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FAA Safety Briefing - Sep-Oct 2025
Reproduced for study. Always verify against the official GACAR at gaca.gov.sa.
12 Risk
Management Essentials for
Seaplanes18 Harvesting Safety
in the Sky22 Philanthropic Flying
September/October 2025
THE WIDE WORLD
of GA Flying
U.S. Department
of Transportation
Federal Aviation
Administration
ISSN: 1057-9648
FAA Safety BriefingSep/Oct 2025Volume 64/Number 5
Sean Duffy Secretary of Transportation
Bryan Bedford Administrator
Tina Amereihn Acting Associate Administrator for Aviation Safety
Larry Fields Executive Director, Flight Standards ServiceTom Hoffmann Editor
James Williams Associate Editor / Photo Editor
Rebekah Waters Associate Editor
Nicole Hartman Associate Editor
Paul Cianciolo Associate Editor / Social Media
Jamie Harvey 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.Contact Information
The 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
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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 magazine and 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, Contact Center, Washington, DC 20408-9375. You can also call (202) 512-1800 or 1-866-512-1800 and ask for Customer Service, or fax your information to (202) 512-2104. ABOUT THIS ISSUE…
The September/October 2025 issue of FAA Safety Briefing explores the tremendous variety of general aviation and focuses on the new perspectives and skills you’ll need to consider when moving on to a different type of flying.
bit.ly/m/FAASB
www.faa.gov/Safety_Briefing
September/October 2025 16Can a Balloon Stall?
Balloon Aerodynamics and the Importance of Transient Aerodynamic Lift
by Adam Magee
12Parachute Safety Unpacked Reducing Risk from Freefall to Drop Zone
by Ed GoldsteinDEPARTMENTS
2 Jumpseat: an executive policy
perspective
3 ATIS: GA news and current events
5 Aeromedical Advisory: a checkup on
all things aeromedical
27 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 O n Final: an editor's perspective
Inside back cover
FAA Faces: FAA employee profile
15 Tackling Transition Training
The Importance of Familiarizing Yourself
with Unfamiliar Aircraft
by Tom Hoffmann
18 Harvesting Safety in the Skies
Navigating Risks in Agricultural Aviation
by Tom Hoffmann
22 Philanthropic Flying
Giving Back with General Aviation
by Nicole HartmanThe FAA Safety Policy Voice of Non-commercial General Aviation
9Seaplanes and SafetyRisk Management Essentials for Amphibious Aircraft
by Steve Geutter
2 FAA Safety Briefing
JUMPSEATan executive policy perspective
As the executive director for the
FAA ’s Flight Standards Service, it’s not
uncommon for me to be asked: “What
exactly is general aviation (GA)?”
With the category being so large, I
often feel it’s easier to define what GA is not. The International Civil
Aviation Organization (ICAO) has a
similar stance and defines GA as “all civil aviation operations other than
scheduled air services and non-sched-
uled air transport operations for
remuneration or hire. ”
That broad definition allows GA to
encompass a wide range of activities and aircraft types. Today’s GA indus-
try has progressed into a multi-bil-lion-dollar enterprise consisting of
business and leisure travel, search
and rescue, agriculture operations,
advertising, surveying, medical airlift,
scientific endeavors, and, of course, flying for good old-fashioned plea-
sure. GA aircraft are just as varied:
powered to non-powered, single-en-
gine to multi-engine, turboprop to
turbojet, rotorcraft, experimental, unmanned, and home-built.
Given the wide variety of activities
that GA covers, it’s logical that many pilots would be curious about explor -
ing different avenues of aviation. Not only can it add to the adventure and enjoyment of flying, but finding a new niche can also be tremen-
dously beneficial to safety and help
you build up your base of aviation
experience.
For example, learning the maneu-
vers required for a commercial pilot certificate can make you a more
proficient pilot, even if you have no interest in flying for hire. Or you can
try fine-tuning your flying skills by
adding a glider rating to your pilot
certificate. Not only is soaring educa-
tional, but it can be one of the most enjoyable and rewarding experiences
aviation has to offer. Y et another
option is to consider how basic aero -
batic training can provide you with a
lot more knowledge, confidence, and
skill in handling your aircraft.
When it comes to learning oppor -
tunities in GA, the sky really is the limit. To help showcase this diversity,
we’ve focused this magazine issue on
exploring some of the many facets
of GA. Y ou’ll learn about the chal-
lenges and the vital importance of the agricultural aviation industry, gain a
better understanding of hot air balloon
aerodynamics, explore the sheer excitement of parachuting operations,
and discover some important safety
insights with seaplane flying. We also look at some of the many honorable volunteer flying options that exist,
including the safety implications those
types of operations entail.
While trying your hand at a new
type of flying can be both educational and fun, it’s important to recognize
and train for any unique handling
characteristics you might face. That’s why we also look at the importance
of transition training and how it can
improve your confidence and com-
petency when trying to understand a
new cockpit layout, master a different type of control response, or simply
gain a better understanding of perfor -
mance capabilities.
As we often say in the industry, a
pilot certificate is a “license to learn. ”
It may signify you have met the
requirements to operate a particular
aircraft safely, but a pilot certificate also marks the beginning of a life-
long journey of continuous learning
and skill enhancement. What better way to enhance those skills than
with a variety of real-world flying
experiences to present new chal -
lenges, expand your horizons, and supplement safety in all your aviation endeavors. Embrace the wide world of
GA flying!
Safe flying!LARRY FIELDS, FLIGHT STANDARDS SERVICE EXECUTIVE DIRECTOR
THE WIDE WORLD OF GA FLYING
EARNING A PILOT CERTIFICATE
MARKS THE BEGINNING OF A LIFELONG JOURNEY OF CONTINUOUS LEARNING AND
SKILL ENHANCEMENT.
September/October 2025 3
ATISGA news and current events
Spatial Disorientation:
GA's Deadliest Threat
According to 2025 research from
the FAA ’s Civil Aerospace Medical
Institute (CAMI), general aviation
accidents caused by spatial dis-orientation had a 94% fatality rate
compared to the 19% fatality rate for
all GA accidents.
The study, which looked at 367
fatal general aviation accidents in the National Transportation Safety Board
(NTSB) database between 2003 and
2021, found that pilots with less than 500 hours were more likely to be in
these accidents. The research also
showed that VFR into IMC flights con-
tributed to the high number of fatalities.
Researchers discovered that over
the years, more spatial disorientation flights have been associated with pos-
itive toxicology findings, particularly
for drugs that pose potentially impair -
ing effects. These findings “highlight
the necessity for continued educa-
tion and awareness efforts for spatial
disorientation
within GA, ”
the researchers
noted.
Overall, the
incidence of fatal GA acci-
dents related to spatial disorientation has decreased since an initial CAMI analysis in 1978, likely
associated with increased education
and awareness efforts, but more
research into spatial disorientation
is necessary to understand the true incidence of spatial disorientation
in GA and to tailor awareness and
education efforts to this dangerous occurrence.
Visit bit.ly/3IhOOh4 to read the
full CAMI report. Y ou can also
read the articles “Y our Senses in the
Shadows” (bit.ly/4jFnEhN) and “It’s a Confusing World Up There”
(bit.ly/4e31Cn5) to learn more about
spatial disorientation and strategies for preventing incidents.
Outcomes of the ARC on
Mental Health
Pilots may wonder what the outcome
of the FAA Aviation Rulemaking
Committee (ARC) on Mental Health
was. In a recent episode of the Pilot
Minute video series, Federal Air
Surgeon Dr. Susan Northrop dis-
cussed the ARC and next steps.
The rulemaking committee
collected input from aviation and medical experts around the world on
the barriers preventing pilots from
reporting and seeking treatment for
mental health concerns. The seven
barriers identified include: • Culture of Wellness — normalize mental health care and reporting
with industry-wide commitment
using peer support programs and
improved mental health literacy
• Trust — increase transparency in
decision making, streamline the
certification process, and improve
AME consistency
• Fear — combat misinformation, improve transparency of the cer -
tification process, and minimize grounding time
• Stigma — encourage peer-led support and education initiatives
• Financial — minimize as much as possible required testing and evalu-
ation for return to flying
• Process — modernize systems
for electronic submissions and
improved applicant experience,
expand access to qualified pro-
fessionals, improve feedback,
and provide clear guidance for pre-flighting the medical exam
• Knowledge Gaps — expand health care literacy, capitalize on positive
personal narratives, and dispel
myths throughout the industry
To watch this and other videos,
visit bit.ly/FAAPilotMinute. And for
the complete ARC report, visit
bit.ly/3TxBiZ7. AVIATION NEWS ROUNDUP
SEPTEMBER
Safety Wire Best PracticesOCTOBER
Human Factors for Pilots#FLYSAFE GA SAFETY ENHANCEMENT TOPICSPlease visit bit.ly/FlySafeMedium for more information on these and other topics.
An example of spatial
disorientation, the
inversion illusion.
4 FAA Safety Briefing
ATIS GA news and current events
Tips to Safely Use a Smartwatch on
the Flight Deck
A smartwatch is a great piece of tech-
nology for pilots, providing a wealth
of health, weather, and flight infor -
mation. A recent video
from The
Rotorcraft Collective
explains the benefits and tips for
safely using a smartwatch while flying. Some benefits include the ability to
monitor your heart rate, blood oxygen
level, stress level, and sleep quality. Some watches even provide an EKG
and alerts that could let you know
when you’re getting hypoxic. With
GPS capabilities, smart watches can
record flight paths and even find the nearest airports, complete with
maps, NEXRAD, current weather,
and radio frequencies. Check it out and subscribe to the series at bit.ly/
FAAsmartwatch.
TSA Flight Training Security
Program (FTSP)
The TSA's Flight Training Security
Program rule (formerly the Alien
Flight Student Program) went into
effect on July 30, 2024. TSA ’s Flight
Training Security Program (FTSP) oversees implementation of the
regulation, which requires candi-
dates to establish an account on the FTSP Portal and apply for a security
threat assessment (STA) in order to
receive a Determination of Eligibility
from TSA. The Determination of
Eligibility allows the candidate to participate in multiple train-
ing events for as long as their
Determination of Eligibility remains valid, up to five years.
All flight schools and individual
flight instructors are “Flight Training
Providers” under the rule. The rule
applies to initial pilot certification, whether a private, recreational, or sport pilot certificate; instrument
ratings; multiengine ratings; type
ratings; and recurrent training to
maintain or renew a type rating.
Flight training providers must verify U.S. citizenship of trainees, give
security awareness initial and biennial
training to their employees, and desig -
nate a security coordinator with the
TSA. Even those who train only U.S.
citizens or nationals must follow these
rules. When flight training providers
are training non-citizen candidates, the student generally must undergo
a security threat assessment before
training can begin.
For general information about the
FTSP , to apply for training, and to log in to your account, visit fts.tsa.dhs.gov.
Flight training providers can also visit
this site.
MOSAIC Final Rule
The Modernization of Special
Airworthiness Certification
(MOSAIC) final rule published on July 24, 2025. The final rule includes
changes to pilot and repairman certi-
fication, maintenance requirements, and right-of-way rules, effective 90
days after final rule publication on
Oct. 22, 2025. Changes to operations,
airworthiness certification require-
ments, and removal of the “light-sport aircraft” definition from 14 CFR
section 1.1 are effective 365 days after
final rule publication on July 24, 2026.
The following provides a summary
overview of the final rule:
• Changes affect the manufacture, cer -
tification, operation, maintenance,
and alteration of aircraft holding
special airworthiness certificates to
include light-sport category aircraft
under 14 CFR part 21, a new part 22, and section 91.327.
• Adds aerial work operational privi-leges for certain light-sport category
aircraft for compensation.
• Removes the “light-sport aircraft”
definition from 14 CFR part 1.1, enabling separation of pilot certifi-cation and privileges from aircraft certification requirements.
• Performance and design limita-tions for aircraft that sport pilots
can operate expand under the new
14 CFR section 61.316. Other new
sport pilot privileges with train-
ing and endorsements include night operations, helicopters with
simplified flight controls, aircraft
with retractable landing gear, and airplanes with manual controllable
pitch propellers.
• New model-specific training and
endorsement requirements for pilots
seeking to act as pilot-in-command
of certain aircraft with the “simpli-
fied flight controls” designation.
• Revises maintenance requirements
for light-sport category aircraft
related to safety directive compli-
ance and major and minor repairs
and alterations.
• Expands light-sport repairman
certificate privileges to include all
aircraft included in the expanded
light-sport category and performing
the condition inspection on experi-
mental amateur-built aircraft.
• Revises training standards for obtaining a light-sport repairman
maintenance rating.
• Permits a person acceptable to the
FAA for both major alterations
and major repairs of light-sport
category aircraft.
• Creates or revises operating lim-itations for certain experimental,
restricted, and light-sport cate-
gory aircraft.
• Expands area of operations and adds additional phases of flight over
densely populated areas for certain
experimental aircraft under 14 CFR
section 91.319.
• Codifies Congressional mandate for
space support vehicle operations.
For complete details, go to
bit.ly/MOSAIC_rule.
September/October 2025 5
AEROMEDICAL ADVISORYa checkup on all things aeromedical
DR. SUSAN NORTHRUP , FAA FEDERAL AIR SURGEON
Last issue, I addressed some of the
changes we’re developing in MedXPress,
including the portal to upload docu-
ments. In this issue, I want to touch on
some of the other initiatives that are
underway. If you’ve looked at the most recent FAA Reauthorization Act of
2024, you’ll note a significant overlap
with the congressional directives found in sections 411 (discussed in this article)
and 413 (the portal that was addressed
last issue).
Section 411 established the
Aeromedical Innovation and Modernization working group, of
which I am a co-chair. The working
group, which includes representatives from government agencies, allied civil
aviation authorities, academic institu -
tions, airlines and business aviation, unions, advocacy groups, and many
experienced AMEs, is reviewing FAA processes and providing suggestions
relative to the 2024 Reauthorization.
