Page 16 - Volume 12, Number 3

transmitter. You will also need a 1090ES ADS-B Out transmitter if you operate outside the United States in airspace where ADS-B is required. Always flying below Class A, and not internationally where ADS-B is required? Then you have a choice between a 1090ES or a Universal Access Transceiver (UAT) transmitter. For a detailed look at the ADS-B requirements per airspace, go to www.faa.gov/nextgen/equipadsb/airspace/ requirements.
The ADS-B Out Mandate Applies to Foreign Operators – The United States’ ADS-B-Out mandate will affect foreign aircraft operators. Starting January 1, 2020, all aircraft, including foreign-registered aircraft that operate in, or fly through the United States, must be equipped with ADS-B Out to operate in ADS-B required airspace in the United States. The ADS-B Out equipment must comply with the performance requirements found in 14 CFR sections 91.225 and 91.227.
And of course, don’t wait to get ADS-B installed. As you’ve probably read many times, the closer it gets to the deadline, the more inundated avionics shops will be with appointments. You may be unable to get a service date before the deadline, and you will not be allowed to fly in ADS-B required airspace until your aircraft is ADS-B Out equipped.
Status of ATC Controversy
In mid-February, the White House’s Fiscal Year 2019 budget was released and continues to support the administration’s view that moving the U.S. Air Traffic Control organization from the FAA to a “non-governmental, independent air traffic services cooperative” would make the system more “efficient and innovative.” The report also pointed out that the outcome would be “similar to successful efforts in many other developed countries.” If this transition does go through, the initial budget documents propose it could begin in Fiscal Year 2022.
Shortly after the release of the FY2019 budget, the Wall Street Journal published an editorial that proclaims that transferring the ATC system to the big airlines will improve efficiency and reduce cost for the traveling public. The article also attacked the National Business Aviation Association (NBAA) for its work in stopping the efforts to privatize ATC; the NBAA, along with other GA organizations, responded quickly. A point-by-point rebuttal to the editorial was released by the NBAA (go to www.atcnotforsale.com/wsj-wrong to review). Also stated in the release, “The Journal failed to mention the more than 200 general aviation groups, more than 100 pilot-business leaders, mayors from every state and the majority of American citizens oppose turning over the ATC system to an airline-centric board.” NBAA President and CEO Ed Bolen and AOPA President and CEO Mark Baker submitted a letter to the Wall Street Journal editors challenging their inaccurate claims that small communities won’t be harmed by ATC privatization and requesting the letter’s immediate publication.
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The NBAA also commented that “the budget proposal released by the president is the administration’s blueprint for federal spending in the coming fiscal year,” and that “Congress still must take action to reflect its direction on the budget, including the reauthorization and funding of FAA, and other matters related to the nation’s infrastructure.” Bolen reiterated that “We must let our supporters on Capitol Hill know that business aviation continues to oppose HR 2997 or any other efforts to privatize ATC.” They are asking that even if you have contacted Congress before with your position, to please take a few minutes to contact them again.
NBAA Identifies Top Safety Focus Areas for 2018
The NBAA recently released its annual list of Top Safety Focus Areas – topics identified by the NBAA Safety Committee as primary risk-mitigation targets for all business aircraft operators. The safety priorities are intended to help promote safety-enhancing discussions and initiatives within flight departments and among owner-flown operations.
The 2018 NBAA Top Safety Focus Areas are below, with brief explanations pulled for the NBAA’s website:
Loss of Control Inflight (LOC-I) – LOC-I accidents result in more fatalities in business aviation than any other category of accident. The NTSB continues to target the issue on its 2017-2018 “Most Wanted” list of safety improvements, citing its linkage in nearly 50 percent of fixed-wing general aviation accidents from 2008 to 2014.
Runway Excursions – Nearly one-third of business aviation accidents are runway excursions, making this the most common type of accident. While often survivable, runway excursions remain a looming safety concern, creating an annual injury and damage toll estimated at $900 million industry-wide.
Single-Pilot Operation Safety – Accident rates are consistently higher for single-pilot operated aircraft than in aircraft flown with a dual-pilot crew. Single- pilot operations are more susceptible to task saturation, and when task saturation increases, so too does the number of errors.
Procedural Compliance – Professional aviators are duty bound to comply with federal, state, local and international regulations, company policies and manufacturer procedures. Yet challenges to procedural compliance remains a significant contributing factor in aircraft accidents and incidents.
Ground Handling and Taxi Incidents – The movement of vehicles and aircraft on non-controlled airport surfaces creates more damage to aircraft each year, as well as associated damage to vehicles, buildings and fixtures on the airport. While there are few fatalities associated with these collisions, the costs associated with aircraft repairs, including time out of service and diminution of value, are significant.
MARCH 2018