A V I A T I O N S A F E T Y F R O M C O V E R T O C O V E R

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Page One:

“Miami SUPs”

F E A T U R E S

U.S. Department of Transportation

Federal Aviation Administration

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V O L U M E 4 0 • N U M B E R 5

Norman Y. Mineta, Secretary of TransportationJane F. Garvey, FAA AdministratorThomas E. McSweeny, Associate Administrator

for Regulation and CertificationNicholas A. Sabatini, Director,

Flight Standards ServiceMichael L. Henry, Manager,

General Aviation and Commercial DivisionPhyllis Anne Duncan, EditorLouise C. Oertly, Senior Associate EditorH. Dean Chamberlain, Forum EditorA. Mario Toscano, Associate Editor/DesignerDeidra Shaw, Administrative Assistant

The FAA’s Flight Standards Service, General Aviation and Commercial Division, PublicationsBranch, AFS–805, Washington, DC 20591; tele-phone (202) 267–8212, FAX (202) 267–9463; pub-lishes FAA AVIATION NEWS in the interest of flightsafety. The magazine promotes aviation safety bycalling the attention of airmen to current technical,regulatory, and procedural matters affecting the safeoperation of aircraft. Although based on current FAApolicy and rule interpretations, all printed materialherein is advisory or informational in nature andshould not be construed to have regulatory effect.The FAA does not officially endorse any goods,services, materials, or products of manufacturersthat may be mentioned. Certain details of acci-dents described herein may have been altered toprotect the privacy of those involved.

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http://www.faa.gov/avr/news/newshome.htm

1 “Miami SUPs”9 The History of SUPs

11 “I” versus “We”19 National Registry for Designated Pilot and Designated Flight

Engineer Examiners25 Do You Know Your Historic Aircraft?26 Another Airplane Crash...Another Needless Death

24 Runway Safety Corner29 FlightFORUM31 AvNEWS

BACK COVER Editor’s Runway

A D O T / F A A F L I G H T S T A N D A R D S S A F E T Y P U B L I C A T I O N

D E P A R T M E N T S

✳✳✳✳✳✳✳✳✳✳✳✳✳✳ 3–DIGIT 342FAN SMITH212J JUN96 R 1 423✳JOHN SMITH212 MAIN STFORESTVILLE MD 20747

FRONT COVER: A classic J-3Cub on floats. (H. Dean

Chamberlain photo)

BACK COVER: A PiperSeminole demonstrates its

single-engine capability. (GaryLivack photo)

It does have a certain ring to it,but you’re right. It will nevermake an exciting movie title.Plus the complete title is just too

long: “Miami 2001 International SUPs.”But in real life, titles are not as impor-tant as what they stand for. The truthof the matter is the FAA’s SuspectedUnapproved Parts (SUP) programcould possibly save your life someday.Before you think these are strongwords for such a short title, please letme explain. The Miami part is easy—itis that city in South Florida. A citymany people consider America’s gate-way to Central and South America, thepeoples and islands of the Caribbean,and a major airway to Europe andbeyond.

What many people don’t thinkabout when they think of Miami is itsleading role in aviation. As an impor-tant international gateway, Miamiserves U.S. as well as internationalinterests 24 hours a day, seven days a

week. As a world city, Miami is adiverse and multi-cultural city alwayson the move. Equally important is thefact that Miami is a city made up ofmany peoples from all over the world.One especially made up of peoplesfrom the Latin culture.

With this type of dynamic globalbackground, it is no surprise that manyof the world’s largest airlines serve theMiami market. Not only is Miami amajor air carrier passenger city, but asthe Assistant Office Manager of theMiami Flight Standards District Office(FSDO), Robert Sharrard, pointed out,Miami is also an important air cargocenter for shipments going to all partsof the world with special emphasis onSouth and Central American ship-ments. Sharrard said because of thenumber of cargo operators in Miamisome of the FSDO’s 103 employeeshave to work the “late shift” to monitorthose operators whose fleets operatefrom sunset to sunrise.

With this amount of air traffic, pas-senger and cargo, not only is Miami animportant flight center, but for thosenot living or working in the GreaterMiami area who may not be aware of it,Miami is also a major aircraft repaircenter. This repair work includes therepair and maintenance of aircraftparts and accessories.

As a major repair center, Miami hasabout 250 repair stations and approxi-mately 10,500 FAA certificated air-frame and/or powerplant mechanics.Many of the FAA certificated mechan-ics hold both the airframe and thepowerplant certificates (A&P). Anadditional 60,000 to 80,000 aviationmaintenance technicians work in theMiami area. Many of these mainte-nance technicians are not required tobe certificated by the FAA. As one cansee based upon these numbers, avia-tion plays an important role in thegreater Miami economy both in termsof flight operations and maintenance.

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“Miami SUPs”story and photos by H. Dean Chamberlain

Overseeing all of this activity is theMiami FSDO and its team of aviationexperts led by the Miami FSDOManager Michael C. Thomas. One ofthe most effective ways the MiamiFSDO accomplishes its oversightresponsibilities is through its AviationSafety Program. Comprised of bothan (Operations) Safety ProgramManager, Rene Alvarez, and an(Airworthiness) Safety ProgramManager, Ernie Scardecchio, the

Miami FSDO’s Safety ProgramManagers (SPM) organized the FSDO’sthird annual International SuspectedUnapproved Parts seminar.

You may wonder what does sus-pected unapproved parts have to dowith Miami? As a leading aviation cen-ter with hundreds of repair stations andthousands of men and women workingin aviation in the greater Miami area,there is always the possibility that oneof those companies or one of those

employees might violate the specialtrust the FAA places in its certificatedmechanics and repair stations anduncertificated aviation technicians.One of those companies or employeesmight knowingly or unknowingly make,use, or sell a suspected unapprovedpart. A part that could possibly endan-ger you and your loved ones.

How, you may ask, could such apart that finds its way into the aviationsystem in Miami effect you in say,North Dakota, New York, or somepoint in mid-America? The answer iscontained in those three little letters S-U-P. For those who may be unawareof what SUP stands for, it is the initialsfor the FAA’s Suspected UnapprovedParts Program. In the aviation world,where some parts can cost hundredsof thousands of dollars or, in somecases, millions of dollars, there isalways the possibility that someunscrupulous companies or personsmay compromise the safety of othersby producing, selling, or installingunapproved parts on certificated air-craft. According to one person whoattended the Miami SUP training, theFAA’s SUP program is only seeing the“tip of the iceberg” of the SUP problemthroughout the nation. In today’s glob-al aviation environment, a bad partmade anywhere in the world can beshipped in one or two days to anyplace in the world. An unapprovedpart shipped from or through Miamican be at your local airport the nextday and installed in either your own air-craft or the one you could be flying onthe following day. That is why every-one should be concerned about anunapproved part, regardless of whereit is produced.

To combat the possibility of anySUP activities in south Florida and toeducate those working in aviation inthe greater Miami area of the dangersof SUP, the Miami FSDO’s AviationSafety Program Managers held theirthird annual (better known as the“Miami Nice Burt & Ernie Road Show”)International SUPs safety meeting atMiami International Airport fromFebruary 6 through 9. According toScardecchio, “We advertise the train-ing internationally so that everyone can

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Miami FSDO Operations Safety Program Manager Rene Alvarez (left) helps check in partici-pants at the third annual Miami International Suspected Unapproved Parts Safety Seminar.

Ernie Scardecchio, the Miami FSDO’s Airworthiness Safety Program Manager, answersquestions from the audience about the safety seminar.

learn about the training. There is a lotof interest in Caribbean and SouthAmerican countries in SUP becauseeveryone wants to do the right thingand to be safe. I think they are just asconcerned that they are getting qualityparts as anyone else.”

Designed as both a SUP trainingsession for mechanics, purchasingagents, installers, and others involvedin the procurement, use, and account-ing of aircraft and their parts and as ameans for FAA-certificated airframeand powerplant mechanics withinspection authorization to meet theirannual renewal training requirements,the program reviewed the FAA’s defini-tion of both approved parts and unap-proved parts, how to document andtell the difference between the two,and what to do when a suspectedunapproved part is discovered. Thetraining concluded with a specialreview of the new Federal law con-cerning unapproved parts and the verystiff penalties contained in the new law.The new law is one example of howserious the United States Governmentand the FAA consider the SUP issue.

About 450 persons attended thefour-day training program. Thoseattending the eight-hour course ses-sions included employees and repre-sentatives from certificated repair sta-tions, aircraft mechanics, FAR Part 121airlines, aircraft manufacturers, foreignoperators, those involved in buyingand selling parts, quality assurancepeople, and, in one case, a represen-tative from a Caribbean nation’s CivilAviation Authority. Representativesfrom several foreign airlines and com-panies from South America alsoattended the training.

A special condensed version of thecourse was held on February 9 for sen-ior executives and managers such ascompany presidents, chief executiveofficers, directors, and others whomanage aviation companies in theMiami area as well as in other coun-tries. Eighty persons attended theshort course.

Although arranged and coordinatedby the Miami FSDO’s Safety ProgramManagers and sponsored by industryand government groups from the

greater Miami area including the MiamiMaintenance Management Council(MMMC) and the Miami-Dade AviationDepartment (MDAD), the primary SUPtraining was provided by SUPTechnical Specialists Kenneth E.Gardner, Roger N. Heard, and LesMonteiro from FAA’s NationalSuspected Unapproved Parts officelocated at Dulles Airport, Virginia.Thomas R. Martin, Maintenance UnitSupervisor at the Philadelphia FlightStandards District Office, reviewed

FAR Part 43 which included overhaulrequirements and select parts of FAR91 maintenance requirements.Michele Schweitzer, president, AirlineSuppliers Association, a WashingtonDC trade organization of about 280members—many of which are basedin the Miami area—discussed the rolethat third party audit groups play in theFAA’s Voluntary Accreditation Programoutlined in Advisory Circular AC-00-56.David Johnson, Senior Special Agent,DOT/IG Office of Investigation, Fort

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Kenneth E. Gardner, (above) and Roger N. Heard (below), FAA Aviation Safety Inspectorsand Suspected Unapproved Parts Technical Specialists from the Washington SUP Head-quarters, took turns throughout the safety meeting explaining how to identify suspectedunapproved parts and the dangers of using such parts.

FSDO Manager Michael C. Thomas (left) presents Michele Schweitzer, President of theAirline Suppliers Association, a certificate for her presentation at the seminar. Schweitzerdiscussed the role industry plays in the suspected unapproved parts arena.

Lauderdale office, explained the newSafety Act 2000.

Since this SUP training qualified forthe FAA’s Aviation MaintenanceTechnician (AMT) Awards Program,Scardecchio explained how the pro-gram recognizes both individuals andtheir companies for certain types ofaviation related training.

So, what does all of this proactiveSUP training mean to you?

First, if you own an aircraft, an avia-tion-related business, repair station, orfly on any type of aircraft, you need to

continue reading. The information maysave your life, the lives of your lovedones, or your business if you areinvolved in the manufacture, repair, oroperation of an aircraft or aircraft relat-ed business. As stated, the new SUPlaw has some very serious criminalpenalties for those persons convictedof a SUP violation. The law can beespecially severe if an injury or deathresults from a SUP violation.

So how do you protect yourselffrom a SUP? As reported at the semi-nar, “The solution to the problem of

suspected unapproved parts is foreveryone to work together to detectand remove them from the aviationsystem.” This includes mechanics,authorized inspectors, industry, suppli-ers, distributors, the FAA, FBI, U.S.Customs, and Civil Aviation Authoritiesaround the world all working togetherto solve this problem.

First you need to know what a SUPis and isn’t. At issue is the use andproduction of suspected unapprovedparts (SUP) in aircraft either directly orindirectly through the installation of acomplex part containing a SUP. Bydefinition, any part that someone isnot sure is an approved part is a sus-pected unapproved part. Are SUPparts unsafe? No one knows. To testsuch a part may be very costly andcould involve many complex types oftests and equipment, or it could resultin the destruction of the part accord-ing to Gardner. The problem with aSUP is that if it is installed in a certifi-cated aircraft it might fail or cause thefailure of a part thereby jeopardizingthe safety of that aircraft. It can alsoinvalidate an aircraft’s airworthinesscertificate if the aircraft is not main-tained in accordance with its type cer-tificate and the appropriate FAA rulesand regulations. If an aircraft is not air-worthy, that may or may not invalidateits insurance coverage in case of anincident or accident.

In one example discussed duringthe course, a SUP brake part exceed-ed the aircraft manufacturer’s designspecification. Initially, the users of theSUP liked the longer service life theharder brake part provided. The prob-lem was one of those parts caused anincident when the non-conforming partcaused a brake fire when the harderpart heated the brake assemblybeyond the design engineers’ safetytolerances.

This is just one example of a situa-tion where exceeding a design specifi-cation resulted in an incident. This iswhy FAA regulations require anapproved part or procedure to meetthe original design specifications with-out exceeding them. Stronger is notalways better. In the case wheresomeone wants to exceed original

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Participants from many of the Greater Miami area maintenance shops and repair stationsattended the Third Annual “Miami 2001 International Suspected Unapproved Parts”Safety Seminar to learn more about how to detect or avoid the use of such parts.

design specifications, FAA normallyrequires an approved engineeringanalysis be made before approvingsuch a change.

WHAT IS AN FAA RECOGNIZEDAPPROVED PART?

FAA defines an approved part asone that has been “properly designed,properly produced, properly main-tained, and properly documented.”“An ‘approved part’ is a part that is eli-gible to be installed on an aircraft orother type certificated product. That isa part that is designed, produced, andmaintained in accordance with the reg-ulations and is in a condition for safeoperation.” As one of the seminar’sslides stated, “The term ‘approvedpart,’ in quotations, is a colloquial termthat means a part has been producedin accordance with [FAR] Part 21,maintained in accordance with Parts43 and 91, and meets applicabledesign standards.”

11 WAYS AN APPROVED PARTCAN BE PRODUCED

The FAA’s Suspected UnapprovedParts Program Office’s booklet“Detecting & Reporting UnapprovedParts” list 11 ways an “approved part”can be produced.

