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J A N U A R Y / F E B R U A R Y 2 0 0 1 A V I A T I O N S A F E T Y F R O M C O V E R T O C O V E R Page One: Those "Worthless" VFR Flight Plans J A N U A R Y / F E B R U A R Y 2 0 0 1 V O L U M E 4 0 • N U M B E R 1 F E AT U R E S Rodney E. Slater, Secretary of Transportation Jane F. Garvey, FAA Administrator Thomas E. McSweeny, Associate Administrator for Regulation and Certification 1 Those 'Worthless' VFR Flight Plans L. Nicholas Lacey, Director, Flight Standards Service 3 To Enter "B" or Not to Enter "B"… Michael L. Henry, Manager, General Aviation and Commercial Division Phyllis Anne Duncan, Editor 4 Big Deal Louise C. Oertly, Senior Associate Editor H. Dean Chamberlain, Forum Editor 6 Attention Pilots A. Mario Toscano, Associate Editor/Designer Deidra Shaw, Administrative Assistant 8 Hazardous Chemicals in the Aviation Workplace 13 Cessna Fatal Spin Accident The FAA's Flight Standards Service, General Aviation and Commercial Division, Publications Branch, AFS–805, Washington, DC 20591; tele- 14 A Long Time Ago phone (202) 267–8212, FAX (202) 267–9463; pub- lishes FAA AVIATION NEWS in the interest of flight 19 Termination of 121.5 MHz ELT Monitoring Announced safety. The magazine promotes aviation safety by calling the attention of airmen to current technical, regulatory, and procedural matters affecting the safe 21 MRE's and Aircraft Don't Mix operation of aircraft. Although based on current FAA policy and rule interpretations, all printed material 22 Super Bowl XXXV Special Air Traffic Procedures herein is advisory or informational in nature and should not be construed to have regulatory effect. 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To keep subscription prices down, the Government Printing Office mails subscribers only one renewal notice. You can tell when your sub- scription ends by checking the date on the second line of your mailing label. To be sure that your serv- ice continues without interruption, please return your renewal notice promptly. ✳✳✳✳✳✳✳✳✳✳✳✳✳✳3–DIGIT 342 FAN SMITH212J JUN02 R 1 423✳ JOHN SMITH FRONT COVER: Cessna 182 212 MAIN ST FORESTVILLE MD 20747 Skylane (Cessna photo) BACK COVER: A Kolb FireFly in flight. (Mario Toscano photo) http://www.faa.gov/avr/news/newshome.htm A D O T / F A A F L I G H T S T A N D A R D S S A F E T Y P U B L I C A T I O N Those "Worthless" VFR Flight Plans by Andy Applegate I n this go and do faster world you or even know you're missing? If This is not to say that you can't file a that we live in, day in and day you, however, had taken the time to flight plan for a trip that is only fifteen out, the last thing on many pi- file a VFR flight plan with Lansing Au- miles from your point of departure— lots' minds is filing a flight plan, tomated Flight Service Station (AFSS) YOU CAN! VFR flight plans give you especially if they are flying in a VFR en- or filed it over the direct user access an added insurance of safety that, if vironment. Reliance on inventions like terminal system (DUATS, which is tied by chance something drastic hap- LORAN and GPS have caused some in with the Flight Service Station's pened during your flight, someone will pilots to just jump in the airplane and messaging system) and activated it be waiting on the other end to hear takeoff without performing all the usual soon after your departure, search and from you. And can you believe that it preflight planning activities before they rescue units would be out within hours doesn't cost you a penny? That's go. Now imagine that you didn't con- to start locating your accident scene. right. IT'S FREE! duct any preflight planning or file a VFR flight plans are not required There is a discouraging step that VFR flight plan from your home airport by the Federal Aviation Regulations everyone who does file a VFR flight to go to your favorite vacation spot in (FAR) to be on file with a Flight Service plan sometimes forgets to perform— the Upper Peninsula of Michigan. Station (FSS). However, it has been a CLOSING THE FLIGHT PLAN. No- Along the way you run into bad recommended policy that a flight plan body likes to be called by the FAA late weather or get off course and run out should be filed for every crosscountry in the evening or at night while you are of fuel and, unfortunately, end up flight where your intended point of tucked in bed to make sure you made crashing somewhere between here landing is more than 50 nautical miles it home from the airport. There are and there. Who's going to look for from the original point of departure. several embarrassing excuses that are JANUARY/FEBRUARY 2001 1 property. This is also called a ramp search. If no one can be contacted at the airport, local law enforcement per- sonnel are requested to check for your Now that you've landed, will you aircraft. In addition, flight service sta- remember to close your flight plan? tions and air traffic control facilities within the area transmit a request over the appropriate frequencies asking every airborne aircraft to monitor the emergency frequency (121.5 MHz, 243.0 MHz, or 406 MHz) and listen for emergency communications or a transmission from the emergency lo- cator transmitter (ELT) on board your aircraft. If an hour has elapsed since the original ALNOT transmission, the des- tination FSS contacts the AFRCC and provides all the pertinent information about your flight to the RCC officer. If your aircraft has not been located by made up by pilots who forgot, were even if no contact has been made this time, the U.S. Air Force assumes distracted, or were too busy to close with your aircraft. complete responsibility for locating their flight plan. Because of this mis- If the replies to the QALQ request your aircraft and may initiate a ground take and the resulting embarrassment, are all negative—meaning that no FAA and air search for your aircraft utilizing a pilot may never file a VFR flight plan facility in the nearby area has located the Civil Air Patrol. again. What follows is what happens your aircraft or 30 minutes have If by now you still have decided when your flight plan does not get passed since the transmission of the that filing a VFR flight plan is not worth closed for any particular reason. QALQ—the destination FSS transmits your pain and agony, utilizing the air Once you activate your flight plan, an information request (INREQ) to the traffic control system to receive VFR the time that you listed under BLOCK departure FSS, to every flight watch traffic advisories and flight following 10, Estimated Time Enroute, of the FSS along your route of flight, to other are strongly encouraged. They may FAA Flight Plan Form is used to deter- FSS's or ARTCC's along your route of not have all your necessary informa- mine your ETA (estimated time of ar- flight, and to the Air Force Rescue Co- tion for search and rescue operations, rival). If 30 minutes have elapsed ordination Center (AFRCC) located at but at least, if you do decide to make since your ETA at your destination air- Langley AFB, Virginia. On receipt of a forced landing, they have a good port, your aircraft is considered over- an INREQ message, every facility be- idea of where you might have landed due, and search and rescue (SAR) gins a check of facility records to de- and can reduce the amount of time procedures are instigated. At that termine whether radio contact was that it takes to find you. point your destination's FSS is respon- made with your aircraft. At the con- More and more fatal flights, where sible for locating your aircraft. The first clusion of these checks, a reply mes- search and rescue operations are action that is taken is to send a QALQ sage is transmitted to the destination being conducted, end up becoming message to every FAA facility at an air- FSS describing the results of the just search missions because the pilot port where you may have landed. (A search. neglected to file a flight plan or receive QALQ message is a request for infor- If the replies to the INREQ are flight following from ATC. These serv- mation concerning the overdue air- negative or one hour after the trans- ices are provided to you at no cost craft.) In addition, this message is mission of the INREQ message, the should you decide to slow down, take also sent back to your departure's destination FSS transmits an alert no- a minute, and use them. Overall it can FSS as well as every Air Route Traffic tice (ALNOT) to every FAA facility mean the difference between life or Control Center (ARTCC) within the within 50 miles of your aircraft's pro- death and comfort to you and your area. Any facility that receives a posed route of flight. These facilities families. QALQ must briefly check with every then conduct a communications 5 controller and examine recent flight search of every airport within their im- Mr. Applegate is an Air Traffic strips to determine whether any con- mediate vicinity. In most cases, the Controller at Detroit Willow Run Air- tact has been made with the overdue airport manager, FBO, or operator is port, an Aviation Safety Counselor for aircraft. Each of these facilities is re- telephoned, and this individual con- the Detroit FSDO, and a search and quired to answer the QALQ request, ducts a visual search of the airport rescue pilot for the Civil Air Patrol. 2 FAA Aviation News To Enter "B" or Not to Enter "B"… Many pilots assume that VFR "flight following" offers more ATC services than it does. A general aviation pilot reports entering Class B airspace without a clearance, after mistakenly believing that VFR flight following service would provide the necessary clearance. I requested flight following as I proceeded direct to XYZ. I was given a code and radar identification was con- firmed. I was on a heading of 180 degrees, when the controller asked me, "Where are you going?" I confirmed XYZ and then he told me I was not cleared into the Class B airspace and I should turn left to 150 degrees. I expected since I was requesting flight following and I was in radar contact, if the controller had not given me a Class B clearance, he would have vectored me around the area or told me to stay clear of Class B until advised. VFR flight following provides traffic advisories, not clearances or traffic separation, and only as controller workload permits. Pilots are responsible for monitoring their position and making a timely request for clear- ance into the Class B area. Often, the controller providing traffic advisories can coordinate the issuance of a clearance upon request from the pilot. In the next incident, ATC was trying to provide advisories, but an apparent malfunction in the aircraft radio interfered with the controller's efforts, nearly putting the reporter in harm's way. In cruise, using VFR flight following, flying direct to a fix using LORAN, I inadvertently flew into an active Restricted Area. I had the volume on the radio turned low, although I believe it was still at an audible level. After not hearing radio chatter for a while, I called Center and was informed that I was in a hot Restricted Area. Center said they had been trying to contact me but had been unable. I did experience several other problems with reception on that radio, and wound up using [the #2 radio]. I climbed to 11,500 feet to get out of the area. I had become complacent about following my position on the charts, knowing that Center would help keep me clear of Restricted Areas. I should have tracked my position more closely without relying on ATC. The reporter used LORAN as the primary navigation source, and relied on ATC for "back-up." Making full use of all resources, including charts and other navigational aids, will help keep pilots out of "hot" areas. This report appeared in NASA's Aviation Safety Reporting System's (ASRS) Callback. JANUARY/FEBRUARY 2001 3 Big Deal! by Bill O'Brien t was 0846 on a Tuesday morning to call a bureaucrat in Washington and weekend surveillance work at the air- I in early October. I was se- questered in my DC cubicle of power trying half-heartedly to tease some common sense out of some meaningless wall charts that were left tell me what a fine job the FAA is doing. So I sat there, pen in hand, patiently waiting for the bomb to be dropped. It wasn't long in coming. "Mr. O'Brien, I got a bone to pick with you." port. Also, I told him I would recom- mend to the FSDO's Aviation Safety Program manager to give some avia- tion safety programs on the privileges and limitations of pilot-performed over from the previous day's "brain He voiced his complaint in a slow, maintenance. storming session." I was pondering steady controlled voice that could only I told him if nothing positive hap- an extraordinarily well thought out half- be uttered through clenched teeth. His pened in a month, then he had the baked idea, when it happened. I got issue was that the FAA was allowing right to call me back and give me hell. my first irate phone call of the day. pilots to work on their own airplanes at He seemed satisfied with this tele- After the obligatory, "Hello, how a GA airport that will remain nameless. phone pact with a DC devil, and we are you?" we exchanged names and He claimed a lot of this illegal work was parted on good terms. my caller told me that he was a GA done in the owners' hangars on the While I waited for the West Coast mechanic who works in northern weekends behind closed doors. to go to work, I began thinking about California. I immediately did the time His main gripe was the work the pilot-performed maintenance. There zone math and came up with three pilots were doing was not only the pre- are two major problems that are hours difference. Out of habit, honed ventive maintenance called out in always occurring. The first is the pilot by experience, I hastily picked up my appendix A of FAR Part 43, but every- usually does not have the proper tools, pen and found some notepaper and thing else including engine swaps, the current data, or the expertise to do was ready to copy because deep in my sheet metal work, radio and STC the job. The second problem is that bones I knew this call was important. installations, or whatever else you can pilots rarely make a maintenance entry How so? I will bet you a dollar to imagine. I told him that I would contact in the aircraft's log book even though it a donut that no mechanic in any time the local flight standards district office is required by the regulations. zone has ever gotten up at 0546, just (FSDO) and ask them to step up the Now pilot/owners reading this 4 FAA Aviation News always will say what's the Big Deal! related failure could have happened developed the handout on the follow- "It's my airplane; it's my hide on the long before the accident, but again we ing pages that explains to pilots what line," or "I know what I can do or not!" are not sure, so we put it down as they can and can't do when they hold and "Why sign a logbook and give the another unknown. a wrench in their hands. All a mechan- Feds the rope to hang me." My These are worst case accident