Recently, the FAA formally announced that they would be removing a number of test questions from the Private Pilot Knowledge Test. These test questions involved topics such ADF/NDB and Medevac. They also involved a number of weather related questions concerning Radar Summary Charts, EFAS (En Route Flight Advisory Service), and TWEBs (Transcribed Weather Broadcast).
Of the weather topics, the Radar Summary Chart and TWEB products have been essentially eliminated in the Continental United States. Alaska still has TWEB products as of this writing.
This notice from the FAA got me thinking about these and some other weather products that have gone away in the last few years and what has come along to serve the same or a similar purpose. I’ll touch on the TWEB and Radar Summary Chart in this post and perhaps touch on some others in a future post.
TWEB
TWEBs existed when I started flying many years ago and I’ve known about them from that early time. As a pilot and a flight instructor, I can’t recall ever listening to one over all of those years. I would generally just speak to a Flight Service or EFAS briefer instead.
TWEBs were designed to be a prerecorded location or route briefing. These recordings would be broadcast over NDB or VOR facilities and you could tune in to listen to the message. Some TWEB stations allowed you to call in via the telephone as well to listen to the recording. The broadcast would include general weather information along with hazards, local METARs, and a forecast for the respective area.
To be useful, you needed to be flying the route specified or flying a local flight at the particular location.
If you were really a glutton for punishment, the National Weather Service (NWS) also prepared a text version of the TWEB complete with lots of abbreviations for your viewing pleasure.
249 TWEB 251402 KISN-KMOT-KGFK. ALL HGTS AGL XCP TOPS. KISN-50NM E KISN TIL 00Z P6SM SKC… AFT 00Z P6SM SCT050 LCL P6SM -TSRA BKN050. 50NM E KISN-KDVL TIL 20Z P6SM SCT070… AFT 20Z P6SM SCT070 LCL SFC WNDS VRB35G45KT 3-5SM TSRA CIGS OVC030-040. KDVL-KGFK TIL 16Z P6SM SCT-BKN020 AREAS 3-5SM BR… AFT 16Z P6SM SCT040.
Self-briefings through DUAT and later Lockheed Martin Flight Service’s website (let alone a call to Flight Service) allow you to get the same information but specific to your own route. In-flight use of EFAS (Flight Watch) along with satellite and ground based weather downlink/uplink have eliminated much of the need for this prerecorded product. Additionally, the consolidation of the many FSS stations under LM FSS has made this product more difficult to keep up to date even if there hadn’t been suitable replacements.
Radar Summary Chart
The Radar Summary Chart was a great product back in its day. It was one of the few products that would give you an indication of the weather between reporting stations. It would provide information on the height of the precipitation along with the intensity of storm cells and their general speed and direction of movement. It contained a great deal of information that you need as a pilot.
Back in the days before the Internet and smart phones with live radar, this was great information in a relatively compact product that could be received by teletype and later via FAX machine. Black and images with contours for intensity told you much of what you needed to know.
There were a number of issues with the Radar Summary Chart but if you understood them, you could deal with them. First, the chart only came out once per hour. This meant that the information displayed could be out of date, especially with fast moving thunderstorm cells. People complain that the Nexrad information being supplied to our cockpits isn’t real time but compared to the Radar Summary Chart, a 10-15 minute data delay is amazingly close.
Nowadays, one would think that the radar data shown in the Radar Summary Chart would be a digital transfer from live radar screens composited onto a single chart. In its latter years this may have been the case, but for most of the life of this product it was actually compiled from a textual radar product known as a Radar Weather Report or RAREP. RAREPs were and still are an ugly product. They are tough to interpret without plotting them which is what the Radar Summary Chart did.
Here is a RAREP from today as I write this post (there is snow heading this way):
CLE 1935 AREA 8SW+ 262/20 108/11 27W
AUTO
^ML13 NL2
ILN 1935 AREA 6SW+ 272/19 116/10 30W
AUTO
^MM3 NM2
OHX 1935 AREA 2SW++ 273/125 137/110 153W
left: 30px;”>AUTO
The NWS does have a color replacement product but it does seem to be missing some of the elements of the old chart. The new product appears to come out every half hour which is an improvement and it does show more intensity levels through color than the old. One important thing that it does not show is whether an area is blank because there are no echos or because there is no information (ie: equipment failure). Also missing is an indication of the precipitation type that was found on the old chart. Cell movement appears to be there but the symbology has changed from arrows to pennants.
