about the
drone, its altitude, speed, and where
it’s being controlled from or its takeoff
location. To learn more about Remote ID, read “Rolling Out the Rules” in
the Mar/Apr 2021 issue of FAA Safety
Briefing .
So how would we comply with
Remote ID? Equipping the drone with a broadcast module is one way
to comply, but since we aren’t likely
to fly it more than a few times a year, this option would be cost-prohibitive.
Instead, we can look into flying in an
FAA-Recognized Identification Area
(FRIA) which is a geographical loca-
tion where drones can be flown if they don’t have Remote ID equipment.
Why are there FRIAs?
As of Sept. 16, 2023, all drones that
are either registered or required to be
registered must comply with Remote
ID. This means that if your drone is not equipped with Remote ID, you
can only fly in a FRIA. Both you and
your drone must be located within the FRIA ’s boundaries during the entire flight. Y ou must also be able to see your drone the whole time. Y ou might think of a FRIA as being kind of like
a dog park. At a dog park, you can
let your dog play off-leash, but you still have to stay in the park and keep
an eye on your dog at all times. As
always, safety is the top priority!
How are FRIAs Established?
FRIAs are requested by FAA-
recognized Community-Based Organizations (CBOs) and educa-
tional institutions and approved by
the FAA. The FAA started accepting
applications on Oct. 24, 2022. As of
the writing of this article, the FAA has approved 2,415 requests. CBOs
account for 1,970 of the approved
FRIA requests, and the 445 other approved requests came from schools.
For more information about estab -
lishing a FRIA, see the Learn More section.
Where are FRIAs Located?
If you’ve decided that flying in a
FRIA is the way to go, you can find
approved FRIAs on the FAA ’s UAS
Data Delivery System at bit.ly/
FRIAmap . This FAA-enabled web
service provides drone pilots and
other stakeholders easy access to data via a user-friendly map. When I checked my area, I found out there is a FRIA about one mile from my house.
Be sure to explore the map to see how
close you are to your nearest FRIA. (Pro tip: Y ou may need to zoom in to
spot the smaller FRIAs.)
All drones are welcome to fly in
FRIAs, even if they are equipped with
Remote ID. Everyone who flies in a FRIA must still comply with all safety
rules. While it’s unlikely that my son
will ever dust off the drone I bought
him all those years ago, it’s nice to
know there is still a place where he can fly it nearby.
Rebekah Waters is an FAA Safety Briefing associate editor.
She is a technical writer-editor in the FAA’s Flight Standards
Service.
LEARN MORE
FAA-Recognized Identification Areas
bit.ly/FAAFRIA
FAA DroneZone
FAADroneZone.faa.gov
AC 89-3, FAA-Recognized Identification Areas
bit.ly/AC89-3
14 CFR part 89, FAA-Recognized Identification Areas
bit.ly/14CFRpart89
Locations of approved FRIAs on the FAA’s UAS Data Delivery System.
NUTS, BOL TS, AND ELECTRONS GA maintenance issuesNovember/December 2024 29
REBEKAH WATERS
SOLVING ENGINE CONTROL CABLE PROBLEMS
During a commercial sightseeing
flight, a Cessna U206F Stationair
lost partial engine power. The pilots
could not regain full power and were
forced to land on a dirt road. When
the pilots tried to reduce the throttle to idle, the throttle and about two
feet of throttle cable came out of the
control panel. Luckily, the two pilots and their four passengers walked away
without injury, but the aircraft did
sustain substantial damage. This is
just one of the accidents listed in the
Safety Alert (SA092) that the National Transportation Safety Board (NTSB)
issued in May 2024 titled: Mechanics:
Check the engine control cables!. According to this safety alert, “this
accident might have been avoided if
the throttle cable had been replaced
during the last engine overhaul. ”
SA092 identifies three problems:
• Missing or incorrectly installed
securing hardware at the connec-
tion of the carburetor or fuel servo,
• Original throttle and/or mixture
cables that are worn or several
decades old,
• And failure of throttle and/or
mixture cables or issues with instal-
lation and securement of associated
hardware.
Preventative maintenance and
careful inspection of engine control
hardware and cables are the solution.
So, let’s take a look at how you can make sure you are part of the solution,
and not the problem.