ic has to do to become a partner with response is: Regulations and work- scenarios, the unknowns. It's bad me in this pilot educational process is manship aside, the Big Deal is what because the mechanic is left with a to hang this chart anywhere pilots happens to the people you leave nagging doubt that he or she could gather, such as the airport restaurant behind. When there is an accident, have killed those people, could have or pilot lounge. If you are up for a walk especially a fatal one, and mainte- made that fatal mistake, might be on the wild side perhaps you can hand nance is determined to be a factor, the responsible. Mechanics, who experi- this chart out at FAA pilot safety meet- FAA inspector performing the accident enced this ongoing nightmare, tell me ings and answer maintenance ques- investigation always goes to the last that this cold feeling of "maybe it was tions at the same time. There is an entry in the logbook. Many times the my fault" never goes away. The worry outside chance that you might get last entry was an annual inspection, up lies just below the conscience level of some tough questions, but education to six or seven months before the acci- thought, but always making its pres- is not a risk free business. dent. In addition, the aircraft could ence known by robbing oneself of Just a final word to those mechan- have 50 to 60 additional hours on the inner peace. Other mechanics have ics who suffer from feelings of doubt Hobbs meter. told me the uncertainty is like an old similar to what I have just described. Now imagine if you will, you are troubling memory, poorly hidden Be at peace, my friend. On this ball of working in your hangar and a Fed somewhere in the back of one's mind. dust we are not granted the power to shows up, takes you aside, and quiet- But even the deepest buried, change the past, but we can influence ly tells you that an airplane you worked scabbed over, nagging doubt can the future. Talk to other mechanics or on six months ago was involved in a come roaring back into one's life friends or a counselor about what you fatal accident. While that bit of horrify- when the memory is triggered by a feel, get it off your chest. But if you feel ing news is slowly sinking in, the FAA visual cue. It can happen as simply as uncomfortable about talking about this inspector then asks you if he/she could looking over one's shoulder and see- to your friends or peers, give me a call. see the work order for the aircraft in ing a similar make and model aircraft Just say when I pick up the phone that question. as the fatal taxi up to the hangar door. you want to talk about a Big Deal. I will Despite a well-deserved reputation These flashbacks give a mechanic a not ask for your name or where you are mechanics have for being stoic individ- small taste of hell, and hell, my calling from, it will be a conversation uals in a very demanding career field, friends, is a thing to avoid. And that is between two mechanics who have when the work order is handed over, why, pilots, mechanics consider it a shared a similar experience. 3 no mechanic has ever failed to ask me Big Deal that pilots who work on air- in a low, strained voice, "Do you know craft should follow the rules and Bill O'Brien is an Airworthiness what went wrong?" I usually can't record that work. Aviation Safety Inspector in Flight answer him right away. I heard his So, in the interest of safety and my Standards at FAA headquarters in question just fine, but it's the haunted sworn duty to explain and defend the Washington, DC. He can be reached eyes that steal my attention. Those Federal Aviation Regulations, I have at (202) 267-3796. eyes are screaming at me, "Did I make a mistake? Did I kill those people?" Many times with the help of eye- witnesses, I garnered enough facts to indicate that the pilot did perform addi- tional maintenance on the aircraft. But since the pilot never recorded anything in the logbook, we never know what work was actually done. So we have an unknown. Other times the investi- gation determined that the aircraft was operated for a considerable number of hours so the accident might be caused by an operational incident like a hard landing, high G loading, or damage caused by something as simple as hangar rash on a wing. So the trigger- ing factor that caused maintenance- JANUARY/FEBRUARY 2001 5 ATTENTION PILOTS Here is the definitive word on the regulations which permit pilot to perform maintenance. For aircraft operated under FAR Part 91 with a FAA Standard Airworthiness Certificate: 1. Private pilots or higher are permitted by Part 43 (Maintenance, Preventive Maintenance, Rebuilding, and Alterations) section 43.3(g) of the Federal Aviation Regulations to only perform "preventive" maintenance on any aircraft owned by or operated by that pilot and not used under Parts 121, 127, 129, and 135. 2. Part 1 defines "Preventive Maintenance" as simple or minor preservation operations and the replacement of small standard parts not involving complex assembly operations. 3. Thirty-two preventive maintenance job functions are identified in appendix A of Part 43. 4. Pilots, like mechanics, are required to be trained to perform the preventive maintenance tasks before accom- plishing the tasks alone. 5. Private pilots or higher are required by section 43.7 to approve an aircraft for return to service after preventive maintenance is performed. 6. The approval for return to service logbook entry for preventive maintenance must have the following informa- tion to comply with section 43.9: • Date of completion of work • Description of work performed • Data used to perform the work • Signature and certificate number of the pilot approving the aircraft for return to service. Sample entry should read as follows: Powerplant Logbook for Swiftfire 200 N2195T November 30, 2000, Tach 2445.7 hours. Drained oil and replaced with 8 quarts of (name brand of oil). Removed oil filter and replaced with a new (name brand of) oil filter and safetied. Cleaned spark plugs and regapped and installed new spark plug gaskets. Spark plugs installed using recommended torque. Spark plug leads secured. Replaced air filter with a new (name brand of) filter. All work done in accordance with current Swiftfire 200, and (name engine make and model) current maintenance and parts manuals. Operational run-up and leak check okay. Patrick Poteen, Private Pilot Certificate #180359122 7. The pilot's name and certificate number constitutes an "approval for return to service statement" only for the preventive maintenance work performed. [ref: section 43.13(a(4)] 6 FAA Aviation News 8. The performance standard for quality of work the pilot must meet is found in section 43.12, Performance rules. The standards are: • Use the methods, techniques, and practices found in the current manufacturer's maintenance manual or instructions for continued airworthiness. • Use the recommended tools, equipment, and test equipment to accomplish the work in accor- dance with standard industry practices. • If special tools are required to perform a task, then that tool or its equivalent must be used to accomplish that task. • The work performed must be of such a quality that the condition of the part worked on is equal to the original or properly altered condition. NOTES: The pilot is required by section 21.303 of the Federal Aviation Regulations to use replacement parts pro- duced by the manufacturer or parts produced under a Parts Manufacturer Approval (PMA) or Technical Standard Order (TSO). The pilot can also use standard aviation parts such as aircraft hardware, safety wire, etc. Do not use automotive or marine parts because these are considered suspected unapproved parts and once installed on your aircraft the airworthiness certificate may not be valid. There is one other rule in Part 43 that is argumentatively the most important rule in the entire part. The rule is section 43.12 (Maintenance records, falsification, reproduction, or alteration). Paraphrasing the rule language, the rule prohibits any individual from making a fraudulent or intentionally false entry in any required aircraft maintenance record. The rule also prohibits the alteration or reproduction of aviation records for fraudulent purpose. If a pilot is found guilty of violating section 43.12, his/her pilot certificate can be sus- pended or revoked by the FAA. Any questions? Please contact your nearest FSDO or call Bill O'Brien at (202) 267-3796. JANUARY/FEBRUARY 2001 7 Hazardous Chemicals in the Aviation Workplace by Flight Safety Foundation Editorial Staff Editor's Note: ids, coolants, and fuels. ate, goggles, face masks, and respira- Inappropriate exposure to or inges- tors should be worn to reduce the The following article is being tion of toxic substances may lead to probability of exposure or inhalation. reprinted with permission from the illness or injury, ranging from short- Flight Safety Foundation's July-August term effects such as headache, short- Acetone 1997 "Aviation Mechanics Bulletin." ness of breath, and dizziness to paral- The information is being provided as a ysis, kidney failure, cardiovascular Acetone is a clear, colorless, general over view of some of the disease, blindness, respiratory ail- volatile liquid with a sweet odor. It is chemicals aviation workers may be ex- ments, and even death. used as a solvent in many aviation ap- posed to while working on or around Reactions to a particular chemical plications. Individual products may aircraft. By printing the article, FAA may vary, depending on the duration refer to acetone as dimethyl ketone, Aviation News magazine makes no of exposure, dosage, personal factors methyl ketone, 2-propane, or beta-ke- claims as to the accuracy of the infor- (for example, those who are asth- topropane. Upon exposure, acetone mation, terminology used, or the matic, have heart trouble, or smoke enters the bloodstream and is circu- statements made in the article. The tobacco), type of exposure (by breath- lated throughout the body. Limited important role FAA and the U.S. Oc- ing or physical contact), whether ex- exposure is generally not injurious be- cupational Safety and Health Adminis- posure was to more than one chemi- cause the liver is capable of turning tration (OSHA) play in the workplace cal, and how quickly and effectively small amounts of acetone into harm- are not addressed in the article. FAA action is taken to counteract the less byproducts. Larger concentra- Aviation News is printing the article to toxin's effects. Among the most tions are more serious. Breathing remind everyone that each person has widely encountered hazardous chemi- moderate to high levels of acetone for a responsibility for his or her own cals in aviation maintenance facilities even a short time can cause nose, safety when working with any type of are acetone, ammonia, asbestos, car- throat, lung, and eye irritation; short- chemical on or around an aircraft. bon monoxide, chlorofluorocarbon ening of the female menstrual cycle; Each worker needs to know, under- 113 (CFC-113), ethylene glycol, meth- headaches; light-headedness; confu- stand, and follow the safety issues ylene chloride, and methyl ethyl ke- sion; increased pulse rate; nausea; and safe handling procedures pub- tone (MEK). Below is a brief descrip- vomiting; unconsciousness; and lished for using any type of chemical. tion of each of these chemicals, along coma. Physical contact with acetone This article is a reminder of that re- with general symptoms from exposure does not cause skin cancer; no deter- sponsibility. and first-aid action. mination has been made if breathing As a general rule, prompt profes- acetone for long periods will lead to A viation maintenance facilities sional medical attention should be ob- other forms of cancer. use a number of substances tained any time a person is inappropri- Medical tests (breath, blood, or containing chemicals that ately exposed to a hazardous urine samples) to confirm exposure to regulatory agencies have la- chemical. Workers should not wear acetone are available, but these tests beled as toxic. These include sol- contact lenses when working with must be performed within two days vents, cleaning agents, hydraulic flu- hazardous chemicals; where appropri- after exposure because acetone is 8 FAA Aviation News naturally flushed from the body after skin, and the length of time that of breath upon exertion, may not ap- that time. passes before the area is flushed with pear for seven to 30 years after expo- water. sure. The risk of lung cancer for to- Acetone First Aid Ammonia reacts violently with, and bacco smokers who have been should be stored away from, strong exposed to asbestos is 92 times • Eyes: If acetone comes in con- oxidizers, chlorine, bromine, acids, higher than for smokers who have not tact with the eyes, they should gold, silver, calcium, and hypochlorite been exposed. be irrigated immediately with bleaches. In the United States and in other large amounts of water, occa- countries, there are several require- sionally lifting the lower and Ammonia First Aid ments for the handling and storage of upper lids to further remove the asbestos, including: chemical. • Eyes: If ammonia contacts the • Skin: Skin contaminated with eyes, they should be irrigated 1. Advanced training must be pro- acetone should be washed im- immediately with water for 15 vided for personnel who are to mediately with soap and water. minutes, holding the eyelids handle asbestos; If clothing has become contami- open and away from the eye- 2. A regulated, marked, enclosed, nated with acetone, the clothing balls. Speed and thoroughness isolated area must be estab- should be removed and the skin are very important. lished for asbestos storage and underneath should be washed • Skin: Skin contaminated with handling; with soap and water. ammonia should immediately be 3. The asbestos must be kept wet • Inhalation: A person who has flushed with water. If ammonia with special surfactant and inhaled acetone vapor should penetrates the clothing, it water while handling; and be moved immediately into fresh should be removed and the skin 4. Local exhaust ventilation with air. If breathing has stopped, underneath should be flushed negative pressure air filtration mouth-to-mouth resuscitation with water. Ointment should not and high-efficiency particulate should be performed. The af- be applied to ammonia burns; filters must be used in areas of fected person should be kept burned areas should not be asbestos removal. warm and at rest, and medical rubbed. attention obtained immediately. • Inhalation: A person who Asbestos First Aid • Ingestion: Immediate medical breathes large amounts of am- attention should be obtained. monia should be moved imme- Because there are virtually no diately into fresh air. If breathing symptoms evident at the time of expo- Ammonia has stopped, mouth-to-mouth sure to asbestos, there are no first aid resuscitation should be per- recommendations. Ammonia is used in the aviation in- formed. Oxygen may