Here is the official letterhead response from Seaplaneforum.com on New Mexico’s proposed ban of seaplanes.
“A government big enough to give you everything you need, is a government big enough to take away everything that you have….”
Since posting this last article, from your friendly FAAST Team, I have received several emails asking for clarification on the words wheel barrow; wheel and barrow or any mixture of those words. Well, we all know what a wheel is, right? Usually round, contains metal and air and rubber. Three of those with the plane on top (unless we are looking at an amphibious aircraft, which may have more, or an airliner, which may have confusingly more) usually make a good landing. They chirp, or scream, sometimes they even explode on touchdown, which is really just another word for landing. Fortunately, FlightPrep has not filed a patent on landing any aircraft on it’s wheels, otherwise it would become terribly expensive to fly and landing would be pretty much filthily expensive! In any case, for those others, who wonder what a wheel barrow may do:
- Option : A cart or flat rectangular tray with handles at each end.
- Option : (A Barrow) A a castrated male domestic pig. Schweinerei!
I wasn’t able to locate a castrated male domestic pig for interviewing, but, the poor thing is probably not very happy.
Lets just say this:
If you land according to the rules in the flying bible, your main wheels will touch the ground softly, just at the right speed and time. The position of the stars, martial status or amount of money in your checking account has nothing to do with it. Your landing is finished when you manage to taxi the airplane back to the ramp without pieces hanging from it or people having to push! If it takes full power to make it to the ramp, you may have shaved your gear off, or converted the black rubber things to flat, lifeless containers of nothing.
Many airplanes develop severe vibrations on the front wheel (that’s the smaller one, where the air processor ;commonly referred to as PROPELLER is) which can then become terribly sick and collapse. We call that vibration a wheel shimmy and it can lead to a nose gear collapse, or sometimes a structural gear failure. If that shimmy is ignored, or taken to the extreme it can shear the little wheel thing smack off the airplane which may cause severe upset of the whole shebang. Your airplane may turn over, sideways, upside down or convert itself into a smoking pile of smoldering rubbish. NOT GOOD! In the end, you may be made to feel like our Mr. Piggy, shown above. Stick around short field airports and watch the local matadors practice their landings. Especially when it’s windy, many of these guys actually come steaming into the airport (speed = retention of unconverted energy) and may skip picking the nose up to land all-together!
In essence: Land right and there won’t be any pigs involved. Nor will you need a wheel barrow (Option 1) to clear the aircraft off the runway.
Hope this helps!
Notice Number: NOTC2674
Landing Safety Tip
During the landing roll, wheel barrowing can occur if you touch down on the main wheels and the nose wheel simultaneously while holding excessive speed, and then add forward pressure to the yoke. Wheel barrowing will not occur if the pilot maintains the correct speed, and touches down main wheels first, then gently lowers the nose wheel. In nose wheel airplanes, a ground loop is almost always a result of wheel barrowing. The pilot must be aware that even though the nose wheel-type airplane is less prone to ground looping, virtually every type of airplane, including large multi engine airplanes, can be made to ground loop when sufficiently mishandled. Do you want to know more? The Airplane Flying Handbook and other FAA manuals are available here.
You Watch the Game, We Will Watch the Sky
Notice Number: NOTC2790
You may already be aware, but here are a few reminders about the upcoming Super Bowl. There will be a Temporary Flight Restriction (TFR) in place over Cowboys Stadium on February 6, 2011, during Super Bowl XLV. Be sure to check NOTAMs in this area prior to flying for all the TFR restrictions and boundaries. The latest NOTAM, TFR, and other important flight information can be found at http://www.faa.gov/air_traffic/flight_info/.
Here are a few quick reminders: All aircraft entering or exiting the TFR must be on a discrete code assigned by an air traffic controller. Aircraft must be squawking the discrete code at all times while in the TFR. All aircraft operating in the TFR must remain in two-way radio communications with ATC at all times.
Pilots who do not adhere to the proper procedures may be intercepted by armed military fighter aircraft, and detained and interviewed by law enforcement and/or security personnel.
Visit the FAA at http://www.faa.gov or America’s AOC* Facebook page at http://www.facebook.com/americasaoc for additional or changed information. Check out our really nice Super Bowl poster at https://www.faasafety.gov/files/notices/2011/Jan/SuperBowl_2010_Poster_Both-v2.pdf which is suitable for framing!
For intercept procedures and how to avoid being intercepted review the PowerPoint presentation at http://www.faasafety.gov/gslac/ALC/libview_normal.aspx?id=49877. This is a large PowerPoint file, so be patient while it downloads. * The 601st Air and Space Operations Center, known as “America’s AOC,” plans, directs, and assesses air and space operations for the North American Aerospace Defense Command (NORAD) and United States Northern Command (NORTHCOM).
Some confusion exists as to what a pilot is supposed to do when a “Cleared as Filed” clearance is issued by ATC from an airport, but no Departure Procedure (DP) is assigned in the clearance. ATC at some airports may not issue a Departure Procedure as part of the clearance. However, the pilot is expected to determine a way to safely depart the airport and join the enroute structure defined in the ATC clearance (or flight plan if “cleared as filed”). One way to accomplish this—and normally the safest way in IMC—is to fly the appropriate published Departure Procedure. If a textual DP has been established for the airport, it will be found in the front of the U.S. Terminal Procedures Publication under TAKE-OFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES. (Digital procedures are available at http://aeronav.faa.gov/index.asp?xml=aeronav/applications/d_tpp.)If there is more than one Departure Procedure, the pilot should fly the one most appropriate to the route of flight. Absent specific departure instructions from ATC, the pilot may also elect to “climb on course,” but only if he/she has determined that adequate terrain and/or obstruction clearance can be maintained until reaching the minimum IFR altitude (MIA), or minimum enroute altitude (MEA.) Weather conditions permitting, a pilot may request a “VFR climb” for the initial portion of the flight. While this will often expedite your departure clearance, note that this provision applies only to the vertical aspect of the ATC IFR clearance. The pilot is expected to follow the ground track as assigned, overflying the fixes or airways stated in the clearance. A “VFR climb” is not permission to deviate from the cleared route. As part of your IFR preflight planning always familiarize yourself with the airport written and graphic departure procedures. You may not always be assigned one by ATC but you are expected to determine a safe departure method—a published DP is one way to accomplish that. Following a published DP is also appropriate if you depart VFR expecting to pick up an IFR clearance en route, especially at night when terrain features, such as mountains, are not clearly visible – just remember to stay VFR until you have your IFR clearance.
