Florida-based pilots Joseph Hurtuk, Ian Goldbaum, and Richard Golightly collaborated in the design of a specialty plate with the theme, “Support General Aviation.” Among their goals was highlighting the economic impact of aviation in the state, which ranks third in the U.S. for the total number of pilots, aircraft, and airports.  

The three pilots worked with Stacey Heaton, AOPA’s southern regional manager, to seek help from elected officials to promote the plate. State Representative Doug Bankson (R-District 39) and State Senator Gayle Harrell (R-District 83) played major roles in legislative efforts to gain House and Senate approval. The next stop for the plate is the governor’s desk, where it is expected to receive approval by the end of March, AOPA said.

“Special thanks go to representative Bankson and senator Harrell,” said Heaton. “The representative’s own passion for aviation and the senator’s recognition of our members’ passion for aviation made this effort possible.” 

After receiving the governor’s signature, the plate still has to go through a process to coordinate its distribution. Presales are set to begin October 1 with a requirement of 3,000 purchases before the state can begin turning out the plates for drivers. Proceeds from the sale of the specialty plates will go toward funding aviation education scholarships for Floridians, which will be managed through the Aerospace Center for Excellence in Lakeland, Florida.

The post Sales of Aviation License Plates to Begin in Florida Later This Year appeared first on FLYING Magazine.

The study looked at flight training risks and innovations from 2000 to 2019 and took note of the number of accidents and their causes.

According to the report, loss of aircraft control comprises 54 percent of the fatal accidents that occur during instructional flight. Most of those are attributed to stall/spin events and happen in the pattern, often during a go-around, when the aircraft is at low altitude, high power, and high angle of attack. Overshooting the base-to-final turn has also been identified as a situation that puts a pilot at risk.

In both instances, a stall/spin event is not recoverable because of low altitude.

“The aviation industry has done an excellent job of stall/spin awareness when overshooting base to final,” said Robert Geske, AOPA Air Safety Institute manager of aviation safety analysis. “Similarly, we should stress stall/spin risk during takeoff, climbout, and go-around, and emphasize energy awareness and management during those flight phases.”

In the past several years there has been increased awareness of risk factors in aviation, and flight training is getting safer, according to Andrew Walton, Liberty University School of Aerospace director of safety.

“Sustained efforts by the FAA, NTSB [National Transportation Safety Board], manufacturers, and the flight training community have resulted in a fatal accident rate that is now roughly half of what it was at the start of the century,” said Walton, “From 2000 to 2004, the fatal accident rate averaged 0.49 per hundred thousand hours and decreased to 0.26 in the last five years of the study. However, there remains plenty of work to do, particularly in mitigating the risk of loss of control in flight.”

Other Accident Causal Factors

Accidents attributed to a loss of control during in-flight maneuvering continue to be a factor.

“The FAA’s decision to improve stall horn awareness by changing the slow flight maneuver in the airman certification standards (ACS) may have something to do with this,” the study suggested. “Instead of teaching the learner to perform slow flight with the stall warning activated the entire time and terminating the maneuver with a full stall, the FAA update has learners recovering at the first indication of stall, with more emphasis on recognizing the factors that lead to a stall and maintaining control during slow flight.”

Midair collisions were found to be the second-leading cause of fatal instructional accidents from 2000 to 2019. According to the study, 70 percent of those occurred outside the airport environment, with the majority happening at an altitude between 1,000 and 2,000 feet.

However, the number of midair collisions decreased, which researchers noted coincides with the introduction of ADS-B into the training fleet.

Controlled flight into terrain (CFIT) was listed as the third-leading cause of fatal instructional accidents, although it was noted there was a slight decrease in the overall number.

“Reduced visibility continues to play a role in most of the CFIT accidents, with 13 of the 19 accidents occurring at night and/or in IMC conditions,” the study said. “CFIT accidents largely occurred during maneuvering, followed by enroute and approach.”

• READ MORE: Aviation Safety Report Offers Blueprint During Flight Instruction

Other revelations from the research were that the majority of CFIT accidents happened at night in visual meteorological conditions, and when they happened in daylight, it was often due to inadvertent flight into instrument meteorological conditions or when the pilot was practicing emergency procedures or a missed approach and lost situational awareness, specifically their proximity to terrain.