In addition, nearly live radar with motion and color intensity are available from a number of resources. Most of these products unfortunately do not include precipitation height which can be an important indicator to those of us who fly. You also need to be fully aware of any limitations that the bright and shiny color radar display may have. You may not want to stake your life on the latest free app that all of your ground-bound friends are using.
Conclusion
For many years, change in aviation was a slow process and it really still is, but change does come and we all need to keep up. TWEBs and the black and white Radar Summary Chart both had their day. Now, they are moving on to make way for bigger and brighter things. Enjoy the ride!
https://media.flighttrainingcentral.com/wp-content/uploads/2015/02/05182543/080623-1920Z-RadarSummary.gif11181728studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2015-02-24 10:00:252021-06-08 19:23:46Out with the Old, In with the New
New Content and Improved Functionality Deliver Even More Value
Nearly four hours of new high-definition video content have been added along with improved features for the popular written test prep application in the latest version release of Sporty’s Learn to Fly Course.
New video content includes training in cross-country flight operations that focuses on airspace, chart interpretation, planning, and detailed weather analysis that takes advantage of the latest products and technology available from the Aviation Weather Center and Lockheed Martin Flight Service. Real-world cross-country scenarios examine pilotage and dead reckoning while also incorporating GPS and modern iPad EFB applications. For those transitioning to night flying, you’ll also appreciate new tips and techniques. Supplemented with new graphics and 3D animations that offer incredible detail, these new segments are sure to provide student pilots with information relevant to modern technology and the current training environment.
Additionally, Sporty’s is pleased to introduce on-screen Meteorologist Scott Dimmich in this latest version. Scott’s extensive television experience, weather expertise and vast aviation knowledge really shines as he discusses advanced weather theory and frontal weather as it relates to cross-country flying.
Sporty’s has also improved functionality within the written test prep function of the course allowing users to more easily take advantage of the popular feature that allows the written exam endorsement to be earned directly from the course. Test prep allows customized study sessions and simulated exams to be created with access to plain English explanations written by Sporty’s instructional team.
A detailed history of learning sessions is available anytime within customized Progress Reports for further review and to help measure progress. Study achievements can even be shared with friends, fellow pilots and flight instructors.
At each login, online and App users continue to gain access to brand new content at no additional charge. Sporty’s is regularly updating and refining video content, adding graphics and enhancing test preparation. Users are guaranteed to pass their written, oral and flight tests and can even receive their written exam endorsement right from the course.
Maybe it was skirting the edge of that Class B airspace or inadvertently overflying a college football stadium within an hour of kick off. The event was over as fast as it began. You’re quick to dismiss what seemed the innocuous event as there was no observed traffic within sight and you didn’t hear a word about it on the local approach frequency – no harm, no foul. But weeks, if not months later, you receive the dreaded letter that no pilot wants to receive. You’re the subject of an FAA investigation. Now what?
The letter is from an FAA Safety Inspector based at your local Flight Standards District Office (FSDO). He states the purpose of the letter, description of the particular event, and as required, informs you that you’re the subject of an investigation. It’s worth noting that I count among my closest friends in aviation, FAA Safety Inspectors. They are pilots just like us – flight instructors, aircraft owners and students with similar backgrounds and a passion for aviation that unites us. That being said, FAA Safety Inspectors have a job to do which is primarily to protect the general public. And in that capacity, they are bound to investigate suspected FAR violations.
Your first response to such an inquiry can be significant in the course of action an Inspector may choose; however, it’s always advisable to seek some level of counsel ahead of providing an official response. In these cases, having the resources available of a program such as the AOPA Legal Services will more than pay for itself. It would also be advisable to file a report, within 10 days of the event, with the Aviation Safety Reporting System (ASRS). This report is also known as a NASA Report, and should be filed any time you are involved or witness an event with significant safety implications – including a potential violation.