Many of the initiatives directed
by the FAA Reauthorization Act
are already ongoing. These include reviewing the medical conditions
that the AME may issue. We already
have disposition tables and CACIs (Conditions an AME Can Issue). We
regularly review and expand the special
issuance (SI) process, which includes
protocols to authorize a medical certif-
icate for different medical conditions, such as mental health conditions,
neurological disorders, or cardiovas-
cular disorders. A few years ago, we updated the follow-up protocols for
the Human Intervention Motivation
Study (HIMS), the program to allow
pilots back into the cockpit once in
stable remission from substance abuse, initiating the step-down process, which
decreases monitoring over time in
certain pilots. The FAA Reauthorization directs a
review of several specific conditions for potential changes in FAA policy.
The first is treatment for red-green
color blindness (sic, should refer to deficiency). As many of you are aware,
the FAA does not currently authorize
the use of “color enhancing” lenses for
flight or color vision testing. The reason
is that historically, these enhanced some color wavelengths by blocking others.
Testing did not indicate a net improve-
ment, even though, subjectively, some
individuals reported improved color
discrimination. Technology contin-ues to improve, though, and we have
ongoing research in cooperation with
the Air Force to determine if any of the available enhancements are feasible in
aviation, looking at both testing and
operational use.
We are also specifically directed
to review policy and guidance for attention deficit hyperactivity dis-
order (ADHD) and attention deficit
disorder (ADD), as well as whether medications used for treatment
can be safely prescribed to airmen.
Several years ago, we developed a
fast track for review of ADHD (now
the accepted term) for those off medications for several years and
asymptomatic. To date, this has been
successful and expedited the medical
authorization of many pilots. When
we reviewed the medications used to treat ADHD, the side effect profile
was not acceptable for aviation use.
Individuals with ADHD may not realize they have channelized atten-
tion (they get so focused, they do not
pay attention to anything else around
them) or poor attention. Other
concerns include whether they are medication dependent, and if they
stop or forget their medication, how it will impact their performance. The
working group will review the current literature to see if any medications can
be used safely in some circumstances.
Another item is to review the
appropriateness of SI renewal by the AME following a medical evaluation
and treatment by a medical specialist.
Currently, the AME Assisted special
issuance (AASI) program for an AASI or SI condition is that the FAA
grants the initial AASI/SI. The AME
is then authorized to issue a medical certificate if specific criteria are
met — determined by the condition
with individual consideration. They
include specific evaluation criteria
from treating specialists. We will take this opportunity to evaluate the
current program for efficacy as well
as potential conditions for program
expansion.
Congress also directed us to review
current protocols regarding recer -
tification following recovery from
an illness or injury that resulted in a disability rating from the Department
of Veterans Affairs. Currently, an
applicant for a medical certificate
must report receiving a disability
rating on the application. Depending
on the condition, the underlying
condition(s) could delay issuance of
the medical certificate. The working
group will review current processes
and protocols for both.
Finally, the working group will
review the progress of implementing the recommendations of the Mental Health and Aviation Medical Clearance
Rulemaking Committee, ICAO, and
the Department of Transportation.
Stand by for future updates!UPDATES TO CONGRESSIONAL DIRECTIVES
6 FAA Safety Briefing
Can a Balloon Stall?
Balloon Aerodynamics and
the Importance of Transient
Aerodynamic Lift
By Adam Magee
Lift, thrust, weight, drag: these four primary forces acting
on an airplane during flight are drilled into the heads of
aspiring aviators. As learners progress, they build upon
this knowledge to understand stall dynamics of an airplane. As a balloon pilot, I’m often asked by those who fly fixed-
wing: “Can a balloon stall?” Before we dive into that topic, let’s begin with an undertaught topic, even in the lighter-
than-air world: the aerodynamics of ballooning.
Lighter Than Air Dynamics
Balloon aerodynamics is often explained as hot air rises
and cold air sinks. While that is true, this only brushes
the surface of what is truly happening. Balloon flights are
based on the laws of aerostatics and the buoyancy or dis-
placement principle commonly referred to as Archimedes’
principle. In hot air balloons, the warmer air will expe-rience decreasing density (molecules of air are getting
further from each other or pushing neighboring molecules
away as temperature increases). Heat is added to a hot air balloon envelope through the operation of burners. This
leads to the density of hot air decreasing by pushing air out
of the mouth opening of the balloon and increasing the
gross or effective lift.There are three main factors that impact balloon
performance: ambient temperature, altitude, and weight
(payload). For the balloon to reach a state of positive
buoyancy, the air inside the balloon must be heated
above the ambient air temperature plus a temperature
differential to lift the weight. What this means is that
on a cooler day, the balloon would fly cooler than on a warmer day, given the same altitude and weight. Pilots
often easily understand the relationship between ambient
temperature and weight on the envelope temperature and
balloon flight. There is a maximum gross weight for a
balloon, so while the temperature might be cool enough to allow for the max payload to be exceeded as far as per -
formance, the manufacturer’s limitations on gross weight are still in force.
Pilots often struggle to understand the relationship
between altitude and balloon performance. Altitude, and in its more complex form, density altitude, play a signifi-
cant role in balloon performance. For a balloon to fly at a
higher altitude, the density of the air inside the envelope must remain lower than that of the ambient atmosphere air
outside the balloon. This is accomplished by maintaining
a higher internal temperature through continuous heating,
September/October2025 7compensating for the natural decrease in ambient tempera-
ture and density with altitude.
The Truth About Lift
Displacement or aerostatic lift (aka “true” lift) is the main force that creates upward lift in balloons. There’s also lift,
which balloon pilots commonly call “false” lift, and that
is where our discussion on stall dynamics begins. Luckily,
there are people much smarter than me, like fellow FAA
Safety Team Representative Nihad Daidzic, a skilled aviator, professor at Minnesota State University, Mankato, and pub-
lished author of works on mathematical models of balloon
flight. His research and lengthy personal discussions on balloon flight aerodynamics have shaped the science and
base of the safety knowledge I share.
Like airplanes, balloons also experience aerodynamic
forces due to slip flow. Transient aerodynamic lift only
exists during transient slip flow; this is what generates lift for an airplane and a decrease of lift that creates a stall.
When a balloon transitions wind layers, it is affected by
transient aerodynamic lift and is generating lift. Therefore, when the transient aerodynamic lift ceases (like an air -
plane stall), the balloon pilot is unaware that prior lift was transient aerodynamic lift and not lift due to Archimedes’
principle. The pilot likely stopped adding heat, which is
problematic when the lift ceases, resulting in an even more accelerated descent rate. So, can a balloon stall? Y eah, in a
way it can! Even a nonpowered, non-winged aircraft can
lose lift due to the exact same fluid dynamics.
While balloon pilots call this phenomenon “false lift
or false heavy, ” we should probably change the nomen-clature to what the science really is; it represents creation
of transient aerodynamic lift in an upward or downward
direction as the balloon descends through the shear layer into a different airmass — slower, faster, or just different
direction. Normally, winds decay closer to the ground due
to friction in the Earth’s boundary layer. Slip flow develops
as the balloon descends through the shear layer, and the
lower part of the envelope now acts as a lifting surface, developing transient aerodynamic lift downward. Unbeknownst to
the balloon pilot, this can cause
a balloon to suddenly steepen
its descent path, accelerate its
sink rate, and even start moving backward into an obstacle on
the surface due to recirculating
flow past the obstacle. It feels as if the balloon was “sucked”
back by the obstacle. That
often happens on approaches
to landings into cavity-type fields or
approaches over step-down obstacles, such as a line of trees, buildings, etc., in the presence of significant horizon-
tal winds over the obstacles.
Fixed-wing pilots often think about emergency land-
ings off field behind trees and the loss of lift generated on approach to landing. Downward acting transient aero-
dynamic lift is created by the lower part of the balloon
envelope due to relative motion as the upper parts of the
envelope are still in a different speed airmass dragging the lower envelope parts and the basket and creating slip flow.
Transitioning wind layers may cause the simultaneous gen-
eration of upward and downward transient aerodynamic
lift. Downward transient aerodynamic lift disappears as the
balloon descends and settles into the new airmass, but that may be too late for the landing balloon as the flight path
was already steepened, and the balloon accelerated down-
ward significantly.
For balloon pilots, the easiest way to tell if you are
flying in a transient aerodynamic lift situation is to feel the wind at your face. This telltale sign signals that slip
flow aerodynamics are at play, but the wind on the face
doesn’t always occur.
Importance of Controlled Descents to Land
When transitioning wind layers upon approach to landing, it is imperative that a balloon pilot maintain
a controlled descent rate. Too sharp of a descent rate could cause dishing of
the envelope – when a side of the lower
portion of the balloon is caved in – and an increased descent rate. The main issue is
that if the pilot is in a steep descent upon
encountering transient aerodynamic lift, the balloon’s descent will slow, possibly
even level out or ascend. If the pilot reacts
to the aerodynamic lift by venting more
heat, once the aerodynamic lift diminishes,
the balloon will be even cooler and further accelerate the descent. The same problem
occurs if the pilot simply doesn’t operate
This illustration shows how a balloon would encounter transient aerodynamic lift (TAL) during ascent and not have
enough true lift to clear downwind obstacles. (Illustration by Nihad Daidzic)
8 FAA Safety Briefingthe burner and allows the balloon to cool. The cooler the
envelope is from equilibrium temperature, the greater the
risk of encountering a highly accelerated descent once the
aerodynamic lift diminishes.
As the balloon descends through the layers and encoun-
ters transient aerodynamic lift, the pilot must remain in control of the balloon so that one standard burn can initi-
ate an ascent, and a vent (or allowing to cool) can get you
through the layer. To counter the transient aerodynamic lift, short, frequent burns can be used to maintain the
balloon temperature slightly below equilibrium. The pilot
wants to transition the wind layers as smoothly and as con-
trolled as possible, which relies on keeping the balloon near
equilibrium temperature. This technique also mitigates the challenges faced with dishing of the envelope if that also
occurs during the descent to land.
Balloon pilots are aware of the need for larger take-off
spots when transient aerodynamic lift could be present with high winds aloft and light winds near the surface, but I
hope to make pilots better aware of this phenomenon upon
descent to land. In these situations, larger landing sites
are best. Often, the wind layer impacting transient aero-dynamic lift on landings is slightly above obstacle height.
Therefore, landing sites with obstacles on approach need to
have enough depth so that the pilot can transition the wind
layer after crossing over the obstacle. Landing sites that are
too small will require the pilot to transition the layer while over obstacles, increasing the risk of collision.
It is imperative that a balloon pilot’s pre-flight planning
involve careful analysis of the wind’s speed and direction to ensure a launch site that will take them to suitable and
appropriate landing areas.
Importance of Weather Awareness
Accident narratives show a common theme in pre-flight
pilot decision-making. When faced with a temperature
inversion and strong winds aloft, pilots fail to recognize,
assess, and manage the risk associated with upward or
downward transient aerodynamic lift.
Using vertical wind profiles, the pilot can also prepare
for weather conditions that will create aerodynamic lift situations both on launch and descent to landing. The
forecasted conditions should be incorporated into the pre-flight risk assessment and go/no-go decision.An awesome forecasting tool built by balloonist Alex
Norrie for weather awareness and risk management is the ballooning weather tool at bit.ly/balloonwx. If an inversion is forecasted, the cells are highlighted yellow. Orange high-
lights indicate the temperature and dew point are close,
signaling fog or clouds. Red highlights indicate wind shear.
The presence of red highlights, red highlights close to the
surface, or too many red highlights can indicate increased transient aerodynamic forces present for balloon flights.
A Graceful Landing
Transient aerodynamic lift awareness and a lack of risk management are key contributors to hot air balloon
accidents. Utilizing the weather awareness resources we’ve
noted here is a huge step toward improving how we teach
and train balloon aerodynamics. Unfortunately, transient
aerodynamic lift encounters are quickly becoming more common. To stay safe, we need to be aware of this weather
situation, know how to handle it, and exercise better risk
management.
I wish you “gentle breezes and soft landings, ” with, of
course, more knowledge of transient aerodynamic lift!
Adam Magee is a commercial hot air balloon pilot and flight instructor, designated pilot
examiner, and FAASTeam Lead Representative. He was named the 2024 National FAA Flight
Instructor of the Year and the 2021 National FAASTeam Representative of the Year. He is
co-founder/president of The Balloon Training Academy, a 501(c)(3) nonprofit organization,
and an industry member of the FAASTeam, as well as serving as a member of the board of directors and treasurer of the National Association of Flight Instructors (NAFI).Screenshot from a ballooning weather tool that shows a morning flight with a temperature
inversion and low-level wind shear.
LEARN MORE
FAA Balloon Flying Handbook
bit.ly/faahandbooks
There may not be anything quite as adventurous as
seaplane flying. A seaplane makes you master of both
sea and sky. Like seagulls or pelicans, when you fly a
seaplane, you can both soar above the water and float on its surface. While this type of flying represents the ultimate in
aviation freedom, which allows pilots to land in many remote and unique destinations, it also comes with unique risks and
challenges that are not present in land-only operations.
According to the Seaplane Pilots Association (SPA) and
the AOPA ’s Air Safety Institute (ASI) Seaplane Accident Analysis Report 2008-2022 (bit.ly/41y1ZRD), the per -
centage of seaplane accidents resulting in fatalities was slightly higher than that of their land-only counterparts.
The report indicated the dominant cause of seaplane accidents was abnormal runway contact. Comparing this
study to the most recent Richard G. McSpadden Report
from 2022 (bit.ly/McSpaddenReport), it's possible to draw a few important comparisons between flying land planes
and seaplanes.