Nicely written article about Part 135 Flying:
Thanks to “Jetwhine“, also posting on Twitter, my attention got directed to this tiny Atlantic article who’s “pixel inkling left wing writer” Goldberg appears to have a major screw loose… (Yeah! I really just typed that…)
And a few lines further down:
Another Quote ( also for educational purposes):
He goes on to ramble about how he would like to be rich and follow messages from al-Qaeda, or something. Articles like these should make the hair on the backs of every General Aviation pilot stand straight up, no matter which party they belong to… or size of aircraft they fly. Ed Bolen, President & CEO of NBAA has responded and I for one hope many other pilots will do the same… With stuff like that, we won’t need any enemies, public citizen groups or any further government intervention for much longer, our industry (along with GA) will be on it’s knees, gasping for air where there is none, in absolutely no time.
Private Plane, Public Menace
Wealthy travelers routinely bypass the TSA by flying on private jets. How long until al-Qaeda does the same?
With an enemy like that, who’d ever need any terrorists? Thank you Mr. Goldberg! Always good to know where exactly the enemy sits. Friendly fire has killed many! Your concerns are unfounded, dumbfounded and overly uneducated. Take both of your thumbs out of your mouth (or wherever you stick them for your guess works) and write about Hybrids or something else, to collect your brownie points with Nancy Pelosi. With articles like this, one may start to wonder if you have trouble with getting your junk touched at home. In simple words, if this guy gets another ride on a Business or General Aviation aircraft in the U.S., then we are seriously FUBAR! He should travel like the rest of the herd.
Submitted by Don Charlebois, Owner of Airsurance, LLC
While the news of a possible reinstated SeaWings program has surfaced, I’d like to share a little bit on how doing this training correlates to your insurance rates. I have spoken at great length on the importance of recurrent training, whether you are a water flyer, or prefer your landing surface a bit harder. It’s just incumbent upon all of us pilots to keep our skills sharp, and recurrent training is a great way to do this. I have also said that in order to put you in the best position for the best insurance rates, recurrent training is a big part of the package. Since word of the Seawings program resurfaced, I have been asked by many of my clients how much of a discount they will see if they earn their wings. I believe in being a straight shooter, so my news to them isn’t the best. The fact is, there really isn’t a set discount available for this great accomplishment (please don’t shoot the messenger). I say that with this caveat, it will help your rates and certainly not hurt them! Please understand and forgive the doublespeak. If someone asks me if they do any type of recurrent training whether it’s a BFR, IPC, Wings, SeaWings etc, I tell them first as a pilot “are you kidding?” of course you should! Then as an insurance broker, I echo the words as they will benefit you with your rates. How much? It’s tough to say, but it gives me, as your broker going to bat for you, the ammunition I need to reason with the underwriter. You see, it’s hard to pick on someone who is doing all the right things, they(underwriters) still try, but I like to make it hard on them.
So let’s sum this up, is there a reward or specified % discount from the insurance underwriters for completing SeaWings? Not really. Should you still do it? Of course, if you are able, you should!
I can tell you this, my agency, AirSurance, is currently working on a proposal to lobby the underwriters for a more defined discount / incentive for earning your Seawings. If you are doing all the right things, besides being statistically safer, you deserve to be recognized where it really matters..in your wallet.
Tailwinds and friendly waters..
It is surmised by many pilots within our association and elsewhere that the traveling public would be more than a little disturbed by what they might learn from testimony of experienced line pilots, particularly with regard to what has transpired concerning external pressures that have been exerted during and after the post-9/11 bankruptcies to present.
With all due respect to their offices, members of Congress and the Department of Transportation have limited knowledge and no line experience as a commercial pilot. Consequently, it would seem reasonable that these agencies of government would be most eager to receive testimony from all available sources, given what has been reported recently in the media of pilot suppression and other matters in the aftermath of the Colgan Air disaster. Hopefully, Captain Sullenberger will address these same safety concerns in his upcoming book.
Numerous trunk airline first officers have privately admitted working full-time jobs outside their airline pilot employment as a result of taking up to a 60% reduction in pay the past several years. These outside jobs provide their primary source of income as augmented by their airline salary. Some of these same individuals have started their own businesses with the intent of resigning from their airline jobs at their earliest convenience, admitting that the continued harassment and intimidation, poor morale, working, and pay conditions, coupled with the instability within the industry no longer make the pilot job and extensive family separation attractive to them.
Additionally, senior active airline captains from trunk carriers are working minimum schedules to escape this hazardous environment, but must remain employed because they cannot afford to retire as a result of their pension and, in some cases ESOP stock loss, during the post-9/11 bankruptcy processes. Contrary to what some might imagine, it does count just how many times a pilot walks down the jet way in their career with regard to airline safety issues. Degradation of morale amongst cockpit and cabin crew as a result of extraneous pressures serves as a distraction and degradation to issues of safety. Anyone who has ever occupied either seat of a commercial jet aircraft realize this, while others with no line experience as a pilot cannot conceive of this being the case.
Unequivocally, issues of commercial aviation safety must necessarily be maintained in a vacuum without the impediment of external financial, legal, and political pressures and influences exerted on aircrew members wishing to report known safety deficiencies for fear of undue recriminations by management, the FAA, or contempt of implicit court ruling pressures, or possible dismissal via the Employee Assistance Program (EAP), as has been reported in the media of late. Unless current federal aviation regulations are amended to reflect a change in this regard, appropriate and immediate redress by some agency of the federal government is immediately imperative. Employees cannot afford to wait an additional 30-180 days for a DOT or congressional response. Airline pilots’ careers and passenger safety are otherwise at risk.
… there is much more – where this came from!
Do you feel scared when you fly on one of our nations commercial air carriers? Ever wonder who governs and sets the rules of engagement in a cockpit of an airplane that may transport almost 600 people at a time, these days? Maybe… just maybe you should… the dollars will be saved. Somewhere.
Google Airline Whistleblowers or simply visit the link below:
Nothing is as it seems. Pay attention! It’s your life and your family. Always follow the money.