Engine control cables are integral to
aircraft operation. When they break or disconnect, the results are pretty
similar to engine failure. If securing
hardware at the connection of the
carburetor or fuel servo is missing or incorrectly installed, throttle and/or mixture cables might not function
the way they should. Worn or old
cables can ultimately fail due to wear or fatigue fracture (or a combination
of both factors). Whatever the reason,
failure of these engine components
can lead to dangerous situations. As
discussed in SA092, careful inspection of installed hardware and worn cables
is a very important part of an aviation
maintenance technician’s (AMT) job.
Made up of bundles of individual
steel wires that are grouped together, control cables are built for strength
and flexibility. This design means
they need a close and careful inspec-tion to identify potential issues. They
should also be inspected as soon as
practical after any report of resistance, binding, or sticking. It is important to
replace engine control cables when-
ever an inspection uncovers an issue.
Remember that even a single broken
wire strand in a critical fatigue area means the entire cable assembly must
be replaced.
Checking and securing hardware is
crucial for safety. Missing or improp-
erly secured hardware can also lead to partial or total engine failure. So,
in addition to inspecting the cables,
it is also important to double-check that securing hardware is in place.
A missing cotter pin, for example,
could have disastrous consequences. Whether conducting maintenance or inspections, always make sure
that hardware is present and secured
appropriately. If you are supervising a
less experienced AMT, it is especially
important to closely examine this type of maintenance work.
Always follow manufacturer repair
or maintenance instructions or other
FAA-approved maintenance programs
for your aircraft. When using a check-list, make sure it complies with part
43, appendix D (bit.ly/Part43AppxD).
Worn cables can cause big problems, so be sure to give these components
the attention they deserve!
Rebekah Waters is an FAA Safety Briefing associate editor.
She is a technical writer-editor in the FAA’s Flight Standards
Service.
LEARN MORE
AC 20-143, Installation, Inspection, and
Maintenance of Controls For General Aviation Reciprocating Aircraft Engines
bit.ly/AC20-143
AOPA’s Aircraft Maintenance: Understanding and
Inspecting Flight Control Cablesbit.ly/47sDMhD
NTSB’s SA092, Mechanics: Check the engine
control cables!bit.ly/3XCyStD (PDF)
REMEMBER THAT EVEN A SINGLE
BROKEN WIRE STRAND IN A CRITICAL FATIGUE AREA MEANS THE ENTIRE CABLE ASSEMBLY
MUST BE REPLACED.
VERTICALLY SPEAKING safety issues for rotorcraft pilots30 FAA Safety Briefing
THE ROTORCRAFT COLLECTIVE TEAM
HOW TO MINIMIZE DISTRACTIONS FROM PORTABLE DEVICES
Flying a helicopter demands constant,
undivided attention. With portable
electronic devices (PEDs) like cell
phones, smartwatches, and tablets,
there’s more to look at inside the
cockpit. So, when do our electronic devices change from being helpful to
deadly distracting gadgets?
We think we can multitask, but our
brains simply aren’t designed to per -
fectly concentrate on more than one
thing at a time, so things get missed.
Maintaining situational awareness
means limiting distractions, especially when flying a helicopter.
Let’s look at an example of how
deadly distractions can be. A pilot of a Bell 206 was returning from a busi-
ness trip over featureless terrain in
New Mexico. Visibility was at least ten
miles, and the weather was good. The
pilot was flying low along the contour of the ground. At the same time, he
was on a cell phone call with a rental
car agency. He wasn’t paying attention
to the gradually rising terrain under
the aircraft. The helicopter impacted the ground and was consumed by fire.
For the rental car agent on the other end, the call suddenly ended.
The NTSB determined that the
pilot was likely distracted by the
phone call as he flew into the ground
with the bright afternoon sun and
featureless terrain. When a pilot is distracted and loses situational
awareness, confusion and a star -
tled response are the typical results.
Critical moments can pass while a
pilot attempts to regain focus.
PEDs can easily distract. It’s import-
ant to understand when and under
what circumstances to properly use them. Using an electronic flight bag for
navigation is common these days, but
it, too, can cause a distraction severe enough to wreck the situational aware-
ness that it’s supposed to enhance.
So how do you manage the use of
portable electronic devices to a rea -
sonable level? Here are some tips.
Thorough preflight planning will
minimize distractions from a portable
device during flight. Also, practice a
data collection routine that reduces
the need to search your device for information during flight.
Develop your contingencies before
you take off. Maintaining an adequate level of proficiency should include
both the machine you’re flying and
the electronic device you rely on.