According to the Seaplane Accident Analysis Report,
aircraft control issues account for 40% of seaplane acci-
dents, followed by accidents categorized as decision-mak-ing. While aircraft class doesn’t seem to affect predominant
accident causes, the addition of operations that include
amphibious landing gear operations does increase acci-
dents caused by gear position versus landing surface mis-
match. In this article, I'll aim to break down these catego-ries, see how they interrelate, and explore best practices to
keep ourselves and our passengers safe. Based on data from the aforementioned reports, here's
what I noted as the top causes for seaplane accidents by phase of flight.
• With takeoff accidents, loss of directional control during
the takeoff roll was the most common cause, but the
category also includes pitch and roll excursions after lift-
off. Departure stalls accounted for nearly one-third of the
fatal accidents.
• During the maneuvering phase of flight, the most
common cause was an unintentional stall at an altitude
too low to allow for recovery. Nearly 60% of all maneu-
vering accidents and almost half of all accidents during
descent and approach were fatal.
• Inadvertent stalls were implicated in over a third of
descent and approach accidents.
This data indicates to me how important decision-mak-
ing, training, and correct landing gear position selection
are to safe seaplane operations.
Decision Making — Consistently Using ADM Tools
As previously mentioned, many of the accidents fall into
the category of decision-making. Even events such as
inadvertent stalls involve a series of decisions that lead to
the moment the wing stops producing lift. Every flight we
take, and even the ones we do not, involves a multitude of
decisions. Having a standard aeronautical decision making, or ADM, process is critical when challenging and high-
stress situations occur.
Seaplanes and Safety
RISK MANAGEMENT ESSENTIALS FOR AMPHIBIOUS AIRCRAFT
By Steve Guetter
September/October2025 9
The FAA provides a suite of helpful decision-making
tools, including the PAVE and IMSAFE checklists. As
pilots, we have all been trained and tested on these tools,
but individual results will, of course, vary. The key for all of
us is to implement them consistently into our flying.
In addition to decision-making tools, having a strong
network of fellow aviators is also important to assist you
if challenging conditions or decisions are present before
a flight. Though the decision is ultimately yours, getting
perspectives from others that you trust can help you make the decision. This tool is also important after a flight. As
hard as we try, none of us has flown the perfect flight.
Sometimes the issues are small, other times they are added to our list of “most uncomfortable moments as a pilot. ” A
post-flight debrief with a trusted advisor can go a long way
toward understanding the decision-making process that
was used and how it may be improved in the future. Training — Provider and Aircraft; Currency, Proficiency, and Class
Regular training that improves and expands our pilot skillset
can lower the risk of aircraft control issues. Training should
be a standard and welcome event in our aviation journey.
When evaluating training and what is right for you, look at
the three Rs of recurrent training. What is required, what is
relevant, and how recently was it performed?
The FAA and certain insurance companies may require
recurrent training. In some cases, the training has explicit minimum requirements. Other times, you and your flight instructor can customize the training.
When evaluating your recurrent training needs, be
sure to look at both relevance and recency. A flight review
or yearly recurrent training in your Beechcraft Baron
or a Boeing 737 may meet the requirements evaluated
above, but is it relevant to the operation being conducted?
Specifically looking at seaplanes, when was the last time
you went out with a flight instructor to refine your water takeoffs and landings?
When looking for an instructor to hone your skills,
seek someone who has operational-specific knowledge,
the ability to challenge you, and who maintains a positive
attitude. In addition to helping a pilot strive for safety, recurrent training should also challenge them to grow and
evaluate their current practices for areas of improvement.
Gear Position — Amphibious Operations and Intended
Landing Surface
One of the areas identified earlier, unique to seaplane
accidents, was improper gear position. In an amphibious
seaplane, the proper landing gear position is dependent on
the intended landing surface: water or land. The GUMPS
(Gas, Undercarriage, Mixture, Props, Switches/Seatbelts)
flow that many of us develop in retractable gear land planes can have a negative transfer when transitioning to or flying
amphibians. There is also a challenge for those of us who
often fly both retractable gear land planes and amphibious aircraft. In these cases, pilots need to have procedures that
allow them to configure the aircraft they are in properly
and trap errors before they become an incident or accident.
Consistent procedures, regardless of aircraft, are key to
assuring safety as we switch between aircraft. There is a large difference between the calls “gear is down and green
for landing” and “we are landing on a runway; the gear is
down and green for a runway landing. ”
If a pilot changes callouts as they switch between, say,
a Bonanza and an amphibious Caravan , they miss an
opportunity to trap potential errors and mitigate the risk of
switching between two aircraft with different complexities.
I advocate the latter of the previous verbiage, said out loud, regardless of whether the aircraft is capable of landing on
water. Consistent procedures are one way we can mitigate
the risk of switching aircraft.
10 FAA Safety Briefing
The first step in assuring the aircraft is properly config-
ured for the intended landing surface is to acknowledge to
yourself and your crew (passengers and crew will be used
interchangeably) where you will be landing. “There is a lake
in front of us, landing gear will be up for a water landing. ”
With that sentence, said out loud, you have committed to your mind as well as your crew where the aircraft will land
and the desired gear state. Any deviation from this con-
figuration or landing area is reason to take a moment and question your actions.
As part of the GUMPS check run on each leg of the
traffic pattern, utilize the same verbiage that has already
been used: “Gear is up and blue for a water landing. ” Also,
look at the landing area, the gear indicators (lights and floats), and tacitly verify the gear handle position. I like to
do one last glance at the gear lights on short final.
Use “positive rate, gear up” on every aircraft, every time.
Although a gear-up runway landing will hit the pocketbook and the ego, a gear-down water landing can be deadly. The
natural state for the amphibian is to have the gear tucked
in the up position. After a land takeoff, the amphibious
pilot’s first action, after assuring a positive rate of climb, is to retract the gear and assure it is up. Saying “positive rate,
gear up, ” along with the techniques to confirm and select
proper gear position, can eliminate accidents related to
amphibious gear position.
There may be no one better acquainted with the dangers
of improper gear position than Russ Jeter. He shares the excruciating consequences of his own personal tragedy
and the lessons we can learn from it in a video made in conjunction with Air Safety Institute. Go to bit.ly/3GOdlKb
to see this special presentation and learn more about the
importance of confirming and selecting proper gear posi-
tion during every flight.
The Seaplane Operating Environment and CRM
One of the more challenging and rewarding aspects of
seaplane flying is evaluating the landing area and the
associated planning for our landings. Unlike a land airport,
a water landing area has not been created and protected
for us. The water landing environment is ever-changing
with variables like obstacles, other traffic on the water, and weather conditions — adding to the complexity and impor -
tance of properly managing resourcesWhen overflying an intended water destination, risks
from all of the accident areas we identified are present.
Executing a water landing requires a strong and stan-
dard decision-making process. While that evaluation and decision-making process is in progress, basic airmanship is
critical. Y ou should manage proper aircraft configuration,
angle of attack, airspeed, and your position over the ground and in relation to other traffic. Try using the “Night Owl”
checklist to help with this evaluation.
NTOWL
• Noise
• Terrain/Towers
• Obstacles in the water (boat wake is very dangerous for
seaplanes)
• Wind/Water for the type of landing (glassy, rough, etc.)
• Landing lane selection
When evaluating an area for water landing, seaplane
pilots should develop a standard practice that works for them and their aircraft. Don’t forget to involve others who are on the plane, as appropriate. Brief the other sets of eyes
on what you will be looking for and how to let you know if
they see something concerning.
A Smooth Landing
Seaplane flying is rewarding and one of the ultimate free-doms available to aviators. However, flying an amphibious
aircraft presents unique challenges and an added level of
complexity when compared to its land-bound brethren.
Pilots should be aware of the challenges in this environ-
ment and take the necessary steps to refine their skills, use consistent decision-making procedures, and seek out
aircraft-specific training. These risk-reduction efforts will
help keep you and your passengers safe as you explore the land, air, and sea!
Steve Guetter is a 3,000-hour commercial pilot and flight instructor with single and
multi-engine land ratings as well as a single-engine sea rating. He has an bachelor's degree in
mechanical engineering and a master's in business administration. He is the general manager of Wipaire’s Advanced Flight Training and Leasing division and a SPA lifetime member who is
dedicated to seaplane safety and the expansion of the seaplane pilot population. He and his wife own a Beech J35 Bonanza, which they fly throughout the country for personal travel.
September/October2025 11
12 FAA Safety Briefing
Mike Millard will never forget the heart-stopping
moment when his third parachute training jump
went awry.
“I left the aircraft, and I wasn’t perfectly stable, ” the FAA
aviation safety inspector recalled. “I was experiencing some
tumbling in freefall, which was a disorienting moment where your body is not aligned with the airflow, and you’re
flipping end over end. In that situation, it’s critical to stay
calm and remember your training. ”
Millard received that training at the U.S. Air Force
Academy, where he served as a quality assurance inspector. “That experience drove home how much control you need to have in freefall and how critical it is to stay calm and not
panic, ” he said. “Even when things feel out of control, you
focus on the process, regain stability, and move forward to
a successful outcome. ”
Today, Millard leverages that valuable experience to help
improve parachuting safety through his work as a subject matter expert on 14 CFR part 105 parachute operations.
He and his colleagues in the FAA Flight Standards General Aviation Operations Section work closely with the 41,000-
member U.S. Parachute Association (uspa.org) to support its
PARACHUTE SAFETY
UNPACKED
By Ed Goldstein
A Moment in History: How the Parachute Age Began
Parachuting began fairly early in the aviation age, when on March 1, 1912, a daredevil U.S. Army captain, Albert Berry, took a leap into the abyss.
In the skies over Jefferson Barracks Army Base near St. Louis, Missouri, Berry began his attempt by sitting on a trapeze bar dangling from the front of
the Benoist pusher-type airplane piloted by Tony Jannus, who two years later became the first airline pilot. At an altitude of 1,500 feet, Berry grabbed a parachute from a cone-like contraption placed above his head, attached the parachute to a harness, and made his jump.
“Berry gave a quick jerk of a rope and with the parachute shot downward, while the airplane, first bouncing up like a cork, suddenly poised and stead -
ied itself, ” wrote an eyewitness reporter. “Hundreds of watchers held their breath as Berry shot toward the earth, the parachute tailing after him in a
long, snaky line. Suddenly the parachute opened, the rapidity of the descent was checked, and amid cheers, the first aviator to make such an attempt lightly reached the ground. ”
September/October2025 13safety outreach with parachutists and parachute operators.
That partnership is paying big safety dividends as para-
chute-related fatalities fell to a record low of nine last year out
of an estimated 3.88 million skydives in the United States.
The FAA plays an important role in ensuring parachuting
safety through oversight of aircraft, equipment, and person-
nel. The agency sets specific standards for aircraft main-
tenance and operation, pilot certification, and parachute system maintenance. The FAA works with drop zone opera-
tors and airport management to establish safe landing areas
and address airspace concerns. And FAA Flight Standards
District Offices periodically visit skydiving centers to audit
operations and inspect aircraft and equipment.
From a safety perspective, parachuting poses unique
risks, including those involving the operations of the aircraft (i.e., maintaining proper balance, pitch, and speed and avoiding other aircraft near airports), and the activity of the skydivers leaping out and deploying and handling
their parachutes. The steady decrease in annual para-
chute-related fatalities from an average of 42.5 in the 1970s
to single digits today is largely due to FAA safety measures,
improved equipment and training, advances in emergency response techniques, and a strong safety culture in the
parachuting community.
Millard said several safety advances are making a
difference. These include simulators with virtual reality goggles that input wind and weather conditions at particu-
lar airports, parachutes that automatically open if a jumper
blacks out, instructors on the ground talking parachutists
through jumps with the aid of earbuds, and wind manage-ment apps that detail current wind conditions.
“Having an industry that is so active in safety is very
valuable to us, ” said Millard. “Back in the 1970s, the skydiv-ing community was a wilder group. Now you see a lot more
professionalism. The industry is reaching out to me to say,
‘How can we do this better?’”
Mike Millard conducting an inspection. (Photo courtesy of Mike Millard)
Mike Millard with the Round Canopy Parachuting Team, which performs commemorative
airborne demonstrations to increase awareness and educate the public about the sacrifices and heroism of Allied Paratroopers from WWII onward.
Even when things feel out of control,
you focus on the process, regain
stability, and move forward to a
successful outcome.
14 FAA Safety Briefing
Last year, the U.S. Parachute Association voluntarily
adopted a safety management system (SMS) for its
members who operate drop zones.
“Our SMS division said that it is pretty impressive, ”
Millard added.
The FAA also does direct outreach with the Parachute
Industry Association’s (pia.com) annual symposium, which provides drop zone owners and participants in the para-
chute industry the opportunity to “receive training and safety briefings and communicate with the FAA as a group
if they have concerns. ”
Millard, who earned his senior parachute rigger certif-
icate at the Montana Smokejumpers facility, views one of
his most important roles as serving as a resource for fellow aviation safety inspectors.
“I love taking calls to help educate our inspectors on how
to show operators where items are in FAA guidance, ” he said. “Don’t hesitate to reach out. ”
Visit the FAA Safety Team’s online library for more infor -
mation on parachute safety at bit.ly/FAAST_pamphlets or
the online resources by type of operation at bit.ly/RBToO.
Ed Goldstein is a senior communications specialist with the FAA’s Office of Communications.
Must-Know Rules and Regulations for Skydiving and Parachute Operations
For Everyone
From pilots to riggers, everyone involved in skydiving operations should
be familiar with and comply with 14 CFR part 105. Advisory Circular (AC) 105-2E contains important safety guidance for everyone as well.