1. Produced in accordance with aParts Manufacturer Approval(PMA).

2. Produced in accordance with aTechnical Standard OrderAuthorization (TSOA).

3. Produced during the TypeCertificate (TC) or SupplementalType Certificate (STC) applica-tion process that are subse-quently found to conform to theTC or STC.

4. Produced under a TC and anApproved Production InspectionSystem (APIS).

5. Produced under a ProductionCertificate (PC).

6. Produced in a foreign countryand accepted by the FAA inaccordance with a bilateralagreement.

7. Approved in any other mannerby the FAA.

8. Standard parts that conform toestablished industry or U.S.specifications.

9. Owner/operator produced parts.10. Parts manufactured by a repair

station or other authorized per-son during alteration in accor-dance with an STC or FieldApproval.

11. Fabricated by a qualified per-son in the course of repair forthe purpose of returning a TCproduct to service.

WHAT IS AN UNAPPROVEDPART?

As noted in the booklet, “An‘approved part’ is a part that has beenproduced in accordance with Part 21,maintained in accordance with Parts43 and 91, and meets applicabledesign standards.” The booklet thenstates, “An unapproved part is a part

that does not meet the requirements ofan ‘approved part’ or a part that hasbeen improperly returned to service.”It lists the following examples of unap-proved parts:

1. Parts that have been improperlymaintained, rebuilt, altered, over-hauled, or approved for return toservice by persons or facilitiesnot authorized to perform suchservices.

2. Parts that have been improperlymaintained, rebuilt, altered, over-hauled, or approved for return toservice which are found not toconform to approved design/data.

3. Parts shipped directly by a man-ufacturer that did not hold eithera production approval or directship authority.

4. Parts made or altered so as toresemble or imitate an approvedpart, with the intent to mislead ordefraud (Counterfeit Parts).

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ADDITIONAL SUP REFERENCESSUP INTERACTIVE INDUSTRY TRAINING CD

Companies can request an interactive SUP training CD by contactingtheir company’s principal maintenance inspector, a local FSDO airworthi-ness aviation safety inspector, or the National SUP Program Office at DullesAirport.

ADVISORY CIRCULARS

Advisory Circular (AC) 00-56, Voluntary Industry DistributorAccreditation Program, dated 9/5/96.

Advisory Circular (AC) 00-58, Voluntary Disclosure Reporting Program,dated 05/04/98.

Advisory Circular (AC) 20-62D, Eligibility, Quality, and Identification ofAeronautical Replacement Parts, dated 5/24/96.

Advisory Circular (AC) 20-142, Eligibility and Evaluation of U.S. MilitarySurplus Flight Safety Critical Aircraft Parts, Engines, and Propellers, dated2/25/00.

Advisory Circular (AC) 21-41, Continued Use of MIL-S-8879C, GeneralSpecification For Screw Threads, Controlled Radius Root With IncreasedMinor Diameter, dated 2/26/99.

5. New parts that have passedthrough a Production ApprovalHolder’s quality system, but donot conform to the approveddesign/data.

BUYER BEWARE SIGNALS

The booklet lists some things thatmight signal a possible SUP. Thosebuying or ordering parts many want toquestion parts that meet the followingcriteria. This is not to say that suchparts are unapproved, but only thathistory has shown when a deal is toogood to be true, it probably is.

1. Quoted or advertised price issignificantly lower than the pricequoted by other suppliers for thesame part.

2. Delivery schedule is significantlyshorter than that of the samepart when existing stocks aredepleted.

3. Inability of the supplier to providesubstantiating documentationtracing the part back to anapproved manufacturer or alicensed maintenance provider(e.g. an air carrier or repair sta-tion). Remember: the installer isfully responsible for determiningthe airworthiness of a part that issold “as is.”

4. Sales quotes or discussionsfrom distributors or othersources that create the percep-tion that an unlimited supply ofparts, components, or materialsis available to the end user.

Since past FAA SUP enforcementcases have shown those companiesand individuals involved in cases canbe very creative, it is important thatcompanies and individuals who buyaircraft parts take special precautionsto avoid buying, using, or selling suchparts. During the seminar, some of thephotographs showed how one com-pany took broken gears with metalpieces missing from the gear andwelded and hand filed the gear teeth tolook like the original part. The speakerpointed out how some companies orindividuals may spend more time,

equipment, and creative talent makingbad parts look like new than one canimagine. But since many of the partsand items used on aircraft, particularlylarge aircraft, are very expensive,unscrupulous people can make a lot ofmoney selling SUP.

MIAMI: AN “IDEAL” UNAPPROVED PARTS CITY

Like other important U.S. interna-tional cities such as the Dallas/Fort

Worth and San Diego areas, there area lot of import and export activities tak-ing place daily in Miami. Included inthis traffic is a lot of aviation parts beingshipped to and from the United States.Frankly, simply stated, it is sometimesdifficult to track all of those aviationparts. This is one reason the FAA’sSUP team travels around the countryconducting training seminars. TheFAA and regulatory enforcement can’tdo the job alone. It is important thateveryone in aviation becomes aware of

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HIGHLIGHTS OF NEW LAWAND HOW TO CONTACT

DOT/OIGThe Aircraft Safety Act of 2000 as outlined in H.R. 1000, Wendell H. Ford

Aviation Investment and Reform Act for the 21st Century puts real teeth intothe SUP program. Included in the Act are offenses and penalties for bothaircraft and space vehicles. Under the meaning of the Act, this includes civil,military or public aircraft and spacecraft and all aircraft or spacecraft parts.

Without listing specific offenses and penalties, anyone dealing in aircraftor space vehicle manufacture, maintenance, or parts in interstate or foreigncommerce needs to research the law and especially the penalties for con-viction of any offense under the Act. Depending upon the specific violationand conviction, fines can vary up to $20,000,000 for a company with indi-vidual jail terms for those convicted under the Act from 10, 15, and 20 yearsto life in prison if a death results from a violation of the Act.

The Act also permits a court to order the dissolution or reorganization ofa company convicted of certain offenses under the Act as well as orderingthe divestiture of a person’s interest in aviation related business or busi-nesses. The Act also permits criminal forfeiture of holdings for specific vio-lations of the Act.

Since the Act is very explicit, readers should consult their attorney orreview the Act themselves for more information about the new public law.The intent of this brief summation is only to make everyone aware that sig-nificant changes have been made in the Federal statutes dealing with SUPand related activities. This summary does not include all of the sections ofthe Act.

Anyone who feels that a violation of the law or is aware of a SUPs relat-ed violation has occurred can contact the FAA’s National SuspectedUnapproved Parts Office, or one of the nine Office of Inspector GeneralInvestigative Regions or the Department of Transportation Office ofInspector General in Washington, DC. The Washington Office’s address isDOT-OIG, P.O. Box 23178, Washington DC 20026-0178. Its OIG webaddress is <www.dot.gov/oig>. The DOT/OIG National Hotline is 1-800-424-9071. The DOT/OIG’s website provides information on both the OIGand its nine regions.

SUP and the dangers itposes. This is one of thereasons the Miami FSDOcoordinates the annualSUP training in Miami. Asstated throughout theseminar, the key to elimi-nating the global SUPproblem is education andeffective regulatoryenforcement.

Education is veryimportant said one of theattendees at the Miamiseminar. He used theexample of young avia-tion mechanics startingout in the business. Hesaid these newly certifi-cated aviation mechanicsor trainees may get a jobin a shop where the older,experienced workershave them working onprojects either usingunapproved parts or evenmaking such parts. Insome cases, the newemployees may questionwhat they are doing. Atypical answer they maybe given is the old stockanswer, “That is the waywe have always done it.”Or, in some cases, theyoung worker needs thejob so bad, he or she sim-ply is afraid to challengewhat they have been toldto do. It is important thatsuch young mechanicsbe trained on the dangersof SUP and how to rec-ognize a SUP. Equallyimportant is that suchmechanics know how toreport SUP to the FAA.First they need to betrained on what a SUP is.Then they need to leanhow to fight the problem.

HOW TO FIGHT THESUP PROBLEM

The first step is toattend SUP training such

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GOING FOR THE DIAMONDSIn talking with participants at the SUP meeting, two were interviewed about

both their attendance and their support of the Miami FSDO’s safety efforts in theMiami area. One was the President of Aircraft Systems Michael A. Foreman. Thesecond was Scott Rich, Vice-President, Quality, for Aircraft Systems. Accordingto them, Aircraft Systems makes SUP training mandatory for those employeesinvolved with the purchasing, processing, and distribution of parts and of courseboth Foreman and Rich attended executive segment of the training.

Aircraft Systems, a company with 50 employees specializing in hydraulic com-ponents for large air carrier type aircraft, is an active participant in the FAA’sAviation Maintenance Technician (AMT) Awards Program. Starting eight yearsago, the company has received the AMT Program’s Diamond Award for each ofthe last seven years. The company received a Silver Award the other year. Forthe last three years, the company has had 100 percent participation in the AMTProgram. When asked, Rich who is also an A&P, FAA/ODAR, Miami FSDO SafetyCounselor of the Year 1998-2000, and the FAA’s Southern Region AMT of the Year2000, said, “Aircraft Systems participates in the FAA’s AMT program because itenhances safety, the individual employees who receive the awards appreciate therecognition, and it promotes, I don’t want to say competition, but it makes theemployees want the training. It is good for our customers, and it is good for mar-keting.” “We are a small company so it is easier for us to maintain 100 percentthan say a company with 100 employees,” he said. The company has 27 AMTeligible employees so when one or more is out for training, the person is missed,but Rich said the company feels training is important.

When asked how the AMT program is good for marketing, Rich said one of thebenefits is it doesn’t really cost the customer anything. “In our case, managementfully supports the program and the few hours needed for training our employeespromotes safety,” he said.

Foreman said he supports the AMT Program because it benefits both the com-pany and the employees. It is continuing education for our employees. “I think itpromotes well being in the company because it betters each person. When theyleave or get a job with an airline, they are always asked for their training records,and it is good for them to have the training. So it benefits both the company andthe employee,” he said.

To learn how the FAA’s AMT Program can benefit your company and employ-ees, you can contact your local FAA Flight Standards District Office (FSDO)Airworthiness Safety Program Manager. You can also review Advisory Circular(AC) 65-25B, Aviation Maintenance Technician Awards Program, which explainsthe program in detail.

as the course given in Miami.Everyone needs to learn what is anapproved part and what is a SUP.Everyone needs to learn how to recog-nize what is the correct documentationnecessary to support an approvedpart. To help everyone involved in avi-ation learn more about what is andwhat is not an approved part, the FAA’sSUP Headquarters team presents itstraining courses around the country.Contact your local FSDO AirworthinessSafety Program Manager or the nation-al SUP team at (703) 661-0580. TheNational SUPs office fax is (703) 661-0113.

The second way is to only buy yourparts from known, trusted, and certi-fied suppliers and dealers. The oldadage of “Buyer Beware” is still trueeven in the highly regulated aviationbusiness. Or as Ernie Scardecchiosaid in Miami, “If it sounds to good tobe true, it probably is.”

HELPFUL SUP PREVENTIONTIPS FOR COMPANIES

1. Secure and control yellow tags.

2. Check for correct documentation.3. Ensure proper disposition of

scrap parts. Positive destructionof parts and items is importantso they can’t be reused.

4. Know the complete dispositiontrail of scrap parts after theyleave company control or trashbin to prevent anyone from get-ting access to the parts andreusing them.

5. Develop a system to preventnon-serialized bad items frombeing mixed in with good items.

6. Develop a system to control lifelimited components and how todestroy them when their usefullife is gone.

7. Be aware of new life limitedcards on old components, theuse of white out to hide real timehours, and any red flag itemssuch as creative copying.

8. Bearings are a problem. Anyequivalent item without anyapproval document is a SUP.

9. When checking bearing seals,you should look for an OEM partnumber on it to ensure it has the

correct grease. Is it an automo-bile bearing? Are the correctseals used in the bearing?These are just a few of the itemsto check when buying, installing,and checking seals.

10. Data plates: Is it the correctone?

11. If standard hardware is beingused, is it the correct aviationquality item such as properlymarked bolts?

12. Do you have an ongoing train-ing program for those who buyand use items in your companyor shop?

These are only a few suggestionsfrom the Miami SUPs seminar in thewar on suspected unapproved parts.It is a never ending global war, but withreputable companies taking an activerole in fighting the war, the damagethat SUPs can cause in aviation can bereduced.

With an active regulatory enforce-ment program, hopefully, those who tryto benefit by making, selling, or usingSUPs will be forced out of aviation.There is no room in aviation for anyonewilling to risk someone’s life for a fewdollars of profit.

HOW TO REPORT A SUSPECTED UNAPPROVED PART

Suspected unapproved parts canbe reported to the FAA by submittingFAA Form 8120-11, SuspectedUnapproved Parts Notification to theFederal Aviation Administration, SUPProgram Office, AVR-20, 45005Aviation Drive, Suite 214, Dulles, VA20166-7541. The form can also besent electronically by the Internet. Theform is available from your local FlightStandards District Office (FSDO), inAdvisory Circular 21-29, or on theFAA’s website at http://www.faa.gov/avr/sup.htm.

Suspected unapproved parts mayalso be reported by calling the FAA’stoll-free Aviation Safety Hotline at 1-800-255-1111.

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Miami Maintenance

Management Council

The Miami Maintenance Management Council is an important sup-porter of the FAA’s Safety Program in the Miami area. According to ScottSkelton, the Miami FSDO Airworthiness Safety Counselor of the Year for2000 and the Aviation Maintenance Technician of the Year for 2001, theCouncil was established more than 10 years ago by the airlines, cargocarriers, distributors, and repair stations in the Miami area to have a larg-er voice in the regulatory process and the rules and regulations thataffect their work. The Council provides a forum for their concerns as wellas providing a means for educating and training its members throughguest speakers and training sessions such as the SUP training program.The Council works with the Miami FSDO to coordinate in-house trainingfor its member companies throughout the year, and it supports theFSDO’s safety mission throughout the Miami area. Skelton believes intraining. He has earned the FAA’s Diamond Aviation MaintenanceTechnician award for the past two years.