Fuel mismanagement remains a causal factor in aviation accidents, although the study seemed to indicate that low-fuel alerting systems in more technically advanced aircraft have helped reduce the instances of fuel exhaustion. However, engine failure due to fuel starvation still occurred and was the result of the pilot’s failure to switch fuel tanks or not having the fuel selector in the detent, which stopped fuel from reaching the engine.

Accidents due to component failure of the engine ranked fifth on the list. According to the study, there were 14 events attributed to this, with seven being blamed on improper maintenance, including a fuel filter installed backward another attributed to a carburetor’s missing cotter pin, and one due to poor magneto installation. Additionally, two engines failed suddenly—one due to an exhaust valve failure and one because of a corroded mixture cable that sheared during flight.

Changes in Training

The study also looked at the changes in flight training that may have affected the reduction in accidents. For example, the FAA updated the airman certification standards that required applicants to demonstrate risk management and aeronautical decision-making skills.

Ultimately, the results of the study will be used as a means to develop strategies to mitigate risk and prevent accidents in the future.

The complete report can be viewed here.

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The news came Tuesday in an informal meeting with staff. There is no official announcement—and Baker’s retirement won’t take effect right away.

According to the confirmation from AOPA, it’s the start of a natural succession plan. At this point, Baker is committed to staying at his post and working with the AOPA board of directors to find the “best possible person to take over.”

• WATCH: Jobs in Aviation Series: AOPA President Mark Baker

Baker came to AOPA in 2013 as its fifth president and assumed the dual title of CEO. After earning his private pilot certificate in his 20s, he has owned and flown many aircraft and logged more than 10,000 hours of flight time. Prior to AOPA, he served as the CEO of Orchard Supply Hardware Corp., and as an executive at Scotts Miracle-Gro Co., Gander Mountain Co., and The Home Depot Inc.

The post Mark Baker Announces Retirement From AOPA to Staff appeared first on FLYING Magazine.

About the Report

The data in the digital report is updated on a rolling, 30-day cycle, providing the most current snapshot of general aviation safety performance. The report is always about a year or two behind as it relies on the completion of investigations by the National Transportation Safety Board (NTSB) and their probable cause. It can take a year or more for the NTSB to conclude investigations.

According to the report, now in its 33rd year of release, there has been an increase in total accidents. In 2020 there were 1,050, compared to 1,124 in 2021. Breaking down the information  further showed there was a decrease in the total  accidents that took place during landings. However, the number of these events that resulted in fatalities increased slightly.

This was not the only disappointing statistic, noted Robert Geske, AOPA Air Safety Institute manager of aviation safety analysis. Geske cited the increase in the noncommercial helicopter accident rate, which rose following two years of decline.

“We are also disappointed to see the lethality rate for weather accidents remain steady at an average of eight per year despite continual efforts to address this area,” Geske said.

Mechanical accidents saw an increase overall but a decrease in fatalities.

Using the Report to Improve Safety

To get the most out of the report, pilots, especially instructors, can review the data to determine what areas of flight are prone to accidents and focus on improving performance. For example, the knowledge that most accidents happen during landing might inspire the pilot to spend more time on their landing proficiency.

• READ MORE: Aviation Safety Report Offers Blueprint During Flight Instruction

Access the report here.

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According to AOPA, a memorandum of understanding (MOU) has been signed to create a means of collaboration to “identify curriculum alignment, jointly promote each other’s educational materials, and pursue grant-funding opportunities related to aviation.”

The MOU was put into place to share ideas, best practices, and training resources to help both organizations meet the ongoing and increasing demand for skilled aviation professionals.

• READ MORE: STEM Curriculum Now in 300 Schools Nationwide

“This agreement allows the AOPA Foundation and Choose Aerospace to collaborate more closely,” said Glenn Ponas, AOPA Foundation director of high school outreach. “Together, we will be able to provide our respective curricula and resources to school districts and career technical centers and support them in creating pathways to careers as pilots, drone pilots, and aviation maintenance technicians.”

The AOPA Foundation represents the organization’s philanthropic arm. The collaboration with Choose Aerospace is the first of multiple efforts from the foundation to document and coordinate aviation programs and resources.

The Process

The MOU includes a review of both the AOPA Foundation High School Aviation STEM Curriculum and the Choose Aerospace Aviation Maintenance Curriculum.