be admin- Nevertheless, certain preventive dustry as a cleaning agent, particularly istered. The affected person and surveillance measures should be in fuel cells. Its noxious fumes, which should be kept warm and at taken in the aviation workplace. Care can be severe eye irritants should pro- rest. should be used in handling compo- vide a warning of exposure. When in- • Ingestion: Vomiting should not nents containing asbestos. Where haled, ammonia irritates the mouth, be induced. A glass of milk or materials containing asbestos are nose, throat, and lungs. Continued water should be given to the af- present, periodic sampling and analy- exposure by breathing can lead to fected person to drink. sis for airborne asbestos should be headaches, loss of the sense of smell, conducted to ensure that particulate and vomiting. The most severe effect If symptoms of exposure to ammo- levels remain within safe minimums. of ammonia inhalation is a buildup of nia persist, immediate medical atten- fluid in the lungs that can lead to suf- tion should be sought. Carbon Monoxide focation and death. A person exposed to high levels of Asbestos Carbon monoxide (CO) has been ammonia should be kept under obser- described as one of the most com- vation by medical personnel for at Asbestos, which primarily affects mon industrial hazards and is also a least three days, because the buildup the lungs, may be found in aviation danger to those in aviation mainte- of fluid in the lungs might cause a de- brake linings, electrical insulation, and nance. The U.S. National Institute of layed reaction. friction components. It is classified as Occupational Safety and Health Skin contact with ammonia causes a carcinogen. Few or no symptoms (NIOSH) reports that several workers burns, the severity of which depends are evident at the time of exposure. have died in or near refueling trucks as on the concentration of the ammonia Asbestosis, a disease that manifests a result of CO poisoning. solution, the moisture content of the as scarring of the lungs and shortness When inhaled, CO takes the place JANUARY/FEBRUARY 2001 9 of oxygen in the bloodstream, reduc- Wiring a ventilation fan to operate edness, and unconsciousness. Heavy ing the supply of oxygen to the body's whenever the engine is running will concentrations can cause death by cells. CO is colorless, odorless and usually build positive pressure in a cardiac arrhythmia (irregular heartbeat) tasteless, properties that make it par- closed cab, minimizing in-seepage of or asphyxiation in as little as one ticularly difficult to detect. CO. But NIOSH cautions that there minute. One of the characteristic signs of are circumstances in which such an Training of maintenance personnel CO poisoning is a cherry-red color of arrangement might draw CO into the should include the hazards of working the skin and lips. Any of the following vehicle. Workers in enclosed areas with CFC and should provide instruc- symptoms can signal moderate CO should be alert to ventilation prob- tion on the use of supplied-air respira- poisoning: headaches, tightness lems, and, if CO poisoning is sus- tors (SAR) or a self-contained breath- across the chest, nausea, drowsiness, pected, they should vacate the area ing apparatus (SCBA). There is no inattention, or fatigue. If exposure immediately. known antidote to CFC exposure nor continues, a lack of coordination, are there any laboratory tests to con- weakness, or confusion may develop. Carbon Monoxide First Aid firm whether an individual has been Breathing high concentrations of CO exposed. can lead to unconsciousness, even • In mild CO poisoning, half of the Asthmatics are particularly cau- before other symptoms are evident, CO accumulated in the body will tioned against CFC exposure. Taking and can kill in minutes. be eliminated in four hours or epinephrine, norepinephrine, Because CO remains in the blood five hours of breathing CO-free dopamine, isoporteranol, and medica- for several days, a gradual increase air. tions containing catecholamines in- in the level of CO in the body may • A person who has inhaled large creases an asthmatic's risk of CFC occur. The health hazards of CO ex- amounts of CO should be poisoning. Exposure to CFC will also posure are increased for individuals moved into fresh air at once. If aggravate existing cardiovascular dis- who smoke tobacco or have heart breathing has stopped, mouth- ease (involving the heart and blood damage. to-mouth resuscitation should vessels). To reduce workers' exposure to be performed. The affected CFC are being phased out CO while operating equipment, person should be kept warm throughout the world as commercially NIOSH recommends the use of diesel- and at rest. In severe cases, practicable alternatives have been de- powered equipment. A diesel engine the affected person should be veloped. Preventative workplace generates less CO than a gasoline en- given 100-percent oxygen to measures should include the provision gine, and the strong odor of diesel ex- breathe. of adequate ventilation and exhaust haust provides a more pronounced systems and the avoidance of CFC warning of possible CO presence. Chlorofluorocarbon use in closed spaces. Also important is the proper main- tenance of all vehicles to prevent CO Chlorofluorocarbon 113 (CFC-113) CFC First Aid from entering the cab while the engine is used primarily in aircraft mainte- is running. These measures include: nance for cleaning of metals and elec- • Eyes: If CFC come in contact tronic assemblies. Smaller quantities with the eyes, the eyes should • Fit tight rubber boots around are used in aerosol propellants, coat- be irrigated immediately with pedals and levers in the vehicle ings, adhesives, thermal stressing (to water for at least 15 minutes, cab. locate faulty components in failed occasionally lifting the lower and • Put snug-fitting grommets in electronic circuit boards), as a diluting upper lids. holes through the firewall; agent, and as a lubricant carrier. • Skin: Contaminated skin should • Close rust holes in the cab floor CFC's are commonly referred to by the be washed with soap and water. pans or elsewhere; trade names Freon 113®, Genetron • Inhalation: The health hazard • Ensure that heater and fresh air 113®, Halocarbon 113®, or Refriger- from inhalation of CFC's is intakes are remote from the ex- ant 113®, or generically as 1,1,2 acute. A person who has haust discharge; trichloro- 1,2,2 trifluoroethane fluoro- breathed a large amount of • Check regularly for leaks in ex- carbons. CFC's should be moved into haust system components; CFC's are noncombustible, color- fresh air at once. If breathing • Tighten or replace components less, nearly odorless, and have only has stopped, mouth-to-mouth to stop leaks; and, slight irritant effects on the skin. CFC resuscitation should be per- • Provide vehicle cabs with con- have a relatively low toxicity in low formed. Oxygen should be tinuous CO monitors, including concentrations, which can create the given. The affected person alarms to warn operators before misconception that CFC's are safe. should be kept warm and at concentrations of CO reach Symptoms of inhalation exposure rest. Immediate medical atten- dangerous levels. to CFC include dizziness, light-head- tion should be obtained. 10 F A A A v i a t i o n N e w s • Ingestion: Ingestion is not con- major medical problems. Neverthe- movements. Other symptoms of se- sidered a route of entry for less, the cleaning of closed, unventi- vere exposure include dizziness, nau- CFC's. lated fuel tanks can expose an indi- sea, tingling, and numbness in the vidual (through inhalation) to fingers and toes. In most cases, Ethylene Glycol concentrated levels of fumes. Reac- these effects stop shortly after expo- tions include slurred speech, blurred sure ends. Methylene chloride is a Ethylene glycol is a colorless, vision, headache, drowsiness, and carcinogen, and smokers are at in- slightly viscous liquid with a mild odor. dizziness. In the most severe cases, creased risk to the effects of expo- It is used mainly as a coolant and air- long-term exposure to jet fuel or avia- sure to methylene chloride. craft deicing agent, but is also found tion gas vapors has caused deaths in paints and hydraulic fluids. Ethylene from suffocation. Methylene Chloride First Aid glycol is not an inhalation hazard, un- less it is heated and vapors form; it is Fuels First Aid • Eyes: If methylene chloride not toxic, unless it is ingested. contacts the eyes, the eyes There are three stages of toxic ex- • Eyes: If fuel contacts the eyes, should immediately be irrigated posure to ethylene glycol. Stage I oc- they should immediately be irri- with water for at least 15 min- curs up to 12 hours after exposure; gated with large amounts of utes, occasionally lifting the the individual may appear inebriated, water, occasionally lifting the lower and upper lids. drowsy, dizzy, or unable to coordinate lower and upper lids. • Skin: Skin exposed to methyl- voluntary muscle movements. Stage II • Skin: Skin contaminated with ene chloride should promptly be occurs 12 hours to 24 hours after ex- fuel should immediately be washed with soap and water. If posure and can lead to heart arrhyth- flushed with water. If liquid fuel the methylene chloride pene- mia or congestive heart failure. In penetrates the clothing, it trates the clothing, it should be Stage III, which begins 24 hours after should be removed and the skin removed and the skin under- exposure, kidney failure is a possible underneath flushed with water. neath washed with soap and outcome. • Inhalation: A person who water. breathes large amounts of fuel • Inhalation: A person who has Ethylene Glycol First Aid fumes should be moved to fresh inhaled large amounts of meth- air at once. If breathing has ylene chloride should be moved • Eyes: If ethylene glycol contacts stopped, mouth-to-mouth re- into fresh air at once. If breath- the eyes, they should immedi- suscitation should be per- ing has stopped, mouth-to- ately be irrigated with large formed. The affected person mouth resuscitation should be amounts of water, occasionally should be kept warm and at performed. The affected person lifting the lower and upper lids. rest. should be kept warm and at • Skin: Skin contaminated with • Ingestion: Immediate medical rest. ethylene glycol should immedi- attention should be obtained, • Ingestion: Immediate medical ately be flushed with water. If attention should be obtained. ethylene glycol penetrates the Methylene Chloride clothing, it should be removed Methylethyl Ketone and the skin underneath flushed Methylene chloride is used as a with water. solvent in paint strippers and degreas- Methylethyl ketone (MEK) is used • Inhalation: A person who ing agents, as a propellant in aerosols in aviation maintenance facilities as a breathes large amounts of ethyl- and in metal cleaning and finishing. A solvent, primarily in paints and glues. ene glycol vapors should be colorless liquid with a mild sweet odor, The EPA has labeled it the "single moved into fresh air at once. If it is also known as dichloromethane. most widely used hazardous air pollu- breathing has stopped, mouth- Upon skin contact, methylene chloride tant in aerospace applications." Nev- to-mouth resuscitation should causes intense burning and mild skin ertheless, it is not considered particu- be performed. The affected redness. larly toxic unless there is exposure to a person should be kept warm People differ in their ability to smell very high concentration for an ex- and at rest. methylene chloride, so it is possible tended period. Also known as 2-bu- • Ingestion: Immediate medical to be unknowingly exposed. Symp- tanone, MEK is a colorless, flammable attention should be obtained. toms of low exposure are slightly im- liquid with a sharp, sweet odor that is paired hearing and vision. At higher similar to that of acetone. Fuels levels of exposure, methylene chlo- In the aviation industry, the most ride acts like an anesthetic, reducing common exposure to MEK is by Jet fuel (kerosene) and aviation one's ability to remain steady or per- breathing its fumes, which cause mild gasoline may not appear to pose form tasks that require precise hand irritation to the eyes, nose, and J A N U A R Y / F E B R U A R Y 2 0 0 1 11 throat. Skin contact can lead to dry- tetrachloroethylene, toluene, toluene ing the MSDS; ing, scaling, and cracking. Mild ex- diisocyanate, and xylene. • Describes how employees can posure may also manifest in In the United States, the U.S. Oc- obtain access to the MSDS headache, dizziness, incoordination, cupational Safety and Health Adminis- when employees are in their nausea, and vomiting. High levels of tration (OSHA) requires manufacturers work areas; exposure to MEK, though not com- of toxic chemicals to issue a material • Describes how the MSDS are to mon, can cause depression of the safety data sheet (MSDS) for each be maintained (in notebooks or central nervous system, coma, and chemical. The MSDS describes first in a computer terminal); death. MEK has not been classified aid, storage, handling, transportation, • Outlines procedures to follow as a human carcinogen. firefighting, and spill and disposal pro- when MSDS are not received at cedures for that chemical. the time of the first shipment; MEK First Aid OSHA's Hazard Communication and, Standard (HCS) requires that manu- • Describes alternatives to MSDS • Eyes: If MEK contacts the eyes, facturers, importers, or distributors of in the workplace. the eyes should immediately be hazardous chemicals or products sup- The HCS says that employees irrigated with water for at least ply a copy of the appropriate MSDS to "who may be 'exposed' to hazardous 15 minutes, occasionally lifting their customers. MSDS are to be pro- chemicals when working must be pro- the lower and upper lids. vided automatically, and it is the re- vided information and training prior to • Skin: Skin contaminated with sponsibility of the producers and im- their initial assignments...and when- MEK should be washed porters of the material—not the ever the hazard changes." Exposure promptly with soap and water. persons who receive their products— can be through any route of entry (in- If MEK penetrates the clothing, to make the hazard determination. halation, ingestion, skin contact, eye the clothing should be removed Further, the supplier is required to up- contact). and the skin under neath date the MSDS with the next ship- It is the responsibility of OSHA washed with soap and water. ment, if new and significant informa- compliance officers to determine "if • Inhalation: A person who has tion about the hazards of a particular [the employees] have received train- inhaled a large amount of MEK chemical have come to light. ing, if they know [whether] they are ex- should be moved into fresh air The HCS directs the employer to posed to hazardous chemicals, and if at once. If the person is uncon- maintain copies of the MSDS for each they know where to obtain substance- scious, cardiopulmonary