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On November 15, 1995, theSuspected Unapproved Parts(SUP) Program Office (AVR-20)opened for business as a result

of recommendations made by a spe-cial task force earlier that year. Thisoffice is responsible for promoting acohesive, consistent, aggressiveapproach to SUP and has beenextremely successful in identifyingunapproved parts and removing themfrom the aviation system.

After the program was established,AVR-20 immediately started a nation-wide aviation safety inspector and lawenforcement agent training program toexplain the details of this new SUPprogram from initial notification to finalcase closure. This training alsoincludes the investigative process andis now a permanent curriculum at theFAA Academy in Oklahoma City. Onlyan approved part would meet the air-worthiness requirements of theFederal Aviation Regulations and pro-vide the confidence necessary to

assure the integrity of a system andoperational safety. Aviation safetyinspectors would consider this a basicpart of understanding the concept ofairworthiness, therefore an unap-proved part would not meet regulatoryrequirements.

The SUP program extends beyondthe FAA and into a very active anddiverse aviation community.Conversations with parts suppliers,distributors, owners/operators, andlegal enforcement authorities revealed(and often still reveal) that there aremany people who do not understandthe importance of installing onlyapproved aircraft parts. To combatthis, seminars with the aviation com-munity were (and still are) being held.As a result of the increase of publicawareness of SUP, there has been asignificant increase in SUP notificationsand investigations.

Adding strength to FAA’s SUPefforts is the strong support of othergovernment agencies. A Letter of

Agreement—which was signed byFAA, Department of Transportation’sOffice of the Inspector General(DOT/OIG), FBI, Defense CriminalInvestigation Service (DCIS), and U.S.Customs—provides for an exchangeof information relevant to SUP investi-gations. The primary objective of theagreement is to promote the highestlevel of safety in the U.S. aviation sys-tem by facilitating the investigation andprocessing of SUP reports. Theselegal enforcement authorities havebecome an effective partner in the bat-tle to stop unapproved aircraft partsand those individuals who profit fromtheir manufacture and/or sale.

An aircraft is considered safe whenit is in airworthy condition. Airworthi-ness means the aircraft conforms to itstype certificate and is in condition forsafe operation. Risk is increased whenan aircraft part can not perform itsdesign function. Unapproved aircraftparts may not consistently performtheir intended function. When an air-

9J U L Y / A U G U S T 2 0 0 1

The History of SUPsby Salvatore Scalone

craft part does not conform to itsapproved design (consistent with thedrawings, specifications, and otherdata that are part of the type certifi-cate, supplemental type certificate, orfield approved alterations), it is uncer-tain how the part will perform wheninstalled. An installed unapproved partincreases risk, reduces safety, andcould introduce an unexpected threatto an operating aircraft.

If this sounds a little confusing,think of the mechanic who installs abrake master cylinder on your car. Ifthe master cylinder is an approvedpart (properly designed and manufac-tured) and was properly installed, youwould have reasonable assurance thatit will consistently perform its intendedfunction. Your vehicle will stop eachand every time you want it to stop.The installation of an unapprovedmaster cylinder increases risk,reduces safety, and could introducean unexpected threat to the safe oper-ation of the vehicle.

Because of the inherent danger ofunapproved aircraft parts, they mustbe kept out of the system and off theaircraft. The SUP program hasdemonstrated the most effectiveapproach to dealing with SUP parts.The entire industry must continuouslybe proactive in identifying and remov-

ing them. Additionally, we must stopthose individuals who attempt to profitfrom the intentional manufactureand/or sale of unapproved parts. Theirpriorities are not safety first.

Anyone can report a SuspectedUnapproved Part. AVR-20 is the focalpoint and notification can be as simpleas a telephone call. The FAA AviationSafety Hotline may be called at 1-800-255-1111 to report any conditionsaffecting aviation safety, which includesSUP reports. In addition to the SafetyHotline, any FAA office can take SUPinformation and forward it to AVR-20 oran individual can call AVR-20 directly tomake notification. Dedicated AVR-20

specialists review each SUP notifica-tion, which often results in an officialSUP investigation. The identity of theindividual reporting a SUP can be keptconfidential. You only need to ask.

FAA Form 8120-11, SuspectedUnapproved Parts Notification,includes instructions for completionand identifies the information neededto initiate a SUP investigation. Thisform is commonly referred to as “TheMost Important Form in the SUPProcess.” This is because it containsthe information on the part or materialthat the people in the field have foundto be in a questionable state. It mustbe noted that the information transmit-ted on this form will assist theTechnical Specialist at AVR-20 todetermine what the reporter has found.If the information is incomplete, it mayresult in the loss of an investigationallowing the parts or materials to satu-rate the industry until all the informationis reported. The form is included inAdvisory Circular 21-29B and can alsobe found at FAA Offices or on the SUPProgram website :<http://www.faa.gov/avr/sups.htm>. Completed forms should be sent tothe SUP Program Office at:

FAA, SUP Program Office, AVR-2045005 Aviation Drive, Suite 214Dulles, VA 20166-7541Phone: (703) 661-0580 FAX: (703) 661-0113

Salvatore Scalone is the SUPCoordinator for FAA’s Eastern Region.

10 F A A A v i a t i o n N e w s

5

(Top) An operator tried to build “new” teeth in this ring to replace broken ones by weld-ing in metal and filing it down to match the others in this SUP’s ring. (Bottom) Some-times it is hard to tell a good part from a bad one just by looking without knowing whata good one looks like.

Along with the pilot shortageand the mechanic shortage,there is also a parts shortagethat plagues the general avia-

tion industry. Because supply anddemand are out of balance the cost ofnew and used parts seem to increaseevery day. Let’s examine the reasonswhy this is so.

First, we have an old fleet. Theaverage general aviation (GA) singleengine airplane is approximately 32years old. The average age of GAmulti-engine reciprocating aircraft isclose to 27 years old. The average agefor the turbine powered multi-enginepropeller driven aircraft average outaround 19 years of age. So becauseof long term wear and tear the demandfor replacement parts and large sub-assemblies is much greater today thanit was even 10 years ago.

The second reason is our generalaviation fleet has been well maintainedover the years. So well maintained infact, the average GA aircraft with amid-time engine and decent avionicshas appreciated to two or three times

its original purchase price and is stillclimbing. Yet even in that land of manyzeros the older aircraft are still sub-stantially lower in price than the cost ofa brand new aircraft with similar per-formance numbers and equipment.So the value of older aircraft in goodshape are proven investments thatover time have beaten the DOWJONES average. So we have an eco-nomic imperative on the part of theowners to keep maintaining older air-craft in flying condition which increasesthe demand for replacement parts.

The third reason is the increasingproduction costs to make a part.Today aircraft manufacturers are notmaking makes and models of aircraftin the same quantity they made themback in the Seventies. So the produc-tion runs for parts are not as frequentand not as many parts are produced.In addition, it is not cost effective for amanufacturer to make a lot of partseven if the unit price for each part is outof this world because taxes on main-taining a large inventory of parts wouldeat all of the profits. This low parts

production keeps the supply ofreplacement parts low.

The fourth reason is that somemanufacturers would prefer that theirolder makes and model aircraft—madea million years ago—would quietly dis-appear from the aircraft registry. Thisretroactive birth control on the part ofthe manufacturers may seem not tomake any sense until you look at air-craft market dynamics of creatingdemand and reducing costs. First,each older aircraft that is no longer inservice creates a demand for a new,more expensive aircraft to take itsplace. Second, despite some tortclaim relief granted to GA manufactur-ers in the early Nineties, the fewer olderaircraft there are in service, the manu-facturers of those aircraft enjoyreduced overall liability claims and everdecreasing continuing airworthinessresponsibilities.

So how are we going to maintainthese older aircraft with an ever dwin-dling parts supply when Part 21, sec-tion 21.303 Replacement and modifi-cation of parts, requires us to use the

11J U L Y / A U G U S T 2 0 0 1

“I” versus “We”by

Bill

O’Brien

H.Dean Chamberlain photo and panel

Parts Manufactured Approval (PMA)parts on a type certificated product?Well, the same rule grants four exemp-tions to the PMA requirement.

1. You can use parts producedunder a type or production certificatesuch as a Piper, Cessna, or Mooneyproduced part;

2. A owner or operator producedpart to maintain or alter their ownproduct;

3. Parts produced under aTechnical Standard Order (TSO) suchas radios, life vests and rafts, andGPS; or,

4. A standard aviation part such asfasteners, washers, or safety wire.

Before I segue into the subject of“owner produced parts” as called outin section 21.303, which is the pur-pose of this article. I would like to cre-ate a small uproar with this statement:“FAA Airframe and Powerplant ratedmechanics can maintain, repair, andmodify parts, but they cannot make a

brand new part and call it a repair.”Before you accuse me of losing den-drites by the minute, check out section65.81 General privileges and limita-tions. The section talks about mainte-nance, preventive maintenance, andalterations, but not the manufacturingof parts. Nor is it an implied privilege inPart 65, because Part 21 section21.303 says “no person” may make areplacement part for a type certificated(TC) product unless that person has aPMA, etc.

While I write this I can remember 25pounds ago and when I had hair, Iworked in the real world and I special-ized in making engine baffles forLycoming engines. Before someoneaccuses me of bureaucratic ventrilo-quism which is roughly translated as“talking out of both sides of mymouth.” My weak defense is, I madethe parts because I thought I could.” Itnever dawned on me that I could notlegally make a part. Some of you maybe astounded that I make this confes-

sion freely. It’s no big thing because Iknow the statue of limitations has runout years ago and a jury of my peerswould never look me in the eye andconvict me.

So here is our problem that wemust solve. Since mechanics cannotlegally make parts for aircraft and air-craft need replacement parts, how arewe going to keep the fleet flying? If wecannot find PMA, TSO, standard, orproduction holder replacement parts,we are left to make the part under theowner-produced option under section21.303(b)(2). However, we mustremember that the part is for theowner/operator’s aircraft only and isnot manufactured for sale to other TCaircraft.

To get through confusing regulatorypolicy with our pride intact, let’s try thequestion and answer routine. (Note:This policy is taken from FAA ‘s AGC-200 policy memorandum to AFS-300on the definition of “Owner-ProducedParts” dated August 5, 1993)

12 F A A A v i a t i o n N e w s

Making Order OutChaos: How doyou bring a basicVFR 1953 PiperTripacer panel withits one communi-cations /navigation(comm/nav) unitand almost halfcentury old instru-ments into the21st Century? Anowner-producedpart is one answersuch as this newIFR instrumentpanel being de-signed for a newGPS/comm/navsystem and instruments.

Question 1: Does the ownerhave to manufacture the parthim or herself in order to meetthe intent of the rule?

Answer 1: No, the owner does nothave to make the part him or herself.However to be considered a producerof the part he/she must have partici-pated in controlling the design, manu-facturer, or quality of the part such as:

1. provide the manufacturer withthe design or performance data fromwhich to make the part, or

2. provide the manufacturer withthe materials to make the part, or

3. provide the manufacturer withfabrication processes or assemblymethods to make the part, or

4. provide the quality control proce-dures to make the part, or

5. personally supervised the manu-facturer of the part.

Question 2: Can the ownercontract out for the manufactureof the part and still have a partthat is considered “owner-pro-duced?”

Answer 2: Yes, as long as theowner participated in one of the fivefunctions listed in Answer 1.

Question 3: Can the ownercontract out the manufacture ofthe part to a non-certificatedperson and still have a part thatis considered “owner-pro-duced?”

Answer 3: Yes, as long as theowner participated in one of the fivefunctions listed in Answer 1.

Question 4: If a mechanicmanufactured parts for anowner, is he/she considered inviolation of section 21.303(b)(2)?

Answer 4: The answer would beno, if it was found that the owner par-ticipated in controlling the design,manufacture, or quality of the part.The mechanic would be consideredthe producer and would not be in vio-lation of section 21.303(a). On the

other hand, if the owner did not play apart in controlling the design, manufac-ture, or quality of the part, the mechan-ic runs a good chance of being in vio-lation of section 21.303 (b)(2).

Question 5: What kind ofadvice can you give on how amechanic can avoid even theappearance of violating section21.303(b)(2)?

Answer 5: First, a mechanic shouldnever make a logbook or maintenanceentry saying that he/she made a partunder his certificate number. Thisfoopah will send up a flare and get youundue attention from your local FAAinspector, which you could do without.However, the mechanic can say on thework order that he helped manufacturean owner-produced part under section21.303 (b)(2).

Second, the owner or operatorshould be encouraged to make alog book entry that is similar to sec-tion 43.9 maintenance entry thatstates: The part is identified as anowner produced part under section21.303 (b)(2). The part was manu-factured in accordance withapproved data. The owner/opera-tor’s participation in the manufactur-er of the part is identified, such asquality control. The owner mustdeclare that the part is airworthyand sign and date the entry.

Question 6: Is there anythingelse a mechanic must do?

Answer 6: The mechanic mustensure that the owner-produced partmeets form, fit, and function, and,within reasonable limits, ensure thatthe part does meet its approved typedesign (e.g. like looking at theapproved data used to make the part).Then the mechanic installs the part onthe aircraft, makes an operationalcheck if applicable, and signs off therequired section 43.9 maintenanceentry.

Question 7: What is the ownerresponsible for and what is the

mechanic responsible for con-cerning owner-produced parts?

Answer 7: The owner is responsi-ble for the part meeting type designand being in a condition for safe oper-ation. The mechanic is responsible forthe installation of the owner-producedpart being correct and airworthy andfor a maintenance record of the instal-lation of the part made.

Question 8: How does theowner or operator get theapproved data to make a part ifthe manufacturer and othersources are no longer in busi-ness?