• Part 105, Parachute Operations (bit.ly/CFR14Part105): When it comes to skydiving, the FAA’s primary responsibility is to ensure the safety of air traffic and to protect persons and property on the
ground. Part 105 was developed for parachutists, parachute riggers,
and pilots who fly parachutists, and contains regulations governing intentional parachute jumping.
• AC 105-2E, Sport Parachuting (bit.ly/AC105): This AC provides guidance to enhance sport parachuting safety and assist everyone associated with compliance to 14 CFR part 105. It also contains infor-
mation for jumpers and riggers on parachuting equipment, airport
parachuting operations, jump pilot training, aircraft maintenance programs, parachute rigging, and procedures for FAA authorization for flight operations with a removed or modified door.
For Parachute Riggers
To pack, maintain, or alter parachute systems used in skydiving opera-tions, riggers must comply with 14 CFR part 65.
• Part 65, Certification: Airmen Other Than Flight Crew Members (bit.ly/446k2yQ): Subpart F concerns parachute riggers, their eligi-bility requirements, privileges, and performance standards. For Jump Pilots
Skydiving flights are considered commercial operations — 14 CFR section 61.113 limitations state a private pilot may not act as pilot in command or second in command of an aircraft carrying persons or
property for compensation or hire. Jump pilots must comply with all
applicable regulations, including, but not limited to part 91 and 105, and are required to possess a commercial pilot certificate with appro -
priate ratings for the aircraft being flown, as well as have a current second-class medical certificate.
• Part 91, General Operation and Flight Rules (bit.ly/4jSf12Q): Parachute operators and jump pilots must comply with all applicable sections of part 91.
• Part 119, Certification: Air Carriers and Commercial Operators (sec-
tion 119.1(e)(6)) (bit.ly/3HMVXpm): Pilots who conduct parachute
operations within a 25-statute-mile radius of the airport of departure
may conduct them as commercial operations under part 91.
Imagine yourself sitting behind the wheel of a car that has
a stick shift, but all you’ve ever driven is an automatic transmission. Sure, it’s still a car, but if you’re driving a
vehicle with a stick shift, you’ll need to know how to operate
the gears and clutch. Y ou’ll need transition training from an
automatic to a manual transmission. Similarly, pilots who are
transitioning to unfamiliar aircraft require not only stick and
rudder development, but also specific training in the new
aircraft’s systems and operating characteristics, including normal, abnormal, and emergency procedures.
Remember — skills learned in some aircraft don’t directly
translate to other aircraft. Y our new aircraft may look and
feel like the one you’re used to flying, but subtle differences
can exist, such as higher or lower performance, higher stall speeds, and variations in handling characteristics that could
ultimately affect your reaction time and/or lead to loss of
aircraft control in normal, adverse, and emergency condi-tions. Transition training is also important whenever you’re
operating an unfamiliar aircraft or avionics system.
Impetus for Instruction
Lack of transition training has been cited as a causal factor
in many general aviation accidents. Accidents frequently
result from pilots being unprepared for challenges pre-
sented by the new or different aircraft they are flying. Even
when pilots are legally certificated to operate aircraft within
a specific category and class, significant differences can exist among different types of aircraft within that category
and class, thus necessitating the need for effective transi-
tion training.
The first 50 to 100 hours in a new aircraft type are
particularly dangerous, especially when a formal transition training program isn’t followed.
Stepping Down and Stepping Up
Transitioning to another aircraft works both ways — step-ping down is just as important as stepping up. It’s not just about learning how to fly a more complex airplane. It’s
also about learning to transition from high-performance
aircraft to aircraft with lower performance and complexity,
which can be equally challenging. The same rules apply
when you’re operating in unfamiliar environments — you
need to train for your new surroundings.
Transition Training Program
Whether you’re transitioning from higher- to lower-per -
formance aircraft or even to a different model, you should follow these three steps to ensure a sound transition train-
ing program.
1. Hit the books
Y ou can get a leg up on your transition if you study the
pilot’s operating handbook first, especially if you’ve flown
similar aircraft before. Y our study topics should include basic characteristics of the aircraft’s systems (e.g., fuel, elec-
trical, control, hydraulic, avionics, and environmental) and
how characteristics of the new aircraft differ from aircraft
you have already flown.
Get a feel for what you can and can’t do with the aircraft.
Focus on normal and abnormal procedures, performance characteristics, and what to expect on takeoff, landing,
climb, cruise, descent, and glide. Also address the aircraft’s limitations, such as weight and balance, speeds, and wind
limits. Know your aircraft’s emergency procedures, speeds,
power setting, and configurations for normal operations.
2. Train with a qualified flight instructor
Finding the right flight instructor is key. Interview current
owners, aircraft type clubs, or pilot organizations. They
provide an excellent source of aircraft-specific information
and a roster of flight instructors. Simulation training pro-
viders are another good source of information.
Talk to more than one flight instructor. They must be
experienced with the make and model of your aircraft.
THE IMPORTANCE OF FAMILIARIZING YOURSELF WITH UNFAMILIAR AIRCRAFT Tackling Transition Training
By Tom Hoffmann
September/October2025 15
More importantly, they must have recent experience. Let
them know about your experience and capabilities as well,
and how you intend to use the aircraft. Assess their com-
munication style. Are they clear and easy to understand?
Would they be an effective teacher?
Make sure your flight instructor uses a syllabus — a
training roadmap that should contain training events and schedules, completion standards, and established roles and
responsibilities for you and the flight instructor.
The National Association of Flight Instructors advo-
cates the ACE (A nalyze, Create, Execute ) training method.
Analyze the aircraft’s performance. Create your list of
concerns about the new aircraft. And Execute several flights
similar to the type of operation you plan to do in the aircraft.
3. And practice, practice, practice
It is important to practice with your flight instructor — twice a week is suggested to yield the best result — and
in your operating environment. Develop personal perfor -
mance figures and minimums, and develop your personal data at mission weights.
New avionics systems require practice too. Try logging
some time on an avionics simulator to practice in a glass cockpit.
Practice slow speed maneuvering at altitude, manage
distractions, seek regular refresher training, and docu-
ment your achievement in the WINGS Pilot Proficiency Program! (bit.ly/WINGSPPP)
Transition Training with Modified Aircraft
Even aircraft that pilots have flown before may require transition training or at least thorough familiarization
flights if they have been modified. Aircraft modifications
not only increase utility and performance, but they may
also alter flight characteristics. For example, vortex gen-
erators may decrease stall speed, but they may also reduce aerodynamic indications of approaching stalls. And aircraft
with multiple alterations may exhibit flight characteristics
that are different from those associated with single modi-fications. This means that pilots must be especially careful
when transitioning to modified aircraft, even if they have
extensive experience with the unmodified versions.
If you’ve got an aircraft that’s been modified, here are
some tips to consider when taking your first flight:
• Regardless of any testing the installer may have done, your first flight in a modified aircraft will be a test
flight. Advisory Circular 90-89C, Amateur-Built Aircraft
and Ultralight Flight Testing Handbook, section 4,
provides excellent guidance on test flying
(bit.ly/AC9089C). Y ou may not be conducting a full test program, but a review of the content will give you some
useful information on test flying.• It’s a good idea to engage a flight instructor who’s familiar
with the aircraft and its modifications to assist you in
your transition.
• Give yourself plenty of altitude.
• Take it slowly — don’t try to win a short-field landing
contest or demonstrate ultimate performance right away.
Ease into the altered performance envelope. Make sure
you have good VFR weather, plenty of altitude, and long
runways for the test flight(s).
The excitement of a new aircraft can make you feel like
a kid on Christmas morning. Don’t let that excitement
make you forget the importance of transition training. Whether it’s an entirely new aircraft, a new system, or a
modification, always make time to familiarize yourself
with the unfamiliar.
Tom Hoffmann is the editor of FAA Safety Briefing. He is a commercial pilot and holds an A&P
certificate.
LEARN MORE
Advisory Circular 90-109A, Transition to Unfamiliar Aircraft
bit.ly/AC90-109A
“Shifting Gears: Tips for Transition Training, ” Page 26, FAA Safety Briefing,
Sep/Oct 2017
bit.ly/4f0uxJ1“What’s Your Type, How Type Clubs Enhance Safety, ” FAA Safety Briefing,
Jan/Feb 2023
bit.ly/3IDLLQoAOPA Online Course: Transitioning to Other Airplanes
bit.ly/44Emm1GFAA Airplane Flying Handbook, chapters 12 to 17
bit.ly/FAA-AH
Transition Training in 57 Seconds, FAA Video
bit.ly/3GVdDis
Training and Preparing for a New Flight Environment in 57 Seconds, FAA Video
bit.ly/57SecsExpand
16 FAA Safety Briefing
There I was, attempting to schedule a night flight in one of the Grumman
AA-1B low-wing trainers at the flight school where I had just obtained my
private pilot certificate. It was August 1981, and the ink was barely dry on my
temporary certificate. Even though he had just trained me and sent me for a
check ride, which I passed with flying colors, the FBO manager wouldn’t let
me check out the aircraft. He told me he couldn’t let a pilot with so few hours use one of their airplanes at night.
Now, don’t get me wrong. A private enterprise, like a fixed-base operator, has
the right to make any decision they want regarding the use of their aircraft. I just don’t like being constrained, so I did the only logical thing I could think of — I
bought an airplane. Now I could fly when and where I wanted, even at night,
and I wouldn’t have to bring the plane back at the end of the rental block.
The problem was that the airplane I bought was a 1964 Cessna 172E —
an aircraft I had never flown. I had an hour in a Cessna 150 doing spins (my primary instructor was amazing), but that was certainly not a check-out or
enough time to really know the new type of aircraft.
I’m embarrassed to say that I had not received any transition training
before handing the seller a check and flying off. Even more embarrassing is that I hadn’t even heard of “transition training” or the need to build familiarity
before flying a new-to-me make and model aircraft.
While I studied the pilot operating handbook (POH) and managed to figure
out the manual flaps, performance characteristics, and significantly different look and feel of the airplane, I had no business acting as pilot-in-command
without a proper checkout. FAA Advisory Circular 90-109A, Transition to Unfa-
miliar Aircraft, warns: “Pilots transitioning to unfamiliar aircraft require specific
training in the new aircraft’s systems and operating characteristics to include
normal, abnormal, and emergency procedures. ”
In other words, I got lucky. By the time I earned my instrument rating,
commercial pilot certificate, flight instructor certificate, and instrument instructor rating in that old Cessna, I knew it pretty well. After I sold it, I went plane-less for a while, then bought a Piper PA28-140 Cherokee, skipping any
transition training. But again, I figured it out and eventually flew it across the
country in a move to California.
When I bought airplane number three, I smartened up. There I was, instruct -
ing at Palo Alto Airport (PAO), when the most stunning airplane I had ever seen taxied by. Once the pilot, Cloyce Fraser, shut down and exited the aircraft, I struck
up a conversation. This was a Christen Eagle II, 200-horsepower, short-coupled,
tail-dragging, full aerobatic biplane with a constant-speed propeller.
Fraser asked if I wanted to buy it, which I responded: “I don’t have that
kind of money. ” Fraser persisted and told me it was up for a silent auction. It had been built by students in the San
Mateo Union High
School District, with
Fraser as the shop
teacher and aircraft mechanic supervising
the construction.
Even with my
added living expenses, I couldn’t resist! I had to
have that airplane. So, I
asked how to bid, spoke
with a friend who lent me half the money, and made my bid. Lo and behold, I had the winning bid.
With a fresh bill of sale and registration application in hand, I proudly
announced to the others in the flight school that I had just purchased a Chris-ten Eagle. I had no clue how different this airplane was from the others I had
flown. Fortunately, one of my fellow instructors asked if I had any experience
flying taildraggers.
This term was new to me. Shocked that I didn’t know, he explained to me
the differences between the other airplanes I had experience with and the one I had just acquired. Thank goodness he did. If he hadn’t, I would have
jumped in and flown it into a heap due to loss of control, probably on first
takeoff. Several hours of dual instruction later, I was capable of handling that
little monster. I flew it a lot, did some mild aerobatics, and took countless
friends for rides. Keep in mind, all this happened before April 15, 1991, so tailwheel endorsement wasn’t required.
Needless to say, I finally learned my lesson not to fly a new-to-me type of
aircraft without “specific training in the new aircraft’s systems and operating characteristics to include normal, abnormal, and emergency procedures. ”
Transition training should be taken seriously. As AC 90-109A states, “pilots
should follow an organized methodology to become familiar and competent
in the new airplane. ” So, please — don’t count on luck when it comes to
flying a new-to-you aircraft type ever! Insist on being trained, competent, and proficient. Fly safe!
Philip Mandel is a flight instructor with multi-engine and instrument ground ratings and an ad -
vanced ground instructor. He is an FAA Safety Team (FAASTeam) Lead Representative and WINGS
Pro, as well as three-time Portland (Oregon) FSDO FAASTeam Representative of the Year.
By Philip Mandel Taking Transition Training Seriously
Philip Mandel in his Christen Eagle II.
September/October2025 17A Personal Account of Switching Seats Successfully
It all started with a particularly nasty caterpillar infesta-
tion at a catalpa tree grove four miles outside of Troy,
Ohio. Shortly after noon on Aug. 3, 1921, Army 1st Lt.
John A. Macready made history when he departed in a Curtiss JN-6 “Jenny” outfitted with a 32-gallon hopper
designed to dispense powdered lead arsenate and hopefully protect the besieged trees from further damage. Spreading
175 pounds of the insecticide during six low-altitude passes
over the grove, Macready was successful in eradicating the greedy grubs that were quickly decimating a prime source
of timber for posts and poles. It was estimated that 99%
of the catalpa sphinx caterpillars were destroyed after the
operation. With that flight, the agricultural aviation indus-
try was born.
