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NTSB Releases Reno Air Race Safety Recommendations
from FAAinspector
wrote 1 year 5 weeks ago
During my service as an Operations Inspector with the FAA I was qualified in all aspects of air race operations and was quite familiar with the Reno Air Races. Aircraft operations of this type are dangerous to the participating pilots and ground crews. The pilots accept the fact that they can lose their life in this sport and those in the FAA have but one goal, insure the safety and lives of the spectators.
When you modify these aircraft and push them beyond their original design limits the risk increases exponentially. NTSB recommends increased inspections and testing before allowing these experimental aircraft to participate, but they cannot control the pilot operating this highly modified aircraft. FAA handbooks and orders outline the geometry of the race course. This is to insure the aircraft would most likely impact an area not designed for spectators should a catastrophic failure or incapacitation to the pilot occur.
Reno in 2011 was a prime example of an event in which the pilot could not control his aircraft when faced with an airframe failure. I would hope that the race event officials and the FAA Inspectors assigned face the one basic fact outlined above. Protect the spectator and limit the race organizers need for drama. No matter how you design a race course, the possibility for a repeat of this disaster is always going to be there.
Howard Pardue Crash Update: Low-Level Acro on Departure
from FAAinspector
wrote 1 year 5 weeks ago
When your heroes die it is hoped that it is in the context of a noble action and not the result of poor decision making, overconfidence, or disrespect for established safe operating practices. FAA will complete it's official accident investigation with a finding of careless or reckless operation, unauthorized aerobatic flight , along with violations of minimum safe altitudes.
As an FAA inspector I was fortunate to know and work with Mr. Pardue at many airshows during my career. He was a professional pilot admired by thousands. I am therefore astounded by his actions. He attempted a very dangerous and demanding maneuver which ended his life in a less than professional manner. Most likely the NTSB will end their investigation with a result of loss of directional control and impact with the terrain. FAA will conclude the accident was the result of non compliance with regulations. That's a lousy ending for any pilot. To say he lost his life doing what he wanted to do and in a manner which he would have approved are shallow epitaphs.
There was only one good outcome in this accident. No one else died as a result of Mr. Pardue's actions.
When Should a Pilot Lawyer Up?
from FAAinspector
wrote 1 year 3 weeks ago
FAA, in it's zeal to embrace ICAO set standards in implementation of the Safety Management Systems (SMS), hasn't established procedures for an effective or fair Mandatory Occurrence Reporting program.
SMS requires that Aviation Service providers report those occurrences that would allow collecting of data to be used in evaluating aviation safety. ATC is considered an aviation service provider, and as such would find it mandatory to file reports to FAA Flight Standards. ATC is required to inform Flight Standards of occurrences, incidents, and accidents. Flight Standards investigates these 'formal' reports and takes appropriate action.
There is NO procedure for any Inspector to grant immunity or investigate these reports as "off the record" . All to often ATC has used this system to cover their collective and individual behinds and are therefore not motivated to enhance safety by revealing inadequacies and faults attributed to the Air Traffic Control system. I can't tell you how many times I have investigated allegations of improper pilot conduct filed by an ATC facility only to find out they were completely invalid.
Any statement given to an Inspector is a matter of record and can be used in federal courts for sanctions. Mr. Boyle gives good advice when he states to be polite when responding to these inquiries but not to offer up any answers or comments until you have had time to look into them yourself. Keep a record of the telephone conversation. I can tell you from experience that the FSDO Inspector will.
The FAA does not have the manpower or resources to commence enforcement action against all pilots or operators if a program of mandatory occurrence reporting is implemented in full. The only real answer is to provide a VOLUNTARY reporting system in which there is mutual trust between aviation service providers, operators , pilots and the FAA.
Can you say BCCGLUMPS?
from FAAinspector
wrote 1 year 3 weeks ago
Thanks for this informative and entertaining article. While acronyms like BCCGLUMPS are helpful, they DO NOT take the place of an approved checklist. Acronyms are of help when used as a last minute mental check once you are committed to a landing. They can also be used as a teaching aid to give insight into the safe operation of your aircraft , whatever its complexity.
I remember being taught the phrase "check three down and locked". It was as important to me when , as a young man, I was landing aboard aircraft carriers and when I was a Captain flying the Boeing 747.
Ease into the Base-to-Final Turn
from FAAinspector
wrote 1 year 1 week ago
This article puts into perspective the conditions that lead into a fatal stall-spin scenario that too often occurs in aviation. It outlines some excellent points in flying a good pattern that would lead to a safe and successful landing.
During my career I have flight checked and certified several hundred Initial CFI applicants. I always required the applicant to show his or her knowledge and technique for teaching a stabilized approach. If any candidate instructed me to apply forward pressure in a turn to final I would have ended the flight test at that moment. Application of forward pressure at low altitude on a turn to final is a hazardous maneuver. In order for a stabilized approach to work the aircraft must be configured correctly and trimmed appropriately. Airspeed and descent rate are critical.
The article states that the pilot should focus on a specific touchdown point. A stabilized approach requires that a pilot fly the aircraft toward an aiming point on the runway. The pilot knows or should be taught that the touchdown point is beyond this aiming point.
The critical transition from a stabilized glide is two fold. The term "flare" is often used to explain this transition. The aircraft first transitions from a nose down glide to a level flight attitude. Focusing your eyesight to the opposite end of the runway makes it easy to recognize when it is appropriate to transition to a landing attitude as the aircraft begins to sink toward the runway. A person with normal eyesight can use his peripheral vision to establish these flight attitudes. Unless your flying conventional tail wheel aircraft focusing on the runway edge for runway alignment does increase the chances for a loss of directional control.
All pilots, from students to instructors , should learn these techniques from the beginning of their flight careers. One of the primary Laws of Learning simply stated that" what is learned first is best remembered".
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