Answer 8: For aircraft that themanufacturer is no longer support-ing the continuing airworthiness of,the owner or operator can petitionthe FAA Aircraft CertificationDirectorate under the Freedom ofInformation Act for the data on howthe part was made. Or the owner oroperator can reverse engineer thepart and have the data approvedunder a FAA field approval or, if it isa really complicated part, have thedata approved by a FAA engineer orFAA Designated EngineeringRepresentative.

Question 9: What happens tothe owner-produced part on theaircraft if the original owner sellsthe aircraft?

Answer 9: Unless the part is nolonger airworthy, the original owner-produced part stays on the aircraft.

I hope that I spread some light onthe murky subject of owner-producedparts, so the next time instead of say-ing to the owner of an broke aircraft:“Sure, ‘I’ can make that part,” you willnow say “Sure, ‘WE’ can make thatpart.”

Bill O’Brien is an AirworthinessAviation Safety Inspector in FAA’sFlight Standards Service. This articlealso appeared in the AircraftMaintenance Technology magazine.

13J U L Y / A U G U S T 2 0 0 1

3

The FAA’s Pilot ProficiencyAward Program, informallyknown as the “WINGS” pro-gram, remains the most visible

and dramatic indicator of pilot partici-pation in the FAA’s Aviation SafetyProgram. However, the actual award-ing of the WINGS certificate and pinare only the tip of the iceberg. Theaward really represents a great dealmore, because the pilot has to first besold on the merits of the program andmust then attend a safety seminar andreceive three hours of dual instruction.

In Kentucky, the “WINGS” programhas had a relentless “salesman” in theperson of the Louisville FlightStandards District Office’s (FSDO)Safety Program Manager, BruceEdsten. When possible, the awardsare made in person at a safety seminar,and all awardees are mentioned byname in the quarterly newsletter. Bothpractices provide individual recogni-tion, which enhances the pilot’s prideof accomplishment, and further pro-motes the program in the eyes of theaviation community as a whole. Forthe last ten years, this FSDO’s num-bers have represented involvement oflocal pilots that is far above the nation-al average. Currently, the number of“WINGS” awarded to District pilots is

nearly double the percentage of pilotsnationally.

For those unfamiliar with theNational “WINGS” program, participa-tion requires two things: Attend atleast one FAA-sponsored or sanc-tioned aviation safety seminar andreceive three hours of flight instructionduring a twelve-month period. Afterthe application card is submitted to theSafety Program Manager, the pilot willreceive a certificate and a “WINGS” pinfor Phases I through X. For Phases XIthrough XX, the pilot will receive a cer-tificate. For more details see AdvisoryCircular 61-91H, Pilot ProficiencyAward Program, or talk to your localSafety Program Manager.

Given the popularity of the pro-gram, it comes as no surprise thatmany local Kentucky pilots have longsince passed the Phase X mark, wherethey received the last of the official“WINGS” pins. Area pilots have beenclamoring for the visible, wearablerecognition of their accomplishmentsthat had always been part of the firstten Phases of the “WINGS” program.

Edsten’s involvement with the“WINGS” program even extends to thedesign of the awards themselves. In1992, his design for the Phase X pinwas adopted for the National program,

and the pin has been in the field forseveral years. At the urging of severalarea pilots, he went back to the draw-ing board again, and designed anotherseries of pins for the advanced phasesof the program. Tom Payette—a localpilot, “WINGS” Program participant,and car dealer—assisted in the pro-duction of these unofficial pins, whichbecame available to Kentucky pilots inSeptember of 2000. With severalpilots already in the high ‘teens, it washoped that someone would qualify forPhase XX very soon, so the motto forthe Kentucky Wings Weekend became“20 in 2000.”

However, that milestone was notreached until December 1, whenRodney Douglas of Powderly, KY,completed the requirements.Douglas is a tireless supporter of the“WINGS” program, volunteering as aflight instructor at many “WingsWeekend” events during the last tenyears, and organizing several ofthem at Muhlenberg County, hishome airport where he operatesDouglas Aviation. “The guy who isflying a lot is not the one we need toworry about,” says Rodney, “but the“WINGS” program has been a reallyuseful tool for knocking the rust offthe guy who doesn’t fly very much.”Pretty hard to disagree with that,given the statistics surrounding theprogram! “WINGS” participantshave far fewer accidents than otherpilots, and the accidents they dohave are likely to be less severe.

An annual event for the KentuckyFSDO is an awards ceremony held inconjunction with the monthly SafetySeminar held at the Aero Club onLouisville’s Bowman Field. As usual,many awards were presented at theFebruary 15th event, but this year wascompletely unique in that the firstPhase XX pin was awarded toDouglas. In honor of the achievement,a special plaque was commissionedby the FSDO, noting the date of com-pletion, and featuring Phase I andPhase XX pins with the inscription“Phase I to Phase XX” between them.

14 F A A A v i a t i o n N e w s

Rodney Douglas (left) is awarded a special Phase XX “WINGS” plaque from the Ken-tucky FSDO’s Safety Program Manager Bruce Edsten.

KENTUCKY “WINGS”

WEATHERBRIEFING Call 1-800-WXBRIEF, give aircraft number,

route, etc. Request NOTAM’s.TERMS Airmet: Issued for moderate icing and turbu-

lence, winds 30+ knots, visibility less than 3miles, ceilings below 1,000’Sigmet: Issued for all aircraft forsevere/extreme turbulence, icing, obstructionsto visibilityConvective Sigmet: Issued for tornadoes,lines of thunderstorms; embedded thunder-storms; hail 3/4”+Ceilings: Height AGL of lowest reported layerof clouds (broken, obscuration, or overcast)Cumulonimbus: Clouds with the greatestturbulence—avoid by 20 NM.Dewpoint: Temperature at which visiblemoisture formsFog:

Advection or upslope fog depends onwind to form.Radiation fog forms when warm,moist air flows over low, flat land onclear, calm nights.

Front: Boundary between two air masses,indicated by a wind shift.

Warm Front: Temperature inver-sions (goes up with altitude); poorvisibility; smooth/stable air; strati-form clouds; drizzle; fog (fromevaporation)Cold Front: Temperature goesdown with altitude; good visibility;turbulence/unstable air; cumuliformclouds

Structural Icing: forms in freezing rainThunderstorms: lifting, moist, unstable airand lightning (always); develop/cumulous

stage = updrafts; mature stage = rain; dissi-pating = downdraftsSquall Line Thunderstorms: narrow bandof thunderstorms, most intense hazard toaircraftWinds: aloft reported true, in knots; onground reported as magnetic

PILOTI’M SAFE? Illness?

Medication? Stress? Alcohol? Fatigue? Eating?

Alcohol: Do not fly within 8 hours of consumption;while under the influence; with more than0.04% BAC

To act as PIC: Need pilot, medical certificates, and a flightreview within 24 calendar months (WINGSProgram can substitute for flight review)

To carry passengers: Preceding 90 days 3 takeoffs and 3 landings

in class; and for night (1 hour after/beforesunset/sunrise) or tail wheel airplane must beto full stop

AIRPLANE AND FLIGHTA R O W Airworthiness certificate

Registration certificate Operating limitations Weight and Balance

Airplane inspections Airplane must have annual inspection, plus

100 hour if used for hire, and AD complianceAirplaneairworthiness Owner/operator maintains, but PIC (operator)

is responsible to determine

15J U L Y / A U G U S T 2 0 0 1

Private Pilot AirplaneAeronautical Knowledge Review

by Frank Phillips, Jr.

“It’s a beautiful day! Let’s go fly!” How many times have you heard or said these words? Before you go, here’s a refresher list of

things you should remember from your student pilot days. It’s also a good reminder of the many factsneeded to pass the private pilot-airplane practical test.

Remember, for any flight, determine runway lengths, weather, fuel, and alternate courses of action.

16 F A A A v i a t i o n N e w s

Angle ofattack (AOA) Angle between relative wind and chord.

Increase AOA, increase lift & drag. [NOTE:Increasing weight or wing loading willrequire additional lift]

Stalls Can occur at given angle of attack, at any air-speed, any attitudeStall speed increases with weight (higherangle of attack for more lift)Turns increase stall speed (higher load factoror effective weight in turn)

Spins Airplane must be stalled to spin (a spin is anaggravated stall)

Fuel (required for VFR) To intended destination with 30 minutes

reserve (45 at night) at normal cruise Emergencies Pilot may deviate from any rule to meet an

emergency

PERFORMANCEBasic empty weight Unusable fuel plus optional equipment, found

in airplane documentsCenterof Gravity AFT - worse stability, lower stall speed, bet-

ter performance FORE - better stability, higher stall speed,worse performance

Density altitude (DA) Determines performance; goes up with hot

temperatures and low air pressure Pressure altitude Set altimeter to 29.92” or calculate (one inch

equals approximately 1,000’)

OPERATIONAircraft position lights Right – green; left – red; tail – white;

turn lights on sunset to sunriseSeatbelts Brief occupants on use and notify to fasten

before takeoff or landingCrosswind taxi From front: aileron up into wind

From rear: aileron and elevator down AirspeedIndicator White arc shows flap range

Green arc shows normal rangeYellow arc shows cautionRed line shows never exceed speed

Magnetic compass Lag North of E/W; lead South of E/W

On E/W heading, Accelerate North;Decelerate South (ANDS)

Ground effect Airplane may become airborne before normaltake off speed

P-factor High pitch and power causes left yaw (rota-tion at takeoff gives noticeable P-factor)

Vx Speed for best angle of climb - achieves the

most altitude gain over distance Vy Speed for best rate of climb - achieves the

most altitude gain over time

High engine speeds/high pitch attitudes Will cause high engine temperaturesFloat Type Carburetor Prone to induction icing in high humidity at

20°-70°F. Carburetorheat Enriches mixture. Power loss Fly the airplane, then establish best glide

speed, look for field to land, use emergencychecklists

Severe turbulence Maintain level flight attitude and use Va

(maneuvering speed) or lower Va Not shown on airspeed indicator; varies with-

weight: weight goes down, Va goes down

ENVIRONMENTAirspace Class A: (18,000’ MSL and above) set altime-

ter to 29.92”, and requires IFR flight planClass B: (blue line) clearance required toenter, need Mode C within 30NMClass C: (magenta line) 2-way communica-tion and Mode C requiredClass D: (dashed blue line) has operatingcontrol tower, 2-way communication requiredClass E: starts 1,200’ AGL, but withinmagenta tint line starts at 700’ AGL and with-in dashed magenta line (surface area Class E)starts at surface Class G: is not depicted on charts (uncon-trolled airspace)

Operating control tower In Class E or G (blue) 4 NM, 2500’ AGL;

must communicateMOA Use caution. Restricted Area Contact controlling agency. Prohibited Area NO, NO!Gray line Military training routes with aircraft at 250+

knots; 4 digits, at and below 1,500’ AGL;3 digits, 0’ and up; VR=VFR; IR = IFR

Federal Airway 4 NM either side of blue (Victor airway) line,from 1,200’AGL to FL180

Traffic pattern indicators Depicts direction of turns in traffic patternVASI “All red, you’re dead; red over white, you’re

all right.”Airport lights Taxiways are outlined with blue lights.

Runways are outlined with white lights. Transponder 7700 = emergency

7600 = no radio

17J U L Y / A U G U S T 2 0 0 1

7500 = hijack1200 = VFR

Mode C Over 10,000’ MSL; A,B, & C airspace; aboveC; and in mode C veil (30 NM of B)

Oxygen Crew 12,500’ to 14,000’ over 30 min; crewall time above 14,000’; all occupants over15,000’

ELT Test during first 5 minutes after hour andreplace battery after one hour cumulative useor 50% of shelf life

Emergency Broadcast on 121.5 MHz or 243 MHz, FSS EFAS on 122.0 MHz.

Right of Way (ROW) Aircraft in distress over all other aircraft

Balloons over other aircraftGliders over airplanes, rotorcraft, and airshipsAircraft towing or refueling over other pow-ered aircraft. When head-on, go right.Overtake to right. Landing aircraft has ROW. Lower aircraft on final has ROW.

No aerobatics Over congested area or open air assembly ofpersons; on Federal Airways, below 1,500’AGL; with less than 3 miles visibility.

Emergency priority If requested by ATC manager, submit detailed

report within 48 hours. Light signals On GROUND: Green – takeoff

Flashing Green – taxiRed – stopFlashing Red - clear run-

wayFlashing White - return to

startingpoint;

In FLIGHT: Flashing green - return forlanding

Red - give way/circleGreen – landFlashing Red - airport

unsafeRed/Green - use caution.

Minimum safe altitudes Anywhere: If power unit fails, emergency

landing without undue hazard. Sparsely populated areas: 500’ AGL. Nohazard to and 500’ from persons/property. Congested areas: 1,000’ above highest obsta-cle within 2,000’ radius.

Altimetersetting Use barometric pressure; if none, use field

elevation. Over 18,000’ set to 29.92”.VFR cruising altitudes Above 3,000’ AGL

Magnetic course 0° - 179° odd1,000’s plus 500’

Magnetic course 180° - 359° even1,000’s plus 500’

MEDICALCarbon monoxide Exhaust fumes. Headaches, drowsiness,

dizziness. Open air vents. Hyper-ventilation Caused by rapid breathing (often from stress).

Hold breath or breath into bag. Hypoxia Oxygen deficiency. Go lower or use O2.

Smoking and night increase effect. Scanning Scan in segments of 10° for at least one sec-

ond to allow eye to focus.

Spatial disorientation Temporary confusion; rely on instrument indi-

cations, not body signals. Vision at night Scan slowly to permit off center viewing.

WAKE TURBULENCEVortices Be alert for the trailing wing tip vortices of

large aircraft.Landing behind: Stay at or above its flightpath and land beyond its touch down point.When it is taking off, land before its rotationpoint.Departing behind: Rotate before its rotationpoint and stay above its flight path until turn-ing clear of its wake.Low approaches: When large aircraft is mak-ing low approaches or touch and goes, wait atleast two minutes.Wind drift: Make adjustment for. Vorticeswill drift with wind. Vortices settle and movelaterally near the ground. Wait at least twominutes.When in doubt, wait at least two minutesbefore taking off or landing.While en route: Avoid flight below andbehind its flight path.