Fast-forward more than 100 years, and agricultural avi-
ation has grown leaps and bounds to include more rugged, powerful, and purpose-built aircraft with payloads that far eclipse those of the early crop dusters. The largest of these boasts a 1,200-horsepower turbine engine and nearly 10,000 pounds of payload. The agricultural aviation industry has
also grown to include helicopters, and more recently, an
expanding array of unmanned aircraft systems (UAS), or
drones. As of June 2025, there were more than 3,400 certifi -
cated part 137 operators (both crewed and unmanned).
Providing aerial application of crop protection products
has proven to be an invaluable tool for farmers in all 50
states. According to the National Agricultural Aviation Association (NAAA), aerial applicators treat 127 million
acres of cropland annually, an estimated 28% of cropland
in current production. The NAAA also estimates that an
area the size of Tennessee would be needed to replace the
yield lost if aerial application were not available for five commonly treated crops in the U.S. This greater crop yield
results in less land needed for farming and, in turn, pre-
serves more wetland and forest ecosystems.
High Stakes at Low Altitudes
While there are many clear benefits of using aircraft to treat crops, agricultural aircraft operations do present a multitude
of risk factors for pilots. These pilots operate in a low-al-
titude environment with multiple terrain and obstruction
hazards, deal with the complexities and nuances of loading
and dispensing chemicals, and face the reality of fatigue from working 13-plus hour shifts. That’s on top of having
to deal with weather and wind constraints, the potential
for mechanical difficulties, the constant monitoring of land
Harvesting Safety
in the Skies
World's first crop dusting experiment using
an aircraft.Navigating Risks in Agricultural Aviation
Etienne Dormoy and John A. Macready in
front of the first crop dusting aircraft.By Tom Hoffmann
18 FAA Safety Briefing
boundaries and GPS data, the cumulative effects of noise and
vibration, dehydration — the list goes on.
In fiscal year 2024, there were 15 fatal accidents involving
agricultural operations. Prior to that, the fatal accident rate has
remained stubbornly consistent at 11 accidents in the previous
four years. However, there are efforts by the FAA and indus-try to try to correct that trend by providing pilots with better
educational resources and instilling safer practices. Let’s take a
closer look at some of these resources and how they can help you better navigate the challenges of aerial application.
Sowing the Seeds for Safety
A good starting point for safety is with the regulations. Agricultural aircraft operations are covered under 14 CFR
part 137, which defines it as the operation of an aircraft for
the purpose of (1) dispensing any economic poison, (2) dis-
pensing any other substance intended for plant nourishment,
soil treatment, propagation of plant life, or pest control, or (3) engaging in dispensing activities directly affecting agriculture,
horticulture, or forest preservation, but not including the
dispensing of live insects.
Subpart B of this rule covers the certification requirements
for obtaining an agricultural aircraft operating certificate, while subpart C covers the operating rules. Agricultural pilots
must have a commercial certificate to work for hire and meet
the requirements of part 137. That includes demonstrating to the operating certificate holder that they meet the knowledge
and skill requirements prescribed in section 137.19 (e). In
general, this ensures the pilot is familiar with safe handling of the economic poisons used, the aircraft’s performance capabil-ities, and how to safely execute the maneuvers required for the operation. Typically, an agricultural operator will have a chief
supervisor who, once they pass the FAA ’s knowledge and skills
test, is issued an endorsement to supervise agricultural opera-tions. The chief supervisor can also administer the knowledge
and skills tests for pilots hired under that certificate. For more
information on the test, see the NAAA ’s Agricultural Airman
Guidelines at bit.ly/naaa-guide.
Keep in mind that while part 137 does offer some relief
from part 91 to perform these specialized operations, part 91 still provides governing authority. For example, section
137.49 authorizes pilots to perform maneuvers below 500 feet above the surface that are necessary for the operation
and that do not cause undue hazard to persons or prop-
erty. However, 14 CFR section 91.303 restricts all pilots
from performing aerobatic maneuvers below 1,500 feet
(i.e., banks greater than or equal to 60 degrees, or nose up/down attitudes greater than or equal to 30 degrees rel-
ative to the horizon). Additionally, an agricultural aircraft
pilot should pay particular attention to section 91.103
(Preflight Action), which requires them to be familiar
with all available information concerning that flight. That
includes everything from assessing runway lengths and
weight and balance calculations to reviewing airspace
restrictions and weather conditions.
Mapping Danger
“Preparation is important, ” says Charles Grabill, an aviation safety inspector and part 137 subject matter expert with the
FAA ’s General Aviation and Commercial Division. Grabill
suggests agricultural pilots
survey and perform a thorough reconnaissance of the area to
be treated prior to flight, even
if it’s a field they’re familiar with. “Look carefully at the
CAUT ION
W IRE ENV IR/g32N/g30EN/g37Agricultural pilots should survey and
perform a thorough reconnaissance
of the area to be treated prior to
flight, even if it’s a field they’re
familiar with.
September/October2025 19Image courtesy of NAAA
having a finite “spray season” when almost all dispens -
ing operations occur. This is typically June to August in
the North and April to August in the South. These short
windows of time to work in often mean long, grueling
days. A 2019 survey conducted by NAAA reported that
more than half of agricultural operators (55%) work 8 to 12 hours per day during the application season, with more
than a third (35%) averaging 13 to 16 hours per day.
Given the focus on fatigue, it’s no surprise that the
subject is front and center within many industry/govern-
ment educational materials and reports, such as:
• NAAA ’s brochure on combating fatigue bit.ly/NAAA_fatigue
• Fly Safe messages (bit.ly/NAAAFlySafe) developed by NAAA ’s Professional Aerial Applicators’ Support System
(PAASS)
• NTSB special investigative report (SIR) 14/01
on the safety of agricultural aircraft operations
(bit.ly/NTSB_SIR1401(PDF)). The report advocates for
guidance that could “help operators and pilots develop
effective strategies to reduce the likelihood of fatigue,
dehydration, hunger, and other physiological factors that can negatively affect a pilot’s concentration, deci-
sion-making, and performance. ”
• FAA Safety Alert for Operators (SAFO) 20004 on agri-
cultural aviation safety (bit.ly/SAFO20004). The SAFO
reinforces the importance of proper rest to combat
fatigue and encourages agricultural pilots to establish a
regular routine of uninterrupted sleep and to take breaks
or 30-minute naps, if possible.
• FAA AC 120-100, Basics of Aviation Fatigue (bit.ly/AC120-100).
High-Tech Harvesting
With a recently streamlined certification process in place, the use of drones in the agricultural aviation industry has
grown significantly. In fact, the number of unmanned part
137 operating certificates as of June 2025 is at 1,710, nearly
equal to the number of crewed operators at 1,750. “This
rapid growth has improved accessibility to aerial appli-cation services across a wider geographic and economic
spectrum, providing more flexible and timely solutions for
NAAA’s new 24-question
FRAT breaks down questions to be
considered annually, monthly,
daily, and before each flight.environment for obstructions like towers, power lines, wind
turbines, or any uncharted obstacles. ” This may involve both
aerial and ground surveys.
Grabill recalls one accident investigation where an
ag operator flying a rotorcraft saw and struck a wire he
assumed was going in a different direction from a pole. The pilot involved in the accident survived but stated that if he
had just made another pass and studied where that wire
went from the pole, he would have been able to avoid it.
To supplement your situational awareness before flight,
have a look at these resources:
• FAA SAFO 10015, Flying in the Wire Environment: bit.ly/SAFO_10015
• NTSB Safety Alert 35, Preventing Obstacle Collision Accidents in Agricultural Aviation: bit.ly/NTSB_SA35
• NTSB Safety Alert 16, The Hazards of Unmarked Towers: bit.ly/NTSB_SA16
Another excellent reference for shoring up safety
practices and risk mitigation strategies is FAA Advisory
Circular (AC) 137-1B on agricultural aviation operations
(bit.ly/AC137-1B). One key pointer in the AC is to exercise
caution when flying over sloping terrain: Flying up the slope
may result in stalling the aircraft before reaching the end of the swath run or contribute to an inadvertent stall during the
pullup or turnaround.
The AC also mentions the helpfulness of using a flight
risk assessment tool (FRAT) during your preflight prep. Echoing the importance of this tool, NAAA recently
released a FRAT specific to the agricultural aviation indus-
try at bit.ly/NAAA_FRAT (PDF). The 24-question FRAT
breaks down questions to be considered annually, monthly, daily, and before each flight. Answering “no” to any of the
questions should be a hard stop for a pilot to either recon-
sider the flight or find ways to mitigate the risks identified.
Focus on Fatigue, Please
While fatigue is covered on the FRAT, it is a risk to the agricultural aviation industry that should be heeded with
added attention. Beyond the accident risk factors men-
tioned earlier, agricultural pilots must also contend with
20 FAA Safety Briefing
SAFETY TIPS FOR AERIAL APPLICATORS
• Focus on pre-flight decisions; assess hazards
during takeoff and during application
(e.g., wire hazards and towers).
• Become familiar with your field — do your reconnaissance prior to each application.
• Consider terrain, congested areas, and the applicable plans, type, and quantity of product
being applied for proper weight and balance.
• Thoroughly assess the weather, including any
potential changes to wind and density altitude.
• Use the IMSAFE checklist and consider any hu-man factors that could impact safety
(e.g., dehydration, fatigue, noise, complacency).
• Maintain constant communication with your
ground crew and brief yourself as you go, even
talking to yourself aloud.
• Be sure your aircraft is airworthy and is in
compliance with all Airworthiness Directives,
Service Bulletins, and required inspections.Agricultural pilots must stand
committed to a culture that
encourages continued learning and
promotes safety above all else.
LEARN MORE
14 CFR part 137, Agricultural Aircraft Operations
bit.ly/14CFR137
Dispensing Chemicals and Agricultural Products with UAS, FAA webpage
bit.ly/3TFHwWX NAAA Professional Aerial Applicators’ Support System (PAASS)
AgAviation.org/education/paass growers of all sizes, ” says Ryan Smith, an aviation safety
inspector with the FAA ’s Emerging Technologies Division.
This versatility makes drone use particularly beneficial
for small-scale farmers and niche markets that previously
couldn’t justify or afford manned aerial services.
Drones also offer some unique operational advantages,
like performing precision spot treatments in sensitive or hard-to-reach areas, accessing narrow waterways, and navi-
gating steep or technically challenging terrain that would be unsafe or impractical for manned aircraft. “These capabili-
ties open the door to targeted applications, such as invasive
species control and selective weed management in areas that
were previously underserved or unreachable, ” adds Smith.
Agricultural drones have had a stellar safety record with
no fatalities or serious injuries reported to date. That’s due in part to the FAA ’s robust authorization process and the
conditions and limitations set forth in the operator's letter
of exemption. These specific conditions and limitations
(e.g., safe operating distances, weight limitations, flight planning requirements, lost link procedures, etc.) provide
mitigations to maintain safety for operators, persons,
property, and other aircraft. They also form the basis of the operations and training manual that all part 137 drone
operators are required to have and comply with.
You Reap What You Sow
It’s clear that agricultural aviation plays a vital role in
modern farming and has a positive impact on many of the
products we purchase and consume. However, the numer -
ous unique hazards that exist with this type of operation make it an inherently risky activity. While advancements
in technology, such as GPS navigation, collision-avoidance systems, and improved aircraft design, have greatly bene-
fited operators in this environment, these tools alone can’t
guarantee safety. Agricultural pilots must also commit to a culture that encourages continued learning and promotes safety above all else. Together, these practices can establish
a foundation for minimizing risk and keeping the agricul-
tural aviation industry both prosperous and safe. That’s certainly something to make hay about.
Tom Hoffmann is the editor of FAA Safety Briefing. He is a commercial pilot and holds an
A&P certificate.
September/October2025 21
22 FAA Safety Briefing
I firmly believe that an important component of achieving a
fulfilling life is being of service to others. Nothing gets me
out of my own head and gives my challenges some per -
spective like giving back. This is not a prescriptive element of living — there are countless “means of compliance” when it
comes to donating your time and skills, and general aviation pilots are in a unique position to work on staying current
and proficient while giving back to the community. Not to
mention that volunteering for a worthwhile cause is a pretty sweet excuse to get up in the air. But a good deed is no good
if it isn’t done safely and legally. So, let’s take a look at some
of the volunteer opportunities available in general aviation
and the requirements to fly these meaningful missions.
Varieties of Volunteering
When translating your passion for flying into compassion
for a cause, it’s important to align your skills as a pilot and
your aircraft’s capabilities with whatever volunteer work
speaks to you. For example, if you’re interested in doing
medical transports, your plane must meet specific require-
ments to ensure patient safety and comfort. This might include having adequate seating for both the patient and
an accompanying passenger (typically a caregiver such as a
family member, doctor, or nurse). Disaster relief flying can be challenging, with high traffic and potentially difficult
conditions (such as lack of food, water, and electricity at the
destination) that pilots need to be prepared for. If you’re looking for volunteer opportunities, here are
some options to consider:
Access to Medical Care
Volunteer pilots often transport patients to specialized
medical facilities, especially for those who lack access to
local care. This includes patients traveling for surgery, che-motherapy, dialysis, and other treatments.
Emergency Response
In the aftermath of natural disasters, general aviation pilots are often among the first to offer assistance. They
can provide aerial assessment of damage, transport relief
workers, deliver supplies, or help with evacuation efforts. It is vital to always work with an organized group and never
self-deploy to provide assistance.
Delivering Precious Cargo
Pilots can assist with the transportation of blood and tissue; however, generally speaking, volunteers should not be engaged
in time-critical operations without specialized training and
Giving Back with General Aviation
PHILANTHROPIC
FLYING
When practicing general aviation
generosity, it's crucial to prioritize
safety and adhere to the regulations. By Nicole Hartman
Making sure a burn patient is comfortable
for the second flight of the day while traveling from
New York City to Dayton Shriners for monthly care.
