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United States Pilots Association |
This email information comes to us from President Steve Uslan. Andrew is Steve’s Angel Flight Wing Leader. We feel the message is an important one, and are therefore forwarding it on to our USPA members.
From: Andrew Swartz
To: Steve Uslan
Sent: Tuesday, June 27, 2006 11:04 AM
Subject: ATC deviations
Two Angel Flight pilots have been involved in “deviations” in Ft. Worth Center airspace in the past few weeks. Both were on Angel Flight missions, and using the Angel Flight (NGF) call sign.
In the past, deviations from clearances, such as wrong altitude, wrong heading, taking the wrong clearance, etc., would likely have been overlooked. There is a new environment within the FAA today. An airspace violation, deviation from a clearance, busted altitudes, etc., are now written up, without exception. These deviations are forwarded to Flight Standards. As pilots we must be diligent about complying with all FARs and controller instructions. If our actions cause a deviation, we may face enforcement actions.
In both of the incidents, there was confusion about the flight’s call sign. And in both cases, there were aircraft with very similar call signs like “Cessna 01T” and “Angel Flight 10T”. The confusion went a step further when the controller mixed the numbers up to something like “Angel Flight 01T”. In at least one of the incidents, the Angel Flight pilot pointed out the mistake to the controller multiple times. It appears that the controller never got the call sign correct. In both cases mistakes were made. One flight inadvertently flew into a hot MOA. The other flight had an altitude deviation. Both of these incidents resulted in deviation reports.
In at least one of the incidents, the pilot acknowledged ATC instructions without using their call sign. The controller transmitted a clearance to climb to 7,000 feet, and heard an immediate response. The responding pilot did not use their call sign in accepting the climb instruction. Unfortunately, it was the wrong pilot, but it wasn’t caught by the controller because of the lack of a call sign. In both incidents an ATC instruction was accepted by the wrong pilot.
The Angel Flight call sign is an important benefit for both our patients and our pilots. It gives us a great deal of recognition in the aviation community. Let’s work together to keep recognition positive. Practice good communication skills. Use your call sign in every communication. Two clicks of the microphone button is not sufficient, nor appropriate. Be proud of that call sign. If there is confusion over your call sign, be diligent in clearing up that confusion.
The worst accident in aviation history happened in 1977 when two loaded 747s collided killing 584 people. That accident was caused at least in part by improper communications terminology by one of the pilots. Proper communication techniques do matter!
If you do have an incident involving a deviation from a clearance, you should immediately file a NASA Aviation System Reporting Form. The form is available for download at http://asrs.arc.nasa.gov/forms_nf.htm .
Filing this form within 10 days of the infraction reduces the possibility of an FAA enforcement action, unless the infraction led to an accident or was a criminal act.
Andrew Swartz Wayne Fink
AFSC Wing Leader Chair Aviation Safety Counselor
Jan Hoynacki, Executive Director
United States Pilots Association
President Bush is scheduled to be in St. Louis sometime Wednesday, June 28. Typically, presidential travel-related TFRs are 60 nautical miles in diameter (30-nm radius) and contain one or more smaller general aviation no-fly zones. Be sure to check for TFRs before flying in this area Wednesday.
Jan Hoynacki, Executive Director
United States Pilots Association
Federal Secretary of Transportation Norman Mineta has resigned from his cabinet position effective July 17. Mineta cited a back condition as his reason to give up his post. USPA wishes Secretary Mineta well, and sincerely hopes that whomever the President nominates to succeed him will have a negative viewpoint on user fees. Mineta and FAA Administrator Marion Blakey have stated many times they are in favor of the imposition of user fees on general aviation activities. This may offer a great opportunity for us as pilots to contact our Federal legislators to urge a more moderate position on the part of the new nominee regarding this subject.
Steve Uslan, President
United States Pilots Association
Today USPA received a call from Leeat at NBC, requesting pilots to apply for their fourth edition of, “The Biggest Loser.”
*****
Jan:
Thank you so much for your time on the phone today! I have attached
our general flyer which has all of the open call dates & cities for the
month of July. We truly appreciate your interest in our life changing
show and are very thankful for any help you might be able to lend in
locating amazing pilots (men and women).
Please feel free to contact me at 310.727.3337 ext. 71223 with any
questions or for further discussion relating to "The Biggest Loser".
All the best,
Leeat Meyerovitz
Casting Director
"The Biggest Loser"
310.727.3337 ext. 71223
*****
If you know of any male or female pilot (commercial or GA) who might like to interview for the show, email me (jan@uspilots.org), and I'll email you the flyer on the interview schedule.