ACCIDENTS/INCIDENTS

NTSB Report immediately in-flight fire, overdue air-craft, flight control system malfunction orfailure, incapacity of a crewmember to per-form duty due to injury or sickness, damage to property (other than aircraft)exceeding $25,000 (estimated). Accidents: Report within 10 days.Incidents: Report on request.

18 F A A A v i a t i o n N e w s

Have a safe flight! Don’t forget to fill tanks at night to prevent water from forming.

Frank Phillips, Jr., is an FAA Aviation Safety Inspector in the Operations and Safety Program Support Branch, General Aviationand Commercial Division, Flight Standards Service.

VFR MINIMUMS IN AIRSPACE CLASSES

Visibility

Clouds

* No VFR in Class A Airspace unless authorized by Air Traffic Control facility with jurisdiction.

A

No*

No*

B

3 statutemiles

Clear ofclouds

C and DE (under 10,000’ MSL)G (at night)

3 statute miles

1,000’ above2,000’ from 500’ below

E (over 10,000’ MSL)G (over 10,000’ MSL andunder 2,500’ AGL)

5 statute miles

1,000’ above1 statute mile from

1,000’ below

G (day timeunder 1,200’AGL)

1 statute mile

Clear ofclouds

G (day time over1,200’ under10,000’

1 statute mile

1,000’ above2,000’ from500’ below

HELP PREVENT RUNWAY INCURSIONS

IF IN DOUBT, ASK

KNOW YOUR

DIRECTION...

Class

Last January during theExperimental Aircraft Associ-ation’s (EAA) Annual NationalDesignated Pilot and Flight

Engineer Registry Examiner Meeting, Iwas informed that owners, pilots, andoperators of vintage and/or surplusmilitary airplanes continue to ask ques-tions regarding the purpose of the pro-gram, how it functions, how examinersare selected, and the role of the FAA.The examiners explained their experi-ences and recommended that I writean article that would address some ofthe questions circulating about theprogram. In the spirit of partnershipand cooperation, I contacted the editorof the FAA Aviation News and sheagreed to publish this article.

Background

Currently, the FAA does not haveenough qualified aviation safetyinspectors around the U.S. to conductinitial qualification tests under Title 14of the Code of Federal Regulations (14CFR) parts 61 and 63 or give proficien-cy checks required under 14 CFRparts 61 and 91 in vintage and/or sur-plus military airplanes. These airplanesare operated under part 91. Examples

of these airplanes include the B-17, B-25, L-1049, and C-46 airplanes, whichare operated by the EAA, ConfederateAir Force (CAF), Save A Connie, andMats Connie organizations.

To meet the demand for testsand checks in vintage and/or sur-plus military airplanes that require atype rating for the pilot in command(PIC), the FAA entered into a part-nership with the EAA in 1993 andimplemented the NationalDesignated Pilot Examiner Registry(NDPER). The provisions of thepartnership are contained in a Letterof Agreement between the FAA andEAA. This agreement provides theFAA’s policy under which a NationalExaminer Registry Program is estab-lished and provides for the imple-mentation of the program by theEAA with FAA oversight. The agree-ment was later amended to includeNational Designated Flight EngineerExaminer Registry (NDFEER)Examiners for Reciprocating EnginePowered Airplane.

The agreement covers governingpolicies for the selection process,appointment, renewal, administration,and the authority to conduct practicaltests and proficiency checks by certain

pilot and flight engineer examiners(registry examiners) who are authorizedto perform practical tests and profi-ciency checks in certain vintage and/orsurplus military airplanes. This registryincludes, for the purpose of this pro-gram, a listing of all airplanes consid-ered to be vintage and/or surplus mili-tary and a list of all registry examinerswho have been designated in therespective airplanes.

The agreement strongly supportsthe FAA’s commitment to providingappropriate airman certification servic-es to all qualified airmen who maydesire to operate vintage and/or sur-plus military airplanes that require thePIC to hold a type rating. The goal inestablishing the agreement was tomodel an FAA/EAA partnership and toprovide a service to the public byensuring the continued preservation,static, and flight display of the broadvariety of vintage and/or surplus mili-tary airplanes.

The FAA believes the agreementwill encourage compliance throughpartnership and ensure the public’scontinued authorization to operate thekinds of airplanes represented whilemaintaining the desired safety certifica-tion and operation standards. The

19J U L Y / A U G U S T 2 0 0 1

National Registry for Designated Pilot and

Designated Flight Engineer Examinersby JD Martin

(Mar

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success of this program is highlydependent upon the dynamics of thisworking partnership and the FAA isfully committed to ensuring its contin-ued success.

Examiner Selection Process

The selection criteria for a NDPERexaminer are as follows:

1. Hold and maintain a current FAAcertificate of authority as a DesignatedPilot Examiner (DPE).

2. Have a recommendation fromthe EAA.

3. Have a minimum of two type rat-ings in vintage airplanes.

4. Have a proven backgroundinvolving the operation of vintage air-planes.

5. Have an approval of the FAA’sGreat Lakes Region, Flight StandardsDivision, Technical Programs Branch,AGL-230.

The selection criteria for a NDFEERexaminer are as follows:

1. Hold a Flight Engineer Certificatewith a Reciprocating Engine PoweredClass rating.

2. Have a recommendation fromthe EAA.

3. Have a proven operating experi-ence serving as a flight engineer in avintage airplane.

4. Have an approval of the FAA’sGreat Lakes Region, Flight StandardsDivision, Technical Programs Branch,AGL-230.

Application

Pilots and flight engineers, whomeet the selection criteria and want tobecome a NDPER or NDFEER, shouldsend the following information directlyto the EAA Program Administrator:

1. Resume listing their aeronauticalexperience and background

2. Aircraft ratings with the hourslogged in each and supporting docu-mentation

3. Copy of EAA membership card4. Copies of current FAA Airmen

Certificates, i.e. Medical, Pilot, FlightEngineer Certificates

5. Copies of current DPE or DFEcertificate of authority and letter ofauthority

6. Letter of Recommendation froma current NDPER or NDFEER.

The application package should besent no later than November 30 of

each year. This allows for the reviewand screening process. The EAAresponds to all applicants. Applicants,who are being considered, are invitedto the annual NDPER/NDFEER meet-ing that occurs each January for fur-ther screening. Successful applicantsare recommended to AGL-230 by let-ter and appropriate documentation.

Approval and Authorization

The FAA gives full and objectiveconsideration to examiner candidatesscreened and recommended by EAAfor designation as a NDPER orNDFEER in vintage airplanes. The FAAwill ensure that the examiners meet allappropriate standards.

NDPER’s and NDFEER’s are issueda Letter of Authorization (LOA) by AGL-230 before conducting vintage airplanepractical tests and proficiency checksunder the auspices of theNDPER/NDFEER program. The LOAis required to conduct business out-side the geographical boundaries oftheir local Flight Standards DistrictOffice (FSDO) and for conducting testor checks in a vintage airplane not list-ed on their local examiner designation.AGL-230 has responsibility and over-

sight authority over the examineras it relates to the privilegesauthorized on each examiner’sLOA that pertain to conductingpractical tests and proficiencychecks in vintage airplanes.

NDPER’s and NDFEER’s areauthorized to accept applica-tions for practical tests andrequests for proficiency checksin any vintage airplanes that arewithin their airplane groupingand authorized by their LOAreceived from AGL-23O.NDPER’s and NDFEER’s areresponsible for all travel arrange-ments associated with practicaltests or proficiency checks con-ducted under the NationalExaminer Registry Program.However, NDPER’s andNDFEER’s receiving a requestfor a practical test or proficiencycheck in a vintage airplane arerequired to notify AGL-230

20 F A A A v i a t i o n N e w s

FAA PROGRAM MANAGERJAMES “JD” MARTIN - AGL-230MFAA Great Lakes Region2300 E. Devon, Room 422Des Plaines, IL 60018(847)294-7150(847)294-7884 Faxj.d.martin@faa.gov1-888-778-0495 Pager

ALTERNATE PROGRAM MANAGERSTEVE NOVOTA - AGL-230 I (847)294-7157

EAA PROGRAM ADMINISTRATORRANDY HANSENGovernment Relations Specialist1-800-236-4800, ext. 6522(920)426-6522(920)426-6560 (Fax)rhansen@eaa.org

Pointsof

Contact

before administering the test or check.The intent of the agreement is to pro-vide prior notice to AGL-23O, so thatAGL-230 can review the request andoffer the FSDO or International FieldOffice (IFO), in whose area the test orcheck will be conducted, the opportu-nity to observe the checkride.

When not conducting practicaltests and proficiency checks underthe auspices of the National ExaminerRegistry Program, examiners operateunder the authority of the local FSDOthat holds that examiner’s certificateof authority. Local FSDO’s do notissue NDPER or NDFEER LOA’s forthe National Examiner RegistryProgram. Under the partnershipagreement, the FAA retains oversightof registry examiners for vintageand/or surplus military airplanes inaccordance with its designated pilotexaminer program guidelines.

Obtaining the Services of aNDPER or NDFEER

Upon receipt of a request for a practi-cal test or proficiency check in a vintageand/or surplus military airplane, field facil-

ities should first inquire if the test or checkis for 14 CFR parts 61, 121, 125, or 135.NDPER’s and NDFEER’s conduct testsand checks solely with regard to 14 CFRparts 61 and 63 for part 91 operations.They should then conduct a search for anFAA inspector resource. If an FAAinspector resource is located, thatresource should be contacted to see if heor she can administer the test or check. Ifno FAA resource is located or readilyavailable, the applicant should be referredto the NDPER/NDFEER Program.

The preferred method of obtainingthe services of an NDPER or NDFEERexaminer is for the applicant to contactthe examiner directly. A currentNational Examiner Registry andQualified Airplane Groups can also befound at <www.eaa.org> or by con-tacting the EAA’s ProgramAdministrator at (920) 426-6522 or theFAA National NDPER/NDFEERProgram Manager at (847) 294-7150.In the event an applicant cannot obtainthe services of an examiner, he or sheshould be referred to the FAANDPER/NDFEER Program Manager.

All applicants must have completedappropriate ground and flight training

from an FAA authorized instructor andhave properly endorsed personal log-books or other records.

When an NDPER or NDFEER hasagreed with the applicant to conduct apractical test or proficiency check, theexaminer sends a Prior Notification,Form 1 or Form 2, to the FAA NationalProgram Manager via fax or electronicmedia. Upon receipt, the ProgramManager reviews the form, conductsan airman and aircraft backgroundcheck, and issues a Notification ofExaminer Activity Memorandum andSpecial LOA (if required) to the respec-tive FSDO or IFO Manager in the geo-graphic area in which the test or checkwill originate. An office file should beestablished in each facility thatreceives a notification package forrecord keeping purposes. Upon com-pletion of the test or check the exam-iner completes all required paperworkand submits it to their local FSDO.

When a FSDO or IFO receives theexaminer activity notification package,the respective office is encouraged tonotify the FAA Program Manager andadvise if surveillance will be conduct-ed. Not all examiner activity requires

21J U L Y / A U G U S T 2 0 0 1

NDPER QUALIFIED VINTAGE AIRPLANEGROUPS

Group AAD-4NG-TBMG-F3

Group BB-17B-247FO-5B-307BU-2000

Group CB-24B-377CV-LB30CV-P4YDC-4DC-6DC-7L-1049

Group DC-46C-47DC-2DC-3DC-3SDC-B18DC-B23HW-500L-14L-18LB-34PV-1PV-2

Group EC-82CV-240CV-340CV-440CV-PBY (land only)DC-A20DC-A24DC-B26DH-4FA-119FA-C123G-52G-73 (land only)G-111 (land only)G-S2G-F7FL-P2VL-P38M-202M-404M-B26N-B25NH-P61

Group FLand & SeaSK-43SK-44CV-PBYG-73G-111SA-16

Group GVC-700VC-800

The Experimental AircraftAssociation will:

1. Maintain records of qualificationand training on each examiner at EAAHeadquarters Office, Oshkosh, WI.

2. Develop, administer, and doc-ument recurrent training on eachexaminer.

3. When recommending an appli-cant for the NDPER registry, forwardthe following files and records to theFAA’s AGL-230: record of pilot qualifi-cations, record of training, records ofoperational experience in vintageand/or surplus military airplanes, lettersof recommendations, and airplanegroupings for which EAA is recom-mending the examiner applicant to bequalified for.

4. Maintain a listing of all airplanesconsidered to be vintage and/or sur-plus military airplanes and airplanegrouping of those vintage and/or sur-plus military airplanes, and a suggest-ed list of examiners who are “bestqualified” for conducting airmen certifi-cation services in those airplanes.

5. Be responsible for maintainingthe NDPER/NDFEER of airplanesand examiners. The followingrecords will be maintained by EAAand made available to the FAAAdministrator upon request—thename and address of each currentlyapproved registry examiner; themake and model, type, and/or seriesof the airplane for which designated;and the date(s) the examiner satis-factorily completed the FAA’s andthe EAA’s initial and recurrentExaminer Standardization Course(s),as appropriate.

6. Maintain an activity record toinclude the ratings issued and/orproficiency tests conducted by eachexaminer.

7. Screen and recommend candi-dates to FAA believed qualified for thisspecial area of responsibility in vintage

surveillance. In those instances wherethe facility lacks personnel with ade-quate experience and background,that information should be conveyed tothe National Program Manager. Theprimary tasks of the Program Manageris to manage and coordinate examin-ers and the FAA Vintage AirplaneSurveillance Team (VAST) memberactivities within FAA national guidanceon matters relating to vintage and/orsurplus military airplanes. However, ifan VAST member is assigned to con-duct surveillance, the primary task ofthe team member is to conduct obser-vations on the examiners and monitorthe vintage and/or surplus military air-plane industry. The secondary task isto conduct certification only in vintageand/or surplus military airplanes inwhich they are both qualified and cur-rent in accordance with FAA Order4040.9D. VAST members are notNDPER’s and NDFEER’s

Vintage Airplanes and the PTS

NDPER’s and NDFEER’s administertests and checks in accordance withthe appropriate Practical Test Standard(PTS). The maneuvers that can beperformed safely and within the limita-tions of the airplane are performed. Agreat majority of vintage and/or surplusmilitary airplanes do not have an air-plane flight manual; most are not pres-surized, and several don’t have pub-lished V-speeds. In those instanceswhere airplane performance is ques-tionable or a possibility that aircraft lim-itations will be exceeded, examinersdetermine knowledge through verbalquestion and answer sessions. It mustbe remembered that not all like makeand model airplanes have identical air-worthiness certifications and/or identi-cal installed equipment. Therefore, it isnot uncommon for one applicant to betested on a maneuver via the questionand answer method and another test-ed via demonstration of the maneuver.