Today’s flight management software
is amazing. However, you should know how to quickly sift through the
software. Practice on the ground to
get the keystrokes down.
As in the rental car example, making
or accepting phone calls, text mes-sages, or emails during the flight can
end tragically. Make it your practice
to put your phone in airplane mode, or better yet, stow it away before you
lift off. If you drop a device, it can lead
to distraction, spatial disorientation, or jammed flight controls, possibly
leading to a loss of control. Relying on
your device could also lead to trouble if it’s your sole source of navigation.
What if it malfunctions or the battery
gets depleted? Always have an elec-
tronic or paper backup.
As a rule, limit all electronic device
usage for the safety of flight. Oh, and that business call you forgot to make.
It can wait. If your boss, your passen-gers, or your spouse understood the
risk, would they be okay with these
distractions?
Remember, nonessential PED usage
adds risk to your flight. Y our primary task is always to fly the aircraft. Aviate,
then navigate and communicate. Good
preflight planning and contingency plans can keep portable electronic
device distractions to a minimum.
The Rotorcraft Collective is a joint workgroup between the
FAA and industry professionals that produces short heli-
copter-focused safety videos in collaboration with the FAA
Safety Team (FAASTeam) and the United States Helicopter Safety Team (USHST).
Tips to Avoid Distractions from PEDs:
• Be thorough in preflight planning.
• Have a routine for searching your PED.
• Develop contingencies before you take off.
• Pilot proficiency includes using your PED.
• Know your keystrokes by practicing on the
ground.
• Avoid calls, texts, and emails with Airplane Mode.
• Stow your PED to avoid dropping it in flight.
• Have a paper or electronic backup of nav info.
• Limit PED use to the safety of flight uses only.(Photo courtesy of PIVOT)
FLIGHT FORUM letters from the Safety Briefing mailbag
Check out our GA Safety
Facebook page atFacebook.com/groups/GASafety .
If you’re not a member, we encourage you to join the group of more than 16,000 participants in the GA com-munity who share safety principles and best practices, participate in pos-itive and safe engagement with the FAA Safety Team (FAASTeam), and post relevant GA content that makes the National Airspace System safer.
Aviation Weather Under the
Microscope
Excellent article [“ A Fresh Forecast”
bit.ly/3vc1JLu]. I’m going to save this for the next time I give a FAAST
seminar on aviation weather. It’s
better than what I’ve developed over
the years on my own. Or more to
the point, you are better wordsmiths than I.
A point should be made about the
changes that the Aviation Weather Center (AWC) has implemented. I
find the new site updates extremely
useful. While I continue to use other
resources as well (I retired from
meteorology a couple of years ago) I use and strongly recommend AWC
in my lectures, and individually.
— GeraldHi Gerald. Thanks for reaching out!
We’re glad to hear that the informa-
tion in the article was presented in a
useful format and that you’ll be able to
incorporate it into your work with the
FAASTeam.
And thank you for highlighting the
updates on aviationweather.gov, we’re
fans as well . The new site presents a cleaner appearance than the legacy site
and features more interactive maps,
static images to embed in briefing material, and a dark mode. Users can
also select the most recent weather or
view the previous 48 hours, custom-
ize their map displays to show raw or
decoded data, and save searches using the “remember” feature. The overhaul
also merged the legacy Helicopter
Emergency Medical Services (HEMS)
tool into the same framework as the
Graphical Forecasts for Aviation while keeping its focus on low-altitude flight.
Unleashing Your Inner Weather
Briefer
Thanks for putting this together
[“Building Confidence with the
Conditions” bit.ly/4cdDIUS] in the
March/April 2024 issue. It’s great advice and I’ll apply it personally
and also share it. I’m very comfort-able with weather briefings (which
means I’ve made some mistakes
and learned from them ... hope-
fully!), but there’s always room for
improvement and the changes last fall to aviationweather.gov took me a bit to accept. I also love the “bad”
comment under the thunderstorm
in your infographic!
— DamonHi Damon. Thank you for your
comments! We’re happy you found the
information valuable and pleased to hear you plan to share it. As you men-
tioned, there are always opportunities
to stay sharp and further develop skills,
including familiarizing yourself with
updates to weather resources you refer to. Thanks for making the FAA Safety
Briefing one of those resources!
For more stories and news,
check out our blog “Cleared for
Takeoff” at medium.com/FAA .