Line Up and Wait
Notice Number: NOTC2554
Line Up and Wait Phraseology Change
·Beginning September 30, 2010, the words “Line Up and Wait” will replace the words “Position and Hold” to instruct a pilot to enter the runway to await take-off clearance. Under the new “Line Up and Wait” phraseology, the controller will:
-State your call-sign;
-State the departure runway;
-State “Line Up and Wait”.
·Exercise Caution. Be aware the phrase “Traffic Holding in Position” will continue to be used to advise other aircraft that traffic has been authorized to “Line Up and Wait” on an active runway.
·REMEMBER: Never cross a hold line without explicit ATC instructions.
You may not enter a runway unless you have been:
-Instructed to cross or taxi onto that specific runway
-Cleared to take off from that runway, or
-Instructed to “Line Up and Wait” on that specific runway.
Please visit: www.faa.gov/go/runwaysafety/ for more details on the change as well as to view an instructional animation explaining the new phraseology.
If in doubt ASK!
For additional information, go to http://www.faa.gov/go/runwaysafety
Federal Aviation AdministrationOffice of Runway Safety490 L’Enfant Plaza, SW, Suite 7225Washington, DC20024
Written & submitted by “Bry The Dunker Guy”
Since the early beginning of aviation history it was proven that seat-belts save lives. After a number of early bird men had been catapulted great distances in front of their most recent wreckage seat-belts were designed and installed. Along the way advanced innovations such as shoulder harnesses became common, especially in the faster more powerful machines that entered the aerobatic world of flight. Then emphasis was placed on quick releases and five point harnesses for immediate evacuation post crash. As aviation grew they became the standard for all who raced pylons or flew low in commercial operations plus on all military missions.
To put the concept in simple terms think of aircraft as an automobile with the gas pedal stuck at highway speeds and no brakes, because that is what you have once leaving the ground in any aircraft. Today good quality seat belts are mandatory on all aircraft, and shoulder harnesses are available in a variety of installations to suit any airframe on the market. The single strap across your chest is acceptable but could be inadequate for any forward high-speed impact. When compared to the single strap over each shoulder and secured from behind your head the crossover shoulder harness proves inferior. One day when you are in level flight holding the controls picture a sudden stop, then decide if your face is adequately protected from a high-speed impact.
When flying with no shoulder harnesses installed or unwilling to wear them when they are available, the individual leaves themselves open to the possibility of unnecessary
serious facial and head injuries. To appreciate this understand when an aircraft accidentally enters water and noses down for example it stops completely in the length of its own airframe with incredible G forces. On impact the lap belt is designed to help hold you in the seat, but your body will fold at the hips leaving your upper torso unprotected from impact as the forces of kinetic energy go to work. One theory is prior to a crash place the seat cushion or jacket between you and the control column, and it’s a good plan although the shoulder harnesses should keep you from reaching anything in front of you anyways.
There are many different harness styles available for your aircraft from recoil to standard fixed on the cabin ceiling, so do your homework and find the installation right for you. Once a decision is made on the model be sure they easily release once you are in them, especially if the shoulder straps slide over your existing lap belts.
When seconds count either inverted underwater or at the end of a runway on your nose with smoke or possibly flames around, you will be glad this installation was well thought out for you and your passengers. Another safety option is carrying a simple seat belt cutter on-board, which should be within easy reach in the event of entanglement.
In my opinion all front seats in any aircraft should be equipped with quick release 5 point lap/shoulder harnesses to help lessen injuries during any incident. A sudden stop impact could easily result in an unconscious pilot or crew member, rendering them unable to help themselves or assist any passengers in the event of any emergency. In an underwater situation this is and has been lethal on numerous occasions here in Canada and around the world, where often the rear seat passengers if on board saved the unconscious pilot/crew. No matter what you fly or where, consider that seat belts and harnesses could be the best investment in safety you ever made. Statistics show lap belts in light aircraft are only effective in minor low-speed incidents. Properly installed shoulder harnesses reduce injuries 88% and fatalities by 20%.
Bryan Webster is 11.000 hour plus pilot and owner of Aviation Egress Systems, teaching pilots and passengers in light aircraft how to survive an aircraft ditching. For information on how to enroll in an Egress training program contact:
“BRY THE DUNKER GUY
I would say, experience, levelheaded decision making- mixed in with some luck prevented the worst for two airmen who experienced a low level Engine failure shortly after departure on 8/3/2010. While the aircraft was a total loss, both pilots survived. This hits close to home as Tim, who is a “Founding Member” of the Seaplane Forum was a passenger on this flight – and shared his experience with the members. If you are a member – feel free to chime in on the discussion in regards to shoulder harnesses.
Fly Safe & Don’t Hit Stuff!
As pilots we are subjected to all kinds of challenges, some minor and others life threatening. Now consider putting yourself in the following scenario. We were just lucky enough to survive a wheels down water landing in our brightly coloured amphibious aircraft, along with three of our best friends. Now scrambling madly through the pilots door of the inverted aircraft seconds after the crash we are lucky to reach the surface of the freezing cold water for a breath of air.
Thankfully all of our fellow aviation enthusiasts have safely egressed by following you out the exit and are now bobbing in a group around a set of silver upside down floats. With the damming evidence protruding upwards we grab onto one of the wheels for support and we all pull our selves to a dryer environment, then assess the situation.
There was frost on the dock planks and also aircraft which was tied securely last night while floating in the same body of water we now find ourselves. Our shivering and discomfort is a reminder of just how cold the water we are immersed in really is on this late fall afternoon. Soaked through sensing time is against us, and with the cold wind blowing our disabled ship even further from the shore that we most desperately need to reach we realize the gravity of the situation we are involved in. After a brief discussion we all agree that to wait for help in this predicament here at this remote location only hours before darkness would be suicide. The swimming distance for shore is a concern to all involved but in particular to one of our members who is a total non swimmer and extremely high anxiety. We decide someone must return down to the submerged aircraft we are floating on in hopes of securing one or more life vests located under the four seats. As captain of the ship and feeling responsible for the entire situation you elect to be the hero in hopes of saving the day and getting everyone back onto dry ground before night sets in.