Jan Hoynacki, Executive Director
United States Pilots Association
Of the nearly 30 USPA members attending the flyout/meeting in Oklahoma City last week (June 15-18), everyone I spoke with designated it as one of USPA’s best ever. The weather cooperated nicely, bringing storms only Saturday night. And the thoughtful ServiCenter FBO at Wiley Post, without being asked, put all USPA planes in hangars to insure their safety. How awesome!
From the Thursday evening safety seminar held on the beautiful campus of Metro Technology Center’s Aviation Career Campus, to the excellent Friday and Saturday morning meetings, plus tours of the FAA Mike Monroney Aeronautical Center and the National Cowboy Museum, all exceeded expectation. Touring the FAA headquarters included the water rescue training area, seat belt test track, high altitude chamber, and a personal experience in the commercial airliner evacuation trainer, complete with “smoke.”
The National Cowboy Museum provided a delicious lunch, and the facility turned out to be far more than envisioned, covering areas such as the origin and role of cowboys, rodeos, western movie and TV stars, Indian history, incredible western art of all types and sizes, and an “old west” town mockup, complete with jail, plus much, much more.
Other interesting highlights were the Murrah federal building memorial and city-center entertainment in Bricktown. Check out the pictures at the USPA website: www.uspilots.org.
Recognizing the fact that flyout/meeting attendance is largely contingent on interesting locations and activities, USPA Meetings VP Arnold Zimmerman promises more of the same, or even better, if that’s possible. Watch for the registration and meeting info for the next meeting in Branson, MO, August 24-27, and the fall meeting in San Antonio, November 2-5. Come join your fellow USPA members flying, having fun, and promoting general aviation.
Jan Hoynacki, Executive Director
United States Pilots Association
Those of you who missed the June meeting of USPA in Oklahoma City passed what ultimately turned into the best meeting held in recent memory. The weather was outstanding, the hotel wonderful, and our guest speaker was terrific. We are preparing an equally exciting event for the August meeting in Branson, MO. Do not miss the opportunity to sail on the Titanic and attend the rejuvenated American Bandstand show.
Here are some unrelated facts of interest that surfaced during the end of June. Congress refused to get involved in the contract dispute between NATCO (the controllers’ union) and the FAA. The FAA has imposed a new contract on the controllers, and best guesses say that many of the controllers hired in the 1980s will retire shortly leaving the system with a shortage of qualified help. The good side to all this is the FAA’s budget will reflect the lessening of payroll. Never mind the reduction in services.
Airbus announced a huge delay in projected delivery of the new A-780 Super Jumbo jet. Although the plane is built using composite technology, it has evolved into a much heavier-than-anticipated aircraft. The plane has also failed American certification, which means that until it conforms to requirements it will not be permitted to fly into this country.
While this is going on, the US D.O.T. has floated a trial balloon offering a “reinterpretation” of the ownership of airlines domiciled in the United States. They are now saying foreign ownership is going to be permitted where currently it is forbidden. Think of Daimler Benz purchasing Chrysler. Do we really want French ownership of American airlines. I think not.
We have all read of the proliferation of unmanned aerial vehicles (UAVs) popping up along our southern borders. Not to be outdone, the City of Los Angeles is flying small UAVs over the city to assist in crime prevention, etc. These things are small--really small. If one comes through your windshield, it will be far worse than a bird strike. Never mind that this is some of the most congested airspace in the country. We must be protected at all costs. Where is the FAA when we need them?
A report had just come out chastising the TSA (Airport Security) for reducing the number of staff at key airports around the country. Did you know that the average wait to go through security in Miami or Orlando is 50 minutes? TSA’s solution is to further reduce staff at these airports, thereby increasing the time to go through security. Oh yes, at Kahalui, Maui, the average wait time is seven minutes. TSA has increased their staff by 20%.
Finally; I took note of the fact that the European union has banned entry into Europe of over 50 certificated airlines due to poor maintenance and other deficiencies. Many of these airlines are domiciled in Africa, and many have had numerous fatal accidents. None are U.S. certificated.
N736DD made it to Oklahoma City without string and paper cups. The radios worked fine, I had a tailwind on all three legs, and life is good.
Steve Uslan, President
United States Pilots Association
Wednesday evening (June 14) in Denton, TX, at a monthly meeting of the Texas Pilots Association, Dr. M. Young Stokes was presented with a beautiful plaque for his 50 plus years in General Aviation. Steve Uslan, President of USPA, flew in to Denton especially for the presentation.