Vintage Airplane MinimumEquipment List (MEL)

Operators of vintage and/or sur-

plus military airplanes are required tocomply with applicable Federal avia-tion regulations, operations limita-tions, type data provisions, and othersuch directive information. Very fewMEL’s have been developed for thevintage and/or surplus military air-planes shown on the list of QualifiedVintage Airplane Groups. As a result,most of these aircraft operate inaccordance with the provisions of 14CFR § 91.213(d) which provides foroperations conducted with inopera-tive instruments and equipment with-out an approved MEL. If an MEL hasbeen authorized for the airplane, itmust be carried on the airplane andutilized per the guidance and instruc-tions contained therein.

Airplanes with anExperimental AirworthinessCertificate

Several NDPER’s and NDFEER’shold Letters of Operational Authority(LOOA) and PIC LOA’s with endorse-ment authority for some of the air-planes that do not have a type desig-nation. These airplanes are usuallyissued an Experimental AirworthinessCertificate.

These examiners can endorseapplicants for an LOA and make rec-ommendations to the FSDO to issuethe PIC LOA. Additional guidance per-taining to obtaining an LOA for PICprivileges in aircraft that have beenissued an Experimental AirworthinessCertificate can be found in FAA order8700.1, Chapter 32.

This article does not set policy norattempts to clarify policy. All ques-tions regarding policy should bedirected to the Great Lakes Region,Flight Standards Division, TechnicalPrograms Branch, AGL-230 to coor-dinate an interpretation from theGeneral Aviation and CommercialDivision, AFS-800. I hope this hasexplained the purpose, methods andprocesses of the National DesignatedPilot and Flight Engineer RegistryExaminer Program. If you have anyquestions do not hesitate to contactme at (847) 294-7150. My e-mailaddress is j.d.martin@faa.gov.

22 F A A A v i a t i o n N e w s

3

Areas

and/or surplus military airplanes for further consideration anddesignation.

8. Provide information through the EAA’s regular publica-tions to inform the public regarding EAA’s facilitation of theNDPER program under partnership agreement with FAA.

9. Develop, administer, and document recurrent trainingon a biennial basis to ensure that each registry examiner sat-isfactorily accomplishes the appropriate training, which willconsist of the following:

(a) Issues and discussions involving standardization ofevaluations (i.e., including, but not limited to, Order 8700.1,Chapter 12 or as amended)

(b) Order 8710.3C or as amended (i.e., including, but notlimited to, the renewal process, selection process, conduct ofpractical tests, and pretest eligibility requirements for theapplicant and airplane)

(c) PIC currency requirements pertaining to vintage and/orsurplus military airplanes (i.e., including, but not limited to,Part 61)

(d) FAA and EAA coordination requirements (i.e., includ-ing, but not limited to, conducting practical tests outside theexaminer’s area of jurisdiction, letter of authorization, etc.)

(e) Review of the Practical Test Standards for type ratings(f) Accident and incident data pertaining to vintage and/or

surplus military airplanes.(g) Service bulletins and airworthiness directives pertain-

ing to vintage and/or surplus military airplanes.(h) Review each examiner’s records of activity of conduct-

ing practical tests in vintage and/or surplus military airplanes.

FAA’s Great Lakes Region,Flight Standards Regional Office,Technical Programs Branch, AGL-230 will:

1. Issue letters of authority to each examiner that relate tothe airplane grouping that the examiner is authorized to con-duct practical tests.

2. Be responsible for conducting surveillance, monitoring,and supervising of each NDPER/NDFEER examiner’s activi-ties that relate to vintage and/or surplus military airplanes.

3. Be responsible for all matters relating to each examin-er authority, renewal, and certification that pertain to vintageand/or surplus military airplanes.

4. Be the focal point relating to each examiner’s letter ofauthority involving vintage and/or surplus military airplanes.

5. Provide timely coordination with the local FSDO wherethe examiner will conduct a practical test in a vintage and/orsurplus military airplane.

6. Provide coordination with the FAA’s General Aviationand Commercial Division, AFS-800, to keep that officeadvised on “best qualified” lists of examiners.

FAA’s General Aviation and Commercial Division, AFS-800 will:

1. Be responsible for the establishment of national policythat relates to the certification, renewal, and work activities ofexaminers of vintage and/or surplus military airplanes.

2. Be responsible for the establishment and revisions tothe Pilot Examiner Handbook, Order 8710.3C or as amend-ed, that relate to examiners of vintage and/or surplus militaryairplanes.

3. Be responsible for the establishment and revisions tothe General Aviation Operations Inspector’s Handbook,Order 8700.1 or as amended, that relate to examiners of vin-tage and/or surplus military airplanes.

Local Flight Standards District Office will:

1. Issue and maintain the certificate of authority and let-ter of authority for each examiner in his/her local area of juris-diction that relate to other than vintage and/or surplus mili-tary airplanes.

2. Be responsible for the surveillance, monitoring, andsupervising of each examiner activities that relate to otherthan vintage and/or surplus military airplanes.

3. Be responsible for all matters relating to each examin-er’s authority, renewal, and certification that pertain to otherthan vintage and/or surplus military airplanes.

4. Work harmoniously with the FAA’s Technical ProgramsBranch, AGL-23O, when receiving requests for technicalassistance involving the examiners of vintage and/or surplusmilitary airplanes.

NDPER’s and NDFEER’s will:

1. Work harmoniously with the FAA’s Technical ProgramsBranch, AGL-230, and with each local FSDO office whenreceiving requests for airmen certification services involvingvintage and/or surplus military airplanes.

2. Provide professional and courteous service to the pub-lic as the FAA’s representative for conducting airmen certifi-cation services to all qualified airmen who desire to operatevintage and/or surplus military airplanes.

3. Conduct their work activities in accordance with thedirections in FAA Order 8710.3C or as amended, the instruc-tions in the appropriate practical test standards, and complywith all applicable regulations.

Maintain an activity record by name of the applicant, dateof test, kind of test conducted, make and model of airplaneused, and the results of the test for each practical test and/orproficiency test conducted.

23J U L Y / A U G U S T 2 0 0 1

of Responsibility

3

by Jim McElvain

The aviation community has beeninundated with runway safety speech-es, tapes, videos, and programs. Yet,we seem to have had a rise in runwayincidents over the past year. Surelysome of the rise can be attributed toincreased reporting and awareness,and no doubt traffic at busy toweredairports has increased, but there hasbeen a rise in numbers. Unfortunately,the majority of the increase is attributa-ble to pilot deviations, especially devia-tions by those involved with generalaviation (GA).

What the heck is going on?GA pilots are not a group that goes

about its duties haphazardly, and noneof us wants to cause an accident. So,why are we showing up so negativelyin the statistics? Is it poor initial train-ing? If so, it’s time to get busy andstart correcting the weaknesses. Itdoesn’t take a lot of time to reviewsigns and markings, and a goodpilot/controller communications andphraseology session is always in order.Better pre-taxi planning and the use ofairport diagrams should also become astandard part of any pilot’s procedures.

But, no matter what the level of air-man expertise, there is still one areathat I feel all of us involved in aviationmust deal with. When uncertain aboutwhat is required or allowed, we oftenassume and push on. Is it ego (steely-eyed aviators cannot ask for clarifica-tion!), intimidation (ATC said it, so I’vegot to do it now!), or fear of violation(FAA is listening...don’t appear not toknow!) that keeps us from behavingrationally? If any of these factors areinfluencing your decision makingprocess when exercising your pilotskills, you are truly making poor deci-sions. Let’s analyze some of the rami-fications of yielding to these pressures.

We aviators have long exemplifiedthe “Damned if you do, and damned ifyou don’t” mentality. Let’s look at aprobable scenario at a local fixed base

operation where a strong crosswind isblowing. A pilot looks at the wind sockand says, “Too much wind for me,”and decides not to fly. The “loungelizards” are bound to reply: “Going tolet a little ol’ breeze like that keep youfrom flying?” On the other hand, if hedecides to go and ends up with the air-craft in the bushes, the group is boundto say: “He should have known betterthan to go out in that kind of wind.”Ego and intimidation factors are strongin aviation.

I recently reviewed the report of arunway incursion that had occurred ata large airport in Texas. A GA pilot hadbeen cleared to a runway intersectionfor departure. After completing hisrun-up, the pilot contacted the towerand told them that he was ready fortakeoff off. The tower replied, “1234Z,roger.” After a few seconds the pilottook the runway and departed, caus-ing a 737 on final to go around. The

GA pilot made a mistake. But why?Did he honestly think “roger” meantcleared for take off? I doubt it. I willbet that he was confused by the trans-mission and made no effort to clarify it.Why would he do it...ego, intimidation,or fear of enforcement?

It’s time for us to get over it.We’re the captains of our ships andour destinies. We must have thematurity and self-confidence to over-come external and internal pressuresthat cause us to behave irrationallyand make poor decisions. Besides,would you rather have your egobruised by getting clarification orassistance, or by being interviewedabout the accident that you causedby being uncertain and not followingrequired rules and procedures?

Jim McElvain is the Regional SafetyProgram Manager for FAA’s SouthwestRegion.

24 F A A A v i a t i o n N e w s

Towered Airport Operations ReviewPre-Flight/Pre-Taxi

• Pilot:• Is physically and mentally fit.• Is proficient at towered airport operations and communication. If inex-

perienced or not current at towered airports, consult an instructor orexperienced pilot. (Take one along!)

• Has appropriate equipment ready (airport diagram, kneeboard, pen, andheadset).

• Has current ATIS. • Contacts clearance delivery for IFR or VFR clearance. • Contacts ground control for taxi clearance.

• Aircraft: Is equipped with appropriate working radios and lights.• Airport: Is not congested. Avoid peak traffic hours.

Taxi Procedures

• Sterile Cockpit: Avoid unnecessary conversation.• Lights: Use available external aircraft lighting.• Route: Use the airport diagram, and follow the taxi clearance to the runway.

If unsure at any time, STOP! Clarify and ask for help or progressive taxi vec-tors. Verify before entering or crossing ANY runway.

• Situational Awareness: Monitor ground control to remain aware of operationsthat may affect your route.

Take-Off Procedures

• Situational Awareness: Monitorground and tower frequencies toremain aware of operations thatmay affect your departure.

• Clearance: Read back yourclearance for take off or positionand hold.

• Verification: Ensure you are usingthe correct runway.

• Vigilance: DO NOT enter the run-way until you have visually clearedthe final approach for landing traffic.

Approach Procedures

• Sterile Cockpit: Avoid unneces-sary conversation until reachingthe ramp.

• ATIS: Copy ATIS as soon aspractical

• Anticipate: Use ATIS and the air-port diagram to anticipate yourlanding runway and taxi route tothe ramp.

• Radio: Have tower and groundcontrol frequencies in standby orready and available.

Landing Procedures

• Lights: Use appropriate externalaircraft lighting.

• Refuse: DO NOT accept anylanding clearance or request(Such as Land and Hold Short -LAHSO) that you cannot meet.

• Clearance: Repeat clearance toland.

• Verification: Ensure that you arelined up on correct runway.

• Vacate: Clear the active runway,cross the hold lines, and STOPBEFORE contacting ground control.

Taxi Procedures

• Radio: Contact ground control• Clearance: Copy your taxi clear-

ance.• Route: Determine your position on

the airport and use the airport dia-gram to taxi. If unsure at any time,STOP! Clarify or ask for progres-sive taxi vectors. Verify beforeentering or crossing ANY runway.

Do you know the significance of these two aircraft? Both are painted in the colorsof retired U.S. Marine Corps pilot and NASA astronaut John Glenn’s Korean War USAFF-86 aircraft. According to his NASA biography Glenn flew 27 missions as an exchangepilot with the U.S. Air Force in the F-86 Sabrejet during the Korean War. He flew 63 mis-sions with Marine Fighter Squadron 311. In World War II, Glenn flew 59 missions in thePacific with Marine Fighter Squadron 155 flying F-4U fighters.

For our younger readers, Colonel John Glenn (USMC Retired) was the first Ameri-can astronaut to orbit the earth. As one of the original seven Mercury Astronauts, Glennflew into the history books on February 20, 1962, aboard Friendship 7 when he com-pleted a three-orbit mission. He later became a United States Senator in 1974 and re-tired from the Senate in 1999. In 1998, Senator Glenn became the oldest astronaut inspace during a nine-day mission aboard the space shuttle Discovery from October 29 toNovember 7.

As for the two aircraft, there is one very significant difference between the two. Canyou guess what it is? If not, turn to page 28.

25J U L Y / A U G U S T 2 0 0 1

DO YOU KNOW YOUR HISTORIC AIRCRAFT?

Like most of us in aviation, Iabsolutely hate it when some-thing negative happens in mylittle world. Most of the time

we concentrate on how to keep it fromever happening again, and this articleis a result of one of those times.

We just had an accident in my gen-eral area that took the life of the pilotand the really difficult thing for me wasthat I knew him. The safety statisticsthat I am always reciting go right outthe window when it happens close tohome and you can still see that pilot onthe tarmac smiling and joking before aflight and the airplane he was killed in.

What could possibly have hap-pened that would have caused him tonot put his years of training into playand still be living today? We all have20/20 hindsight and know what wewould have done in the exact same cir-cumstance. The big problem with that20/20 stuff is that we can never dupli-cate exactly what happened, so intruth we really don’t know what wewould have done. All we know is what

we are supposed to do and also whatwe hope we would do. Actuality is adifferent story.