Both groups play key roles in helping the industry meet its workforce demand by providing education, training, and employment pathways in the communities they serve.

“Aviation industry stakeholders recognize the need to invest resources and collaborate as part of developing a sustainable, diverse workforce,” said Ryan Goertzen, vice president of workforce development at AAR Corp. and president of Choose Aerospace. “The Choose Aerospace-AOPA Foundation partnership will help both organizations maximize their already-productive efforts to feed aerospaces workforce pipeline.”

There are plans to promote the curriculum through social media, newsletters, and joint presentations to schools and the aviation industry.

How Many Jobs Will There Be?

According to recent data from Boeing, there will be a need for 649,000 pilots, 690,000 technicians, and 938,000 cabin crewmembers over the next 20 years. The company also noted that domestic air travel is back to pre-pandemic levels, and international travel is also increasing again.

About the Groups

Choose Aerospace is a 501(c)(3) nonprofit partnership of aerospace stakeholders joined together to increase the availability of a diverse, qualified, technical workforce to support industry growth. The Choose Aerospace two-year AMT general prep course complements the AOPA Foundation drone and pilot pathways, enabling school districts that participate to create direct pathways to three in-demand aviation careers.

AOPA, established in 1939, is the world’s largest community of pilots, aircraft owners, and aviation enthusiasts. The association was created to provide advocacy at the local, state, and federal levels, and encourage flight training and aviation accessibility. The partnership will be introduced at the first AOPA Aviation and Aerospace Workforce Development Summit  at the Hyatt Regency Orlando International Airport on November 12. The AOPA You Can Fly High School Aviation STEM Symposium will follow the summit on November 12 through 14. Both events are open to organizations that offer high school aviation curricula and resources.

The post AOPA, Choose Aerospace Target Worker Shortage appeared first on FLYING Magazine.

Representatives from GAMA, the Aircraft Owners and Pilots Association (AOPA), Experimental Aircraft Association (EAA), and the National Air Transportation Association (NATA) participated in the discussion.

The panelists cited progress toward fielding a replacement for 100 Low Lead (100LL) high octane gasoline that would be suitable for fleetwide use. While an estimated 70 percent of the current piston-aircraft fleet can safely use available lower-octane lead-free fuels, the remaining 30 percent that require higher-octane fuel to operate safely fly an estimated 70 percent of the hours flown by the entire GA fleet.

• READ MORE: EPA Releases Proposed Finding on Leaded AvGas

The panelists noted that the expected EPA endangerment finding, in itself, does not constitute a ban on continued use of 100LL fuel. In fact, the group stressed the priority of retaining the right to distribute and use 100LL until and acceptable replacement is in place.

However, the panelists did acknowledge that the EPA endangerment ruling does set a “pathway” to future rulemaking related to lead emissions in aviation fuels.

There was extended discussion on the difference between the supplemental type certificate (STC) route to acceptance of a replacement unleaded fuel, and the so-called ASTM (American Society for Testing and Materials) route, involving a “collaborative government FAA program to test candidate fuels, generate report and data, and distribute to fuel providers” enabling the FAA to gain “industry consensus” and issue a fleetwide approval.

• READ MORE: G100UL Avgas Replacement Set to Soon Hit Pumps

The panelists were careful to assure that the FAA, as the arbiter of safe aviation operations, is the final authority on approving a replacement for 100LL; not the EPA. That said, the discussion revealed that – for the first time – regulatory standards for lead emissions in aviation fuel will be established as a result of the expected EPA endangerment finding. GAMA assured the participating journalists that there would be further briefings once the EPA endangerment finding is finalized.

Editor’s Note: This article first appeared on AVweb.com.

The post GAMA Hosts Pre-Brief on Life After EPA’s Ruling on Leaded Aviation Fuel appeared first on FLYING Magazine.

One way to do this is for the CFI to review the Nall Report, the Aircraft Owners and Pilots Association’s (AOPA) Air Safety Institute’s annual report that looks into accident causal factors—and to develop training scenarios to give learners the tools to address these risks.

AOPA released its 32nd report in October. The report looks at the number of events, the phases of flight where accidents happen, and contributing or causal factors. According to this latest release, most accidents happen during the approach to landing—in particular, when the pilot overshoots the turn to final, overcorrects with bank angle, and inadvertently allows the aircraft to get slow, resulting in an unrecoverable stall/spin. If you check the National Transportation Safety Board (NTSB) database, you will find hundreds of these accidents, which are usually fatal.