(Air Care Alliance photos courtesy of Mark Hanson)
September/October2025 23robust risk management efforts. Within the same category,
but with a very different mission — many volunteer pilots
help rescue animals from overcrowded or "kill" shelters, flying
them to new homes or safer facilities.
Environmental/Educational Support
Pilots can aid with conservation efforts, such as aerial
surveys of environmental damage, delivery of supplies for
environmental projects, scientific studies/wildlife counts, and educational and introductory flights.
Civil Air Patrol
Civil Air Patrol (CAP) operates as the U.S. Air Force's civil-
ian volunteer auxiliary, providing emergency services and disaster relief missions nationwide using its own airplanes
and drones to support local, state, and federal authorities.
Pilots also support youth aerospace education by provid-ing orientation flights to CAP cadets, teachers, and ROTC
students.
Regarding the Regs
So, you’ve made the decision to help others by becoming
a volunteer pilot, and you’re ready to take off on your first
philanthropic flight. Not so fast. Just because you have
good intentions doesn’t give you a pass to disregard reg-
ulations or compromise safety. It’s important to know the
rules and fully understand what you can and can’t do as a volunteer pilot conducting a public benefit flight.
A great place to start is by taking the Aircraft Owners
and Pilots Association (AOPA) Air Safety Institute’s 30-minute online course (bit.ly/3G2VXB6), “Public
Benefit Flight: Balancing Safety and Compassion. ” The
course helps explain the additional flight planning considerations required for public benefit flights, and
completion earns one basic WINGS knowledge credit
through FAASafety.gov.
Prohibition on Compensation
As the name suggests, public benefit flights are non-com-
mercial and for the benefit of the public. In general, a
pilot may donate their time and aircraft for public benefit. The pilot must pay for all expenses and aircraft operat-
ing costs. The pilot may not receive anything of value in
compensation for the flight unless the organization they
fly for has an FAA exemption. However, the pilot may be
able to deduct direct operating expenses if flying for a qualified charitable organization.
Passenger-carrying Fundraising Flights
An exception to the prohibition on compensation is char -
itable and local event fundraising. Under 14 CFR section 91.146 (bit.ly/FAR91146), reimbursement of the operator
of the aircraft is limited to that portion of the passenger
payment for the flight that does not exceed the pro rata cost of owning, operating, and maintaining the aircraft for that
flight, which may include fuel, oil, airport expenditures,
and rental fees. Charitable fundraising flights are permitted
under specific conditions. Some of these include:
• The flight is nonstop and begins and ends at the same
airport and is conducted within a 25-statute-mile radius
of that airport.
• Each flight is made during day VFR conditions.
• A private pilot acting as pilot in command has at least
500 hours of flight time.
Pilots must hold a private pilot certificate, be medically
eligible to conduct the flight under 61.3(c), and be current
PALs SkyHope, part of ACA, helps remove the transportation barriers to health care for a
young autistic girl traveling from Maine to Philadelphia with her mom and service dog for
treatment for a rare illness.
PALs flight allows mother and baby to avoid eight-hour drive and overnight stay by flying
them to and from treatments in Boston.
24 FAA Safety Briefingin accordance with 14 CFR sections 61.56 and 61.57
(bit.ly/FAR6156 and bit.ly/FAR6157). Events are limited
to four charitable/nonprofit events per year, with no event
lasting more than three consecutive days, and one commu-
nity event per year.
Search and Location Operations
Another exception to the prohibition on compensation
received for public benefit is found under 14 CFR section 61.113, where a private pilot may be reimbursed for air -
craft operating expenses that directly relate to search and location operations. Compensation is limited to expenses
involving only fuel, oil, airport expenditures, or rental fees,
and the operation must be under the direction and control of a local, state, or federal agency, or an organization that
conducts search and location operations.
Charitable Conduct
Most pilots pride themselves on being professional, and
that’s never more important than when providing volunteer
services. Volunteer flying demands a high level of profes-
sionalism and responsibility, far beyond that of a leisurely
personal flight, as you might be caring for your passen-
gers’ comfort and well-being in addition to their safety. Ultimately, volunteer pilots need to be able to show compas-
sion towards their passengers without compromising safety.
Part of being professional is ensuring proper coordina-
tion before any public benefit flight. Disaster relief efforts over the last few years have highlighted the aviation com-
munity’s eagerness to help, but unified communication and
coordination with volunteers, government agencies, and
response teams are vital to effectively helping the affected community. So, before you hop in your aircraft to lend
your support, coordinate with an experienced charity flight
program. Collaborating before you take off will ensure you’re a help and not a hindrance.
Additionally, pressure and risk management should be
carefully considered when conducting a public benefit
flight. As rewarding as volunteer flying is, pilots may face risks in the form of “perceived” pressure to complete a
flight they have signed up for, believing it’s imperative to do so for their passengers’ sake. But while admirable, these are
not medical emergencies or air ambulance flights, and vol-
unteer pilots should always prioritize safety above reaching the planned destination.
So, push back on the pressure by relying on your
preflight and personal minimums. Just as you evaluate
the weather before a flight, pilots should make an honest
assessment of their own capabilities — using the IMSAFE checklist to ensure they are in a safe and optimal mental
and physical state before taking flight. Pilots should also
consider their personal minimums, like experience/recency, to manage risk and inform their decision to fly.
Incorporate the PAVE checklist (bit.ly/3qRBpjG (PDF))
as part of your comprehensive preflight planning. Note:
Flying for organizations like CAP also has its own safety
requirements due to the nature of volunteer flying.
Chances to Chip In
If you’re just starting your search to be of service, the Air Care Alliance (ACA) is a good first stop. The ACA acts as
an umbrella organization for public benefit flying groups
and offers a directory of the groups on its website for
patients, social workers, medical referral groups needing
assistance, or pilots looking for volunteer opportunities. The website features an online automated referral system
that connects volunteer pilots with the organizations that
need assistance. After filling out an online form, all it takes is one click to send your information to any organization
you wish to help. Check out the site yourself for opportuni-
ties to help at AirCareAlliance.org. Charitable event means an event that raises funds for the benefit
of a charitable organization recognized by the Department of the Treasury whose donors may deduct contributions under 26 U.S.C.
section 170.
Community event means an event that raises funds for the benefit
of any local or community cause that is not a charitable event or nonprofit event.
Nonprofit event means an event that raises funds for the benefit
of a nonprofit organization recognized under state or federal law, as long as one of the organization's purposes is the promotion of
aviation safety.
Veteran’s Airlift Command provides free air transportation to wounded veterans like Travis
Mills, founder of the Travis Mills Foundation, pictured here with Mark Hanson.
September/October2025 25
Another option, and one of the oldest organizations
championing volunteer flights, is LightHawk, a nonprofit
formed in 1979 to support environmental conservation
efforts. From May 26 to July 14, it relaunched its second
annual 50 in 50 Challenge, conducting 50 conservation
flights across North America in 50 days. Using volunteer general aviation pilots and aircraft, the challenge supported
efforts such as wildlife recovery, habitat protection, water
quality monitoring, environmental research, and public education, delivering critical data and photos that inform
decisions and accelerate progress on the ground. Using the
challenge, LightHawk is connecting people, projects, and
places to inspire action and drive real change across North
America. Y ou can learn more about the organization and how to volunteer at LightHawk.org.
If compassion flights are more your speed, Patient AirLift
Services, or PALS, is a nonprofit that arranges free flights for medical patients requiring medical diagnosis, treatment,
or follow-up who cannot afford or are unable to fly com-
mercially. PALS assists military personnel and their families
with free flights to aid in the recovery and rehabilitation
process of wounded veterans. Last year, PALS celebrated its commitment to breaking down transportation barriers
to essential medical treatment by serving more than 4,000
families and 33,000 flights. For additional information,
including how to get involved, go to SkyHope.org.
And if four-legged friends tug on your heartstrings,
Pilots N Paws is a nonprofit dedicated to rescuing, shel-tering, and adopting animals. Volunteer pilots conduct
rescue flights and provide overnight foster care or shelter. The Pilots N Paws website provides a discussion forum
where pilots can easily search for volunteer opportunities
and coordinate and schedule transports. Pilots have total
control over who they reply to and the choice of days,
times, number of animals, kinds of animals, distance, weather, etc. Learn more at PilotsNPaws.org.
Giving ≠ Giving Up Safety
When practicing general aviation generosity, it's crucial to prioritize safety and adhere to the regulations. If you decide
to conduct public benefit flights, here are some key things
to remember:
• Avoid overconfidence in your abilities. Even though it’s for an admirable cause, pilots should be honest about
their skill level, especially in challenging conditions or
unfamiliar areas.
• Don’t rush or skip your preflight inspection. Thorough preflight checks are crucial for identifying potential
issues before they become hazards.
• Always use your checklists. They are essential tools for ensur -
ing all critical steps are followed during all phases of flight.LEARN MORE
14 CFR section 61.113, Private pilot privileges and limitations: Pilot in command
bit.ly/FAR61113
AC 61-142, Sharing Aircraft Operating Expenses in Accordance with 14 CFR 61.113(c)
bit.ly/AC61142FAASTeam Course, ALC-697: Air Charter Safety for CFIs and DPEs
bit.ly/alc-697FAASTeam Course, ALC-1093: Cost Sharing, Time Building, and Posting on Social Media
bit.ly/alc-1093Civil Air Patrol
GoCivilAirPatrol.com/flyRegister for upcoming webinars: Volunteer Pilot - Safety Considerations and
Scenario Review
bit.ly/45hWJnq• Don’t let weather or terrain push you beyond your limits.
Pilots should be prepared for potential weather delays
and have contingency plans in place.
• Don’t forget your passengers. Depending on your
mission, you may be flying with passengers who are not
used to general aviation. As a best practice supported by
guidance (14 CFR section 91.107), be sure to brief pas-
sengers on preflight, cabin, and emergency procedures.
Also, be sure to check in with them during the flight and address any discomfort they may be experiencing.
• Always adhere to the FAA ’s regulations regarding compensation and aircraft operation. Accepting reim-
bursement for flights that would be considered illegal
charter flights is not permitted.
• Reference the Sharing Aircraft Operating Expenses AC for guidance on how a pilot may share flight expenses
with passengers in a manner consistent with 14 CFR
section 61.113(c).
• Avoid unnecessary flights, especially in disaster areas. This can strain resources and hinder relief efforts.
• Always practice effective communication. Clear and concise communication is vital for safety.
• Don’t be afraid to ask questions and clarify anything you are unsure about. A safe pilot is a continuous learner.
I am not a pilot, so my acts of service are strictly limited
to the ground, but giving back makes me feel like I’m
soaring. By following these guidelines and prioritizing
safety, volunteer pilots can soar (figuratively and literally),
providing impactful flights while mitigating risks and com-
plying with regulations.
Nicole Hartman is an FAA Safety Briefing associate editor and technical writer-editor in the
FAA's Flight Standards Service.
26 FAA Safety BriefingAN AVGAS TRANSITION FOR THE LAST FRONTIERSUMMER 2025 UPDATE
THE PATH TO UNLEADED AVGAS
In February, a group of general aviation industry stakeholders from the
Eliminate Aviation Gasoline Lead Emissions (EAGLE) initiative — representing
manufacturers, aeronautical service providers, air carriers, and aircraft owners
and pilots — visited Alaska to better understand the importance of pis -
ton-engine aircraft to remote communities and the intricacies of an unleaded fuel transition in such a vast state.
The EAGLE initiative brings together government and industry partners
committed to finding a safe and reliable transition to lead-free aviation fuels for piston-engine aircraft without compromising the safety or economic
health of the general aviation industry.
Alaska burns the fourth-largest quantity of 100LL by a single state with
8.5 million gallons consumed in 2024, while ranking first in 100LL usage per capita. The state has over 8,000 registered piston-engine aircraft with a wide
array of engine types, including a significant commercial fleet that requires
high-octane avgas.
Piston-engine aircraft are an essential lifeline to Alaska’s communities as
they provide passenger travel, air freight, and mail (which is essentially how most goods are transported), medical services, and other important missions to many remote areas throughout the state. Alaskan villages of all sizes are
served by small aircraft on highly variable schedules, ranging from as infre -
quently as once a week to multiple flights per day, seven days a week.
To facilitate a better understanding of these dynamics, the Alaska Air Carriers
Association (AACA) arranged a tour of the avgas distribution infrastructure in
Bethel, as well as the remote outpost of St. Mary’s on the Yukon Delta. Attendees
learned first-hand the distinctive conditions fuel developers must consider as
they make progress towards a high-oc-
tane unleaded solution. For example,
piston-engine aircraft
in Alaska provide es-sential services across
vast spans of remote
and unpopulated
areas without infra-
structure for alternate landings, ground
services, or rescue —
often under extreme weather conditions.
The remoteness
of Alaska and
its communities
presents unique infrastructure
challenges that must
be considered as part of a transition to unleaded fuel. A network of small airports across the state provides refueling services — most with extremely limited infrastructure and many with only a single tank for avgas. Delivering fuel is also a challenge.
Most of the state’s 100LL supply is delivered by barge from California. In
meetings with EAGLE representatives, the distributor stressed that any fuel
they deliver or sell must meet an ASTM specification standard — a critical
factor for the entire aviation industry. (For more information on fuel specifi-cation standards, see: Mar 2025: Clearing the Air: How Unleaded Aviation Fuel
Is Gaining Approval - Part 3: The Role of Industry Consensus Standards in the
Approval and Use of Unleaded Aviation Fuel at flyeagle.org/updates)
A listening session in Anchorage later in the week brought EAGLE
representatives together with over 25 Alaskan stakeholders, including air carriers, aircraft owners and pilots, airports, fuel distributors, and local
governments. Operators expressed the critical need for transparency in
testing and understanding of a fuel’s durability and reliability, particularly in real-world experiences involving high-volume commercial operations,
in extreme climates, and with limited infrastructure. Stakeholders also
expressed concerns about costly engine or fuel system modifications that could adversely affect the cost of essentials, services, and necessary goods
for Alaskan communities.