The Aviation Safety Reporting System (ASRS)
The ASRS was established in 1975 under an agreement between the FAA and NASA by which the FAA provides most of the funding for the program and NASA serves as the independent administrator. As administrator, NASA collects, analyzes, and responds to the voluntarily submitted safety incident reports which can be submitted by pilots, controllers, flight attendants, mechanics, ground personnel and anyone involved in aviation operations.
The reports are used to describe safety related matters and, in turn, identify deficiencies and discrepancies to support policy formulation and planning and ultimately make the aviation system better. Reports can be submitted online at asrs.arc.nasa.gov.
When a report is received it is de-identified before being entered into the incident database. During this process, personal and organizational names are removed and dates, times, and related information are generalized or eliminated. The most important aspect of the program is that proof of report submission can be used for sanction (not enforcement) immunity.
Yes, by regulation, FAA will not use ASRS information in enforcement actions (14 CFR 91.25). Fines and penalties are waived for unintentional violations of federal aviation statutes and regulations. Notable limitation of the immunity are:
Does not extend to reports of accidents or criminal activity
Alleged violation must be inadvertent
Cannot be criminal in nature or involve an accident
Reporter must not have had violation within five (5) years
ASRS report must be submitted within 10 days.
Enforcement Actions
Inspectors are empowered with a great deal of discretion and latitude in resolving suspected violations and factors that may be considered are
the nature of violation (inadvertent or deliberate)
level of experience and responsibility
attitude of the suspected violator
hazard to safety of others
action taken by employer of other authority
length of time since a previous violation
need for a special deterrent
presence of any factors involving national interest.
Enforcement actions at the disposal of your local Inspector include an administrative action, reexamination, certificate action, revocation or suspension, civil penalty (typically for organizations) or criminal action.
Administrative actions are used for minor violations which are found not to be deliberate or significantly unsafe and do NOT show lack of competency. The administrative action can take the form of a warning notice or letter of correction. The letter of correction includes the provision that the pilot has taken or will take corrective or preventive action (e.g. remedial training.) Administrative actions remain on your official airman record for two (2) years.
The reexamination option is technically not an enforcement action although it essentially serves the same purpose. You’ll often here the reexamination process described as a “709 ride” which refers to the U.S. code granting the authority of the FAA to take such action. The reexamination can occur anytime reasonable ground exists but generally would occur after an accident, incident or suspected FAR violation according the Inspector’s Handbook. It’s worth noting that the reexaminations have a very low failure rate and if successful, result in no official airman record.
Certificate suspension or revocations are reserved for serious FAR violations indicative of lack of technical proficiency or qualification deemed too serious to remedy through reexamination or administrative action.
Of course, as pilots, we would much prefer, and should strive to avoid the FAA investigative or enforcement process. But we’re all human and mistakes can be made so an important point is that the process is generally fair and can even be a positive, productive learning experience. Remember, if in doubt to the proper response of an FAA investigation, or if concerns exist as to the ramifications of an enforcement action, always take the time to seek out expert advice.
Safe flying!
https://media.flighttrainingcentral.com/wp-content/uploads/2015/02/05182549/FAA-Ramp-Check.jpg359478studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2015-02-09 12:32:242021-06-08 19:23:46FAA Enforcement & the Aviation Safety Reporting System
Over the course of your flight training there will be times when things feel like they’re happening very fast and it’s tough to keep up with the airplane. This is completely normal and typically happens during the first few weeks of training. It also is common when learning a new maneuver or procedure, or when getting checked out in a high-performance airplane. We all know the airplane isn’t the ideal classroom environment with engine noise to shout over, turbulence to ride through, aircraft instrumentation to interpret, all while your CFI guides you through a lesson plan. Wouldn’t it be nice though, if you could relive your flight lessons in a more controlled environment, to replay the flight and see how you handled each scenario?
The good news is that you can; and it’s never been easier thanks to advancements in a wide-spectrum of mobile technology. New iPad apps and action cameras make it a snap to record the details of each lesson, including your audio communications, cockpit video and GPS flight path. In my experience incorporating these techniques will help you progress more quickly towards your checkride, ultimately saving you time and money.