resus- hazardous chemical or product. It specific information on labels and citation (CPR) may be neces- also requires that MSDS be readily ac- MSDS," according to OSHA. sary. Oxygen may also be cessible to employees in their work The following checklist will help an given. areas. These MSDS may be main- organization determine whether it is in • Ingestion: The affected person tained on computer, microfiche, or compliance with HCS directives. The should be given two glasses of other alternatives to paper copies as organization should have: water to drink, with an emetic long as there are no barriers to imme- (an agent that induces vomiting), diate employee access. • Obtained a copy of the rules if possible. Liquids should not OSHA says that the HCS "covers from HCS; be given if the affected person is chemicals in all physical forms—liq- • Read and understood the re- unconscious. uids, solids, gases, vapors, fumes, quirements; and mists—whether they are 'con- • Assigned responsibility for Those who work in maintenance tained' or not. The hazardous nature tasks; facilities servicing agricultural aircraft of the chemical and the potential for • Prepared an inventory of chemi- should also be aware of the hazards exposure are the factors that deter- cals; of pesticides and insecticides. Gen- mine whether a chemical is covered • Ensured that containers are la- eral information on handling and [by the HCS]." If it is not hazardous or beled; storage of these chemicals is also if there is no potential for exposure, • Obtained the MSDS for each provided by special interest groups the chemical is not covered by HCS. chemical; such as the American Crop Protec- In the United States, proper em- • Made MSDS available to work- tion Association. ployee access to the current MSDS ers; Many other hazardous chemicals for each chemical in the workplace is • Conducted training of workers; are found in the aviation maintenance a critical step in HCS compliance. • Prepared a written program; workplace. These include, but are not The company should have a written • Established procedures to main- limited to, cadmium, chromium, program that: tain a current program; and cyanide, lead, mercury, phenol, phos- • E s t a b l i s h e d p ro c e d u re s t o phoric acid, trichloroethylene, tricre- • Designates a person responsi- evaluate the program's effec- sylphosphate (TCP), sulfuric acid, ble for obtaining and maintain- tiveness. 3 12 F A A A v i a t i o n N e w s Cessna Fatal Spin Accident Based upon a fatal Canadian spin training accident, the FAA's Aircraft Certification Office (ACO) in Wichita, KS, asked that the following article be published. The ACO coordinated this information with Canadian Aviation Authorities. It is being published without editing by the FAA Aviation News staff. T his report was submitted for tributed to the conditions that allowed the pedals, torque tube cable publication by the FAA Aircraft the rudder to jam. Recovery from a arms, and the return spring arm Certification Office, ACE- spin may not be possible with the rud- with the surrounding structure 118W, located in W ichita, der jammed beyond the normal rudder or other control system compo- Kansas. travel stop limits. nents (the accident aircraft Alert to owner/operators of To prevent reoccurrence of the showed signs of rudder cable Cessna Model 150 and 152 series air- rudder jamming in this way, the attachment bolt interference planes manufactured after 1966: Cessna Aircraft company is currently in with the adjacent aileron cable In 1998, a Cessna Model 152 was the process of investigating possible pulley). involved in a fatal stall/spin accident. A design changes to the rudder stops. flight instructor and student pilot were [Editor's Note: As off-the-shelf parts • The condition of the rudder horn performing a spin maneuver and were would not do what they needed, stop plate. The stop plate unable to recover. When the aircraft Cessna was forced to design new should contact the stop bolt involved in the accident was inspect- parts and expects to have them in head squarely. The lip at the ed, investigators found the rudder to stock and a Service Bulletin issued to forward edge of the stop plate be jammed. During a 50-hour check the field by January 2001.] should not contact the stop bolt the day before the accident, the right With or without these design head prior to contact with the pedal rudder bar return spring and its changes, operators/maintenance contact face of the plate. lever arm were found to be broken. personnel should be aware of the Ensure the integrity of the stop These broken pieces of the rudder importance of maintaining integrity plate lip. control system were removed without of the rudder control system, includ- replacement. On completion of the ing the pedal return springs. A • Correct rigging of the rudder 50-hour checks, the airplane was number of important items to keep control system, including: returned to service with no reference to in mind while inspecting the rudder the outstanding defect recorded in the control system are: • Proper adjustment of the logbook. rudder travel stop bolts. Accident investigators, after exam- • The condition of the rudder • Correct adjustment of rud- ining the accident aircraft and other structure (no damage or distor- der cable length (to provide 152's (swept-tail 150's have the same tion—especially in the area of correct rudder pedal posi- design of rudder control system), have rudder horn attachment). tion and correct cable ten- determined that, under certain condi- sion through return spring tions, it is possible to jam the rudder • The condition of the rudder horn tension). past its normal travel limit. The jam (A number of in service rudder • Proper nose gear steering occurs when the stop plate on the rud- horns have been found bent or tube (bungee) length der horn is forced aft of the stop bolt distorted, thus not allowing the head. The forward edge of the stop stop plate to contact the stop As described above, even small plate can then become lodged under bolt head squarely or allowing deviations can contribute to tragedy. the head of the stop bolt causing the the stop plate to contact the rudder to jam in this over-travel posi- side of the tailcone structure The complete Transportation tion. The rudder control system above or below the stop bolts). Safety Board of Canada (TSB) safety includes right and left pedal rudder bar report is available on the Internet at return springs, which maintain tension • The condition of the rudder <www.tsb.gc.ca/ENG/REPORTS/AIR/ on the rudder cables. Accident inves- pedals and rudder pedal torque 1998/a98q0114/ea98q0114.html>. tigators believe that the missing rudder tubes. Check for free move- The TSB's report number is pedal return spring, in addition to ment of the rudder pedals, and A98Q0114. The date of the accident extreme rudder pedal inputs, con- verify there is no interference of was July 18, 1998. 5 J A N U A R Y / F E B R U A R Y 2 0 0 1 13 A Long Time Ago by Patricia Mattison O nce upon a time, a long time Canyon from dirt and rock to a verita- walked and ate until the day was over. ago, there was a pilot who had ble rainbow of color. A sight to be- Now it was Monday; a carbon copy of just received a shiny new com- hold, and what better way to start out the first as was Tuesday. By Wednes- mercial pilot certificate. The a New Year? day, spouses back home were getting ink was still wet on that certificate, The flight to the Canyon went as a little more than concerned. As a when the pilot and a couple of friends planned. No bumps, no weather to matter of fact, they were getting down decided to take a trip for business and contend with, just all around beautiful. right ornery. pleasure. Plans for the trip included a The pilot had a business in Tusayan Questions such as, "When are sight seeing venture over the Grand and needed to check out the book- you coming home?" "How long must Canyon with a stop at the town of keeping. One of the friends was soon you wait?" "Why did you go?" were Tusayan at the canyon's rim. That to be a pilot and came along for the asked every time a call was made to a was the business part of the trip. experience. As a matter of fact, the respective home. At this point even The aircraft of choice was a Piper student pilot's check ride was going to the major air carriers had not been Cherokee which the new commercial take place the following week. The able to get into the airport. So the pilot owned. It was more than ade- other friend had an interview with a choice of taking a trip home on a big quate and comfortable for the three of prospective employer in Tusayan. As bird was not an option. Finally, the them and over night baggage on soon as the airplane was on the decision was made to return the next board. The airplane had been on a ground and after checking into the day — no matter what. lease back arrangement and was in hotel, business was conducted. After By Thursday morning, the snow dire need of a little tender loving care, all, that's why the trip occurred in the had stopped. The canyon had a so a wash and wax job was in order. first place. white blanket of snow that gave the The attitude indicator gyro had been The next morning, the flight home area a dreamlike quality. It was acting up showing a 10 degree turn to was planned over breakfast. Both the beautiful, made even more so by the the left, even on level ground, and the commercial pilot and the almost pilot fact the sun was shining. The pilot number two radio, both nav and com, friend (APF for ease in writing) did the called the Prescott FSS at six o'clock worked when they felt like it. Aside planning and worked the math for the in the morning to get weather. The from those two discrepancies, for a return trip. The day began to look a good news was that the weather VFR flight the airplane was good to bit cloudy, and soon an overcast took was going to remain the same until go. The pilot was not instrument the place of scattered clouds. Both later in the afternoon when it would rated yet and so had to remain VFR the pilot and APF had called the start up right where it left off on anyway. Prescott flight service station (FSS) Wednesday. So after a rushed pack- It was winter—January, as a mat- earlier that morning. ing job and an even more rushed ter of fact—and weather along the It was low overcast at the time of breakfast, the trio set out for the air- route, at the destination, and for the the call, but it became obvious that port with the intention of leaving that return the next day was going to be Prescott had not called Tusayan for morning for home. spectacular—cold and clear. Spirits weather information. According to Arriving at the airport the pilot were high when the pilot and friends FSS at Prescott, any weather that was looked for the key to the airplane, loaded the baggage compartment. on the way to Tusayan was not sup- where it had been placed several days Conversation was all about the adven- posed to arrive until much later that af- ago, in the pocket of a well-worn ture before them. And so the trip ternoon. The canyon has been known jacket reserved for flying. It wasn't began. to create a lot of its own weather and there. Nor was it in any of the bag- The afternoon flight departed from so the pilot decided to wait it out and gage. Nor in the car used while at the Southern California. A purposeful act try again later in the day. Then it canyon. So a return trip was made to designed to allow the friends to ob- snowed. That was Sunday. the hotel to see if it had been over- serve the glory of a sunset at the On Sunday at the canyon, every- looked. Nope, not there either. Pock- Grand Canyon: The absolute pristine thing—what little there is of it—closed ets were searched again and again. look of snow on the rim and the blaze up tighter than a drum, and so they Purses dumped out all to no avail. of color as the sunset changed the waited and talked and visited and Back to the airplane to see if the key 14 F A A A v i a t i o n N e w s had been dropped. No joy. One more as possible. The pilot had decided to bly only a snow squall." The sur- look in the jacket pocket and—lo and level off at 7,500 feet because the rounding territory in that area was behold—there was the key. Whew, a clouds were at 10,000 feet and the mountainous, of this the pilot was sign of relief came from the trio. Now terrain was going to drop off as they quite sure. The pilot had made this to preflight and file the flight plan. approached Prescott. trip many times before and was inti- The pilot had not filed a flight plan Looking towards Prescott, after mately aware of the terrain surround- earlier, thinking that the job could be leveling off, a strange sight came into ing the canyon. done after the preflight. However, by view. "What's that ahead," asked the Plotting their position on the chart then the phone lines were busy to pilot of the APF. placed them precariously close to Prescott FSS. It was now about 10 "I don't know," said the APF. "I've those mountains. On the top of the o'clock. "To heck with it," thought the never seen anything like it before, I mountains were enormous high-ten- pilot, "I'll file inflight." So the baggage don't know what to think of that. sion power lines that supplied power was loaded and the anxious group Maybe it's blowing dust or some- to Flagstaff from Lake Mead. By now climbed aboard the airplane for the thing." you are probably wondering what the trip home. The rolling cloud appeared to be rear seat passenger is doing all this "Clear," shouted the pilot and, approaching the canyon from the time. Aside from questioning if living turning the key, tried to start the en- south. "I think I'll forget going to for much longer was an option, the gine. A pitiful sound emitted from Prescott and return to Grand Canyon passenger was looking down at the the engine, rather like a groan, fol- Airport," the pilot decided. trees, which were rapidly rising to lowed by a whimper. "Try again," "Why don't you tur n toward meet the airplane's belly. thought the pilot. This time it was Peach Springs VOR and we'll go to The little airplane had a covering weaker still. It would hardly turn Kingman and close the door," offered of ice that had accumulated so quickly over at all. So the pilot had a friend the APF. it seemed impossible. Ice on the prop turn the prop to loosen the oil, then It looked clear, but overcast, off was breaking off hitting the tail with a tried again to start the airplane. Fi- toward the Kingman area. No snow terrible clatter. Because of the weight nally after much coaxing and about or anything, so the pilot turned toward of the snow and the loss of lift on the a half an hour of trying, the little en- the Peach Springs VOR. It was a re- wings, maintaining altitude was begin- gine finally fired up. Cold, thick Cal- ally low overcast along the route. The ning to be a problem. i f o r n i a o i l a t t h e b e l o w f re e z i n g clouds seemed to be descending Ice and snow covered