Now in the frigid water once again you take a deep breath and dive down to the open pilot’s door and enter the aircraft flailing about feeling for seats and the hiding spot where life vests should be located. Things are confusing and strangely foreign with the limited vision plus mix of cold water and desperate need for another breath of air. After returning to the surface unsuccessful you are now more determined than ever and realize the importance those yellow PFD’s (personal floatation devices) if anyone is going to survive. This time you are numb from cold as you descend into the cock pit, now realizing the upside down seat easily exposes the much valued jacket stowed when you know where to look. Returning to the lake surface once again and desperate for air, you have managed to find the two front seat jackets and decide it best to share them equally rather than continue searching for the remaining back seats. Due to the exhaustive labor while searching frantically in the confined aircraft it has now taken a toll and mild hypothermia has set in.
Climbing back up on top of the floats is extremely difficult as your fingers are rendered useless from cold , thus it’s decided two castaways don the vests one of which being the non swimmer and all three join you for the swim to safety. A team effort is employed transferring the stranded aviators from peril to a warm cabin just in time as each individual has varying degrees of life threatening cold shock and hypothermia. Luckily the cabin was pre heated from the earlier departure that morning as everyone’s fingers are useless and constant shaking would make lighting a fire near impossible.
Looking back at this situation the out come could have been much different and less eventful if each person on board had been wearing an inflatable PFD. They are readily available at a reasonable cost and could have been inflated back when all were clear of the wreckage then heading to shore. Precious time in cold water which could take your life in 30 minutes is wasted when floatation devices are not on your body in the unlikely event of accidental ditching. The only thing worse than being without a floatation devise and having to swim to safety is being inside an aircraft with an inflated or positive floatation device restricting your Egress.
This story is from one of many incidents which happen all too often in Canada ever year. Bryan Webster is a 10.000 hour pilot actively flying a Beaver on the BC coast today. In 1977 he was a passenger involved in a water crash while the pilot attempted to avoid power lines draped over the Fraser River east of Vancouver. For questions or to enroll in the Aviation Egress Ditch training program contact – Bry the Dunker Guy at 1-877-GO-DITCH or per email: email@example.com
Runway Crossing Procedure Change
Beginning June 30, 2010, controllers will be required to issue explicit instructions to cross or hold short of each runway that intersects a taxi route. “Taxi to” will no longer be used when issuing taxi instructions to an assigned take-off runway. Instructions to cross a runway will be issued one at a time. Instructions to cross multiple runways will not be issued. An aircraft or vehicle must have crossed the previous runway before another runway crossing is issued. This applies to any runway, including inactive or closed runways.
Changes will also be made to the Aeronautical Information Manual (AIM) and AIP to reflect the new procedures.
Never cross a hold line without explicit ATC instructions. If in doubt ASK!
Reminder: You may not enter a runway unless you have been: instructed to cross that specific runway; cleared to take off from that runway; or instructed to position and hold on that specific runway.
Documents: https://www.faasafety.gov/files/notices/2010/Jun/Runway_Crossing_Procedural_Change_FAAST_Blast.pdf for the Runway Safety notice.
“A state of shock is the best way to describe it. Nobody was saying anything. We were all just sitting and waiting and wondering what was going to happen.” — Barb Glenn, float-plane passenger, on the anticipation of the impending impact before the plane slammed into the water.
“I heard him take off, as I was sitting in the break room with my twisted ankle propped on the back of a chair, sipping too-hot tea to help swallow the ibuprofen. It’s a warm summer afternoon; we have the hangar door open for free light more powerful than any flashlight, every scrap of cooling breeze that might cross the airfield in our direction, and general enjoyment of the weather.
So, that I heard him was not unusual – we hear every plane that takes off. But it sounded wrong. Too low, too loud – every single one of the 300 horses in that engine was straining at the traces, but he wasn’t more than 75 feet off the ground as he passed near the end of a 4000 foot runway. I swung the foot down and winced as I shoved the swollen ankle into my boot, ace bandage trailing out the top like a mummy unraveling, and limped quickly toward the open hangar door. On the way, I heard the first BAM! followed by more engine sound, then WHAM! followed by silence.
As I got outside, every mechanic in the place was already outside, all looking just beyond the first buildings, and through a gap, I saw the first smoke rise. Soon, it doubled them quadrupled in output, in a dense black smudge of fierce avgas-fueled fire rising and roiling along the rooftops as the wind caught it. And all over the city, sirens started to scream as every nearby emergency worker shoved through traffic and prayed they wouldn’t be too late.
I don’t care what you’ve heard, the saying “If you can fit it in a 206, it’ll fly” is flat WRONG! DO YOUR WEIGHT AND BALANCE!
The saving grace: he landed right next to a main artery at rush hour and didn’t take out anyone on the ground. 26 regular commuters and everyday people abandoned their cars and rushed to the crash, holding the wings up and pulling five out of six people out, before the sheer heat of the full fuel tanks going up in flames drove them back. He also landed several hundred feet short of a paint distributor, which would have caused a toxic fire like a gateway into hell itself.
If I ever catch you on the airport trying to put this load of lumber into your plane, and then load your family, I won’t wait to call the FAA on you – I’ll slug you myself. Try to press charges if you want – at least your child will still be alive.” (Author remains anonymous)
*Comment by JaJaBa*: Did you know?
- the sounds, just prior to an aircraft accident are later recalled in just as much “slow motion” as the visuals?
- witnessing an accident causes incredible anger, fear and usually sticks to the people for quite a while?
- people pray everyday, not only for those who perish, but also for those left behind?
- the smell of such a burn will not leave your smelling senses alone for a long time?
- the suddenly missing sound of an aircraft engine that is stopped by impact is deafening?
Accidents happen. They always will. Whatever the NTSB may find as the cause for this one, it appears, as if one of the reasons may have been the aircrafts incapability to aerodynamically overcome its own weight. A Cessna 206 is not exactly weak on its chest. Neither is Super Man! However we wish to turn and twist it… both have limits and one of them is a comic character who almost never fails. Please do your weight and balance! A plane that has flown over gross may not do so again, and a small nuance may be the reason it cannot perform as well on it’s very last flight, as it did before. For those wondering how a weight and balance issue may “feel like” on the controls: “If you pull and try to get more lift from the wings, you stall – if you let go of the elevator to gain more speed you sink heavily without gaining much speed”. The pilot feels right then and there, that there is NOWHERE to go. Flying through it takes probably more luck than skill – and the smallest movement or mis-coordination ends the flight. Don’t be there! Prayers to friends and family of those involved and to the helpers who got more out of their commute than they bargained for.
