GENERAL AVIATION COUNCIL OF HAWAII www.gach.us.com October 2011 Flight Log Welcome Fall! A time for GACH get-togethers and...tfrs. October also brings, a long awaited, new operational runway for GA use in Hawaii. Jelica Matic, GACH VP, represented GACH and general aviation at the APEC TFR meeting September 30 with the FAA, TSA and USSS officials. We knew this event was coming for over a year and it appeared that impact would be minimal. The scheduled TFR will most likely last only 48 hours and give some opportunity for flying. Please see Jelica s article and enclosures for details. It would be nice not to have TFRs, but we as pilots must face reality and work to try to minimize the impacts. Bruce Mayes newsletter article hits very close to home (and Bruce). Bruce was at The Reno Air Races this year and normally would have had his plane parked on the Reno ramp exactly where the P51 crashed during the unlimited race. It is always sad when a great pilot is lost and to see a beautiful airplane crash, but things could have been worse luck had Bruce and his airplane in the pits instead of on the flight line. Please read Bruce s safety article and take it to heart. After a long conversation with the airport powers to be as detailed in my article, general aviation will now be a little safer with the opening of Runway 11/29 at Kalaeloa Airport. This runway use was a necessity for light single engine and LSA airplane operations during Kona Wind conditions that are just around the corner. GACH thanks all who helped make this effort a reality. Also detailed in this newsletter are other current happenings at Kalaeloa Airport. The one event GACH would like you to focus on is the next GACH-JRF Flyers Get Together! Please fly, drive, walk to JRF s T Hangars on November 5 from 1000-1400 for some great Italian food. Always free to members, it is only $5 per nonmember best deal of the Fall. Hope to see you there. Keep the Shiny Side Up, Rob 2 APEC TFR 12 JRF Ops Meeting 19 Ratings 3 Risky Business 14 NWS: La Nina 20 Aviation Road Trip 9 FAA - APEC 16 Illegal Tours 22 Contacts
October 2011 - GACH - Page 2 APEC TFR by Jelica Matic APEC, or the Asia-Pacific Economic Cooperation, is the premier forum for Asia-Pacific economies to cooperate on regional trade and investment issues. Its annual Leaders and Ministerial meetings are attended by heads of state, cabinet ministers, business leaders and the heads of the World Bank and World Trade Organization, among many others. The Hawai i meetings, scheduled for November 12-13, 2011 are expected to draw more than 10,000 people to Honolulu, a welcome boost for the state s struggling tourism industry. Members of the Aviation Security Subcommittee have been authorized to brief aircraft operators regarding the flight restrictions that will be established in Hawai i for the November 2011 APEC event. The briefing took place on September 30, 2011. The local GA representatives met with the FAA, TSA and Secret Service officials. During this meeting, three (3) TFR rings will be generated. One outer ring, 40 NM will remain constant. The other inner TWO (2) rings will expand to 10NM each, and will affect Honolulu City, and Honolulu/Kalaeloa Airports (Site 1 and Site 2). During two days, on Nov 12-13 the flight training and the sightseeing flights will be prohibited. Flying in and out of those inner rings will be allowed to the Secret Service, Air Ambulance and DOD flight. The smaller TFRs will be active one at the time. All aircraft will receive a squawk code while flying. The TSA will be located at so called Gateways at HNL, MKK, LNY, OGG, KOA and ITO. No Gateway service will be provided at JRF and HDH. GA aircraft will be able to fly on November 12, 2011, when the smaller TFR ring over Honolulu will be active. The pilots will be able to fly from point A to point B only. If you decide to fly from HNL to HDH, you will be able to return only to JRF, not HNL. If you fly to any other airport that will be designated as a Gateway, flying back to HNL will not be an issue. On November 13, 2011 all GA aircraft will be grounded, because the Site 2 TFR will be active, which covers both airports: HNL and JRF. As you already know these rules are subject to change, so please check the NOTAMs prior to your flight. We were told that the TFR will not be posted before November 12. After the meeting is over, the TFR may be extended to 2-1/2 days should the President decide to stay longer. If he stays in Kailua, then the TFR rules will be the same like last time. However, if he stays in Honolulu, the GA aircraft will be grounded again. Please review the official notices that are posted in this newsletter on pages 9-11. Thank you for your cooperation in this matter. Please make an extra effort to ensure safety by following those strict rules. It is important that Hawaii Aviators continue to provide the best example as a role model for all TFRs nationwide. General Aviation Council of Hawaii President: Rob Moore Vice President: Jelica Matic Secretary: Joe Kiefer Treasurer: Rob Moore Directors: Oahu Rob Moore Joe Kiefer Colin Perry Jelica Matic Bruce Mayes Maui Bill Baldwin David Cowan Robert Van Wagoner Big Island Bruce Mayes Greg Trebon Clyde Kawasaki Guam Clyde Kawasaki Editor: Addie Brenner info@gach.us.com GACH AirScoop is published to inform aviators in Hawaii about current regulations, events, and information. Articles represent the opinions of the writers and not GACH. 2011 GACH General Aviation Council of Hawaii P.O. Box 75623 Kapolei, HI 96707 gach.us.com facebook.com/gachawaii
