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NTSB SAFETY RECOMMENDATION

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    NTSB: Is Your Aircraft Talking to You? Listen!

    Pay attention to signs of potential mechanical problems
    The problem
    Some pilots do not pay adequate attention to indications of aircraft mechanical problems, which can lead to in-flight emergencies and accidents.
    Powerplant system or component failure is the third-most common defining event for fatal accidents in the personal flying sector of general aviation (GA). Nonpowerplant system or component failure also ranks high on the list.

    See Full Alert

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  • ADS-B Equipment Required in Next Decade

    Notice Number: NOTC2314
    New Automatic Dependent Surveillance – Broadcast (ADS-B) Rule
    On May 27, 2010, the FAA published new rules (contained in 14 CFR §92.225 and §91.227) mandating airspace and avionics performance requirements after January 1, 2020. The avionics perform a function that is generally known as “ADS-B Out” which transmits precise location and other information about the aircraft to ground stations and other ADS-B equipped aircraft.

    The ADS-B rule mandates ADS-B Out avionics performance when operating within the designated airspace, giving aircraft owners approximately 10 years to equip.

    The ADS-B rule, like current transponder operating requirements, requires operators to have ADS-B Out avionics installed and operating in order to fly their aircraft in the busiest airspace, as described below:

    Class A, B, and C airspace.

    All airspace at and above 10,000 feet MSL (mean sea level) over the 48 contiguous United States and the District of Columbia.

    Within 30 nautical miles of airports listed in 14 CFR §91.225, from the surface up to 10,000 feet MSL.

    Class E airspace over the Gulf of Mexico from the coastline of the United States out to 12 nautical miles, at and above 3,000 feet MSL.
    FAA Technical Service Orders (TSOs) describe the equipment approved for ADS-B operations. The ADS-B rule states that avionics must meet the standards of either TSO-C166b (for 1090ES link equipment) or TSO-C154c (for UAT link equipment). TSO-C166b is required in Class A airspace and either link can be used in all other airspace.

    For more information about the FAA’s ADS-B program, visit www.adsb.gov.

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    FAA has Authority to Regulate Drones: U.S. Aviation Safety Board

    On November 18, the U.S. Aviation Safety Board ruled that the Federal Aviation Administration has the authority to regulate drone flights.

    According to the ruling, the FAA has the power to hold the operators of unmanned aircrafts accountable, when they are using them recklessly. The decision came after the FAA appealed a ruling of an NTSB judge that overturned a $10,000 FAA fine against Raphael Pirker.

    In 2011, Pirker remotely operated his 56-inch foam glider to make an aerial video for the University of Virginia. According to the FAA, he operated the aircraft in a reckless manner and at one point, a person had to duck out to avoid it.

    Pirker appealed the fine, saying that his glider was only a model aircraft and therefore, should not be held under the FAA regulations about manned aircrafts. In March, an NTSB judge ruled that FAA has no authority to regulate the unmanned aircrafts.

    Following the new decision, the Raphael Pirker case will be again sent to an administrative law judge who will determine if the aircraft was operated recklessly.

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  • NTSB Announces Final Rules on Appeals

    NTSB Announces Final Rules on Appeals Procedures and Requests Public Comment

    WASHINGTON – The National Transportation Safety Board today issued a set of new rules addressing the review of aviation enforcement cases. The changes allow appeals to a federal district court, apply federal rules of evidence and civil procedure to NTSB proceedings and allow parties to move to dismiss a complaint if the FAA fails to disclose its enforcement investigative report.

    The NTSB, in addition to its accident investigation and safety advocacy work, serves as the “court of appeals” for airmen, mechanics and mariners when they appeal FAA or U.S. Coast Guard certificate actions.

    The changes are included in a new final rule and an interim final rule. Although the interim final rule, prompted by the Pilot’s Bill of Rights (P.L. 112-53), is effective immediately, the Board is requesting public comment concerning the changes. The 60-day comment period concludes on Dec. 17. More information on the interim final rule and the comment period can be found at go.usa.gov/YNbm.

    While the interim final rule is being issued as a result of the enactment of P.L. 112-53, the NTSB had been examining its rules of practice and other procedures beginning with an ANPRM published in December 2010 and an NPRM published in February 2012. As a result of that process, the NTSB today also announced it would allow parties to file documents electronically. The final rule is effective Nov. 15 and is available at go.usa.gov/YNjY.