“There’s no way in hell anyone who crashes is going to get a life-jacket on. The next step will be a requirement that it be on if you’re flying over water.”
The Vancouver Sun in its series on float-plane safety has shown how Transport Canada has failed for years to mandate safety issues on float planes, such as mandatory wearing of life vests, pop-out windows, and satellite tracking systems to provide a more effective and timely rescue response.
Vancouver Sun: 4 out of 6 Articles on Seaplane Safety:
In a statement that now forms part of Pro Aviation’s safety video, Nasmyth recalls: “Close to 45 minutes after entering the water, my 99-pound wife died. And I would guess after one and a half hours of total time in the water, the other fellow [airline engineer] lost consciousness and died.”
The Vancouver Sun publishes article 3 of 6 on Seaplane Egress & the grief and pain of loosing loved ones in seaplane accidents:
Amazingly simple not to see the wires in this video. Fly Safe!
Rescue centre spokesman Second Lt. Victor Weston said the plane landed upside down and remained on the surface for 10 to 15 minutes before sinking in 15 metres of water.
He used to view the aviation industry as a safety icon, but not any more. “I’m very surprised. I thought they’d have a much higher standard. I find that distressing.”
ADS-B Equipment Required in Next Decade
Notice Number: NOTC2314
New Automatic Dependent Surveillance – Broadcast (ADS-B) Rule
On May 27, 2010, the FAA published new rules (contained in 14 CFR §92.225 and §91.227) mandating airspace and avionics performance requirements after January 1, 2020. The avionics perform a function that is generally known as “ADS-B Out” which transmits precise location and other information about the aircraft to ground stations and other ADS-B equipped aircraft. The ADS-B rule mandates ADS-B Out avionics performance when operating within the designated airspace, giving aircraft owners approximately 10 years to equip. The ADS-B rule, like current transponder operating requirements, requires operators to have ADS-B Out avionics installed and operating in order to fly their aircraft in the busiest airspace, as described below:Class A, B, and C airspace.All airspace at and above 10,000 feet MSL (mean sea level) over the 48 contiguous United States and the District of Columbia.Within 30 nautical miles of airports listed in 14 CFR §91.225, from the surface up to 10,000 feet MSL.Class E airspace over the Gulf of Mexico from the coastline of the United States out to 12 nautical miles, at and above 3,000 feet MSL.
FAA Technical Service Orders (TSOs) describe the equipment approved for ADS-B operations. The ADS-B rule states that avionics must meet the standards of either TSO-C166b (for 1090ES link equipment) or TSO-C154c (for UAT link equipment). TSO-C166b is required in Class A airspace and either link can be used in all other airspace. For more information about the FAA’s ADS-B program, visit http://www.adsb.gov. Questions?Contact the FAA Flight Standards ADS-B Office at: 9-AWA-AVS-ADS-Programs-AFS@faa.gov. Contact the FAA Aircraft Certification ADS-B Office at: 9-AWA-AVS-ADS-Programs-AIR@faa.gov.
This year’s Safety Stand Down took place on April 17th and was a big success! The Stand Down covers 4 topics that every pilot should review before they launch into summer flying. These topics are the cause of the majority of accidents during the summer season. If you were unable to attend the live event, you can do it at your convenience from your computer. First, review the handout material found here. (See the file at: https://www.faasafety.gov/files/notices/2010/May/FAA_Safety_Stand_Down_Brochure.pdf) Then watch the videos at the links below: Opening message: http://videoontheweb.faa.gov/Aviation_safety/SSD_2010.asxOwner-Performed Maintenance: http://videoontheweb.faa.gov/aviation_safety/ssd2010_maintenance.asxApproach and Landing: http://videoontheweb.faa.gov/aviation_safety/ssd2010_takeofflanding.asxSurface Deviations: http://videoontheweb.faa.gov/aviation_safety/ssd2010_surfacesafety.asxRisk Management: http://videoontheweb.faa.gov/aviation_safety/ssd2010_RiskMgt.asxClosing message: http://videoontheweb.faa.gov/aviation_safety/ssd2010_close.asx
Types of aviation altitudes:
Indicated altitude is the reading on the altimeter when the altimeter is set to the local barometric pressure at Mean Sea Level.
Absolute altitude is the height of the aircraft above the terrain over which it is flying. Also referred to feet Above Ground Level (AGL).
True altitude is the elevation above mean sea level.
Height is the elevation above a ground reference point, commonly the terrain elevation.
Pressure altitude is the elevation above a standard datum air-pressure plane (typically, 1013.25 millibars or 29.92″ Hg and 15°C). Pressure altitude and indicated altitude are the same when the altimeter is set to 29.92″ Hg or 1013.25 millibars.
Density altitude is the altitude corrected for non-ISA (International Standard Atmosphere) atmospheric conditions.
Our aircrafts performance depends on density altitude, which is affected by barometric pressure, humidity and temperature. On a very hot day, density altitude at an airport (especially one at a high elevation) may be so high as to preclude takeoff, particularly for helicopters or a heavily loaded aircraft.
With that in mind, lets assume the nice warm weather we have witnessed over the last few days will affect our seaplanes performance capabilities!
Annual Inspection = √ Check! Registration = √ Check! Radio Permit = √ Check! Operating Limitations (POH) = √ Check! Weight & Balance= What? Performance Calculations = What? Maybe this is the perfect time to have a little sit down pow wow with a nice CFI or a fellow seaplane pilot or simply for spending some time with our POH and how density altitude may affect our next flight. On a day like today, in New England, with temperatures hitting 91 Fahrenheit and the winds rather calm we may find fairly calm waters and an awesome flying scenery, but we are also asking a lot from our airplanes performance capabilities. Taking the time to do a few simple W&B and Performance problems may give us some better level of awareness as to what may be expected. It also gives us added confidence to see how far from the MAX we actually are, on this flight. It also tells us exactly how many cooled beverages, fishing gear and other fun utensils we may pack for the fun in the sun, because we never want to hit stuff…
Another ~ 150 body bags were filled with the remains of passengers of an Indian B737-800 that overshot a runway in supposedly good and calm weather. According to the news, all kinds of officials, representatives, ministers and others ‘in the know’ have been touched, the United States is sending NTSB professionals to the scene in trying to help put the pieces together on this most recent crash of Air India’s Flight IX- 812.