Audio recording
The easiest way to get started is to record the cockpit audio from your flight using an iPhone or iPad app. You’ll will find it beneficial to go back and listen to the dialogue between yourself and the CFI as they give real-time feedback on maneuvers and procedures from the flight. You’ll hear things you missed, along with reinforcements of what you did right and wrong throughout the flight. This is also useful when learning ATC communications, allowing you to review radio calls from Approach and Tower controllers and analyze your responses.
The simplest way to to do this is to use the included Voice Memos app on your iPhone and an audio adapter cable that interfaces between your intercom jack and headset. If you want to use an iPad or Android phone, a quick search in the app store will reveal several audio recording apps. If you have a newer Lightspeed headset check out the FlightLink app, which seamlessly interfaces with these modern headsets. The app will even record wirelessly over Bluetooth with the new Lightspeed PFX headset.
In-flight cockpit video
To take things to the next level, consider adding a small action camera to record video of your flights. Everyone knows the name GoPro these days, and these mini cameras do an excellent job at recording HD video from your flight. You’ll be able to see the instrument panel, flight controls and each event from the flight. You can even add an audio adapter cable to tie into the aircraft intercom to record both ATC and cockpit audio synced with the video.
Another in-flight camera option is the Garmin Virb, which records high-quality HD video like the GoPro, but also simultaneously logs your GPS position data. This allows you to quickly locate various points in the flight when reviewing the video by seeing your ground track on an adjacent map. The Virb is also a better option when recording cross-countries since it has about double the battery life of the GoPro and lasts about 3 hours. And after you earn your pilot certificate you’ll love taking these cameras with you on all your flights and capturing your experiences out the window as you travel to new airports and destinations.
GPS flight path logging
Ok so we’ve covered options for recording both the video and audio, what’s next? The latest trend in aviation is flight data recording, where you capture your GPS flight path with a portable device, and then analyze the data when back on the ground to visually debrief your maneuvers. Since most pilots are flying with iPads these days, the easiest way to do this is with an iPad/GPS combo and an aviation app. Both ForeFlight and WingX Pro, two of the mainstream aviation apps for pilots, include this capability right in the app.
When back on the ground you can then easily view your flight path on satellite imagery or aviation charts. You can also export the data to Google Earth for a 3D picture of your flight. And for the ultimate review, you can export the flight data to a premium-app like Cloud Ahoy, which will allow you to visualize each maneuver. It’ll even analyze them to show you where you deviated from altitude on steep turns, or heading when performing slow flight, for example.
Another option for data-recording is to use a dedicated device like the Stratus ADS-B receiver, which contains a built-in data recorder. The benefit here is that it starts recording automatically, leaving you with one less task to handle in the airplane. Just like when recording with ForeFlight’s built-in flight tracking feature, you can quickly export this data for review on aviation maps, Google Earth or CloudAhoy.
https://media.flighttrainingcentral.com/wp-content/uploads/2015/01/05182552/Charlie-Chris-flight.png11392047studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2015-01-30 10:53:112021-06-08 19:23:46How to pause, rewind and replay your flight lessons
Can you use an iPad during flight training? The answer is almost always yes, but a smart pilot should understand when and how to integrate technology into the learning process. Sporty’s recently hosted a webinar on the topic, which offers over an hour of tips for pilot new to the iPad: popular apps, legal considerations, questions to ask your flight school and much more. Hosted by two senior flight instructors at Sporty’s, you’re sure to learn something from the video below:
https://media.flighttrainingcentral.com/wp-content/uploads/2015/01/05182600/Screen-Shot-2015-01-23-at-11.16.49-AM.png351634studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2015-01-23 11:15:042021-06-08 19:23:46Flight training and the iPad – webinar video
A mere 10 years ago, aircraft were still being manufactured with round (traditional) gauges originally designed for steam engines. Think about the technology in an altimeter. By simply measuring the difference in pressure, two small needles spin around to show you your height above mean sea level (MSL). This simple device is hardly accurate, but we’ve been using it forever so we’ll keep using it forever.