Let us hear from you! Send your
comments, suggestions, and questions
to SafetyBriefing@faa.gov . You can
also reach us on X (formerly known as Twitter) @FAASafetyBrief.
We may edit letters for style and/or
length. Due to our publishing schedule,
responses may not appear for several
issues. While we do not print anony-mous letters, we will withhold names
or send personal replies upon request. If
you have a concern with an immediate
FAA operational issue, contact your
local Flight Standards Office or air traffic facility.
November/December 2024 31
Creating a weather timeline can help pilots better keep
track of weather conditions along their route.
32 FAA Safety BriefingON FINAL an editor’s perspective
TOM HOFFMANN
ON THE WINGS OF CHANGE
It’s hard to believe, but this past
October marked my 16th year working
on FAA Safety Briefing magazine.
Time flies. Our “reader’s choice” focus for this issue had me reflecting
on some of the various changes and
enhancements we’ve made during my span on the staff. As our masthead
states, we are the FAA safety policy
voice of non-commercial general aviation, so we have a responsibility to
continually strive toward refining our
message and improving how we com-
municate with our readers. Allow me
to recap a few changes that I believe have had the greatest impact.
Cue the Theme Music
Shortly after I joined the team, we
introduced a theme concept with each
new issue. The idea was to select a
single subject area and create content around that central topic. It seemed
like a simple change at the time, but
its impact has been immense. For starters, having a theme allows us to
dive much deeper into a given subject
area, considering it from various
angles and viewpoints, and provid-
ing more detail than a single feature article would allow.
Another key benefit of using themes
is improving a given issue’s shelf sta-bility. By having a central theme, we
envisioned readers reading it like any
other publication but also keeping it on
the shelf and referring to the issue later
if needed. This might be of particular value to flight instructors who want
their students to brush up on a specific
subject area, like pilot/air traffic con-
troller communications for example. In
this case, they could easily hand them a copy of the “ Aviation Communications”
issue from May/Jun 2020 or forward
them the link bit.ly/4d0B1oH. A similar benefit is realized with
some of our FAA Safety Team person-nel who either attend special events
or present on a specific aviation safety
topic. Having hard copies available of
an issue that complements the subject
matter at hand has proved to be extremely useful.
A final note on themes is that
they have enabled unique opportu-nities for us to present GA-specific
content from a variety of FAA offices.
A few recent examples include
issues focused on information from
the Office of Commercial Space Transportation, the Flight Program
Office, and the Office of Aerospace
Medicine.
Improving Readership by Design
“Good design is obvious. Great design
is transparent. ” — Joe Sparano
Over the years, we’ve had a few
chances to refine our design, not to mention a name change too (recall FAA Aviation News?) Our goal was
to try and create a more functional
reader experience while also enhanc -
ing the magazine’s overall look and
feel. During the most recent design
change, we went to a full-page photo
cover, incorporated more imagery in
our departments, and made a few less noticeable typeface and text layout
changes to improve readability.
Let’s Get Social
Our biggest change over my tenure
has been our digital presence online
and on social media. In addition to providing PDF versions of each
magazine, in the mid-2010s, we began
creating electronic files for tablet readers. Then in 2016, we began creat-
ing online versions of each article, starting with features, and later adding our departments. Current versions of
our online articles are created with
Medium, a long-form blog platform
the FAA started using in 2020. These e-versions have been a game-changer
in our ability to increase distribution
and views as well as capture metrics. To check out all the FAA ’s content,
visit Medium.com/faa. Y ou can find
FAA Safety Briefing content under the
Magazine tab.
We’ve stepped up our social media
presence too. We host a channel on X
(x.com/FAASafetyBrief ) that covers
magazine content and a host of other
GA-relevant news and information.
Our GA Safety Facebook group
(facebook.com/groups/GASafety)
has nearly 17,000 members who are
actively engaged on the site. If you’re not a member, have a look and con
sider joining. We also support FAA ’s
social media efforts on LinkedIn,
Instagram, and Y ouTube.
A Talented Team Effort
Of course, none of these enhance-
ments would be meaningful or even possible without the right talent
in place. While we were sad to say
goodbye last year to our former editor-in-chief Susan Parson and
assistant editor Jennifer Caron, we did
have the pleasure of welcoming two
new members to the team, associate
editors Nicole Hartman and Rebekah Waters. Together with long-time
editors Paul Cianciolo and James
Williams, our team boasts immense
aptitude and enthusiasm that I know
will keep us on a successful path and help us capably usher in whatever the
future holds!