Accidents happen and will continue to happen. Its natural and can be expected in a system of worldwide mass passenger transport, which on average transports passengers for ridiculously low amounts of money. The non-flying public is extremely quick to judge, several self-declared experts usually jump on the wagon and make scary statements about the airlines, the alcohol level in the pilots blood, the shape and form of the runway, the weather, the general state of the fleet, the professionalism of the crew and so much else and if it will rain in their neck of the woods… However, when we (as pilots) read such comments we may feel as if the ‘idiocy carousel’ just got another heavy push for the worse. People seem to excel at their way of coming up with sometimes helpless stories as to what may have caused this last (or any other) aviation accident. We call it “Monday Morning Quarterbacking”. The press throws the word “Human Error” around like warm chocolate cookies. That helps in selling sensational news but leaves the majority of readers under informed and moreover, it does nothing. When we take the word “Human Error” we find several meanings and associations:
- “Human Error/Reliability” is related to the field of human factors engineering, and refers to the of humans in fields such as manufacturing, transportation, the military, or medicine. …
- “Human Error” is a Swedish Punk Rock Band.
- “Human Error” is the twenty-fourth episode and season finale of the third season of House and the seventieth episode overall.
- “Human Error” is the stage name of Rafał Kuczynski (born 21 may 1982), a polish electronic musician, working mostly in the ambient music genre …
Here is a more logical explanation of Human Error & Reliability: http://en.wikipedia.org/wiki/Human_reliability. The point I am trying to make is that when we try to determine the reasons for an accident we need to make sure the non flying public understands the depth and complexity of the issues at hand when we talk about “human error”. What happened in India has caused quite some outrageous responses. Upon Colgan Air’s accident in Buffalo NY which killed 50+ people we had these same discussions with the same outrage. Every once in a while a Pilot is caught arriving for work with rest alcohol, or makes a mistake that is (by the general public) considered stupid. In Buffalo NY, once the press had picked up that the Captain had failed one or more Pilot Exams & Tests in the past we were extremely quick to pay political attention to an issue that has been bogging our industry into despair for decades. People started to gain a glimpse at the fact that being a pilot is no longer what it used to be in the not so distant past. We have, and will continue to have, Pilots who sleep on recliners, couches and sometimes a futon, because they cannot afford hotels on their lousy salaries. We have and continue to have pilots who travel for hundreds of miles to fill a seat for less money than an average Star Bucks employee. We continue to have stressed pilots, under tremendous pressure. Idiotic schedules, idiotic rules or the fact that they will simply lose their job if they say no!, has a tremendous effect on the people in the pointy end of todays average airliner.
What can cause a Runway Overshoot accident?
- Aircraft to high or fast on approach (problem related to the human)
- Tailwind (selection of runway & compliance issue = problem related to the human)
- Malfunction of reverse thrust, brakes or spoilers (technical issue= ultimately related to the human)
- Miscommunication upon realization of the fact that something is wrong (related to crew & human)
- Lack of attention, situational awareness or a simple other, small mistake that is allowed to progress into a big issue (human)…
The lack of proper overrun space is not a cause for an accident like that. The fact that India does not have what we call the NTSB is not a cause. I’d go out on a limb and say the pilots where probably not drunk, drugged or otherwise impaired, did not suffer from a lack of intelligence or skill and where generally probably just as good or bad as you and me. Yet, the lack of proper overrun space greatly limits airport versatility and is cause for concern in quite a few airport management offices. When the issue comes up, and airports try to lengthen available space, the result is, usually and again the human who takes offense in the form of citizen groups who vehemently fight against airports and what they do. However we turn and twist it, when we look at accidents our first action should be to touch our own nose. It is the public, who wanted cheap flights. It is the public who called for and allowed the deregulation of the airline industry. It is the airlines human resources office, which hires and fires the pilots, and determines how many peanuts they get paid for what they do. It’s the laws, which allow them to do what they do, and it’s generally the law that prohibits them from doing things. I believe that we will unfortunately keep seeing such freaky accidents, which wipe out hundreds of lives and leave many thousands of families affected by grief and upset, before we stop making the same mistakes over and over again. I believe that our industry worldwide needs a heavy-handed “Integrity Check” and we need to re-evaluate our hiring practices for professional pilots and what we pay them. We also need to start looking at how we educate the non flying public in somewhat easy to understand terms as to what our issues are, currently. Maybe then, the press and John Doe will stop throwing the word “Human Error” around like a worthless, dry and tasteless cookie. Otherwise, I am afraid we will soon hear different comments of passengers when they enter the cabin while boarding. While many years ago, the public evaluated the shape and condition of the airplane (“Oh, I hope this airplane holds up, it’s so dirty!”) as a factor in determining if they are safe, we may soon hear “I hope the pilot does not make a human error!”. Well, the pilots can’t really make any other errors, so chances are, if there is a crash it’s going to be the result of a human error! Our goal must be to improve human reliability and hold people accountable for their decisions. Our goal must be to educate and learn as much as we can about why mistakes are made. The world cannot be free of mistakes, yet the only way to eliminate or reduce mistakes is by education, training and sound decision-making. I doubt we will see improvements as long as John Doe still flies across the country for $99.99………….
Another powerful demonstration of what happens when amphibious aircraft are landed with the rubber sticking out on the bottom. Painful and long to watch, but apparently not something that cannot happen to us. Even if we don’t always fly amphibian’s, we must make sure that the aircraft configuration is as desired for the surface we land on. This accident happened in Bisscarrosse, France. Fly Safe!
Covered in part 1 of this article: Complacency, Lack of Knowledge, Lack of Teamwork, Distraction, Fatigue and Lack of Resources.