the win- canyon hadn't helped the situation. even further. dows, all except for a small space at The runway was covered with "It's sure getting dark. I think the pilot's side window and a circle on snow at the non-towered airport, but we're returning to Grand Canyon," the front windscreen where the the taxiway had been plowed and was said the pilot. Just as the pilot began heater/defroster cleared the ice. Not being used as a runway. The airport a turn toward the Canyon, there was a being able to see very far down the was at 6,606 feet and the air was flake of snow, followed by a few more. wings, the pilot realized that there was cold. Actually, it was below freezing. Then the sky opened up and, faster probably an ice accumulation. Hoping The plan was to fly to Prescott; and than you can imagine, visibility went to that the wing wouldn't stall, the pilot then to Phoenix, where it was warm, zero. started a shallow turn to the left to re- to have lunch with some friends; then The pilot leveled the airplane's turn toward Grand Canyon and away on to California. And, of course to file wings after a moment of panic and from the mountains. a flight plan as soon as Prescott could tried to think of what to do next. Con- Just as the pilot began to bank be reached by radio. sider the chain of events so far, if you left, a momentary clearing revealed the Immediately after the airplane will. No flight plan was filed so no- mountain peak with power lines at eye rotated into the cold air, the door body knew where they were. The level less than a city block away—im- popped open with a blast of freez- door was open; snow and wind were minent disaster straight ahead. ing air. "What next," said the pilot. blowing in making the cockpit a se- "What are you doing?" shouted "I'll go around and land and close verely cold nightmare. No winter sur- the APF, "You can go ahead and get the door." The pilot had taken off vival gear was on board, not even out of this." Obviously, the APF had the ubiquitous jacket and put it into heavy jackets, and, to top it all off, the not seen the mountains or the power the baggage compartment, now the pilot had no instrument rating. Even if lines. With that said the APF began to door was open and it was cold and the pilot had an instrument rating, the change the only good radio to windy in the airplane. airplanes instruments were not all that Flagstaff, which was behind several "No, let's not," said the APF, "let's they were supposed to be—only one thousand foot high mountains. go to Prescott and land there to close nav/com radio and an attitude indica- "Keep your hands off my radios," the door." The pilot agreed, albeit re- tor that lied. shouted the pilot, "I'm going to de- luctantly, as the APF stuffed a jacket in The APF is saying in a small voice, clare a mayday." the door and held the door as closed "Just go straight ahead, this is proba- "Don't shout at me," scowled the J A N U A R Y / F E B R U A R Y 2 0 0 1 15 APF. "If you call a mayday we'll get Canyon VOR in IMC conditions. We chain that, if a link were broken early into trouble." have ice accumulation and are not on, need not lead to a potential acci- "We're already in trouble," said the sure that we can make it back to dent. The pilot and friends got a seri- pilot in a trembling voice. "Now we Tusayan Airport." ous case of get-home-itis. The pilot need help." "Roger, Cherokee 1234A, contact allowed the APF to influence the out- With a sarcastic tone the APF said LA Center on frequency…." come of the flight by not exercising "Boy! You're scared, aren't you." Dialing up the frequency, the last pilot in command responsibility. At the "No," said the pilot, "I'm not thing in the pilot's mind was getting in first indication of trouble—the door scared, I'm terrified." trouble. To the contrary, it was getting coming open—the pilot should have The rear seat passenger, who up out of the trouble they were in at the turned back. If that action had oc- until now had been eerily quiet said, "I moment. curred, the pilot would have seen the think you had better try to get some "LA Center, this is Cherokee approaching storm and stayed on the altitude. There is a tree below with a 1234A." ground. squirrel in a branch that has a flea on "Cherokee 1234A, state your When the approaching roll its back." present position and altitude." cloud of snow was seen and if it About that time the treetops "Cherokee 1234A is almost to had been recognized for what it began to brush the tires of the little air- Supai Canyon inbound on Grand was, the pilot should have turned plane. The pilot could see down a bit, Canyon 045 degree radial, at 7,000 back to the airport. but not ahead at all. Below the air- feet, but I'm having trouble maintain- At the first indication of snow, plane was a dirt road that sliced ing altitude." while approaching Peach Springs through the forest. A slight turn to the "Cherokee 1234A Squawk 7700 VOR, the pilot should have turned left placed the airplane over the road and ident." back. The only thing that did have and away from the trees, at least for "You are right where you thought some bearing on the fact that the trio the moment. you were," said the controller. "Con- didn't perish was that the pilot had "I can land on the road if I have tinue on present heading, you should knowledge of the terrain and had an to," determined the pilot. "We would break out of the snow in about ten idea of where they were in space. be safe, but cold. What if I misjudge minutes. Once you are in the clear the Then, the pilot called " mayday," de- and crash? We will all freeze to death airport should be directly ahead of spite what the APF—who didn't have if we survive," the pilot thought. "No you." a clue—said about getting in trouble. one knows where we are. I have to The pilot acknowledged the trans- When in doubt, get help. do something to get us out of this mission with a thankful reply. After landing at the airport the mess I gotten us into." Head turned toward the window, pilot had the urge to get down on bent Tuning the only good radio to the APF had been very quiet for the knee and kiss the snowy ground. 121.5 in hopes of reaching past few minutes. The rear seat pas- After tying the aircraft down and call- Prescott FSS, the pilot attempted senger had not mumbled a word since ing Prescott FSS for a serious discus- c o n t a c t t o d e c l a re t h e i r p l i g h t . the statement about the squirrel. The sion, the trio bought tickets home on a "Mayday, mayday, mayday," the tip end of Supai Canyon passed commercial air carrier—the first into distraught pilot announced into the below the wing as the plane flew to- Tusiyan in almost a week. Seems that m i c ro p h o n e . " C h e ro k e e 1 2 3 4 A wards safe haven. The wind was re- the big boys are pretty smart folks. mayday." No answer. ally blowing from the south at alti- The pilot received a stern talking Again the pilot repeated the tude—all four hundred feet of it—as to from the local FSDO's Accident Pre- mayday, only to be answered by si- the little plane crabbed into the wind vention Specialist the next week and lence. The pilot recalled that a flight to maintain the radial. was asked to write a letter describing instructor had said that if you are Then as suddenly as it began, the whole story to the FAA. (Yes, we low, too low to be received by FSS, the sky was clear over the airport know they are Safety Program Man- to try to transmit through the near- and a ray of sunshine beamed down agers now, but we did begin this arti- est VOR. The pilot had tuned in the on the runway. The pilot thought, cle with a long time ago.) Bet that the Grand Canyon VOR and was track- "This is really very dramatic. I won- pilot didn't let a similar situation hap- ing inbound on the 045 degree ra- der when the music from 'The High pen again. Live and learn they say— dial. The pilot repeated the mayday and Mighty' begins." the important word is learn. Living in call again using the Prescott radio Calling LA Center the pilot re- this case was just because of pure and Grand Canyon VOR frequency. ported field in sight and the reply was, luck and a little help from friends at "Cherokee 1234A, state your "Well done. Now, after you land, ATC and FSS. emergency," said the blessedly calm someone in Prescott FSS wants to 5 voice. talk to you." Patricia Mattison is the Safety "Cherokee 1234A is at 7,000 feet All's well that ends well. Situa- Program Manager at the Juneau (AK) on the 045 degree radial of Grand tions like this start with a small link to a Flight Standards District Office. 16 F A A A v i a t i o n N e w s Depression: A Recoverable Stall by Glenn R. Stoutt, Jr., M.D. F irst, the bad news is that de- Sometimes wanting to sleep or Most of us have a happiness set pression is now so common lie down most of the day. point just as we have a set point in that it is called "the common • Pervasive feelings of sadness weight or basal metabolism (the least cold of psychiatry." Between and grief, maybe leading to a amount of energy required to maintain 10 and 20 million people in our privi- feeling of helplessness. If it vital functions in an organism at com- leged and affluent country suffer from progresses to hopelessness, plete rest). But, things can add up it to the degree that they need treat- suicide is a major threat. If the until we have "too much on our emo- ment. Suffer is surely the proper patient mentions suicide, con- tional plate." Just as an aircraft can word. One man in ten and one in four sider it a psychiatric emer- stall from too great an angle of attack, women will be affected (afflicted) by it gency. Get help—fast. Suicide too little power, too heavy a load, a at some time during their lifetime. is the eighth cause of death in person can develop a "mental stall." Depression covers a huge spec- adults and is number three in Most of our mood pattern and defi- trum. It does not just refer to the days adolescents and young adults, nitely our tendency toward depression when we feel "blue," have the "blahs," both boys and girls. is hereditary. But, regardless of this, or "down in the dumps." Everyone • Noticeable change of appetite, loss of a loved one, loss of a job, fi- has days like this. The question to ask usually decreased, with some nancial problems, divorce, illness, al- in evaluating depression is, "What is resulting weight loss. coholism and drug abuse, unhappy the degree of impairment in one's life • Irritability (this, more than sad- marriages, and nowhere jobs can that depression is causing?" ness, is the major symptom in push a person into depression. This The American Psychiatric Associ- children and adolescents.). type of depression is called Exoge- ation has clearly defined some of the • Feelings of undeserved guilt, nous Depression (caused from outside cluster of symptoms that occur in clin- worthlessness, or sinfulness. factors), whereas Endogenous De- ical depression (the type that definitely • Inability to concentrate or think pression (from internal causes) is needs treatment) and major depres- clearly. probably inherited, probably chemical sion (one so severe that the patient • Indecisiveness. in nature, and often unavoidable (but may have to be hospitalized and cer- • Illogical thought patterns and not untreatable). Endogenous depres- tainly has difficulty carrying on even a misinterpretation of reality. sion may suddenly develop for no ap- fairly normal life): • All sorts of physical symptoms parent reason. • Feeling depressed most of the can be caused by depression: Think of the brain as a skull-en- day, starting on awakening. headaches, stomachaches, closed, three-pound, electrochemical Worse in the morning; gets bet- and backaches (the big three). analog computer. This leads us to ter as the day goes on. The • Sometimes there is agitation, some of… feeling of depression may be pacing the floor, inability to sit overwhelming, disabling, domi- still. This is called agitated de- The Good News nating, and devastating. pression. • Loss of interest in activities that Another category, called Dys- Depression is not only the most usually cause enjoyment (the thymic Disorder ("Depression Lite"), is common mental disorder but also the ten-dollar word is anhedonia, or used to describe people who do not most treatable with an 80-90 percent lack of fun). Social withdrawal. have major depressive symptoms, but success rate. The foundation of all • Tearful. who seem to have been mildly de- treatment is a combination of psy- • Fatigue, loss of energy. pressed all their life, in a low-level chotherapy (talk therapy) and psy- • Change in sleep patter ns. funk. They might not even recognize chopharmacology—both complement Trouble in falling asleep. Wak- it. ("I've always been this way.") But each other. ing up early two or more hours their family and friends note that they Psychopharmacology is the new in the morning and not being never have much fun or excitement, wave of psychiatry. One of the newer able to get back to sleep. and always seem "down." texts contains over 500 pages de- J A N U A R Y / F E B R U A R Y 2 0 0 1 17 scribing some of the medications used bly responsible for the "runners' that you are trapped in a world almost in treating mental disorders. high." Large-muscle activity totally devoid of reason. Laughter is The most common medications (thighs) may help discharge feel- how you release the anxiety you feel used today to treat depression—we ings of pent-up frustration, about this."