The accident is still under investiga-tion by the FAA and the NTSB, andwhen it is all over we will find out exact-ly what happened on the part of thepilot and the airplane. Seldom is it onlyone cause—usually the pilot and theaircraft are both involved. Aviation ingeneral will learn a lot from the acci-dent and some changes will be putinto effect that may save lives andequipment in the future, but it is oneheavy price to pay for information. AndI for one wish there was an easier wayto get the message across.

No record can be kept on how manypotential accidents we avoid on a dailybasis by quick thinking and proper useof the training we have receivedbecause pilots aren’t stupid enough totell on themselves. But if that figurewere available, it would no doubt behigh. However, when we as pilots fail tobring our past training into play in atimely fashion and an accident takes

place, those numbers are mostassuredly published at the drop of a hat.

Aviation is a much-needed industrythat employs over 1,000,000 peoplewith a yearly payroll exceeding $16 bil-lion and contributes over $50 billion tothe U.S. economy annually. I bragcontinuously about the safety recordwe have established flying airplanes,and as you read these numbers youwill have to agree that we are thesafest, fastest, and certainly themethod of choice for most travelers.Each year we use 19,000 airports and204,000 airplanes flown by over600,000 pilots to deliver 650 millionpeople. We fly 25 million hours cover-ing nine billion miles on over 58 millionflights and still our safety record sayswe are the safest way to get from pointA to point B.

We lost, on average, about 700people each year. We transport, onaverage, about 650 million peopleeach year. Quick math says that youhave nearly one chance in a million ofdying in an airplane accident. These

26 F A A A v i a t i o n N e w s

From The Logbook:Another Airplane Crash...Another Needless Deathby Jim Trusty

figures have improved steadily over thelast 20 years to where they are todayand have made us the safest form oftransportation known to man. Butwhen we do have a crash, we manageto get great press, or I should say greatcoverage. No one bothers to mentionat the crash site that aviation is respon-sible for less than 2% of all transporta-tion deaths in a given year. No oneever prints exactly how hard theFederal Aviation Administration, theother government agencies involved inaviation, and the General AviationIndustry try as a unit to teach, practice,and encourage safety and recurrencyon a daily basis. Yet it still happens,and we still ask why?

Approximately 75% of all our acci-dents are “Pilot Error.” What doesthat mean in simple terms? If thecause of an accident is somethingthat the pilot has received training foror that is common knowledge andsomething the pilot should have beenaware of and wasn’t, that is pilot error.We train from day one to deal withwhatever goes wrong with the air-plane. We practice engine-out proce-dures, emergency landings, no radio,failed gear, and anything else that hasever caused an accident anywhere inthe world and several procedures thatwill never even happen. But it seemsin some cases that the training neverseems to kick in quick enough whenthe real thing occurs.

Pilot error will always be numberone because man and machine haveproblems cooperating or with cohabi-tation in the same general area. Piloterror includes complacency, lack ofrecurrency, lack of experience in pres-ent conditions, or poor performance.Most of us in aviation agree that pilotperformance plays a big role in the out-come of each maneuver and the end-ing of the flight. But we are alwayslooking for that special something thatcontributed to the pilot getting behindthe power curve and doing somethingdangerous or deadly.

Weather is the most talked aboutproblem in aviation and the one thingwe have the least control over. Iremember as a young instructor flyingout of Nashville, Tennessee, before we

had a FAA Flight Service Station. Wehad an office of the National WeatherService on the field and a well-knownmeteorologist that staffed the office. Iwould always take my students by andintroduce them, and he would givethem an elaborate report that coveredeverything he knew and believed aboutweather. His closing statement as westarted for the door was always thesame, “And that report is guaranteedfor about 30 minutes.” If no other truthwas told at that meeting, the partingstatement was definitely true. I misshim and his honesty.

Another cause of accidents ismechanical failure. If nothing else inaviation has a chance at reachingperfection and promoting aviationsafety, the standards used to certifyand put aircraft in service are certain-ly ranked the highest. This area cov-ers engine and propeller failure anddoes not exclude some pilot error forfuel mismanagement or contaminat-ed fuel. Mechanical failure is respon-sible for a large number of accidentsbecause of handling by so many—pilots, line personnel, and mechanics,just to name a few.

Metal fatigue or airframe failures,examples of structural failure, are usu-ally caused by a couple or three rea-sons. Weather again, design flaws, orimproper operation by the pilot.Overstressing a design, good or bad,

will cause it to fail. When I think of thethousands of hours that little Cessna150 has given aviation in service, Iwonder why they couldn’t have copiedsome of the features to make airframesand wings and sheet metal and landinggear last longer and be safer.

And then there’s the least desirableway to end a flight ... having a collisionwith the ground, a fuel station, ahangar, or even worse, another air-plane on the ground or in the air. Wetend to blame this on whomever wecan, but the FAA and the NTSB favorthe pilot in command. I’ve found overthe years that Air Traffic Control reallyhas very little to do with the way that Ifly my flight. I’ve already made thedecision myself when I call them.

So whatever we do and whereverwe end up, generally, the pilot has themost influence on the outcome andsafety of each flight. Although I’m notalways 100% in agreement with theFAA and the NTSB, as a pilot I knowfrom daily experiences who is incharge and how a lot of accidentscome about. Although this article is fullof facts, it is very sincere, certainly fromthe heart, and written to let everyoneknow how those of us in aviation arealways striving to improve on analready enviable record. We keep vol-umes of statistics that show why,when, where, what, and how, and thenlearn all we can from each occurrence.

27J U L Y / A U G U S T 2 0 0 1

Each crash yields evidence that mightprevent another crash or save a life inthe future. The training we all gothrough will then be broadened tocover anything that the pilot couldhave done differently.

The sad truth of the whole matter isthat most of us in aviation, includinginstructors, mechanics, Air TrafficControllers, Flight Service Stations,and even the Federal AviationAdministration, are doing just about allwe can. This doesn’t mean we will leveloff where we are today, but as long aswe fly, drive, walk, run, and move peo-ple from point to point, we will have afew accidents. Humans operatingmachines can only hope for a safetyrecord that is perfect. In this businesswe say what happened was an “avia-tion loss,” but in truth it has a devas-tating effect on many. And as I said atthe beginning of this article, for whatwe will learn from what happened, it isa terribly high price to pay for informa-tion. That’s my belief and I’m stickingwith it.

And now, the two greatest wordsever spoken by a speaker or a writer,“in closing...” After writing at lengthabout aviation safety, if one personwas reached and helped to betterunderstand the causes and reasonsbehind aviation crashes, this articlewas a success. If I have reached justone pilot and helped him or her thinkabout making some changes in theway the pilot does business, I havecertainly succeeded.

Thank you for taking the time toread this story. It was written with thehope that I never again have to see afriend or fellow pilot go down. The fol-lowing statement has been on mybusiness card for many years. Ithought it up a long time ago when Ihelped set up meetings for the FAA asan Aviation Safety Counselor.“Accidents are caused and thereforepreventable.” Safety and recurrencywill always go hand in hand.

Jim Trusty was the 1997 GeneralAviation Industry’s National FlightInstructor of the year and still teachesfull-time as a “Gold Seal” instructor inSmyrna, TN.

The top photograph on page 25 is a 1/6 scale model of Glenn’s F-86 builtby Rene Alvarez, Operations Safety Program Manager, Miami Flight StandardsDistrict Office. The model took about seven months to build and about fourmonths to detail and paint. The model weights 22 pounds dry and is pow-ered by a RAM 750 turbine engine. The engine uses Jet A for fuel and devel-ops 18 pounds of thrust. The model is capable of speeds of over 200 mph,but for scale speeds it is usually flown at about half throttle.

The model has all the functions of the full-size aircraft. It has flaps, twopositions; leading edge slats; speed brakes; drop tanks; sliding canopy; andwheel brakes. The fuselage is covered with one mil. aluminum tape simulatingindividual panels and rivets. Each rivet was made by inscribing each one intothe tape. There are about 70,000 simulated rivets on the aircraft. The wingsare painted with PPG auto paint and the insignias and all the nomenclaturesare airbrushed. No decals were used. The model has made 60 flights.

The real jet is owned by Mike Keenum of Illinois. Mike flies his beauti-ful F-86F around the country on the air show circuit doing a dogfight rou-tine with a MIG-15.

Keenum’s F-86 has the markings of John Glenn’s F-86 with the exceptionof the highly polished fuselage and high gloss paint on the wings. Keenum’sjet is painted for the air show circuit, not combat. Keenum provided detailphotos of his real jet so that Alvarez could do the detailed work on the model.Both aircraft are American classics. One is real...the other is a model. Didyou know the difference?

28 F A A A v i a t i o n N e w s

IN CASE YOU MISSED IT

5

• Mountain Flying IssueComments

As the FAA Operations (Ops) SafetyProgram Manager (SPM) at the BoiseFlight Standards District Office (FSDO),I want to thank Thelma Bullinger andFAA Aviation News for the great articleon mountain flying featured in the Aprilissue of the magazine. As a formercommercial pilot flying in the Idaho andMontana areas and a former FAA oper-ations aviation safety inspector here inthe Boise FSDO, Thelma knows therisks of mountain flying and the needfor local mountain flight training forthose pilots new to the area.

The magazine listed FAA safetyprogram managers, several air taxioperators, mountain flying clinics, andsome valuable sources of informationfor anyone planning on visiting or flyinginto the northwest wilderness areas.

I would like to list two additionaloperators who may also be contactedif your plans include a trip into theIdaho Wilderness Area. They areAccess Air based at the Boise, Idahoairport, phone number (208-387-4984); and Joseph H. Spence (541-426-3288) in Enterprise Oregon.

In closing, please remind everyonethat they can always call me or one ofthe other SPM in our part of the worldfor advice or help. My telephone num-ber in Boise is (208) 334-1238. My e-mail is john.goostrey@faa.gov. JimCooney is the Ops SPM at the HelenaFSDO in Montana. His telephonenumber is (406) 449-5270. His e-mailis james.cooney@faa.gov. TomForchtner is the Ops SPM at theDenver FSDO. His telephone numberis (303) 342-1106. His e-mail istom.forchtner@faa.gov.

John GoostryOps SPM, Boise FSDO

Please pass along my thanks toThelma Bullinger for her very interest-ing article in the April 2001 FAAAviation News’ mountain flying issue.

I have done a mountain checkride,while in Colorado Springs, CO, visitingmy son and family. I try to get out tothe airport every time we’re out thereto do some flying and to stay used tothe altitude difference. Here in Illinois,we are about 800 feet above sea level.That is quite a bit different from the7,000 feet out there. Now that I amretired, we get out there about five tosix times a year, and one of thesetimes it will be in our C-172. I haveflown a Cardinal and a Piper Dakotaout to Colorado in the past, but I stilldo my mountain flying with an instruc-tor. Ms. Bullinger’s article reallypeaked my interest, and I hope to getup to Idaho and fly with one of themountain flying operators, soon. Itreally looks beautiful.

Tim ColtrinGlendale Hts., IL

Thank you for your comments. Thecountry out there is beautiful.

• VFR Clearance

Please clarify the following for me.According to the AeronauticalInformation Manual (AIM) paragraph 5-4-23, Landing Priority, “ATCT’s handleall aircraft, regardless of the type offlight plan, on a ‘first-come, firstserved’ basis.” Unfortunately, this isnot the case at Teterboro, NJ (TEB). Atypical VFR call to TEB tower will beanswered with the following response:“Remain clear of the Class D, expect a10-minute delay.” During this time, air-craft on IFR flight plans check in andare routinely cleared to land. Also,other aircraft are cleared for takeoff. Itis no secret that the tower at TEB givespriority to IFR aircraft and turbines ingeneral. What gives the tower the rightto give the preferential treatment incontrast to the AIM?

While I am on the subject of TEB,VFR aircraft have been required to geta “VFR clearance” from clearancedelivery prior to taxi. For the most part,the clearance is to “remain outside

Class B airspace” and a squawk codeis given. This creates radio frequencycongestion, especially while waiting forthe full route IFR clearances to Europe,South America, and the Caribbean.They didn’t bother to call traffic for usthe other day, so why bother with asquawk if they don’t provide the serv-ice? Thanks again.

Name withheld by request

Air traffic controllers are requiredto handle non-emergency aircraft ona first come, first served basis.When a controller tells a pilot to“expect a 10 minute delay,” theinstruction is necessitated by work-load, not landing priority.

IFR aircraft and aircraft alreadyreceiving VFR enroute services areaccommodated before VFR aircraftthat call below or near Class D air-space because sequencing decisionsare already made. Adjustments toaccommodate a “pop-up VFR arrival”by re-sequencing aircraft significantlyincrease controller workload duringbusy sessions.

Controllers assign beacon codesso that traffic advisories can be issuedon a workload permitting basis. Thereminder to “remain outside Class Bairspace” is given because a clear-ance to enter Class B airspace isrequired and as stated above, trafficvolume and controller workload aretaken into account before issuing aclearance. Traffic advisories are pro-vided in Class D airspace on a work-load-permitting basis.

• Crossed Hold Short Line

How far over the hold line can anaircraft extend before it becomes arunway incursion statistic?

Name withheldvia e-mail

According to the Flight Standardsrepresentative to the Runway SafetyProgram Office, if the aircraft is over

29J U L Y / A U G U S T 2 0 0 1

the line, it is an incursion. (Its officialdefinition is: Any occurrence at an air-port involving an aircraft, vehicle, per-son, or object on the ground that cre-ates a collision hazard or results in lossof separation with an aircraft taking off,intending to take off, landing, or intend-ing to land.) So, if your aircraft is evenan inch over the line, it is a runwayincursion. When an aircraft crossesthe hold short line, it enters theRunway Safety Area (RSA).

• Define Immediately

I understand that there has been arecent change to the AeronauticalInformation Manual in declaring of anemergency. What is this new option?