October 2011 - GACH - Page 3 Risky Business by Bruce Mayes Vintage Aviation LLC www.vintage-aviation.com According to AVEMCO insurance company President Jim Lauerman, over 25% of claims paid out result from a lack of fundamental pilot skills. He also stated the pilots involved in the accidents could not maintain directional or airspeed control; a basic fundamental flying skill. According to AVEMCO, more pilots are killed not because of technology but from making bad decisions. In order to make good decisions, pilots need to know how to identify hazards, understand risks, properly assess the consequences of those risks and finally, lower the risks to tolerable levels. Accurately assessing risks for a flight can seem like a complicated task for pilots. However, it is important for pilots to understand the concepts and methods to make better decisions and reduce the likelihood of an incident or accident. You may have heard about the recent trend in which the FAA is requiring aviation operators to design, develop and implement a Safety Management System (SMS) within their organizations. The airline community (14 CFR Part 121) operators will be required to have working SMS programs in the next couple of years with commuter operators complying at a later date. One of the most important elements of any SMS is the process which identifies hazards and mitigates the risks within the organization to reduce potential for incident or accident. Organizations need to understand and make better, safer decisions..so do pilots. First we will try to understand what constitutes a hazard and a risk and how they relate to help us make safer decisions. Then we will focus on what pilots specifically need to know to make better decisions. DEFINITION Hazard, as discussed in AC 120-92 (SMS), is defined as any existing or potential condition that can lead to injury, illness, or death to people; damage to or loss of a system, equipment, or property; or damage to the environment. A hazard must exist as a condition that is a prerequisite of an accident or incident. By themselves, hazards are not bad things; hazards are not necessarily damaging or negative components of a system. It is only when hazards interact with operations such as a flight that their damaging potential may become a safety concern. Risk is the combination of the overall probability, or frequency of occurrence of a harmful effect induced by a hazard and the severity of that effect. The separation between hazards and risks is often a source of difficulty and confusion. It is important to distinguish between hazards (the potential to cause harm) and risk (the likelihood of that harm being realized during a specified amount of risk exposure). Risk Assessment is an evaluation based on engineering and operational judgment and/or analysis methods in order to establish whether the risk is acceptable or tolerable. OBJECTIVE Identifying hazards and understanding risk is the first step in a risk management process. Risk Assessment is the second step in the risk management process. Once hazards and their effects have been determined, an analysis is required to assess the probability of the hazard occurring and the severity of these effects on aircraft operation. Risk assessment is performed to determine the magnitude of risk and to establish whether measures are needed to contain it within defined limits. Risk assessment is not the final answer to reducing risk, but should contribute to controlling risks at an acceptable level. Risk assessment is based on the evaluation of the following criteria: 1. Severity of a hazard, 2. Probability and/or frequency of its occurrence 3. Tolerance for the effects of the risk continued on page 4
October 2011 - GACH - Page 4 Risky Business from page 3 DESCRIPTION Severity of Hazards The key benchmark used to assess the severity of hazards is the impact on the safety of the aircraft, occupants and other persons who may be directly affected. Elements to be considered in the severity assessment include a number of indicators, such as crew workload, exposure time to the hazard, aggravating factors etc. Another group factors to take into account are the means of mitigation, for example the effective use of Traffic Collision Avoidance System (TCAS) as mitigation means for mid-air collision hazard. A reliable assessment of the severity of hazard effects requires detailed knowledge of the operational environment and the functions to be performed. Probability of Occurrence Estimating the probability and/or frequency of a hazard occurring is usually achieved by means of structured review using a standard classification scheme. In some cases, data may be available which can result in a direct numerical estimate of the probability and/ or frequency of occurrence (such as the likelihood of winning the lottery with a 1 in 2.35 million chance). This is usually the case when estimating the probability of failure of hardware components of a system. Extensive data are often available on historical component failure rates. However, estimating the probability of occurrence of hazards (and their effects) which is associated with human error is not straightforward. The best estimate of probability of occurrence for human error is from the development of informed judgments and extensive, detailed experience. The frequency of the hazard exposure must be a factor when evaluating the effects of the occurrence. Risk Classification Both probability of