-Dave Barry all know someone on them—are the anger, and hostility. (Anger Joy is defined in all dictionaries, Selective Serotonin Reuptake In- turned inwardly is a major cause but tells us nothing about what it really hibitors (SSRIs). Serotonin is a of fatigue and depression.) The is. If you want to know what pure fun, chemical the brain needs for main- downside of this wonderfully ef- joy and happiness are, just watch a taining a good mood—SSRIs keep fective treatment is that most young Labrador retriever play in the the level from being depleted. depressed people just don't field for an hour, running for the hell of Prozac, Zoloft, and Paxil are among have the energy or motivation to it, chasing leaves and butterflies, and the most prescribed SSRIs. The FAA get up and exercise. then come running to you when you does not presently certify persons 3. Forgive yourself. Don't try to call, shaking all over, slobbering and who use mood-altering medication. be perfect. Remember that licking your face. Unconditional love; The reasoning is twofold: the underly- there are more than six billion dogs don't carry grudges. ing condition that requires the med- people on Earth, and hundreds A criminal was sentenced to 20 ication and the potential adverse side of thousands of them can do years. He said, "Judge there's no effects from the medication itself. even better what you do best. way I can do 20 years!" The judge The good news is that the FAA is will- 4. Open up more. Men just don't looked down for a couple of seconds ing to return virtually all clinically de- want to admit of anything that and said, "Well, just do the best you pressed pilots back to flying after takes away from the macho can." successful treatment. image. Depression is thought Do the best you can and try to If depression seems likely, or even of as a wimp disorder. Men have more fun in your life. If you find if you are just not enjoying your life as may just tough it out until the no humor in things—can't laugh (es- you used to, seek out a therapist Smith & Wesson cure seems pecially at yourself) and enjoy life—re- whom you like and develop a thera- the only solution. Harvard member that you can usually find the peutic alliance. (True story: "My psy- Medical School psychologist right answer if you ask the right per- chiatrist is great, but she's an awfully Dr. William Pollack said, "Men son. This person is probably a com- hard person to talk to.") You cannot are limited pretty much to a petent mental-health professional. In analyze or intellectualize your prob- menu of three strong feelings: the meantime, spend a lot of time with lems away alone or even see them rage, triumph, and lust. Any- people who love you, your family and objectively—seek a mental-health pro- thing else and you risk being good friends. fessional. seen as a sissy." Men (pilots?) Yours for good mental and physi- have a tendency to self-de- cal health and safe flying, Four Ways to Strengthen struct. The Macho Marlboro 5 Your Defenses Man would do better to open Dr. Stoutt is a partner in the his feelings up, show some inti- Springs Pediatrics and Aviation Medi- 1. Avoid booze. Alcohol abuse is macy, and admit that things are cine Clinic, Louisville, KY, and has probably just an attempt at self- not going well for him. Women been an active AME since 1960. No medicating feelings of depres- outlive us by an average of longer an active pilot, he once held a sion. Alcohol always makes seven years. Some of this may commercial pilot's license with instru- depression worse. It is used be not only from estrogen, but ment, multiengine, and CFI ratings. not so much to feel good as it also from a willingness to talk is to avoid feeling bad. Many intimately to friends about Note: The views and recom- depressed people with hang- problems—even to admit that mendations made in this article are overs jump out of hotel win- they have problems. those of the author and not neces- dows on Sunday mornings. sarily those of the Federal Aviation Avoid it. Humor! Administration. 2. Exercise more. All studies posi- Our Emotional Parachute tively stress the use of exercise. This article originally appeared in Exercise releases endorphins— "Sense of humor is a measure- the Summer 2000 The Federal Air the body's joy juice. It is proba- ment of the extent to which you realize Surgeon's Medical Bulletin. 18 F A A A v i a t i o n N e w s TERMINATION OF 121.5 MHz ELT MONITORING ANNOUNCED by H. Dean Chamberlain I t is official. The U.S. Department Currently, there are aircraft that regulatory equipage requirement in of Commerce has announced are not required by regulation to have their new aircraft, or, if they already the termination date of the satel- an ELT installed but which will have to own an aircraft, do they replace their lite-based monitoring of install one in the near future. The rea- current 121.5 MHz ELT with another 121.5/243 MHz distress alerts. The son is Congress mandated in Public cheap FAA approved 121.5 MHz ELT date is February 1, 2009. Law 106-181, the Wendell H. Ford knowing that in 2009, they will lose What does the announcement Aviation Investment and Reform Act satellite coverage? mean to the vast majority of aircraft for the 21st Century (AIR-21), the The option is to install an FAA ap- owners and operators? At the mo- equipage of certain types of turbojet- proved 406 MHz ELT. Although much ment, nothing. The hundred plus powered airplanes with ELT's. FAA is more expensive, a 406 MHz ELT offers thousand aircraft owners who cur- in the process of modifying the current greater performance and benefits, and rently have 121.5 MHz emergency lo- ELT rule, FAR §91.207, to implement it will be the only one which will be re- cator transmitters (ELT) installed will the new public law. Owners of turbo- ceived by the Cospas-Sarsat satellite not, until the termination date, see any jet-powered aircraft will have to review system after February 1, 2009. More difference in SAR services provided by the effective dates of the new rule importantly, SAR authorities respond the National Oceanic and Atmospheric once issued and the specific require- almost immediately to 406 MHz alerts. Administration (NOAA), the United ments of the rule change. Another advantage of the 406 MHz States Air Force (USAF), and the Another category of aircraft own- ELT is that the satellite system pro- United States Coast Guard (USCG). ers who will have to make an informed vides near instantaneous alerting on As background, NOAA operates the decision are those buying new aircraft 406 MHz. U.S. portion of the Cospas-Sarsat for operations that currently require an The same is not true of the 121.5 system in the United States with ELT and those aircraft owners who MHz system. NASA support. The USAF and USCG might have to replace their current The safety issue is that after the maintain the United States Rescue 121.5 MHz ELT between now and termination date, the only monitoring Coordination Centers (RCC) which co- 2009. The decision these owners will of 121.5 MHz ELT's will be ground- ordinate the actual SAR activities. have to make is one that could possi- based by air traffic facilities or fixed- However, after the termination date, bly save their lives. At issue for these based operators with the capability to aircraft owners will have to make an owners is do they install a cheap FAA receive that frequency or by over-flying informed decision as outlined below. approved 121.5 MHz ELT to meet the aircraft that might be monitoring that J A N U A R Y / F E B R U A R Y 2 0 0 1 19 frequency. If a 121.5 MHz ELT rent regulation still permits the use of system's decision to terminate the equipped aircraft crashes after the ter- 121.5 MHz ELT's to meet the latest space-based monitoring of 121.5 mination date, it could be days before equipage requirement. FAA has no MHz alert beacons, aircraft owners anyone detects the 121.5 MHz ELT plans to mandate the installation of have to decide how they want to signal assuming the ELT survived the 406 MHz ELT's at this time. However, equip their aircraft. Do they continue crash and is functioning as designed. Congress could mandate the installa- to install 121.5 MHz ELT's knowing the Even today, it may take hours for a tion of 406 MHz ELT's in future legisla- risks they must accept in 2009, or do 121.5 MHz ELT crash alert to be taken tion as many in the SAR community they upgrade to a 406 MHz ELT with seriously by NOAA and a Rescue Co- want. A stated goal of the SAR com- all of its benefits? ordination Center because of the munity is to eliminate the usage of all It is your choice. The clock has number of false alerts the Cospas- 121.5 MHz alerting devices on land, at started. February 1, 2009 is not that Sarsat System receives daily. Unless sea, and in the air. far away. there is supporting data such as a re- ported missing aircraft or a flight plan As a result of the Cospas-Sarsat 5 that has not been closed, the RCC's wait for multiple satellite passes to ver- ify that a 121.5 MHz alert is in fact a real alert. Why Space-Based 121.5 One way VFR pilots can increase their chances of a rapid alert response MHz ELT Monitoring Will today and after 2009, especially in air- craft equipped with 121.5 MHz ELT's, is to always file a flight plan. VFR flight Be Terminated plans, especially those with short route segment times, provide one of • Recommended by the International Maritime the best means of alerting SAR au- thorities in the event of an accident. Organization and the International Civil Aviation Individual segment flight plans are bet- Organization ter than filing one extended period • High rate of false alerts (more than 98% in U.S. flight plan when flying to multiple air- alone) and impact on SAR resources locating false ports on a long, round-robin type of alerts flight plan. The reason is air traffic only responds to overdue VFR flight plans. • The unprotected 121.5 MHz frequency was never An aircraft that crashes off the end of intended for space-based monitoring and interfer- the departure runway at the beginning ence causes SAR problems and false alerts of a flight on a long round robin type of • Crash-activated G switch can activate in rough flight will not be missed until the end turbulence and during hard landings of the filed flight plan estimated time of arrival which could be hours later. If • Benefits of 406 MHz ELT the pilot had filed a segment flight • More transmitter power plan, the aircraft would be declared • Dedicated and protected emergency frequency missing much earlier. • Near instantaneous satellite detection An unclosed VFR flight plan be- • More accurate location calculation in a smaller yond an aircraft's expected time of ar- rival also provides evidence to SAR search area authorities that a 121.5 MHz ELT alert • Faster SAR response along that route may in fact be an ac- • Digital unit tual alert. This permits SAR forces to • Positioning data and owner data encoded respond quicker than if the only evi- • Advantages of 406 MHz ELT to SAR dence of a crash is an activated ELT. Plus the flight plan provides important • Owner or aircraft identification data encoded rescue information, especially in the in unit allows easier resolution of false alerts case of a 121.5 MHz ELT alert. and without expending SAR resources FAA permits the use of 121.5 MHz • Position data means more efficient use of SAR and 406 MHz ELT's to meet its regula- resources tory requirement. The recent Con- gressional mandate changing the cur- 20 F A A A v i a t i o n N e w s Louise Oertly photo MRE's AND AIRCRAFT DON'T MIX by H. Dean Chamberlain J ust about the time you think manner. risk on an aircraft should be left at you have heard it all, life man- Without knowing all of the details home. Regardless of what you think ages to surprise you one more of the incident, I am familiar with the of airline food, please don't try cook- time. The most recent sur- heating units contained in military ing your own meal onboard. Years prise was an article about a seem- Meals, Ready to Eat (MRE) rations. ago, a chartered airliner was de- ingly impossible event reported in the The water activated heating units are stroyed by fire when a foreign passen- FAA-funded, NASA-managed Avia- designed to heat an MRE to about ger decided to make tea using a stove tion Safety Reporting System (ASRS). 165 degrees Fahrenheit. Intended for in the middle of an isle. According to the ASRS report's syn- field use, the heating units are de- The same prohibition is true if you opsis, the cabin crew of an airliner signed to heat an MRE when no other are a camper traveling to an outdoor detected a burning plastic smell in means are available. They are not de- camping site. Please make sure any the cabin. Later, they found out the signed to heat an MRE, or whatever of the gear you are traveling with is smell was caused by a soldier who food the solder was heating, in flight in approved by the airline for carriage on had cooked food he had brought on your average Mark 1 airliner. the aircraft. Fuel containers, back- board the plane using a military Meal, Although airline food is notorious packing type stoves, and other fire Ready to Eat (MRE) chemical heating for its lack of taste and quality, one starting materials all need to be unit. The crew found the MRE heat- should not bring an MRE onboard to cleared by airline security and haz- ing package in the trash during a replace or supplement if you are plan- ardous materials specialists before cabin cleanup. It had been stuffed in ning on using the packaged MRE they can be transported. In some an airsick bag along with the trash heater to heat the MRE. Cold MRE's cases, to paraphrase one U.S. Postal from the meal. The person reporting are fine, but their chemical heating Service safety poster, some things the incident found the heating unit units are not appropriate to bring on- were never meant to be flown in a hot over an hour and a half after the board. passenger aircraft. person covered the unit with water With all of today's concerns about All passengers need to know the and ice in a lavatory sink. According aircraft safety and security, anything safety rules and abide by them regard- to the report, the soldier reported that can cause a potential safety con- less of what they might think of the cooking other meals on aircraft in this cern or pose any type of hazardous onboard food. 5 J A N U A R Y / F E B R U A R Y 2 0 0 1 21 Photos courtesy of Tampa International Airport SUPER BOWL XXXV SPECIAL AIR TRAFFIC PROCEDURES by H. Dean Chamberlain S uper Bowl XXXV will be played controllers and Flight Standards Ser- reservation program for all domestic, in Tampa, FL, on Sunday Jan- vice's aviation safety inspectors on nonscheduled IFR arrivals and depar- uary 28, 2001. Although it is game day. tures to and from Tampa International too early, when this is being Will the event generate as much Airport, St. Petersburg/Clearwater Air- written, to tell which football teams will total air traffic as say the annual Sun port, Albert Whitted Airport, Vanden- be playing in the game, FAA will be 'N Fun EAA Fly-in in nearby Lakeland? berg Airport, Peter O'Knight Airport, one of the players monitoring the Probably not, but for those air traffic and Clearwater Executive Airport. game. FAA has been planning for controllers working in Tampa on Janu- A slot reservation will be required months on how to control the air traffic ary 28, things could get busy as pilots for all domestic, nonscheduled IFR ar- over and around the game to ensure planning on flying into Tampa or want- rivals starting on January 25 until Jan- the safety of those attending, those ing to fly over or near the stadium start uary 28 from 0700-2300 hours EST living in the vicinity of the Raymond calling in. Patience may be the best each day. James Stadium, and those onboard teammate in Tampa that day. The number of arrival slots is the aircraft. What makes this Super based upon airport and airspace ca- Bowl unique from an FAA prospective CLASS B AIRSPACE AND pacity. There is no advantage in can- is that the stadium is located within SUPER BOWL XXXV celing IFR and proceeding VFR. the Tampa Class B surface area and VFR arrivals should plan on exten- only a few blocks from Tampa Interna- FAA has issued special air traffic sive delays. tional Airport. procedures (SATP) for the period Jan- Slot reservations will be required Now think of the many aircraft not uary 25-29 in Tampa. Special proce- for all domestic, nonscheduled IFR de- only flying into the airport and other dures will be in effect for