Fast forward to just five years ago and glass displays were becoming common in cockpits from airliners to general aviation aircraft. The costs were relatively low compared to the circle gauges of the past. You want five gauges in one? No problem – sign here and write a check is all it takes.
Then comes the iPad – a revolutionary electronic tablet made for mass consumers. Surely, this $500 magic device that can be bought at Walmart and many other big box retailers can’t be accurate enough for aviation. After all, we aviators take special pride in buying an alternator with an FAA stamp of approval for five times the amount for the same piece of equipment without the FAA blessing.
But wait…
yes, it is that good!
I contend that even the iPad alone is an extremely capable tool, but now we even have the ability to integrate the device with all sorts of good things. I can get real-time weather, charts, airport information, waypoints, terrain alerts, runway incursion prevention, flight computer calculations, electronic logbook, glide paths to nearest airports, traffic, engine gauges, AHRS data, GPS position, ADS-B and a lot of other acronyms that few people (including me) understand. The best part though, are that these systems are dramatically less expensive than the Glass Cockpit movement from five years ago.
So what happens to the gauges? We have the capability for a usable replacement for every gauge in the traditional cockpit to be displayed on one small, electronic screen. And now that this incredible device can fit in the palm of your hand, could we start with a clean sheet of paper for cockpit design – maybe. I’m sure there are others that are already imagining a new generation of flight deck and aircraft design made possible with “iPad technology.” It’s fun to cast old design concepts aside dictated in some respects to what no longer holds true.
When will a major aircraft manufacturer replace 90% of the gauges with nothing but a RAM iPad mount? Can we turn a Beach Baron into something that looks more like a helicopter bubble with wings? How about an airliner where the passengers sit up front? What if we went all Wright Brothers and flew the plane while lying on our stomach? The answer is I’m not sure and likely no time soon, but it’s fun to imagine what could be. Super Man would probably approve.
https://media.flighttrainingcentral.com/wp-content/uploads/2015/01/05182601/ipad-syn-vis.jpg15362048studentpltnewshttps://media.flighttrainingcentral.com/wp-content/uploads/2022/01/05155154/FTC-logo-horizontal-fianl.pngstudentpltnews2015-01-23 10:00:472021-06-08 19:23:46Move over gauges, here comes the iPad
Out with the Old, In with the New
/in Tips and technique/by StudentpltnewsRecently, the FAA formally announced that they would be removing a number of test questions from the Private Pilot Knowledge Test. These test questions involved topics such ADF/NDB and Medevac. They also involved a number of weather related questions concerning Radar Summary Charts, EFAS (En Route Flight Advisory Service), and TWEBs (Transcribed Weather Broadcast).
Of the weather topics, the Radar Summary Chart and TWEB products have been essentially eliminated in the Continental United States. Alaska still has TWEB products as of this writing.
This notice from the FAA got me thinking about these and some other weather products that have gone away in the last few years and what has come along to serve the same or a similar purpose. I’ll touch on the TWEB and Radar Summary Chart in this post and perhaps touch on some others in a future post.
TWEB
TWEBs existed when I started flying many years ago and I’ve known about them from that early time. As a pilot and a flight instructor, I can’t recall ever listening to one over all of those years. I would generally just speak to a Flight Service or EFAS briefer instead.
TWEBs were designed to be a prerecorded location or route briefing. These recordings would be broadcast over NDB or VOR facilities and you could tune in to listen to the message. Some TWEB stations allowed you to call in via the telephone as well to listen to the recording. The broadcast would include general weather information along with hazards, local METARs, and a forecast for the respective area.
To be useful, you needed to be flying the route specified or flying a local flight at the particular location.
If you were really a glutton for punishment, the National Weather Service (NWS) also prepared a text version of the TWEB complete with lots of abbreviations for your viewing pleasure.