Cam Poschelvia Internet

The pilot/crew now have an alter-

native to declaring an emergency.They can now declare an imminent sit-uation through the use of the word“Immediately” and state a desiredaction; i.e., climb, descend, turn, etc.This new definition of the word “imme-diately” appeared in Change 2 of theAirman’s Information Manual (AIM),dated January 25, 2001. The AIM’sPilot/Controller Glossary definition wasexpanded to include pilots and willnow read:

“IMMEDIATELY - Used by ATCor pilots when such action compli-ance is required to avoid an immi-nent situation.”

• Back Cover Photograph

You have made a mistake on theback cover of your January/February2001 issue of FAA Aviation News.That is not a Kolb FireFly. That is aKolb Mark III. The FireFly is a single-place Part 103 Ultralight. The Mark IIIis a two-place machine that is usuallyregistered under the experimental cat-egory, but can be built to meet thetraining exemption for a two-placeUltralight trainer.

That photo is a picture of the Kolb

Aircraft, Inc., company-owned Mark IIIthat was used by the company forsales demonstration as well as cus-tomer training. I think I should knowsince I was the person flying thedemonstrations and giving the training.

I was very please to see the FAAuse a photo of an ultralight in your pub-lication, I simply want to make sure youget it labeled correctly.

Dan KurkjianVia email

Thanks for correcting us.

• Reversed Photo

Two readers wrote telling FAAAviation News, that the photographson pages 17 and 19 of the March 2001issue were reversed. “The instrumentpanel should be on the left,” stated onereader.

Yep: Great catch guys. Our resi-dent pilots blew the checklist on thosephotos. We may have to give our staffsome remedial photo training. Withthe FORUM Editor’s plane in parts formore than a year now (see picture ofhis panel on page 11), he has lost allsense of direction! Sorry.

30 F A A A v i a t i o n N e w s

FAA AVIATION NEWS wel-comes comments. We mayedit letters for style and/orlength. If we have more thanone letter on the same topic,we will select one representa-tive letter to publish. Becauseof our publishing schedules,responses may not appear forseveral issues. We do not printanonymous letters, but we dowithhold names or send per-sonal replies upon request.Readers are reminded thatquestions dealing with immedi-ate FAA operational issuesshould be referred to their localFlight Standards District Officeor Air Traffic facility. Send lettersto H. Dean Chamberlain,FORUM Editor, FAA AVIATIONNEWS, AFS-805, 800Independence Ave., SW,Washington, DC 20591, orFAX them to (202) 267-9463; e-mail address:

Dean.Chamberlain@faa.gov

OSHKOSH NOTAM AVAILABLE

The NOTAM for AirVentureOshkosh 2001 is available. For a freecopy of the NOTAM, you can call theExperimental Aircraft Association (EAA)at 1-800-564-6322. You can also viewor download the NOTAM on theInternet at <www.faa.gov/NTAP>;<www.airventure.org>; or EAA’s homesite at <www.eaa.org>.

The special flight procedures out-lined in the NOTAM are effective fromJuly 21-July 30, 2001.

The self-contained booklet de-scribes preflight procedures and flightprocedures for Oshkosh, Fond du Lac,and Appleton airports. Included in thebooklet is information on the arrivaland departure procedures for VetteSeaplane Base, military warbirds, no-radio arrivals, IFR and VFR aircraft, hel-icopters, and ultralight vehicles.

The booklet explains how Canadianpilots flying Canadian registered exper-imental amateur-built aircraft or basicor advanced ultralight aeroplanes mayobtain an FAA Special FlightAuthorization (SFA) to operate in theUnited States.

The information tells how Canadianpilots may obtain a SFA from the FAA’sInternet website.

The NOTAM includes frequencies,diagrams, routes, procedures, andimportant safety information, bothflight and ground, including the need tomake cockpit signs for those aircraftlanding at Oshkosh for the fly-in. Allpilots flying into the Oshkosh area dur-ing this period need to be aware of thespecial procedures contained in theNOTAM.

2001 GENERAL AVIATIONAWARDS PROGRAM WINNERSANNOUNCED

The 2001 General Aviation IndustryAwards Program has chosen Phillip J.Poynor of Farmingdale, NY, as theCertificated Flight Instructor of theYear; Dwain A. Chase of Mesa, AZ, asthe Aviation Maintenance Technician ofthe Year; and Brenda Cori Olson ofTusco, AZ, as the Avionics Technicianof the Year. A formal presentation tothe winners was given during cere-monies at the Helicopter AssociationInternational’s conference in Anaheim,CA on February 10.

Phillip Poynor has been activelyinvolved in the aviation industry forover 30 years with over 9,000 flighthours and holds an ATP certificate.He is an active Gold Seal FlightInstructor with 20 years of experience

and was named one of the first NAFIdesignated Master CFI’s in 1997.Since 1981, he has been the generalmanager of Nassau Flyers, Inc.,which is a large, independent FARPart 61 flight school in Farmingdale,NY. In addition to his activities atNassau Flyers, Mr. Poynor is anactive FAA Aviation Safety Counselor,an attorney, and a full-time associateprofessor of aviation at StateUniversity of New York atFarmingdale. He was described byone of his peers as a true“Renaissance Man.” He is a veryactive supporter of general aviationand is constantly talking with peopleabout flying and encouraging them tolive their dreams and learn to fly—especially minorities and women.

Dwain Chase has over 24 years ofaviation maintenance experience,holds an Airframe & PowerplantCertificate (A&P), and has been theDirector of Maintenance for SwiftAviation since 1997. In this position hedeveloped a computerized trackingprogram to monitor the aircraft fleet,record pilot times, aircraft times, andscheduled maintenance intervals. Thissystem has built in warnings to ensuresafety and compliance with FAA regu-lations. As a current member of theCessna Sovereign Maintenance

31J U L Y / A U G U S T 2 0 0 1

The FAA’s Diamond Award of Excellence and theCertificate of Excellence “Diamond Award” were present-ed to Bombardier Aerospace Learjet, Inc., at BradleyInternational Airport, Windsor Locks, CT. To qualify,Bombardier trained 100% of its employees with eachreceiving an Aviation Maintenance Technician Award.Both awards were presented by the Windsor LocksFSDO Manager and the Airworthiness Safety ProgramManager. (Left to Right) from Bombardier: John Eklund,QA/QC Manager; Bill Bowen, Training Manager; and JimScavotto, Vice President East Region; from FAA: FSDOManager Ken Roach and Airworthiness Safety ProgramManager Pete Lindberg.

DIAMOND AWARD WINNERS

Review Board, he is developing theSovereign Maintenance Program inconjunction with Cessna for all opera-tors. Over the years, Chase’s numberone priority has been aircraft safety.This has been reflected in his endlesscontributions of knowledge and guid-ance to other technicians, engineers,and operators in the aviation industry.

Brenda Olson is a QualityAssurance Inspector for the GlobalExpress Quality Department—the firstwoman to hold such a position forBombardier Aerospace. She beganher aviation career in 1993 as anapprentice A&P mechanic andreceived her certification in 1994.However, in 1995 she decided to fur-ther her education by training in avion-ics and would later transfer to thatfield. She has made many contribu-tions to the aviation industry during hercareer and sets high standards as anexample to others. She has earned aruby and a diamond MaintenanceAward from the FAA and in her sparetime is currently pursuing a bachelor’sdegree in Professional Aeronauticswith a minor in Safety at Embry RiddleAeronautical University. Olson is also aTechnical Sergeant in the U.S. AirForce Reserve and holds a CraftsmanSeven Level, the senior trained avion-ics technician in her shop.

The national awards program is acooperative effort between the FederalAviation Administration (FAA) and theaviation industry. The awards are pre-sented annually to reward outstandingcontributions to the aviation industryby the Certificated Flight Instructor, theAviation Maintenance Technician, andthe Avionics Technician in promotingsafety and education. The winners areselected from FAA regional winnersand are chosen by a national selectioncommittee of aviation professionals.Nomination forms are available fromyour local FAA Aviation Safety ProgramManager and need to be submitted byDecember 31, 2001 to be eligible forthe 2002 awards.

BLACK PILOTS OFAMERICA’S SUMMER FLIGHTACADEMY

Every summerthe Black Pi lots ofAmerica (BPA) con-duct their SummerF l ight Academy inMiami, Florida. Stu-dents stay at FloridaMemor ia l Co l lege,and all flying is doneout of North PerryA i rpor t . Studentswho at tend the Summer F l ightAcademy are either sponsored byChapters of the Tuskegee Airmen orby private individuals.

The Academy ground school is di-vided into two parts—theoretical andoperational. In the theoretical part,students prepare for the FAA PrivatePilot written test, and in the opera-tional part they learn the systems of aCessna 150 and 172. They also learnflight maneuvers and get their pre-solowritten exams. The operational classis augmented by desktop computerswith flight simulator programs.

If you know someone who wouldbenefit from the BPA Summer FlightAcademy—remember we facing anupcoming pilot shortage—or if you’dl ike to sponsor a student, go to<www.blackpilots-america.org> for in-formation. Or you can contact BPA atBlack Pilots of America, P.O. Box7463, Pine Bluff, AR 71611; phone is(870) 879-6612 or e-mail is<thesky@usa.net>.

12th WIAC A RECORD-BREAKER

The 12th annual Women in AviationInternational Conference was thelargest and most successful confer-ence to date for the only recently inde-pendent organization. Registrationswere up. Attendance was up, and the

amount of scholarships given is not farfrom the one million-dollar mark.

“One of the greatest success sto-ries of Women in Aviation, Internationalhas been the phenomenal growth anddiversity of the scholarship program,”said Dr. Peggy Chabrian, President ofWomen in Aviation, International.

At the Reno, Nevada conferencethis past March, scholarships wereawarded in dispatcher training, engi-neering, flight training (from privatepilot to type ratings), maintenance, avi-ation management, and continuingeducation. Some 572 individualsapplied for the scholarships, whichamounted to $901,925. The applica-tion deadline for the 2002 scholarshipsto be awarded at the 13th annual WIAIConference is December 7, 2001. Forfurther information on how to apply forthe scholarships, contact Mary Ann Eiffat <eiff@gte.net> or go to WIAI’s website, <www.wiai.org>.

FAA organizations Flight Standardsand Aircraft Certification recruited atthe WIAI conference, as they have formany years. More than 500 attendeespicked up information packets on howto apply to be an FAA aviation safetyinspector. Since FAA began recruitingat WIAI, between 40 and 50 women inaviation have joined the FAA.

The 13th Annual WIAI Conferencewith be held March 13-15, 2002, inNashville, Tennessee.

32 F A A A v i a t i o n N e w s

Class of 2000 BPA Summer Flight Academiy

Editor’s Runwayfrom the pen of Phyllis-Anne Duncan

ODDS AND ENDS

A small clarification on last issue’s editorial “Air Rage.” When I mentioned that as an FAA employee, Icouldn’t allow an obvious non-compliance to go unchallenged, I should have clarified that as an employeewith a knowledge of regulatory requirements, etc. I didn’t mean to imply that every FAA employee can chal-lenge a crewmember. That is definitely NOT the case. There are some of us who are not inspectors butwho have a high level of technical knowledge, can assess a situation, and discuss it with crewmembers.Only inspectors, however, can take action. I may not be an inspector, but I know how to call one whenneeded. So, rest assured, the aisles of your airliners will not be “policed” by the unqualified.

Also on that editorial, someone wanted to know why I just didn’t put my bag under my own seat. Easiersaid than done because beneath my seat was the underseat storage space for the person behind me.That’s the problem with this particular exit row configuration (facing seats); you have six people sitting onthat side of the aisle but only three underseat storage areas. However, the rearward facing seats have abulkhead behind them, so there is plenty of room for multiple bags beneath the one seat. On this particu-lar flight, though, my fellow traveler was having none of it. This airline, by the way, does an excellent job inmy opinion of policing the exit row situation but is in the process of changing their exit row configuration toall forward-facing seats.

We’ve had a few complaints about the lateness of the magazine’s arrival; notably our Superbowl issuearrived for some readers well after that competition had occurred even though we got it to the printer inearly December. We asked for anyone else who had experienced a problem to let us know, and several ofyou did. Here’s what we’re doing about it.

Subscribers receive their copies from the shipping docks of the U.S. Government Printing Office. In aneffort to keep down the subscription costs over the years, U.S. GPO ships the magazine to subscribers viathird class bulk mail. Though this reduces the mailing costs, it means that the mail is of a low priority andis delivered only when space on a truck allows. I know for certain that in Juneau, Alaska (which is reach-able only by boat or air) that magazines stay on a loading dock sometimes for months until there is roomfor them in a water or air shipment. As a result, we’ve discussed with U.S. GPO some alternatives toimprove delivery, and we’re going to try each of them from the least disruptive to the most.

First, we will notify GPO when we deliver copy to the printer rather than when the printer delivers thecompleted copies to GPO shipping. That way, GPO can order the mailing labels earlier and have themready when magazines arrive. GPO estimates this could save as much as a week, and it adds no cost tothe process. That’s why we’re doing that first.

A couple of other alternatives exist as well. We could ship the magazine First Class Mail, which couldadd as much as $8.00 to $10.00 a year per subscription. We could also reduce the number of issues tosix but increase the number of pages per issue to 32. That way you would get the same (approximately)number of pages per year, and a six-issue production schedule would allow us more flexibility in makingcertain time-sensitive information is provided to you in, well, a timely manner.

We’re not allowed to survey you without permission from the Office of Management and Budget, but ifyou want to let us know how you feel about this situation or your preferences about any improvements indelivery we can make, you can always e-mail me at phyllis.duncan@faa.gov. I might not be able to respondto every e-mail, but I will read each of them. Promise.

Well, that’s about it until I have to clear another exit row. (Just kidding.)‘Til next time...

U.S. Departmentof Transportation

Federal Aviation Administration

800 Independence Ave., S.W.

Washington, D.C. 20591

Official Business

Penalty for Private Use $300

DO NOT DELAY -- CRITICAL TO FLIGHT SAFETY!