helicopter partures on January 28 from 0700 local airports with their distinguished operations at Tampa International Air- until 0300 EST the following morning guests onboard to watch the game, port and St. Petersburg/Clearwater In- and from 0700 until 1500 hours EST but of the many aircraft, airships, and ternational Airport, and for all aircraft on January 29. helicopters that normally fly around operations in the vicinity of Raymond Slot reservations will be available such a major public sporting event James Stadium. beginning on Monday, January 22, at towing banners or providing overhead All pilots planning on flying in the 0700 hours EST. Reservations will not camera shots for the TV networks. Tampa Bay area during this period be assigned more than 72 hours in Add in the normal air traffic to Tampa need to review the published Notice to advance. International, and you can start to see Airmen (NOTAM). Key provisions of The NOTAM explains how to the challenge facing FAA air traffic the NOTAM include details on a slot make the reservations, which can be 22 F A A A v i a t i o n N e w s made either online at <www.fly.faa.gov> or by call- ing 800-875-9755. Once a slot reservation has been made, a slot confir- mation number will be issued. The slot confirmation number must be included in the re- marks section of the flight plan. Pilots are expected to meet their flight plan arrival times within plus or minus 15 minutes. A slot reservation confir- mation number is no guaran- tee that aircraft parking is available, but the NOTAM contains information on how pilots can obtain parking. Only in case of an emergency will Tampa Bay's Raymond James Stadium—home of Super Bowl XXXV is located within the air traffic modify its slot requirements. Tampa Class B surface area. (H. Dean Chamberlain photo) HELICOPTER OPERATIONS formation and operating hours for all aircraft. The Tampa Air Traffic Control No helicopter landings or depar- of the airports supporting the antici- Tower Letter asks all pilots flying into tures will be permitted at or in the pated increase in aircraft into the and out of the Peter O'Knight Airport vicinity of Raymond James Stadium. Tampa Bay area. The NOTAM also during the event to be extremely vigi- All passenger shuttle and itinerant heli- contains complete post-game depar- lant and to use caution. The Peter copters will have to use two tempo- ture procedures. O'Knight Airport and the Gasparilla rary helicopter landing pads located at parade area are below the Tampa Tampa International Airport. The LOCAL EVENTS ADD TO THE Class B airspace. NOTAM provides information on spe- AIR TRAFFIC DURING SUPER cial routing and operating procedures BOWL WEEK SAFETY IS NO ACCIDENT for helicopters flying into Tampa Inter- national Airport. In addition to the Super Bowl, a Because of the number of aircraft major Tampa Bay annual celebration, expected in the Tampa Bay area dur- BANNER TOWING/ Gasparilla Pirate Festival, has been ing this period, all pilots should in- ADVERTISING/MEDIA rescheduled for Super Bowl Week to crease their awareness for other traffic AIRCRAFT OPERATIONS add to the festivities in the Tampa both in the air and on the ground. Bay area. What this means to pilots Parking will be tight. Pilots should For those wanting to operate in flying into the area is an increase in make parking reservations to ensure a the vicinity of the Raymond James the traffic and types of aircraft flying space. Pilots of aircraft affected by Stadium, the NOTAM contains infor- in the area as well as various types of the procedures outlined in the NOTAM mation about what equipment they aircraft flying as part of Gasparilla. should review and following the proce- must have, the dates for the required The Tampa Air Traffic Control Tower dures in the NOTAM to minimize any safety briefing they must attend spon- Letter to Airmen No. 00-07 issued on delays encountered. VFR traffic can sored by air traffic control, and the November 15 notes the expected in- expect delays because of the volume special Aircraft Letter of Agreement crease in air traffic during this week in of operations. they must sign before being permitted the Tampa Bay area as well as the in- With the cooperation, support, to operate within that area. crease in air traffic in the vicinity of and vigilance of all of the pilots flying the Peter O'Knight Airport and over into and out of the Tampa Bay area TEMPORARY TOWER Hillsborough Bay for the Gasparilla during this week, everyone will have a Pirate Festival Parade on Saturday, safe flight and for those attending the A temporary air traffic control January 27. Included in the expected game, a chance to watch a great foot- tower will be established at Vanden- air traffic near the Peter O'Knight Air- ball game. berg Airport during this period. The port and over flying the parade route Keep the blue side up. NOTAM contains complete tower in- are several large, high-speed military 3 J A N U A R Y / F E B R U A R Y 2 0 0 1 23 Overloading ill an aircraft fly if it's pack sack, fishing gear, and a perched on a needle point. Its W many pilots. overloaded? Of course it will. In fact, it's a way of life (or death) for too It's probably not hard to under- day's abundant catch. It was asking too much of this air- craft, overloaded and with a 16-foot canoe tied to the float strut, to take off from the three- movements were large and hard to control. Suddenly, it dawned on me that the cargo had shifted aft on takeoff." Luckily this pilot was able to stand, once having discovered that an quarter mile lake. The pilot's carry out a heart pounding safe aircraft can fly overloaded, that there luck didn't last because once landing with a center of gravity will be opportunities and temptations airborne he couldn't coax it to beyond the aft limit. to do just that. Of course, the margin clear the trees on the gently of safety is reduced. rising shore. • The pilot of an overloaded float The real problem? That "extra" Twin Otter crashed trying to passenger has more than just • Loaded for a cargo haul, the out climb a mountain after weight—he/she has a wallet. Of ten aircraft was ready to go when complying with the tour direc- crashes recently reviewed, in which the operator got a last minute tor's request for a low, circling overloading and/or center of gravity change to add four passen- look at a fish hatchery in a nar- limits were clearly identified, all but gers. The three available seats row valley. One of 18 occu- one were commercial flights. Six of were set up to accommodate, pants was killed and two seri- the accidents were fatal. Here's a but a party of seven adults and ously injured. sampling of what other pilots have ex- a baby arrived with baggage perienced, so please make a concen- and several cases of beer. Whatever your aircraft type, it trated effort to ensure that you don't One passenger climbed into does have a certified maximum all-up do the same. the copilot seat while the three weight. The engineers who designed extras settled themselves at it knew their aerodynamics. Any at- • The pilot falsified the weight the back amongst the cargo. tempts to defy the aircraft's physical and balance sheet to indicate On takeoff the pilot struggled limitations are usually exercises in futil- the aircraft was loaded within to lift the tail. Once airborne, ity. Know your specific load. Ensure limits. With nine passengers the tail-heavy aircraft climbed that it is distributed evenly and prop- on board, the light twin would steeply to 100 feet, stalled, erly tied down. And don't succumb to not stay airborne and ran off and fell heavily to the runway. customer pressure to stuff in that little the end of the runway. The center of gravity was dan- extra bit for their convenience. That gerously beyond the aft limit. extra bit could cost you your life. • The float Cessna 172's load 5 was a pilot and two passen- • "After takeoff, the aircraft began From the Transport Canada Avia- gers, small outboard motor, porpoising mildly as if it were tion leaflet, Take Five for Safety. 24 F A A A v i a t i o n N e w s • Remain Within 10 NM I know that the procedure turn is rapidly disappearing in this new GPS SAMPLE: era but may I please find out why the maximum procedure turn completion distance shown on NOAA/FAA instru- NOT FOR NAVIGATIONAL USE ment approach charts is 10 miles? Looking at all of the data that I can find on procedure turns, it appears from FAA studies in the past that quite a number of larger or high perform- ance aircraft cannot complete a pro- cedure turn within 10 miles of the fix unless the pilots are reminded to stay within 10 miles just before executing the procedure turn. Looking at TERPS it appears that the area protected for obstacle clearance is well in excess of 10 miles (up to about 17 miles) and, according to FAA Order 7030.1A, air traffic controllers are instructed to pro- tect the same area to avoid other traf- fic in non-radar environments. It ap- pears that someone has failed to realize that the area protected in TERPS was changed many years ago (way back in the 1950's or 1960's when I was too young to hold a pilot li- cense) from a box and the procedure designers are still putting in a distance for the old standard which requires pi- lots to rush into procedure turns in higher performance aircraft if for no other reason then someone has de- cided that the chart should state 10 miles. This strikes me as being some- what contradictory to the current view that pilots should be flying stabilized approaches to avoid CFIT accidents these days. Is there some other rea- son that I don't know about to restrict these turns to 10 miles or should they Service, National Flight Inspection Di- not be 17 miles as determined in past vision, Washington, DC June 1968; 4) The U.S. Terminal Procedures, FAA studies? Course Reversal Flight Simulator Eval- Southwest Volume 1 of 2, published References: 1) TERPS - Current uation - January 1968 Final Report - by NOAA/NOS contains the phrase Edition; 2) FAA Order 7030.1A "Pro- Flight Standards Service, Washington, "Remain within 10 NM" in the profile tected Airspace for Instrument Ap- DC; 5) TERPS - Third Edition - Sep- view of the NDB RWY 35 approach at proach Procedures" - March 27, tember 1, 1956; 6) TERPS Fourth Edi- Holyoke, Colorado. The Jeppesen 1969; 3) Project Report Project Num- tion Proposed - Date Unknown approach depiction simply indicates ber 68-460-7 "Procedure Turn Com- Clive Berryere (Pilot/Engineer) "10 NM." In either case, what does pletion Distance" - Flight Standards Saint-Laurent, Quebec, Canada this 10 NM limit for procedure turn J A N U A R Y / F E B R U A R Y 2 0 0 1 25 (PT) completion mean to the pilot fly- tended to 15 NM when operationally main within that distance from the PT ing the procedure? required and noted on the procedure. fix/facility. First, the distance allowed for PT During testing to determine what completion is a compromise between airspace to protect, the FAA asked pi- • Addendum to Surface providing enough room for the pilot to lots to fly PT's within the stated PT Tension fly a course reversal maneuver and distance. The results of the testing limiting the amount of airspace which showed that for various reasons, in- For your information, here are a must be protected when an aircraft is cluding winds, the aircraft actually few additional comments to the "Sur- cleared for the PT. This compromise went beyond the stated limitation. To face Tension, Part 2" article that ap- limits the size of the PT to the mini- account for this overshoot, the pro- peared in the November/December mum required. This is critical in con- tected airspace recognized in the pro- issue. gested airspace. The standard PT cedure design includes a buffer area Sectional charts now contain in- completion distance is 10 NM, but this to assure pilots who reasonably at- formation on runways for which a may be reduced to five NM for proce- tempt to stay within the stated dis- right hand traffic pattern is used dures supporting only Category A air- tance will not encounter other IFR air- (e.g., "RP 23" indicating a right pat- craft or helicopters, and may be ex- craft or obstructions. tern for runway 23.) This is a fairly The pilot should use every naviga- new feature of sectional charts and is tional tool, including DME, to assure very helpful. FAA AVIATION NEWS the aircraft remains within the pub- Also, at non-towered airports, welcomes comments. lished distance. The NDB RWY 35 when pilots transmit their position or We may edit letters for approach at Holyoke is typical of many intentions, sometimes it not unusual to style and/or length. If we approaches with procedure turns get no response. This can mean no have more than one letter where timing is the only means of dis- one else is using the airport or that the on the same topic, we will tance determination. If ground speed aircraft's radios or audio panel has not select one representative estimates are incorrect, the buffer area been configured properly to transmit letter to publish. Because is intended to provide adequate pro- or receive. Confirm the audio panel of our publishing sched- tection while the aircraft is at or above and radio switch and frequency set- ules, responses may not the PT completion altitude of 5,000 tings and get a radio-check if possi- appear for several issues. feet. The final approach area protect- ble. This has been a common prob- We do not print anony- ing descent to the minimum descent lem noted by pilots reporting mous letters, but we do altitude of 4,240 feet begins at 10 NM non-towered surface transgressions to withhold names or send from the PT fix/facility. the Aviation Safety Reporting System personal replies upon Pilots flying high performance air- (ASRS). request. Readers are craft need to constrain airspeed to as- Mike Lenz reminded that questions sure completion of the PT within the FAA dealing with immediate specified distance. The Aeronautical Runway Safety Program Staff FAA operational issues Information Manual, paragraph 5-48 a should be referred to their .2. states, "When the approach proce- • The Hovering Airport local Flight Standards dure involves a procedure turn, a max- District Office or Air Traffic imum speed of not greater than 200 I read with interest "Safety Re- facility. Send letters to H. knots (IAS) should be observed from minders? Canyon Calisthenics" in the Dean Chamberlain, first overheading the course reversal September issue of FAA Aviation FORUM Editor, FAA AVIA- IAF through the procedure turn ma- News. Of particular interest was TION NEWS, AFS-805, neuver to ensure containment within "…an airport in the West whose eleva- 800 Independence Ave., the obstruction clearance area." tion is almost 4,000 feet AGL." A very SW, Washington, DC With the advent of the Global interesting concept! 