249 TWEB 251402 KISN-KMOT-KGFK. ALL HGTS AGL XCP TOPS. KISN-50NM E KISN TIL 00Z P6SM SKC… AFT 00Z P6SM SCT050 LCL P6SM -TSRA BKN050. 50NM E KISN-KDVL TIL 20Z P6SM SCT070… AFT 20Z P6SM SCT070 LCL SFC WNDS VRB35G45KT 3-5SM TSRA CIGS OVC030-040. KDVL-KGFK TIL 16Z P6SM SCT-BKN020 AREAS 3-5SM BR… AFT 16Z P6SM SCT040.
Self-briefings through DUAT and later Lockheed Martin Flight Service’s website (let alone a call to Flight Service) allow you to get the same information but specific to your own route. In-flight use of EFAS (Flight Watch) along with satellite and ground based weather downlink/uplink have eliminated much of the need for this prerecorded product. Additionally, the consolidation of the many FSS stations under LM FSS has made this product more difficult to keep up to date even if there hadn’t been suitable replacements.
Radar Summary Chart
The Radar Summary Chart was a great product back in its day. It was one of the few products that would give you an indication of the weather between reporting stations. It would provide information on the height of the precipitation along with the intensity of storm cells and their general speed and direction of movement. It contained a great deal of information that you need as a pilot.
There were a number of issues with the Radar Summary Chart but if you understood them, you could deal with them. First, the chart only came out once per hour. This meant that the information displayed could be out of date, especially with fast moving thunderstorm cells. People complain that the Nexrad information being supplied to our cockpits isn’t real time but compared to the Radar Summary Chart, a 10-15 minute data delay is amazingly close.
Nowadays, one would think that the radar data shown in the Radar Summary Chart would be a digital transfer from live radar screens composited onto a single chart. In its latter years this may have been the case, but for most of the life of this product it was actually compiled from a textual radar product known as a Radar Weather Report or RAREP. RAREPs were and still are an ugly product. They are tough to interpret without plotting them which is what the Radar Summary Chart did.
Here is a RAREP from today as I write this post (there is snow heading this way):
CLE 1935 AREA 8SW+ 262/20 108/11 27W
AUTO
^ML13 NL2
ILN 1935 AREA 6SW+ 272/19 116/10 30W
AUTO
^MM3 NM2
OHX 1935 AREA 2SW++ 273/125 137/110 153W
left: 30px;”>AUTO
^LL41 MI1 ML31 NI1111 NO11 OL111111 PI1111 QI111121
The black and white Radar Summary Chart saw its last transmission from the NWS back in June, 2013. The FAA released a new computer testing supplement for the Sport, Recreational, and Private tests later that year with the old chart still a part of the test. Thankfully, as of February 9th, 2015, it is no longer on the test.
In addition, nearly live radar with motion and color intensity are available from a number of resources. Most of these products unfortunately do not include precipitation height which can be an important indicator to those of us who fly. You also need to be fully aware of any limitations that the bright and shiny color radar display may have. You may not want to stake your life on the latest free app that all of your ground-bound friends are using.
Conclusion
For many years, change in aviation was a slow process and it really still is, but change does come and we all need to keep up. TWEBs and the black and white Radar Summary Chart both had their day. Now, they are moving on to make way for bigger and brighter things. Enjoy the ride!
Sporty’s Releases Updated Learn to Fly Course
/in Get Started/by StudentpltnewsNew Content and Improved Functionality Deliver Even More Value
New video content includes training in cross-country flight operations that focuses on airspace, chart interpretation, planning, and detailed weather analysis that takes advantage of the latest products and technology available from the Aviation Weather Center and Lockheed Martin Flight Service. Real-world cross-country scenarios examine pilotage and dead reckoning while also incorporating GPS and modern iPad EFB applications. For those transitioning to night flying, you’ll also appreciate new tips and techniques. Supplemented with new graphics and 3D animations that offer incredible detail, these new segments are sure to provide student pilots with information relevant to modern technology and the current training environment.
Sporty’s has also improved functionality within the written test prep function of the course allowing users to more easily take advantage of the popular feature that allows the written exam endorsement to be earned directly from the course. Test prep allows customized study sessions and simulated exams to be created with access to plain English explanations written by Sporty’s instructional team.
