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  • 01/08/2016 8:23 PM
    Message # 3748554
    CAC Administrator (Administrator)

    Thread to discuss safety-related topics

  • 01/08/2016 8:41 PM
    Reply # 3748597 on 3748554
    Christophe Masiero (Administrator)

    Naval Aviators and Commercial Pilots (Corporate and Airlines) have used Angle of Attack (AoA) indicators for years... now the FAA is making a push and several vendors are already offering this for GA:


  • 01/09/2016 7:06 PM
    Reply # 3749643 on 3748554
    Christophe Masiero (Administrator)

    Following the NTSB report of the 2014 Gulfstream IV Bedford, MA crash (lack of checklist use, lack of challenge & verification in CRM environment, lack of flight control check for past 98% of the crew's past flights, delayed take off rejection until point of no return), this is an interesting point of view from Ron Rapp, expanding on the concept of normalization of deviance which can be valuable for any pilot (not just IFR/Jet rated ones):


    In a nutshell, sounds trivial but always use Checklists (best in a challenge/verification mode when 2 pilots are on board even in GA) and check the flight controls before taxiing.

    Last modified: 01/09/2016 7:10 PM | Christophe Masiero (Administrator)
  • 02/01/2016 2:49 PM
    Reply # 3794234 on 3748554
    CAC Administrator (Administrator)

    The FAA updated their tool, making it easier to check for NOTAMS prior flying:


  • 02/17/2016 2:26 PM
    Reply # 3827578 on 3748554
    Christophe Masiero (Administrator)

    If you fly often in today's environment (complex airspace, NOTAMs, traffic etc), you probably already know about the NASA's Aviation Safety Reporting System (ASRS), your get-out-of-jail free card if you self report the issue immediately after it occured.


    But did you also know they have a (free) monthly newsletter showing anonymously 3 issues on one topic? This is a great way to learn more with 3 scenario-based situations. Visit their site today and click on the "subscribe" button on the main page.

  • 03/23/2016 2:34 PM
    Reply # 3902254 on 3748554
    Chris Hudson (Administrator)

    Following on Christophe's fine item on angle-of-attack indicators and their benefits for safety in GA cockpits, have a look at this short (under 5 min) vid from Paul Bertorelli in AvWeb today.  This experienced CFI, aided by cameo from John King, makes the point that the consequences of missing on this emergency maneuver are likely deadly, so don't do this unless you've practiced it more than once in the pattern or at higher altitudes.  Winds, runway options, obstacles and aircraft takeoff weight all affect your strategy here.  


    Bertorelli's thesis is that we must review this issue on each takeoff when running he checklist or before taxiing into takeoff position, so that we assess each important variable for that takeoff. It could save your tuchas when your options get narrower:


    Last modified: 04/25/2016 2:52 AM | Christophe Masiero (Administrator)
  • 02/16/2017 12:30 PM
    Reply # 4612607 on 3748554
  • 02/21/2017 2:37 PM
    Reply # 4621802 on 3748554
    CAC Administrator (Administrator)

    The bigger the plane... the bigger the stress


  • 02/27/2017 1:26 PM
    Reply # 4637628 on 3748554
    Chris Hudson (Administrator)

    From today's AvWeb Flash:  Possible Corrosion in Single Cessna Lower Forward Door Posts - Airworthiness Concern Sheet Likely a Worthwhile Troubleshooting Approach  

    By Geoff Rapoport of AvWeb

    Cracks near the wing strut attachment were found in several Cessna 207s belonging to a single operator, leading the FAA to request information from owners and operators to determine how many aircraft have similar damage. The cracks could cause wing deformation leading to unflattering changes in flight characteristics, and, although unlikely, could cause wing failure in aircraft with extremely advanced cracks, according to the FAA. Cessnas with wing struts produced up to 1986 are potentially affected. The FAA has been aware of the issue since at least 1995, when Cessna released a service bulletin (SEB95-19) requiring inspection of the lower forward doorpost every 1,000 hours and installation of a reinforcement kit if cracks are found. The request for additional information through this Airworthiness Concern Sheet suggests the FAA is considering more frequent inspections.

    When operators perform the required inspection, the FAA is asking owners/operators to send the results, along with total airframe hours, to the Wichita Aircraft Certification Office. The agency is also seeking information on the time required to perform the inspection to assess the cost of more frequent inspections. The 1995 service bulletin estimates 1.5 man-hours to perform the inspection, which requires removal of the upholstery, heater ducts and floorboard inspection covers near the lower forward cabin doorpost. Cessna budgets an additional 24 man-hours to install the reinforcement kit, if needed.

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