The Alaskan transition from leaded to unleaded avgas must be seamless,
as any disruption to the fuel supply would have negative consequences. Ad-
ditionally, Alaska’s remoteness affects future business planning; investment decisions are made well in advance, often several years ahead, for planning
in infrastructure, aircraft modifications, and fleet operations. While unleaded
fuels are being developed, tested, and certified for use, Alaskans are relying
on efforts like the EAGLE initiative to ensure the continued operation and
safety of aviation, so critical services are not forgotten.
The time spent touring Alaskan infrastructure and engaging with aviation
industry stakeholders left industry representatives with a clear under -
standing that any potentially viable unleaded replacement fuel will only be practical for use in Alaska once it has undergone comprehensive safety
and performance testing — especially in conditions unique to Alaska’s fleet
and operating environment. The national transition must also account for
potential safety risks, increased costs, and operational disruptions that could
affect essential services.
The recent engagement in Alaska was enlightening for the EAGLE initia-
tive, highlighting that beyond identifying a viable replacement fuel, many additional factors — unique to the state’s operating environment — must be considered to ensure a safe, reliable, and economically viable transition to
an unleaded avgas.
Eliminate Aviation Gasoline Lead Emissions (EAGLE) is a comprehensive gov-
ernment-industry initiative involving the aviation and petroleum industries, U.S.
government stakeholders, and a wide range of other constituents and interested parties. Together, they are working toward the transition to lead-free aviation fuels for piston-engine aircraft by the end of 2030, without compromising the safety or
economic health of the general aviation industry. To learn more, visit flyEAGLE.org.
General aviation industry stakeholders from the EAGLE
initiative visited Alaska to better understand the importance
of piston-engine aircraft to remote communities.
September/October 2025 27
CHECKLIST FAA resources and safety remindersJAMES WILLIAMS
HANDBOOKS HELP YOU CHOOSE YOUR NEXT ADVENTURE
It’s easy to think of your most recent
airman certificate as a capping
achievement, especially if you are
a recreational flyer with no greater
aspirations than an occasional $100
hamburger flight. However, staying proficient is a key factor in maintain-
ing safe operations. Finding a new
aviation adventure can be an excel-lent way to maintain proficiency and
expand your world. But what should
that next adventure be?
There are probably a million
websites and Y ouTube videos that can help you make that decision, but one
resource you may have overlooked
is the FAA ’s handbook and manual library. This might seem like an odd
choice at first glance, but the FAA has
a surprisingly wide selection of hand-
books that cover the basics of many
different forms of flying.
There are a few key advantages
to using these handbooks. First, the agency researched, wrote, and verified
the handbooks, so they are entirely
reliable. Second, building from the previous point, the FAA ’s focus is
safety. There is no secondary motiva-
tion, sponsorship, or marketing deal to cloud any of the information. In
fact, they’re all free, online, and acces-
sible at your convenience. So, where
to start?The First Hop
One of the best departure points is the
Airplane Flying Handbook (AFH). The
AFH covers everything from your
first flight to higher-end transition
training. Even if you’ve already earned
your pilot certificate, it allows you to
scout opportunities to transition to a new experience. For example, the
AFH covers transitioning to multi-en-
gine, complex, tailwheel, or light
sport aircraft as well as turboprop or
jet-powered aircraft.
Perusing these chapters can be a
quick way to get a solid background on these topics and see if anything grabs your attention as a next possible
adventure. Some will be simple chal-
lenges to improve your existing skills.
Others could open new possibilities.
Each adventure has the potential to make you a better pilot and give you
something to work towards.
Another good starting point is
the Pilot’s Handbook of Aeronautical Knowledge (PHAK), which provides
a broader range of basic aerodynamic principles relevant to both beginner
and seasoned pilots.
And Now for Something Completely
Different
The AFH and PHAK are departure
points from which you will have many adventures to choose from in the rest of
the library. Exploring different types of flying can be a good
way to hone specific skills that
can pay dividends across your
piloting career. For example,
glider flying is an excellent way
to learn about energy manage-
ment and aircraft control. The
Glider Flying Handbook is the
place to learn all there is about glider flying, from basic operations to regulatory requirements and everything
in between.
The Balloon Flying Handbook
provides a unique window into a
slower-paced flying experience with some excellent benefits. Aeronauts
must have excellent weather skills
because their chosen aircraft require more environmental cooperation than
others. All aircraft are at the mercy
of their environment, but balloons
require a greater focus on weather
fundamentals to ensure a safe flight. They also allow a greater connection
to the sky than most other forms of
flying. And of course, being able to read and understand the weather
better translates to any flying.
The options don’t end there. Have
you ever considered learning to fly
a helicopter? There’s a handbook for that, too. What about adding some
new venues for future adventures?
We also have a handbook that covers
seaplanes and skiplanes. Who doesn’t
want to open up a new season or surface for extra flying?
Some of these new adventures may
not appeal to you, and that’s fine. The goal is to see what is out there and what
you might want to investigate further.
By no means will these handbooks
teach you these new skills, but they
can serve as an excellent jumping-off point. Having that next adventure to
look forward to keeps you learning and
growing along your aviation journey.
James Williams is an FAA Safety Briefing associate editor
and photo editor. He is also a pilot and ground instructor.
LEARN MORE
FAA Aviation Handbooks and Manuals
bit.ly/faahandbooks
28 FAA Safety Briefing
DRONE DEBRIEF drone safety roundupREBEKAH WATERS
THREE AIRSPACE MISTAKES DRONE PILOTS MAKE
Most people use Waze or Google Maps
to check for traffic or road closures,
even along familiar routes. It’s gotten
hard to imagine driving anywhere
without this knowledge. Flying a drone
without some basic airspace knowledge is kind of like driving without knowing
the route or other factors that could
impact your journey. Y et, drone pilots of every type continue to struggle with
the topic of airspace. For example,
questions about airspace remain the
most consistently missed questions on
the Part 107 knowledge test, and air -
space violations are the most common
enforcement actions taken against
drone pilots. Here are three common airspace mistakes and information to
help you avoid them.
1. Not Understanding Airspace
All airspace is regulated. FAA rules apply to both controlled and uncon-
trolled airspace. Controlled airspace
is usually found around airports with air traffic control (ATC) towers and
locations and altitudes where ATC
directs traffic, ensuring separation
and safety. Remember, regardless of
where you fly, the FAA regulates the airspace from the ground up.
In the United States, airspace is
divided into six classes. The five classes of airspace important to drone pilots are
Class B, C, D, E, and G. The first four
classes are controlled, meaning you’ll
need an airspace authorization before
flying in them. Class G is uncontrolled airspace where you may generally fly
your drone at or below 400 feet above ground level (AGL). Understanding
airspace keeps you from accidentally
flying where you shouldn’t. Check out
this FAA playlist on Y ouTube about understanding the National Airspace
System (NAS) at bit.ly/3G6DC6g.
2. Not Using Airspace Tools
With an improved understanding of airspace, you should know where you
can and can’t fly. The sky, however,
doesn’t have “yield” or “do not enter” signs to make it obvious. Luckily,
there are airspace tools that can help
drone pilots with this.
B4UFLY (an FAA service) shows
drone pilots where they can and can’t fly or if an airspace authorization may
be needed. FAA-approved companies
provide this service through desktop and mobile apps. These apps provide
situational awareness and links to other
FAA drone resources. (bit.ly/b4ufly)
FAA Sectional Charts show
airport locations and frequencies, airspace boundaries, and other
navigational information. If you’re
planning to fly under Part 107,
you’ll need to know how to read
these charts. (bit.ly/45GcSUv)
UAS Facility Maps are a must-have
when planning a flight in controlled airspace. Before submitting your air -
space authorization request, consult
these maps to determine locations and
maximum altitudes where operations
can be approved quickly. Remember,
you’ll still need an airspace authoriza-tion, even if flying below a maximum
altitude. (bit.ly/3FULurx)
3. Not Applying for Airspace
Authorizations
Drone pilots planning to fly in con-
trolled airspace must get authorization
from the FAA. There are two ways to apply for an airspace authorization: the FAA ’s Low Altitude Authorization and Notification Capability (LAANC),
which can be found in any B4UFLY
app, and through the FAADroneZone. In LAANC-enabled areas, applications
can be processed in near-real-time.
Some applications may take slightly
longer to process, but LAANC is the
fastest way to receive airspace authori-zations. The FAADroneZone provides
authorizations for airports that are not
LAANC-enabled, but requests should
be submitted at least 60 days before
your proposed flight. To ensure faster processing, only apply for an authori-
zation at or below maximum altitudes
on the UAS Facility Maps. Check out “The Fast Pass for Drones, ” FAA
Safety Briefing , May/Jun 2025 for more
information about LAANC and Drone Zone (bit.ly/45BIWsJ).
If you’re flying outdoors, no matter
how low or far you are from a city or an airport, you must understand
and comply with all FAA regulations. Understanding airspace and how to
operate safely in it is the foundation of
all safe drone flights.
LEARN MORE
Airspace 101 — Rules of the Sky
bit.ly/Airspace101
Part 107 Airspace Authorizations
bit.ly/44xJFKq UAS Data Exchange (LAANC)
bit.ly/UASLAANCAirports Participating in LAANC
bit.ly/LAANCairportsVideo: How to Use the Unmanned Aircraft
Systems Facilities Maps
bit.ly/3TLfqJC
September/October 2025 29
NUTS, BOL TS, AND ELECTRONS GA maintenance issuesREBEKAH WATERS
THE 411 ON FORM 337
There are plenty of reasons to pursue
a career in aircraft maintenance.
Maybe you have a knack for fixing
things. Maybe you enjoy working
with your hands. Maybe you want
to play an important role in flight safety. Whatever it is, I bet it isn’t a
love of paperwork! Regardless, paper -
work, in the form of maintenance
records, is important to safety and
is a requirement of the job. Proper
documentation also helps ensure each
aircraft you work on stays airworthy.
Undocumented repairs and alterations could lead to conflicts in the aircraft
that create dangerous situations for
pilots and passengers. This is especially true when you perform a major repair
or alteration. That's why the FAA
created Form 337 to ensure standard
and efficient documentation. Let’s look
at what it is and when to use it.
When you perform or supervise
any major repair or alteration, you must fill out Form 337. This form
serves three main purposes. First, it
provides aircraft owners and oper -
ators with a record of major repairs
and major alterations, indicating
the details and approvals. Secondly, it provides the FAA with a copy for
inclusion in the aircraft records at the
FAA ’s Aircraft Registration Branch.
Finally, it documents and records that
you conducted a compatibility assess -
ment in accordance with the Form
337 NOTICE, which states:
Weight and balance or operat-ing limitation changes shall be
entered in the appropriate aircraft record. An alteration must be
compatible with all previous
alterations to assure continued
conformity with the applicable
airworthiness requirements.This notice is included for a good
reason — if you sign off on the work, you are responsible.
An important part of using this
form is knowing when to use it. Form 337 must be used when you perform or supervise any major repairs or alter -
ations. But what is considered a major repair or alteration? 14 CFR part 1
defines a major alteration as an alter -
ation not listed in the aircraft, engine,
or propeller specifications that might
appreciably affect weight, balance,
structural strength, performance, powerplant operation, flight charac-
teristics, or other qualities affecting
airworthiness, or is not done accord-
ing to accepted practices or cannot
be done by elementary operations. It defines a major repair as a repair that,
if improperly done, might apprecia-
bly affect weight, balance, structural
strength, performance, powerplant
operation, flight characteristics, or other qualities affecting airworthi-
ness, or that is not done according to
accepted practices or cannot be done by elementary operations.
Whether you’re documenting a
major repair or a major alteration, it
is important to make sure you enter
a clear, concise, and legible statement that describes the work you com-
pleted. Keep in mind, the description
should be sufficiently detailed so that a person unfamiliar with the work can
still understand what was done, and
what methods and procedures you
used to do it. If required to adequately
explain the location and details of the repair or alteration, you can include
diagrams and drawings. Before
signing off on Form 337 and approv-
ing the aircraft for return to service, it
is your responsibility to ensure that all the work described in item 8 on the form matches approved data and that all the information presented on the
form is complete.
Remember, you must complete
the form in duplicate. Give one copy to the owner or operator and send
one to the FAA Aircraft Registration Branch, P .O. Box 25504, Oklahoma
City, OK 73125. Not documenting
major repairs and alterations is more
than just a violation. It’s a breach of
both safety and trust that can have serious consequences. Form 337 isn’t
just paperwork — it’s a key part of
aviation safety!
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 Order 8300.16A CHG 1, Major Repair and
Alteration Data Approval
bit.ly/830016A
AC 43.9-1G, Instructions for Completion of FAA
Form 337
bit.ly/AC4391G
AC 43-210A, Standardized Procedures for Obtain-
ing Approval of Data Used in Performance of Major
Repairs and Major Alterations
bit.ly/AC43210A
30 FAA Safety Briefing
VERTICALLY SPEAKING safety issues for rotorcraft pilotsLEAH MURPHY
A SMOOTH AND SAFE TRANSITION
Helicopter pilots often transition
between aircraft makes and models
throughout their careers. Rotorcraft
can vary dramatically between models
and across manufacturers. Differences
in rotor systems, flight controls, engine management, avionics, and
automation can affect how a pilot
handles both routine and non-routine situations.
Helicopter accident data reveals a
trend that pilots with limited experi-
ence in a specific airframe are more
prone to accidents. A lack of familiarity with the aircraft or the installed equip-
ment is a key contributing factor.