At each login, online and App users continue to gain access to brand new content at no additional charge. Sporty’s is regularly updating and refining video content, adding graphics and enhancing test preparation. Users are guaranteed to pass their written, oral and flight tests and can even receive their written exam endorsement right from the course.
Sporty’s online Learn to Fly Course or Learn to Fly App is available for just $199.
FAA Enforcement & the Aviation Safety Reporting System
/in Regulations, Tips and technique/by StudentpltnewsMaybe it was skirting the edge of that Class B airspace or inadvertently overflying a college football stadium within an hour of kick off. The event was over as fast as it began. You’re quick to dismiss what seemed the innocuous event as there was no observed traffic within sight and you didn’t hear a word about it on the local approach frequency – no harm, no foul. But weeks, if not months later, you receive the dreaded letter that no pilot wants to receive. You’re the subject of an FAA investigation. Now what?
Your first response to such an inquiry can be significant in the course of action an Inspector may choose; however, it’s always advisable to seek some level of counsel ahead of providing an official response. In these cases, having the resources available of a program such as the AOPA Legal Services will more than pay for itself. It would also be advisable to file a report, within 10 days of the event, with the Aviation Safety Reporting System (ASRS). This report is also known as a NASA Report, and should be filed any time you are involved or witness an event with significant safety implications – including a potential violation.
The Aviation Safety Reporting System (ASRS)
The reports are used to describe safety related matters and, in turn, identify deficiencies and discrepancies to support policy formulation and planning and ultimately make the aviation system better. Reports can be submitted online at asrs.arc.nasa.gov.
When a report is received it is de-identified before being entered into the incident database. During this process, personal and organizational names are removed and dates, times, and related information are generalized or eliminated. The most important aspect of the program is that proof of report submission can be used for sanction (not enforcement) immunity.
Yes, by regulation, FAA will not use ASRS information in enforcement actions (14 CFR 91.25). Fines and penalties are waived for unintentional violations of federal aviation statutes and regulations. Notable limitation of the immunity are:
Enforcement Actions
Enforcement actions at the disposal of your local Inspector include an administrative action, reexamination, certificate action, revocation or suspension, civil penalty (typically for organizations) or criminal action.
Administrative actions are used for minor violations which are found not to be deliberate or significantly unsafe and do NOT show lack of competency. The administrative action can take the form of a warning notice or letter of correction. The letter of correction includes the provision that the pilot has taken or will take corrective or preventive action (e.g. remedial training.) Administrative actions remain on your official airman record for two (2) years.
The reexamination option is technically not an enforcement action although it essentially serves the same purpose. You’ll often here the reexamination process described as a “709 ride” which refers to the U.S. code granting the authority of the FAA to take such action. The reexamination can occur anytime reasonable ground exists but generally would occur after an accident, incident or suspected FAR violation according the Inspector’s Handbook. It’s worth noting that the reexaminations have a very low failure rate and if successful, result in no official airman record.
Certificate suspension or revocations are reserved for serious FAR violations indicative of lack of technical proficiency or qualification deemed too serious to remedy through reexamination or administrative action.
Of course, as pilots, we would much prefer, and should strive to avoid the FAA investigative or enforcement process. But we’re all human and mistakes can be made so an important point is that the process is generally fair and can even be a positive, productive learning experience. Remember, if in doubt to the proper response of an FAA investigation, or if concerns exist as to the ramifications of an enforcement action, always take the time to seek out expert advice.
Safe flying!
How to pause, rewind and replay your flight lessons
/in Tips and technique/by StudentpltnewsThe good news is that you can; and it’s never been easier thanks to advancements in a wide-spectrum of mobile technology. New iPad apps and action cameras make it a snap to record the details of each lesson, including your audio communications, cockpit video and GPS flight path. In my experience incorporating these techniques will help you progress more quickly towards your checkride, ultimately saving you time and money.
Audio recording
The easiest way to get started is to record the cockpit audio from your flight using an iPhone or iPad app. You’ll will find it beneficial to go back and listen to the dialogue between yourself and the CFI as they give real-time feedback on maneuvers and procedures from the flight. You’ll hear things you missed, along with reinforcements of what you did right and wrong throughout the flight. This is also useful when learning ATC communications, allowing you to review radio calls from Approach and Tower controllers and analyze your responses.