“I’ve got to get this done!”… Pressure to complete a certain task could be real or perceived. The accident of the airplane carrying the Polish President a few months ago appears to have had a possibly major contributing factor of pressure to complete the flight as planned. One may wonder if the pressure was in fact real or just perceived, unfortunately its to late to ask the pilot. Perceived pressure may manifest itself every time the flight crew or pilot wonders what others may think or do if a decision is made, that interferes with someone else s plan. Loosing employment, punishment, being ridiculed or talked down to, or the possibility of such may induce a lot of pressure and cloud a pilot’s ability to function. Pressure can also be real. A sick passenger, or an important meeting the next day may place pilots in a bit of a crunch. Repeated attempts to land or continue on in deteriorating weather conditions, or flying with low fuel could be the result of pressure. A highly experienced Designated Pilot Examiner once shared with me: “Always ask yourself what is currently affecting your decision-making process?”. In our low and slow world of flying seaplanes we may be more intrigued to think that pressure is the last item on the list of potential human failure, yet, we keep reading about people pushing on and trying over and over to complete the flight before dark, or make it to the planned fuel stop with huge question signs about our fuel reserves lingering over our heads. If it looks bad, it probably is bad. Divert, stop, check, land and wait or simply turning around are usually the options that may leave us in need for a good explanation, but doing so beats leaving people behind who wonder about the “WHY?” of an accident, later.
8. Lack of Assertiveness:
“I own this plane and…” … Do you speak up when you notice a safety concern? As recreational seaplane pilots, we may never be affected by this issue. However, those of us who work with seaplanes may at times find an operator or owner who is not afraid of telling us that as the owner of the plane or operation, the mission is deemed possible. Saying No! can cost a job or the good relationship with a fellow pilot. But sometimes, saying no also comes with the huge benefit of meeting the offender again. “Being scared, or saying no takes a minute. Being dead takes a lifetime!”
9. Lack of Communication:
“I thought you wanted me to turn…” … Again, a point that may only have limited validity in our relaxed seaplane environment, yet the lack of communication is probably most prevalent in the training environment, where assuming what the instructor wanted, may yield a surprise! Equally, assuming that the mechanic did in fact check and see if he/ she could duplicate the cracking sound in left turns, or assuming that this seaplane base had no bird problems is just about as dangerous. The easy fix: Don’t assume and ask for clarification.
“Around here normally we…” … Something considered absolutely normal to you, may be next to absolute horror to others. Local and organizational norms are usually not documented and have been adopted by groups or organizations to streamline the flow of business or ease particular procedures. What we consider the norm may not make the least bit of sense to someone outside. Following standard procedure at least when strangers are in town, helps diffuse the confusion. An existing norm does not have to be right, it’s just a way for people to make things happen. However, when we encounter established norms which fail to make sense, it is best to ask and clarify, again. In the end, local norms and “ways of doing this” do not overrule written policy or regulation and sometimes it may be necessary to interfere.
11. Lack of Awareness:
“Why is it doing that?”… Usually a good indicator that someone has lost awareness, is when confusion takes over. Our mental processor is stuck or threading mud. The human fails to see and understand a condition or loses sight of the “big picture”. In the seaplane world this may be seen when realizing that the pilot who just pushed off the dock with the water rudders up has literally no control over his plane. It happens to the best and there is no experience limit. If we do not know what’s going on, we tend to try to fix the issue, never realizing that the big picture is to maintain control. Simulated engine failures are a good example that give a glimpse at the lack or sudden loss of awareness. Example: A flight instructor notices his students fixation on the emergency checklist, or trying to restart the engine, troubleshooting while getting dangerously close to a stall. A GPS is dimmed and the pilot may instantly feel overwhelmed at figuring this VOR/DME out again. An instrument pilot sets up for the approach, miles from the proper fix, or descends beneath the deck. A multitude of things can be considered the result of a lack of awareness, however, the victim is usually last to find out that something is wrong. There is no generic recipe to avoid a loss of awareness, other than constantly asking oneself: “Where am I going?; What am I doing?; Is this what I really need to be doing now?”. Sometimes talking out loud helps with maintaining awareness. Things such as “Gear up for water landing” can be a last-minute reminder to make sure.
“I’m so mad at…” … We differentiate between positive stress and negative stress. Positive stress is usually a fun & challenging situation that appears as if it can be mastered. We may sweat and shake through it, but the expected outcome is visible and attainable success. Remembering ones first solo flight (if completed without bent metal or splitting wood) might be a good measure to remember positive stress. Anticipation, a little bit of fear, but at the same time realizing that the old guy or gal who just walked away from the airplane has full confidence in our skills and ability to do this alone can be a major stress factor. It becomes positive stress after takeoff. Contrary to positive stress is negative stress. Being mad, upset, cranky or very anxious or even very fearful of an upcoming flight is negative stress. Trouble with a significant other, any sort of saddening event or loss of a loved one, losing a job or other life changing events may be a perfect excuse to fire up the plane and go for a flight but the goal must be to focus on the flight and its demands. Aggression is the last thing we need in the cockpit. Remembering the IMSAFE checklist before each flight is a productive countermeasure to it and gives us an opportunity to evaluate ourselves prior to wishing to be on the ground again.
This article is aimed at provoking a bit of thought in the readers mind as to what we can do, individually, but also in groups, teams and commercial flight departments, to leave a “safety footprint” for ourselves and others. By recalling a few common Human Factor Errors and thinking about them, we may spend a few minutes out of our busy lives to evaluate our own status and level of awareness. Maybe you can use some or all of it for your own flying. Refreshing on a few key items may help. If you think about them, you are already doing more than average and that is a good thing. As a guiding document you may wish to refer to the Dirty Dozen which is a listing of the 12 most common causes of human error, and subsequent failure developed by Mr. Gordon Dupont. While the basis of his initial effort was geared more towards the AMT (Aviation Maintenance Technician) his concepts and contributions to the industry have been widely accepted and recommended by the FAA, Transport Canada as well as EASA and apply equally to pilots and AMT’s.
“I have done this 1,000 times!”… As we gain experience in whatever we do, we tend to become more comfortable and relaxed in terms of our own standards. Just like a motorcycle driver is not realizing that he is just about to embark on a passing maneuver that is bound to fail, we may misjudge some minor detail that has tremendous impact on the outcome of our flight. We humans tend to categorize our reactions by putting certain triggers and responses and the experienced success or failure of the response into drawers within our brain. When we are triggered to make a decision, our brain automatically and very quickly determines which drawer to open. Experience can compensate for many shortfalls. The more we do something, the better we get at it, however, the better we get at something, the more prune we become, to making a quick mistake by simply ignoring the fact that not all situations are equal and not all reactions, solutions or measures apply exactly as we desire them to. Some say, it takes a certain amount of paranoia to effectively overcome complacency. Another, logical way to fight the effects of complacency is to keep moving the information that has been stored by continuing our education and thinking about our reactions ahead of an event. Just because something has worked well the last time does not mean that the same measure will yield the desired result this time. By staying open-minded and giving each situation or event the space and attention it demands we take a step towards avoiding complacency.