FAA FACES FAA employee profile
PAUL CIANCIOLO
CHRISTOPHER YANNI
Manager, FAA Flight Standard Service’s Certification Section
Christopher Yanni’s passion for aviation
began to surface when he found his
grandfather’s floppy disk containing
Microsoft Flight Simulator V2. Though,
flying on a Tandy 1000 computer hardly
compares to the real thing.
The aviation bug returned at the
Cleveland National Air Show, which Christopher attended each year while studying management at Case
Western Reserve University in Ohio.
After earning his bachelor’s degree, he
worked at a regional bank’s head-
quarters. It was across the street from Cuyahoga County Airport.
“I knew then that I didn’t want to
piecemeal a flight lesson here and there on Saturdays and needed to
make it my career field, ” Christopher
explains. “I quit my job, took out
additional student loans, and went
back to school at Kent State University for a second undergraduate degree in
aviation flight technology. ”
After graduating, Christopher
worked as a flight instructor before
moving to New Hampshire to teach at Daniel Webster College. After six
years of instructing and accumulating
1,100 hours of dual-engine time, he flew for Cape Air out of Boston and
the Caribbean for eight years. Then,
he took on a role as the chief pilot
for a pre-certification start-up air
taxi operator. That’s where he met an aviation safety inspector who inspired him to take on a role at the FAA.
In 2016, Christopher became an
inspector at the Flight Standards District Office (FSDO) in Portland,
Maine. In 2020, he joined the head-
quarters team as a certification subject matter expert. He took a temporary
detail back at the FSDO as a frontline
manager, then back to headquarters in the Airmen Testing Standards Branch.
He later managed teams in offices
working on data systems and training
management before returning to the
FAA Flight Standards Service General Aviation and Commercial Division’s
Certification Section this year.
“My current responsibilities sup-
port a diverse and outstanding group of teams on subjects ranging from for -
eign pilot licensing and international support to military qualifications, and
most recently, the MOSAIC [Modern-ization of Special Airworthiness Certi -
fication] and powered-lift rulemaking teams, ” he adds.
The Certification Section provides
regulatory guidance and support to FAA inspectors regarding general
aviation airmen and flight instructors
and policy regarding qualifications and currency. One of the section’s
recent accomplishments is the new
rule and supporting guidance for
airmen certification in powered-lift
aircraft, e.g., air taxis, which will be published soon. This will significantly
advance the ability of industry partic-
ipants to become viable entities while operating powered-lift aircraft.
“We consistently strive to advance
clarity and feasibility for new air -
man entrants into the NAS [National Airspace System] while ensuring that safety is never compromised, ”
he notes. “One of the biggest chal-
lenges is making sure that training
and certification processes are clear and effective, make positive gains in safety, and do not result in a bureau-
cratic set of hurdles. We are listening
to industry and citizen stakeholders
to work toward the most cooperative and acceptable means of achieving the
highest degree of safety possible. ”
A recent accomplishment of Chris-
topher’s was serving as a lead par -
ticipant focusing on “personnel and
licensing training” during an audit of
the FAA by the United Nations’ Inter -
national Civil Aviation Organization
(ICAO) last summer.
“This was a genuine personal learn-
ing experience where we were evaluated for compliance with ICAO Annexes
regarding everything from inspector
training to standards for pilot currency
and competency, ” he explains. “I see
this audit as an opportunity for contin-uous improvement. We maintain state
sovereignty regarding decisions on how
we address any findings. However, this
process will give us another opportunity
to review our current systems, policies, and practices with an eye toward other,
perhaps better ways of doing things. ”
Speaking of reviewing and improv-
ing, Christopher aims to return to the
flight deck. His 4-year-old keeps point-
ing at the sky and saying, “Daddy, you
teach me to drive that?” He will take to
the skies over Maine after a brief flying
hiatus to fly with his family — the best part of general aviation.
Paul Cianciolo is an associate editor and the social media
lead for FAA Safety Briefing. He is a U.S. Air Force veteran
and an auxiliary airman with Civil Air Patrol.
In August, Christopher Yanni represented the FAA at the
U.S.-China Aviation Cooperation Program’s General and
Business Aviation Safety Symposium in Beijing.
U.S. Department
of Transportation
Federal Aviation
Administration
800 Independence Ave., S.W.
Washington, D.C. 20591
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— Kay Hall
pilot, social media in luencer, author
@FlyWithKay
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