A scenario to address the risk involves taking the airplane to a safe altitude—like 5,000 feet—and practicing the base turn to final as if the airplane is in the pattern. This is a basic descending turn. Experiment with a combination of bank angles during a descent, working on coordination. Practice approaches with flaps and without. Use a cardinal heading as “final” and practice making 90-degree turns to that heading. Work on making the turn about timing—do a base-to-final turn at standard rate and roll out right on “center line.”

Make it a rule that if the aircraft is not stabilized on heading, speed, glide slope, and centerline—you will go around.

Scenario 1: Uncommanded Loss of Engine Power After Takeoff

How many CFIs teach the “loss of thrust on take-off” briefing from day one? I do, as a part of the pre-takeoff checklist. There are too many fatalities caused by a loss of engine power shortly after takeoff—resulting in a stall/spin situation—to skip this critical briefing. It goes as follows, for flight in a Cessna 172:

Loss of thrust on takeoff briefing:

• During the takeoff roll, if there is any issue with power production or controllability, the aircraft will be brought to a stop.
• If there is an uncommanded loss of engine power during the takeoff and there is runway ahead of you, land straight ahead.

Loss of thrust after takeoff no runway remaining, below 700 feet:

• If there is an uncommanded loss of engine power during the takeoff and the aircraft is out of usable runway, and at less than 700 feet agl, pitch for best glide and aim straight ahead for an open area, or, if needed, veer no more than 30 degrees off the extended centerline.

Loss of thrust after takeoff no runway remaining, 1,000 feet:

• If there is an uncommanded loss of engine power during the takeoff and the aircraft is at an altitude of at least 1,000 feet agl, pitch for best glide and turn back to the runway at no more than 30 degrees of bank to reach either the runway or some other uninhabited landing field that’s free from obstacles.

Scenario 2: Accidents During Landing

Most accidents overall occur during landing, a common cause being the unstabilized approach. Too fast and the airplane floats in ground effect, eating up all the available runway. Touching down too fast can also lead to a bounce and the dreaded “porpoise,” which can lead to a bent firewall and prop strike. Go around at the first indication you have that you won’t touch down and come to a stop within the first third of the runway.

Plenty of accidents happen when the pilot gets behind the airplane and takes incorrect action, such as trying to stretch a glide by pulling the nose up, or dumping the flaps in on final when the aircraft is going too fast and/or improperly configured—read that as the gear is still up. Dumping the gear and flaps at the same time can result in a loss of control with occasionally fatal results. If you are not configured by the time you’re on a long final, go around.

Fuel Mismanagement

Poor fuel management continues to be a causal factor in a great many situations resulting in accidents and incidents best described as “unscheduled off-airport landings.” This often breaks down to inadequate planning, poor decision-making, and a lack of knowledge about the aircraft’s fuel system. Just about every flight school has a story about a learner who either didn’t understand how the fuel system worked or failed to execute the emergency checklist by switching fuel tanks, resulting in an unscheduled off-airport landing that could have been avoided.

You can obtain the fuel endurance of the aircraft readily from the pilot operating handbook, yet sadly, many learners do not learn how to apply this information until they enter the cross-country phase of training. Anytime you land, check the fuel before taking off again. Every time.

Understand that some aircraft—because of age or engine modifications—may burn more fuel at a particular power setting. The art of leaning the mixture for best economy and endurance should be taught early in training.

VFR Into IMC

Flying VFR into instrument meteorological conditions (IMC)—followed by poor IFR technique—were cited as causal factors in a sizable portion of accidents. The FARs require private pilot candidates to log three hours of flight controlling the aircraft by instruments, and there are requirements for IFR currency—but not proficiency. That responsibility rests with the pilots. If you have an instrument rating, make a plan to fly under the hood at least once a month. Fly in VFR or MVFR with an appropriately rated pilot for practice.

If you are a learner pilot, ask your CFI to teach you how to fly an actual instrument approach as an emergency procedure. It is a practical application of the three hours of instrument training you are required to have during your initial course. Remember the most important skills you can have to avoid VFR into IMC are checking the forecast before flight and the 180-degree turn.

This article was originally published in the December 2022/January 2023 Issue 933 of FLYING.

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