2. Lack of Knowledge:
“I did not know that this TFR was active”… Lack of knowledge is probably one of the most complex and dense areas of human error. We can have a lack of knowledge in regards to new regulations, technical details, new equipment installed in our aircraft, performance details, a new AD or service bulletin, airspace & procedure changes and much more. A lack of knowledge failure could probably best be described as having a large element of surprise hidden within. We find out after making an error that something in our system was not right. Every time we are asked a question we access stored information that could be outdated and obsolete or brand new. In order to create knowledge we need to reach for information. For many the simple way to reach for information is by asking questions. For others, the best way to gain knowledge is to read and research. Both methods come with potential downsides. The person we ask needs to have a solid understanding of how wrong information may affect us, down the road. If the information we have learned is incorrect we are just as well off as before. The gained knowledge is worthless. In turn if we read the integrity of the information must be assured. We could be reading the wrong document or overlook an annotation that specifies the area of applicability of the information. Only by asking and reading in a systematic way can we assure that what we are finding for answers is in fact substantiated. Using common sense can help in finding out if disbursed information is correct. Challenging an answer, or document, is sometimes needed to succeed.
3. Lack of Teamwork:
“I thought we are climbing to 2500…?” While this point may have only limited space in the single pilot environment we may, at any time ask a fellow pilot on his opinion or procedure to accomplish a certain task. When we look at multi crew cockpits, teamwork suddenly becomes much more important. In the single pilot environment we may consider the fuel truck driver, filling our fuel tanks, as a team member. On a seaplane base, the person who pushes you off the dock is an important part of your team. Whoever it is, who is engaged in the operation or movement of your aircraft or takes any active part in its movement must be part of a team. If a team is to be efficient and effective there must be common ground and a defined goal. Briefing and explaining what you wish to happen to your partner will leave space for questions and clarification before the action starts.
“Did I drain the fuel on the left wing or not?” …It is normal to lose track! We all do it, either in the office or on the phone. In many cases we find ourselves returning to a task after a short or long distraction and wonder where we left it off. For the passengers on a plane, occupying an aircraft who’s AMT was distracted during a repair or inspection, the one minute phone call or the 20 second small talk could turn deadly. For us as pilots, a distraction can have equal results, however we are subject to distractions all the time. Focusing on the task at hand requires us to do the simple, dirty things of flying first. “Fly The Plane” / “Look For Traffic” / “Keep The Ball Centered”… are just some of the things we may hear more or less frequently. When we watch other pilots fly, we have an awesome opportunity to gain a sneak peek at how they deal with distractions. A passenger pointing at his house in a turn, an ATC Controller rattling down a clearance or amended routing, a CFI dropping a pencil or a chart, or starting to chit chat just as we had to complete our pre- landing checklist or a talkative occupant can cause havoc to our ability to focus. Not answering the phone during a pre- flight inspection, not listing to last nights football results when getting ready to launch into the blue yonder… or keeping a sterile cockpit below a certain altitude can free up major resources in our brain and allow us to focus. It is never possible to remove all distractions. The only way to handle them is to continuously work on being aware of them and refining how much attention we pay to them.
“Someone got a toothpick”? … We are always fresh and relaxed when we fly our seaplanes. It’s fun! We have all spent time in cars or on airplanes and sooner or later we notice that everyone is asleep! It could have been a long flight, or not enough sleep the night before, or an oncoming cold. Whatever it may be, we may be physically or mentally fatigued and not even realize it. So could the guy or gal pumping JET A 1 into our Husky. Symptoms of fatigue are countless. Slow speech, slow eye movements, slow reaction times, delayed response, constantly doing the wrong thing first, or even physical weakness (trying to get up on the plane to fuel it) may be good indicators that we are dealing with someone who is, or are fatigued ourselves. Asking someone to look (y)our work over, and double-check, and paying attention to the symptoms of fatigue are the best prevention tools we have. Seeing someone walk around with an energy drink could be an indicator of dealing with someone who feels tired and is trying to squeeze a bit more performance out of him/ herself before taking a nap. Yes, there is a chance someone may just like the taste of Red Bull, but the chances of the person being tired or feeling exhausted are equally high. Ask a fellow pilots or share with him/her that you are tired and feeling exhausted. It may well mean the difference between a perfectly contempt copilot and a person who will keep us engaged and stay awake to keep us entertained on this upcoming 4 hour flight. Maybe its just better to take a power nap, sometimes a good nights sleep and a canceled flight are the best solution.
6.Lack of Resources:
“The sectional was sold out”… Missing people,equipment, documentation or time to complete a flight. Arrive a few minutes early and make sure everything is in order for the upcoming flight. By leaving ourselves an out, or a backup plan, in case we are missing anything that will help to complete the flight we have done a good first step. This could be as simple as finding out that the rental plane just recently had a new radio or GPS installed. Taxiing for takeoff is the worst possible time to try to figure out how to get a frequency changed or find out that frequencies for departure have changed.
To be continued…
Wire strikes remain to be dangerous to Seaplanes, too!
MET towers (Meteorological towers), are used to gather wind data necessary for site evaluation and development of wind energy projects. They can be erected very rapidly and may be on site from a few days to up to a year or longer. Towers generally range in height from 30, 50, 60 and 80 meters tall. Any tower less than 200 feet in height is not required by regulation to be lighted. At this time there is no standardized notification system in place to indicate when and where these towers are erected. These are not posted in any Airport Facility Directory, NOTAMS, etc. unless they interfere with airport operations. BE ON THE OUTLOOK FOR THESE HAZARDS…! For more information, please click on these links:
Several months ago an inquiry on the FAAST blog was posted, asking about the SeaWings program as it was previously known to us. The FAA entertains a blog on everything wings. Include it in your daily scan as more and more people start to catch on with asking questions! http://faawings.blogspot.com/