To help prevent similar accidents
from occurring, the U.S. Helicopter Safety Team (USHST) developed a
training syllabus guide — a helicop-
ter safety enhancement — to assist
operators in providing effective aircraft transition training. The guide
is geared towards private owners
and operators who might not have
the same educational resources as
commercial operators and flight schools. It provides guidelines for the considerations and implementation of a training event where a pilot should receive training from a qualified flight
instructor anytime there are opera-
tional differences between the aircraft they are accustomed to flying and any
new aircraft that they will be flying.
This is applicable to both differences
(variations of the same type certif-
icate) and transition (different type certificate) training.
Transition and differences training
should begin with a thorough ground
school phase. This includes reviewing
aircraft systems, limitations, perfor -
mance charts, weight and balance,
emergency procedures, and any new
avionics or autopilot features. The goal is not to solely memorize proce-
dures but to understand how and why
the aircraft responds in specific ways.
Flight training should be conducted
by a qualified flight instructor who has recent experience in the make/
model. Hands-on practice should
include startup/shutdown procedures, inflight maneuvers, and emergency
procedures. Equally important is time
spent developing new habits, learn-
ing where switches are located, how
information is
displayed, and
how the aircraft
behaves in differ -
ent configurations.
Where avail-
able, flight simulators offer
the opportunity to
practice high-risk
scenarios, such
as engine fires, hydraulic failure,
or inadvertent instrument meteorological condition
(IMC) encounters, without real-world consequences. This type of training
allows pilots to explore the limits
of the aircraft’s envelope and build confidence in a safe and controlled
environment.
In 2022, I had the opportunity to
attend FlightSafety International’s
transition training for the Bell 407. Prior to this course, my professional
experience was entirely in piston air -
craft, primarily Robinson helicopters. I learned to fly in both the R22 and
R44, so my exposure to those aircraft took place over the course of years
of instruction, rather than a five-day
course. It was incredibly daunting to approach an aircraft so different and
with what felt like a short amount of
time. The most humbling part of the
course was realizing how much I did
not know. Fortunately, my instructor knew the questions I should be asking
and was proactive in identifying areas
of weakness I had not considered.
All flight instructors should consider
how their students might not recognize something that is unfamiliar to them.
It will certainly help with making a
smooth, successful, and safe transition from one helicopter to another.
Leah Murphy is a dual-rated flight instructor and helicopter
air ambulance pilot. She is also an FAA Safety Team Repre -
sentative in Cleveland, Ohio.
LEARN MORE
USHST Helicopter Safety Enhancements
ushst.org/h-se-details
Helicopter Make/Model Transition and Differences
Training Syllabus
bit.ly/heli116 (PDF download)
Check out our GA Safety
Facebook page at
Facebook.com/groups/
GASafety .
If you’re not a member, we encourage you to join the group of nearly 17,000 participants in the GA community who share safety principles and best practices, participate in positive and safe engagement with the FAA Safety Team (FAASTeam), and post relevant GA content that makes the National Airspace System safer.
September/October 2025 31
letters from the FAA Safety Briefing mailbagFLIGHT FORUM
Control Cable
Commendations
The FAA recently posted a
video (bit.ly/FAAcables) discussing the
risk posed by damaged flight control cables due to chaffing, misrouting, using unapproved parts, or improper inspection procedures. These failures directly affect the pilot’s ability to control various flight surfaces, such as ailerons, elevators, and rudders. Viewers expressed their appreciation for the maintenance video and shared some of their own experiences. Be sure to check out the video for yourself to understand the potential causes, signs, and prevention strategies of control cable issues.
As an A&P apprentice, I appreciate this video. I’m looking at cables
daily. I’ve never found a damaged cable yet, but loose cables, yes.
— @hondaxl250k0Paint stripper will eat
up a galvanized cable within a couple years. I had 1953 Cessna 180 I was rebuilding and got stripper on a cable, wrapped it in a 6” circle and nailed the baggie I put it in to the wall. Within 2 years it was fraying bad! I was making new cables anyway so I didn’t care
about the old cable. But I’ve seen so many cables that people got stripper on when repainting a metal plane. Pay attention to it!
— @mikeskupniewitz8057
This reminds me of inspecting several
Cessna 310/320 aircraft 20 years ago. They were found to have loose aileron cables! You could move the aileron itself without moving the wheel. The turn-buckles were lying on the fuselage in the cabin. Since you had to remove the seats and floor to access the cables, it was obvious why they were loose!!
— @larrythomas3460
My first flight instructor and a student
pilot both lost their lives because of a cor -
roded aileron cable. Let’s make sure that proper action is taken when necessary to ensure that it doesn’t happen again.
— @jamesthepilot_
Differentiating Drone Operations
I recently read the article “The Fast
Pass for Drones” in the May/Jun 2025
issue of the magazine (bit.ly/45BIWsJ).
When and where are authorizations and waivers used and what is the
biggest/major difference between the
two? How should I use each of them?
—Dirkhopstein
Thanks for reading, and great ques-tion! Part 107 authorizations are used
to grant drone pilots permission to
fly in controlled airspace for a certain
period, whereas waivers allow certain
operations outside of the limitations of Part 107. Think about it this way: if it's
about where you fly, you might need
an authorization. If it's about how you want to fly, you might need a waiver. The federal government uses waivers and authorizations to provide flexi-
bility and adaptability in regulatory
enforcement. Here’s the regulatory
view of waivers and authorizations:
• If the rule says something such as,
“ A person operating a civil small
unmanned aircraft system for the
purpose of flight must…, ” and you
have an acceptable way to comply,
do that. In other cases:
• Authorizations: If the rule says, “unless that person has prior
authorization, ” then that enables
the FAA to create streamlined
“authorization” processes, such
as LAANC, that allow you to otherwise comply with the rule.
(authorization)
• Waivers: If the rule is listed as a
regulation that is also subject to waiver, then for more complex
or unique circumstances, the
FAA can issue a certificate of
waiver with special provisions that must be complied with as
an alternative to the rule(s). This
is how air shows or drone light shows get approved.
For more information about waivers, visit bit.ly/107waiver, and for more
information about authorizations and
LAANC, visit bit.ly/107auth.
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 anonymous letters, we will withhold names or send personal replies upon request. If you have a concern with an immediate FAA oper -
ational issue, contact your local Flight Standards Office or air traffic facility.
32 FAA Safety Briefing
ON FINAL
A LITTLE BIT OF EVERYTHING
If you’re like many nascent or pro-
spective flyers (myself included at the
time), you’re likely to be drawn to the
glamor and excitement that a profes-
sional airline pilot career offers. Many
an aviator has caught the airline flying “bug” at an early age, watching in awe,
a 400-ton aluminum giant depart as
gracefully as a swan. Or maybe it was during one of your very first commer -
cial flights while catching a glimpse of a uniformed crew member calmly
attending to a maddening array of
buttons and switches on the flight deck. It’s a natural fascination.
I, for one, am grateful for having
such inspirational aviation experiences early in life that would later steer both
my education and career choices.
And while there is a lot to be said for
our compatriots flying heavy metal
to destinations far and wide, let’s not forget there are literally hundreds of
other flying career options out there,
no less important, and certainly no less
exciting — and maybe a few you never
knew existed. Let’s take a brief look at some of the many general aviation
(GA) flying career options out there.
Aviation Education
The role of a certificated flight instruc-
tor (CFI) is undoubtedly the initial
go-to career path for aspiring aviators,
no matter what their aviation end game may be. In addition to providing a
sound foundation of aviation knowl-
edge and airmanship, being a CFI also
provides the opportunity to sharpen
your people skills and gain experience in a variety of aircraft. Read this article
(bit.ly/4lzpW2U) for some additional
insight on a flight instructor career.
While some may regard teaching
merely as an inescapable means of gaining the hours needed to hop to the next flying job, others regard this noble profession as a rewarding and personally satisfying career. At
some larger flying schools, like many
university flight programs, CFIs have opportunities for advancement,
including roles as chief flight instruc-
tor or director of flight operations.
Another appealing aspect of being a
CFI is the flexibility to work full- or part-time and sometimes just on the
weekends. Whatever your motivation
is, flight instructing is truly a reward-
ing craft that can help mold safe
practices and decision-making skills for generations of future pilots.
Flying for Hire
If you don’t see an instructional career
in your future, there are a slew of
other commercial flying activities that
can help you pay the bills. Examples
include aerial photography, surveying, banner towing, glider towing, skydiv-
ing operations, aerial fish spotting, and
sightseeing tours. Agricultural avia-
tion is another commercial endeavor
— also covered in this issue’s feature “Harvesting Safety in the Skies” — that
plays a vital role in protecting and
aiding the production of food, fiber, and biofuel. Agricultural pilots must
have a commercial certificate to work
for hire and meet the requirements
of 14 CFR part 137, which allows for
more risky, low-level operations. If being a flying crop doctor piques your
interest, the National Agricultural
Aviation Association (NAAA) offers several great resources for aspiring ag
pilots (agaviation.org/career).
“Chartering” Your Next Career
Another avenue for pilot careers is
corporate or charter flying. This type
of “on-demand” flying requires some schedule flexibility and can involve short hops or multi-day layovers. The
aircraft used could vary from a light
single-engine plane to a large business
or commercial jet. Depending on how
the fleet's ownership is set up, you
could find yourself flying under parts
91 (and section 91k), 125, or 135 reg-
ulations. See faa.gov/charter for more
resources.
Just Because …
Although volunteer pilot operations
are typically unpaid, there are numer -
ous non-monetary benefits you can
gain through flying for a good cause.
In addition to providing direct value
to the organization you’re flying for, volunteer flying can also help sharpen
your skills, expand your aeronautical
experience, and enhance the pub -
lic’s perception of general aviation. Examples of service-oriented flying include disaster relief, Civil Air
Patrol search and rescue, missionary
support, animal rescue, and trans-porting medical patients. For more
on volunteer flying, including many
of the associated safety and regula-
tory concerns, see this issue’s feature,
“Philanthropic Flying. ”
It’s clear to see that the availability
and vast diversity of GA operations
here in the U.S. provide a lot to think
about when choosing a flying career.
So, whether you’re just getting started in aviation, or have been flying for years
and are considering a change, take a look
at what the wide world of GA offers.
Tom Hoffmann is the editor of FAA Safety Briefing. He is a
commercial pilot and holds an A&P certificate.an editor's perspective
TOM HOFFMANN
FAA FACESPAUL CIANCIOLOFAA employee profile
Growing up on the family farm in
Iowa, Charles Grabill didn’t have
much exposure to aviation. It wasn’t
until community college, where he
studied machine tool technology and
worked as a farmhand, that he became hooked on flying. The spark was when
his boss and a family member bought
a 1975 Piper Warrior together.
“That was my first time at the
controls of an aircraft, ” Charles recalls. “I began flight training under part
61, initially thinking flying would
be a hobby. As I progressed through training, I realized I wanted to pursue
aviation as a career. ”
After completing his associate
degree in machine tool technology, he moved to Grand Forks and earned
a bachelor’s degree in commercial CHARLES GRABILL
Aviation Safety Inspector, FAA’s Authorized and Certificated Operations Section
aviation from the University of North Dakota in 2012. During and after
academics, Charles provided instruc -
tion at several flight schools. He also moved around where his wife’s
helicopter flying took her. Y es, she’s a pilot too.
“Following a serious farm accident
involving my father, I stepped away from aviation temporarily to help
with the family farm operations. But
my passion for both agriculture and
aviation never waned. I hoped to
become an aerial applicator back in the Midwest, ” he notes.
In 2018, Charles took up loading
aircraft for a part 137 agricultural operation back in Iowa. His goal was
to eventually pilot an agricultural
aircraft. This is also where his wife
started work as an aviation safety inspector at the local
Flight Standards
District Office.
“My wife became
more familiar with the safety challenges,
accident rates, and
accident investiga-tions in ag aviation,
and her concerns
about the associated
risks ultimately led
me to join the FAA in 2019, ” he explains.
“This also provided
more stability and time for family life
with our six children. ”
Charles worked
at the Des Moines
FSDO until recently transitioning to
the FAA Flight
Standards Service’s Authorized and Certificated Opera-tions Section. The section is responsi-
ble for many aspects of general avia-
tion policy, including part 91 business
and fractional ownership operations,
restricted category aircraft operations, investigation process, runway safety
initiatives, part 133 rotorcraft external
load flights, and part 137 agricultural aircraft operations.
The section recently helped to
make the process for using drones in
agricultural operations more efficient.
Because of this milestone achieve -
ment, drone pilots applying for a part
137 certificate or exemption can now
email their documentation to UAS137Certificates@faa.gov instead
of applying at their local FSDO.
As a subject matter expert in part
137 ag ops policy development,
Charles isn’t simply “flying a desk. ” Instead, he is always asking questions
to learn, gain perspective, and help
others in the process. For him, that
curiosity is more than just a learning
style; it’s a personal value.
Charles also notes that, unlike com-
mercial air carriers, general aviation often lacks the same level of regu-latory oversight, which can lead to
gaps in pilot training and proficiency.
Many GA pilots meet only the mini-
mum legal requirements for currency,
but safety demands more. His advice: “ Avoid complacency by flying with a
flight instructor more often and ask-
ing questions. Engage in continuing education. And always be thorough,
consistently using checklists. ”
Don’t be afraid to step outside your
comfort zone to ask a question.
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.
U.S. Department
of Transportation
Federal Aviation
Administration
800 Independence Ave., S.W.
Washington, D.C. 20591
FORWARDING SERVICE REQUESTED
Official Business
Penalty for Private Use $300
“Lifelong learning is the eye
of a strong safety culture
for our Hurricane Hunters and
our many other missions.”
— Ensign Mikasha Dye
Aviation Safety Officer
NOAA Aircraft Operations Center
omao.noaa.govLOOK WHO’S READING
FAA Safety Briefing
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