20591, or FAX them to Positioning System, area navigation George H. Urich (202) 267-9463; e-mail routes are replacing procedure turns, Canadaigua, NY address: but PT's will be around for a long time yet. Instrument pilots must be It's the new FAA concept to have email@example.com aware of the charted procedure turn more airports—the hovering airport. completion distance and maneuver Obviously, it should have read "4,000 their aircraft in such a manner to re- feet MSL." Thanks for the catch. 26 F A A A v i a t i o n N e w s AERONAUTICAL CHARTING NOW PART OF FAA As of October 1, 2000, the former The April 1 date does not, how- on America Online (AOL)™. For AOL National Oceanic and Atmospheric ever, preclude airports from immedi- ™ members, use the keyword "FLY" Administration's (NOAA) Office of ately submitting PFC applications or then enter the Wright Hall chatroom. Aeronautical Charting and Cartogra- amended applications requesting the The online meeting qualifies as a phy is now the FAA's National Aero- authority to collect the higher PFC safety seminar under the FAA's nautical Charting Office (NACO). Or- amount beginning on that date. The "WINGS" program. For more details ganizationally located in the Air Traffic FAA will review and rule on applica- about the online safety meeting, you Services (ATS), Aviation System Stan- tions in advance of the effective date. can contact the Tampa FSDO's web- dards (AVN), the redesignated NACO These new PFC levels are author- site at <www.faa.gov/fsdo/tpa>. organization will remain in its current ized under the Wendell H. Ford Avia- physical location and keep its current tion Investment and Reform Act for 2001 SCHEDULE telephone numbers: 1-800-638-8972 the 21st Century (AIR-21), signed into or (301) 436-8301. The office is open law on April 5, 2000. Prior to AIR-21, January 3 Accident Review 2000 Monday through Friday, 8 a.m. to 4:30 the highest authorized PFC level was January 17 PROPer Care p.m. It is closed on Federal holidays. $3 per enplaned revenue passenger. January 24 Cabin Heat Cautions The transfer from NOAA to FAA Under the law both before and January 31 Checklists was legislated in the FAA Reauthoriza- after enactment of AIR-21, PFC's are tion Bill for FY 2000. imposed based on the number of de- February 7 High Altitude Operations partures by the passenger, with a February 21 Private Pilot Certification PASSENGER FACILITY CHARGE maximum imposition of two PFC's, for February 28 Aviation Trivia Contest INCREASE START DATE one-way flights and four PFC's for roundtrip itineraries. March 7 Altimetry: How High Am I? This announcement is of particular March 14 The Dangerous CFI interest to anyone who uses airlines. DOCS ONLINE March 21 Managing Your Fuel The FAA has announced that April 1, System 2001, would be the earliest start date The FAA's Civil Aeromedical Insti- March 28 Spring Forth from for new $4 and $4.50 passenger facil- tute's (CAMI) website lists the names Hibernation ity charge (PFC) levels. and pertinent data on all of its aviation After thorough consultation with medical examiners (AME). To find the NEW GOVERNMENT government and industry experts, FAA name of an AME in your neighbor- PUBLICATIONS established the uniform industry-wide hood, you can search CAMI's website start date to give airline ticketing and at <www.cami.jccbi.gov>. Once you The Government Printing Office computer reservations system enter the website, select "Aeromedical (GPO) has announced the availability providers time to implement repro- Education" and then "Directory of Avi- of two publications from NASA. The gramming to accommodate the higher ation Medical Examiners." You can first is Astronautics and Aeronautics, level. search for AME's by name, country, 1991-1995: A Chronology. The 779- "An earlier start date for PFC lev- region, state, county, city, and Zip page book's stock number is 033- els above $3 is not practical because Code. 000-01230-6. Its ISBN number is 0- existing airline ticketing and computer 16-050408-2. Its cost is $43 reservation systems must be repro- FAA SAFETY FORUMS AT domestic ($53.75 foreign). The sec- grammed to accommodate fractional AMERICA ONLINE ond book is titled Hypersonics Before dollar levels, higher PFC amounts, and the Shuttle: A Concise History of the other changes introduced by AIR-21," The following is the 2001 pro- X-15 Research Airplane. The 128- said Woodie Woodward, Acting Asso- posed schedule of FAA aviation safety page book provides an Air Force view ciate Administrator For Airports. forums produced by FAA Aviation of the design, development, and oper- Once the required programming Safety Inspector and Safety Program ation of the X-15 including lessons changes are made, industry also must Manager, Buz Massengale, from the learned. The stock number is 033- conduct a testing and validation pe- Tampa Flight Standards District Office. 000-01227-6. Its ISBN number is 0- riod to ensure that all programs func- Each Wednesday, Massengale holds 16-050363-9. The cost is $12 do- tion properly both independently and his online safety meeting starting at mestic ($15 foreign). in relation to other domestic and inter- 9:30 p.m. Eastern time. The meetings The books can be ordered from national systems. are held in the "Wright Hall" chatroom the Superintendent of Documents, J A N U A R Y / F E B R U A R Y 2 0 0 1 27 P.O. Box 371954, Pittsburgh, PA 15250-7954. The books can also be ordered online at <http://bookstore. gpo.gov>. Telephone orders can be called into (202) 512-1800 M-F from will be offered, as well as demonstra- contained in NTSB press release SB- 7:30 am to 5 pm EST. The fax order- tions on computerized weather re- 00/05 dated Feb. 25, 2000. The ing number is (202) 512-2250. Pre- sources, the FAA Alaska Region's press release can be found on the payment is required by check, VISA, Capstone avionics training simulator NTSB website at <www.ntsb.gov>. MasterCard, Discover/NOVUS, or and the Vertigon spatial disorientation GPO Deposit Account. machine. The conference is intended 27th ANNUAL MIDWEST to draw a wide and diverse audience. GENERAL AVIATION INAUGURAL GREAT LAKES The conference supports an MAINTENANCE SEMINAR AVIATION CONFERENCE AND agreement between the FAA and TRADE SHOW MDOT's Bureau of Aeronautics to The 27th Annual Midwest General bring the aviation community to- Aviation Maintenance Seminar will be Aviation firms and individuals gether to promote operational safety held February 21 and 22 at Lewis Uni- wanting to meet with pilots, air traffic and industry advancements. To that versity located in Romeoville, Illinois. controllers, mechanics, students, and extent, Eastern Michigan University, This free seminar offers training, ex- other aviation enthusiasts—and all Western Michigan University, Jack- hibits, and demonstrations in the latest under one roof—will want to attend son Community College, Transport maintenance practices. It is an excel- the first-ever Great Lakes International Canada, and the Detroit Aviation lent opportunity for maintenance tech- Aviation Conference in East Lansing, Safety Counselor Organization are nicians, managers, and flight opera- Michigan, January 26-28, 2001. joined in a collaborative effort with tions personnel to update their training "This is an excellent opportunity to the FAA and MDOT Aeronautics to and view the latest products offered in confer with the people who care about plan this conference. the field. Training classes meet FAA's staying on top of the very latest equip- For further information, contact annual inspection authorization re- ment and techniques for assuring safe Philip Tartalone at the Michigan Depart- newal requirements. and effective air travel," said Michigan ment of Transportation Bureau of Aero- The seminar is sponsored by Department of Transportation (MDOT) nautics by phone at (517) 335-9880 or Lewis University, the Illinois Depart- Bureau of Aeronautics Director Bill by e-mail at <email@example.com>. ment of Transportation's Division of Gehman. "We are pleased to partner Information also is available via the Web at Aeronautics, and the FAA. For more with the state's aviation schools, the <www.mdot.state.mi.us/aero/gliac.htm>. information contact Don Cramer or Federal Aviation Administration (FAA), Kami Paine at (217) 785-8516. Transport Canada, and Aircraft Techni- NO CHANGE IN NTSB 1999 GA cal Publishers to provide an impres- ACCIDENT DATA sive educational weekend that ad- SUBSCRIPTION PRICE dresses every facet of the aviation In October the National Trans- INCREASE community." portation Safety Board reported no W ith a "New Technologies" change in its preliminary 1999 general The U.S. Gover nment theme, the weekend conference at aviation accident (GA) data released in Printing Office has just in- Michigan State University's Kellogg February. In that report, NTSB listed formed us that they have in- Center will feature a broad array of 628 GA fatalities vice 623 GA fatalities creased the price of the FAA speakers and topics. The format will in 1998. The number of GA accident Aviation News magazine. The include main speakers, breakouts, and in 1999 was 1,908. In 1998, the num- annual subscription price is several opportunities for aviation sup- ber of GA accidents was 1,909. Fatal now $28.00 domestic ($35.00 pliers to interact with conference at- accidents dropped to 342 in 1999 foreign)—an increase of $8.00 tendees on the very latest in aviation from 365 in 1998. a year or 40%. We apologize equipment and services. The GA accident rate per 100,000 to our readers for the inconven- Conference headliners include flight hours for 1999 was 7.05. In ience this may cause, but the Scott Crossfield, the first person to fly 1998, the GA accident rate was 7.12. FAA has no control on the pric- at Mach 2 and Mach 3 speeds, and The complete NTSB 1999 accident ing of the magazine. However, Ron Machado, popular aviation hu- report for all categories of aviation and we do promise to continue to morist and educator. Eight hours of modes of transportation can be found on provide you with useful aviation aviation maintenance programs de- the NTSB website at <http:// safety information, as always. signed for airframe and power plant www.ntsb.gov/aviation/Stats.htm>. technicians and maintenance students The complete aviation report is 28 F A A A v i a t i o n N e w s Runway Editor'sfrom the pen of Phyllis-Anne Duncan Over the Edge Here I am at that juncture again where my art designer is bugging me for this column so that this issue can be sent to the printer, and I have 14 irons, unrelated to magazine production, in the proverbial fire. As of this writing, we still don't know who's going to be President for the next four years, which certainly outstrips my writer's block in the scheme of things. Let's see, this morning I took a phone call from an irate training center manager (and rightly so) wanting to know why we hadn't approved his two core curricula. I went to a staff meeting and got tasked to analyze an issue, which doesn't even fall within the general aviation purview. There were phone calls about the previous day's midair between an F-16 and a C-172. A contractor was here interviewing employees so that we can come up with a listing of exactly what it is we do (nope, don't go there), and I missed a meeting that had been on my calendar for three weeks. No, this is not some stiff-necked, DC bureaucratic whining. Actually, it is, but that's not the point of this. The point is, at about 1300 I realized that there were a couple of biological needs that I hadn't attended to, I was harried on what is normally a slow day (Friday), and I snapped at a secretary. A lot of things piled up at once, and I was completely dis- tracted, my mind off in a dozen different directions, then the thought struck me—at least I'm on the ground. What if, after the day I'd had with all its frustrations, I'd decided to go flying? Probably not a good move on my part, but it got me to thinking about what it means to be ready to fly beyond the regulatory requirements for currency. Of course, it takes a body that is healthy, but it also takes having your head in the game and your mind not pulled in different directions. And it takes feeling right about yourself in the world. In this issue, we have an article on depres- sion, its symptoms and manifestations, and the treatment for it. On the surface, that might not seem like an aviation safety issue, but it is. If you're depressed, your head isn't in the cockpit; it's on whatever it is that's making you de- pressed or it's wondering why life just isn't going your way. That means a significant part of your ability to make aero- nautical decisions is impaired. Depression is a major problem in this day and age, and as the article on page 17 indi- cates, most people affected by it can overcome it and without losing medical certification. The cultural or sociological reasons behind why depression has increased markedly in the last few decades is not the subject here; rather, it's ad- mitting to yourself that depression might be affecting you. If it is affecting you, it won't be long before it will somehow affect your flying, and it can put an end to your flying in a way you might not even want to think about—an accident, for instance. What I'm trying to say here, facing a spate of holidays (I'm writing this in early November) which sees the numbers of suicides increase, is that being physically ready to fly may not be enough. Again, you have to have your head— sound, hale, and healthy itself—in the game. I'm not trying to be preachy, and I actually have some right to urge people who are on that edge to step back and get some help. I've been there, one foot hovering over that long drop. My own father walked up to that edge. He didn't step back. I stepped back from the edge because I swallowed the stubborn Scots/Irish pride, which taught me to tough things out, and said, "I need to talk to someone about what's going on with me." It was truly the hardest thing I've ever had to do, but it was also the best thing I could have done. I was so far down that I actually grounded myself—some sense was rattling about in my beleaguered head—and in the long run, it wasn't for long. Flying, it turned out, was an incentive for me to face the demons and exorcise them because I missed being in the air. So, don't skip over the article on page 17 because it might make you uncomfortable (if it does, it might be striking close to home) or it's not about aviation safety. It is. Let's face it, holidays are some of our roughest times emotionally. Post-holiday time can be a big let-down. You may have lost someone you love. Your business may be tanking, or your life just doesn't feel right. Whatever it is, get some help. Don't let depression take your head out of flying, and don't lose your life—literally. What dreams may come over that edge is something none of us wants to see for a long, long time. May this new year be healthy and happy for us all—regardless of who finally became President! 'Til next time… U.S. Department of Transportation Federal Aviation Administration 800 Independence Ave., S.W. Washington, D.C. 20591 Official Business Penalty for Private Use $300
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