Dr. Stokes was also honored by the Texas Pilots Association with their gift to him of a 39-page collection of airports he formerly flew out of in the Dallas-Fort Worth area, which no longer exist. Where Terrance Jarog, TPA President, found copies of 1940 vintage sectional charts, I have no idea. Others joined in praising Dr. Stokes’ accomplishments. Even though he no longer has a current medical, Dr. Stokes still flies in his beloved Piper Aztec with another pilot.
For those of you who wish to add your accolades to Dr. Stokes, please contact Jan Hoynacki, Executive Director of USPA for his current address in Denison, TX.
Steve Uslan, President
United States Pilots Association
Well, here we are a month further down the road and the plane still has not flown since the Tunica meeting of USPA in March. All of the radios are present and accounted for, but, alas, we have a problem with the remote push to talk switch relating to the audio panel through the panel mounted intercom. Essentially, the push to talk is not functioning, and the only way the avionics are usable is through the hand held microphone and the ceiling mounted speaker. Unfortunately Odessa, Texas, does not have a functioning avionics shop. So we are relegated to the trial and error method of isolating components until the offending unit becomes apparent.
The aircraft now has a TKM MX300 radio powering a VOR instrument, an MX170 powering a King VOR/ILS indicator, A King KMA-24H audio panel, a King Marker Beacon unit with lights, a Garmin 150XL GPS, a King KN-62A DME, and an ARC ADF. There is also a panel mounted four- station intercom, and we have retained the original Cessna 300 Transponder with mode C. Final solution to these problems and numerous pictures in next month's column. This bird will be flying to OKC for the USPA annual meeting, even if I have to buy a couple of paper cups and a whole lot of string.
Aircraft insurance: For several months now I have been watching a disturbing trend permeating the industry. Here are several related facts. A Cessna 414 encountered an exhaust system malfunction in Albuquerque, NM. Upon landing at ABQ, the pilot took the plane to a well known FBO that happens to be a Beech dealer. The pilot was promptly informed that this FBO did not and does not work on any airplane over 14 years old. (Remember the statute of repose.) Obviously this was a liability exposure the FBO refused to consider.
Next, a highly qualified pilot with extensive tailwheel time bought a 1948 Cessna 195. He was unable to find an insurer to consider the plane. Reason, age of the airplane. Coincidentally there were two other aircraft of same make and model in Trade-A-Plane that were being sold because of inability to find insurance.
An insurance account of mine flying a Shrike Commander and insured with a good first line carrier, went out and bought an Aerostar 700 aircraft with all the mods. His current insurer said NO! to providing insurance on this aircraft. The pilot was a 10,000 hour pro who has been to numerous schools in his career. He was forced to go to another carrier at a punitive pricing. Anyone considering the purchase of a light twin (Baron, Cessna 340, 414, or 421) needs to check insurability of these aircraft before purchasing the bird. Most insurers are requiring annual simulator training in these twins which dramatically adds to the annual operating costs.
I am beginning to believe that the aviation insurance industry is trying to chase their customers away. Not all of us can afford brand new planes. This mentality has spread to older bizjets. I just saw a quote on a 1982 Mistubishi Diamond 1A valued at $1,200,000 of over $21,000 annually. The hull rate used was $1.75 which is four times what it was prior to 9/11. The best part about this is the Three top aviation insurers will not even offer terms on aircraft of this type over 20 years old. The same kind of thinking applies to older turboprops (Conquests, Cheyennes, and King Airs), which is forcing these planes into more expensive insurers who are requiring far more stingent training. If you are an operator flying three different kinds of turbine aircraft, your pilots will have to go to school several times a year to stay "current" in each make and model airplane. One suggestion I can offer here is when a pilot goes to training, have the certificate of completion reflect the several different aircraft he or she will fly. Be sure that the ground instruction includes all models the pilot will be PIC in. This could eliminate the need for separate schools by model.
This column is being written as the impasse between the FAA and the Controllers union has gone to the congress for action. The congress will probably be loathe to get involved in this controversy thus allowing the FAA to impose their own pay scale on the controllers. An obvious result of all of this will probably involve mass retirements of controllers and a severe diminishment of these services. One can presume the next move on the part of the FAA will be to outsource these functions, at an ultimately much higher cost than currently. Has anyone noticed that the forecast savings in dollars by outsourcing the flight service stations has already been cut in half by cost overruns?
Steve Uslan, President
United States Pilots Association