The simplest way to to do this is to use the included Voice Memos app on your iPhone and an audio adapter cable that interfaces between your intercom jack and headset. If you want to use an iPad or Android phone, a quick search in the app store will reveal several audio recording apps. If you have a newer Lightspeed headset check out the FlightLink app, which seamlessly interfaces with these modern headsets. The app will even record wirelessly over Bluetooth with the new Lightspeed PFX headset.
In-flight cockpit video
Another in-flight camera option is the Garmin Virb, which records high-quality HD video like the GoPro, but also simultaneously logs your GPS position data. This allows you to quickly locate various points in the flight when reviewing the video by seeing your ground track on an adjacent map. The Virb is also a better option when recording cross-countries since it has about double the battery life of the GoPro and lasts about 3 hours. And after you earn your pilot certificate you’ll love taking these cameras with you on all your flights and capturing your experiences out the window as you travel to new airports and destinations.
GPS flight path logging
Ok so we’ve covered options for recording both the video and audio, what’s next? The latest trend in aviation is flight data recording, where you capture your GPS flight path with a portable device, and then analyze the data when back on the ground to visually debrief your maneuvers. Since most pilots are flying with
iPads these days, the easiest way to do this is with an iPad/GPS combo and an aviation app. Both ForeFlight and WingX Pro, two of the mainstream aviation apps for pilots, include this capability right in the app.
When back on the ground you can then easily view your flight path on satellite imagery or aviation charts. You can also export the data to Google Earth for a 3D picture of your flight. And for the ultimate review, you can export the flight data to a premium-app like Cloud Ahoy, which will allow you to visualize each maneuver. It’ll even analyze them to show you where you deviated from altitude on steep turns, or heading when performing slow flight, for example.
Another option for data-recording is to use a dedicated device like the Stratus ADS-B receiver, which contains a built-in data recorder. The benefit here is that it starts recording automatically, leaving you with one less task to handle in the airplane. Just like when recording with ForeFlight’s built-in flight tracking feature, you can quickly export this data for review on aviation maps, Google Earth or CloudAhoy.
Flight training and the iPad – webinar video
/in Webinars/by StudentpltnewsCan you use an iPad during flight training? The answer is almost always yes, but a smart pilot should understand when and how to integrate technology into the learning process. Sporty’s recently hosted a webinar on the topic, which offers over an hour of tips for pilot new to the iPad: popular apps, legal considerations, questions to ask your flight school and much more. Hosted by two senior flight instructors at Sporty’s, you’re sure to learn something from the video below:
Move over gauges, here comes the iPad
/in Having fun, Personal stories/by StudentpltnewsFast forward to just five years ago and glass displays were becoming common in cockpits from airliners to general aviation aircraft. The costs were relatively low compared to the circle gauges of the past. You want five gauges in one? No problem – sign here and write a check is all it takes.
Then comes the iPad – a revolutionary electronic tablet made for mass consumers. Surely, this $500 magic device that can be bought at Walmart and many other big box retailers can’t be accurate enough for aviation. After all, we aviators take special pride in buying an alternator with an FAA stamp of approval for five times the amount for the same piece of equipment without the FAA blessing.
But wait…
yes, it is that good!
So what happens to the gauges? We have the capability for a usable replacement for every gauge in the traditional cockpit to be displayed on one small, electronic screen. And now that this incredible device can fit in the palm of your hand, could we start with a clean sheet of paper for cockpit design – maybe. I’m sure there are others that are already imagining a new generation of flight deck and aircraft design made possible with “iPad technology.” It’s fun to cast old design concepts aside dictated in some respects to what no longer holds true.
When will a major aircraft manufacturer replace 90% of the gauges with nothing but a RAM iPad mount? Can we turn a Beach Baron into something that looks more like a helicopter bubble with wings? How about an airliner where the passengers sit up front? What if we went all Wright Brothers and flew the plane while lying on our stomach? The answer is I’m not sure and likely no time soon, but it’s fun to imagine what could be. Super Man would probably approve.