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    New head of NTSB Aviation Safety


    National Transportation Safety Board Chairman Deborah A. P. Hersman announced the selection of John DeLisi as the new Director of the Office of Aviation Safety (OAS). Mr. DeLisi will assume his new position on June 2, 2012 following the retirement of Tom Haueter, the current director.

    “It gives me great pleasure to announce John’s selection to lead OAS,” said Chairman Hersman. “With more than two decades of outstanding accident investigation experience, John has made significant contributions to safety and to the NTSB. I look forward to continuing to work with him to further improve the safety of air travel.”

    DeLisi has been serving as the Deputy Director of OAS since 2007. During his 20 years with the NTSB, he has overseen numerous major investigations, including the January 2009 ditching of US Airways flight 1549 in the Hudson River and the February 2009 Colgan Air accident in Buffalo, New York.

    Beginning as an Aircraft Systems Engineer, DeLisi has been an on-scene investigator for 20 major domestic aviation accidents and 6 international investigations. And later serving as the Chief of the Major Investigations Division for the NTSB, he oversaw the development of more than a dozen other major airline accident investigations, including the investigation of the August 2006 Comair flight 5191 accident in Lexington, Kentucky.

    DeLisi is a cum laude graduate of the University of Michigan with a degree in Aerospace Engineering, and has done graduate work in Engineering Management at Washington University in St. Louis, Missouri. He holds a private pilot certificate.

    Haueter, who is retiring after 28 years of Federal service, has served the NTSB as a technical expert in charge of major accidents and as an ambassador for aviation safety all over the world. His portfolio of investigative work has encompassed everything from small general aviation crashes to some of our nation’s largest and most complex accidents involving major air carriers.

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    NTSB reports on Clear Air Turbulence



    Scheduled 14 CFR Part 121: Air Carrier operation of UNITED AIR LINES INC
    Accident occurred Friday, February 19, 2010 in Anchorage, AK
    Probable Cause Approval Date: 02/23/2017
    Aircraft: BOEING 747, registration: N173UA
    Injuries: 1 Serious, 25 Minor, 236 Uninjured.
    NTSB investigators used data provided by various entities, including, but not limited to, the Federal Aviation Administration and/or the operator and did not travel in support of this investigation to prepare this aircraft accident report.

    On February 19, 2010, about 1452 Alaska standard time (AKST) (2352 UTC), United Airlines flight 897, a Boeing 747-400, N173UA, encountered severe turbulence during cruise descent between FL310 and FL300 about 100 miles west of Anchorage, Alaska. Of the 243 passengers and 19 crew members on board, 17 passengers and eight flight attendants (FA) received minor injuries and one FA received a serious injury. The airplane received minor damaged. The flight was operating under 14 Code of Federal Regulations (CFR) part 121 as a regularly scheduled international passenger flight from Dulles International Airport (IAD), Washington, DC, to Narita International Airport (NRT), Narita, Japan.

    Prior to the turbulence encounter, the flight crew received pilot reports (PIREPs) of moderate to severe turbulence above FL340 and that it was less at FL300. According to the flight crew, about one hour late, the flight began to encounter a few “light bumps” or intermittent light “chop.” The sky conditions were clear with good visibility. The captain turned on the “fasten seat belt” sign and made a public address (PA) announcement to fasten seat belts. The flight crew requested a descent to FL300 and began to encounter moderate turbulence after starting the descent. The first officer then made a PA announcement directing the flight attendants to “take your seats.” The autopilot remained engaged throughout the turbulence encounter, which lasted less than one minute.

    After encountering the turbulence, the crew assessed airplane damage and checked the number and severity of injuries to passengers and crew. The crew was assisted in assessing passenger and crew injuries by a U.S. Army Special Forces medic who stated that all of the injuries were considered minor. All the FAs indicated that they were able to perform their required emergency duties for the remainder of the flight.

    After discussing the injuries and the available diversion airports with the FAs, company dispatch and the medic, the flight crew decided to continue on to NRT since there were sufficient diversion airports along the route if the situation worsened.

    Upon arrival in NRT, 16 passengers and one FA were transported to hospitals for medical evaluation. All were released with only minor injuries, however, the FA was re-evaluated by her personal physician when she returned home with the further diagnosis of a fractured rib.

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