occurrence of a hazard effect and the potential severity of that effect, need to be taken into account when deciding on tolerance for, and acceptance of a risk. It is a common practice to use a risk classification matrix to support this judgment process. An example of a risk classification matrix is provided below. Severity is ranked as Catastrophic, Hazardous, Major or Minor and Probability of occurrence is ranked through five different levels. Review of the hazard through the matrix will yield a severity and probability of the effects of the hazard. Throughout the aviation industry, many different versions of risk assessment matrices are available. Some definitions and categorizations vary, but the general concept remains the same. Risk Tolerance Assessment Results from risk classification are used to determine the risks the pilot or organization should act upon. Sound decision making requires clearly defined criteria about acceptable risk and unacceptable risk. The risk tolerance assessment is critical in making rational decisions to allocate resources against those risks posing greatest threats. In other words, it is not simply how lucky do I feel today? Following the risk classification, the significance of the risk can be assigned as acceptable, undesirable or unacceptable. Acceptable means that no further action needs to be taken (unless the risk can be reduced further at little cost or effort) Undesirable means that the affected persons are prepared to accept the risk in order to have certain benefits, with the understanding that the risk is being mitigated as best as possible Unacceptable means that operations under the current conditions must cease until the risk is reduced to at least the tolerable level. continued on page 5
Risky Business from page 4 October 2011 - GACH - Page 5 RISK MANAGEMENT PROCESS Hazard identification Equipment, procedures, organization, etc Risk Analysis probability Analyze the likelihood of the consequence occurring Risk Analysis severity Risk Assessment and tolerance Risk control and/or mitigation Evaluate the seriousness of the consequence if it does occur Is the assessed risk(s) acceptable & within the safety performance criteria? Yes, accept the risk(s) No, take action to reduce risk(s) to an acceptable level. RISK ASSESSMENT FOR PILOTS Types of Risk Aircraft Risk A thorough and complete preflight inspection can do much to reduce this risk. Determining the airworthiness of the aircraft is not just a regulatory requirement, but a fundamental risk reduction measure. One aircraft risk which is often given little respect is fuel requirements. Fuel requirements are an aircraft element which are established prior to flight and not flexible after takeoff. Accurate fuel estimates and disciplined flight operations reduce the possibility of a fuel emergency. Environmental Risk Effects of weather on flight have a far reaching impact on risk exposure. Detailed knowledge of the departure, enroute and destination weather will allow the pilot to reduce risk through better decision making. Other environmental elements including density altitude, runway length, climb performance, visibility significantly increase risk when not properly understood or adequately addressed. One environmental element noted as contributory in many accident reports is density altitude. Pilots either have a poor understanding of this environmental element or flagrantly ignore the hazard. Either way it is very important to assess this and other environmental risks thoroughly. Flight Operation Risk The aircraft risks and environment risks in addition to pilot action/inaction combine to forecast the risk exposure of flight operations. Beginning a flight or continuing a flight should be made only after the risks associated with all three elements are carefully considered. Organizational measures sometimes aid in reducing risk, such as the requirement to file a flight plan for each flight. However, the ultimate risk management for each flight rests with the ability of the pilot to understand and mitigate risks as they present themselves. continued on page 6
October 2011 - GACH - Page 6 Risky Business from page 5 Situation Risk Each flight is filled with developing situations which may increase risk and if not properly mitigated can lead to an incident or accident. For example, if the weather deteriorates after takeoff or not as forecast, continuing steadfastly into threats such as convective activity or thunderstorms is an unacceptable threat and intolerable. Mitigation must include the possibility of making a precautionary landing or even an emergency landing if the situation degrades to that level. Effective risk management demands pilots continually evaluate risks as they develop and make decisions reflecting prudent risk assessment. Airmanship Risk Pilots can learn to properly evaluate risk and make excellent decisions. However if piloting skill or aircraft currency is weak, the flight risk will rise unnecessarily. Unskilled pilots and/or poor airmanship will force the pilot to spend valuable time and effort trying to control the aircraft instead of managing the risks. THE DECISION MAKING PROCESS IN AVIATION Preflight of aircraft is regulatory. However, not many pilots that know that preflighting themselves is also mandated under the FAA regulations. Pilot self assessment is a major risk reduction measure which is too often overlooked. Pilot Preflight The I M SAFE CHECKLIST was developed for the pilot self assessment. However it must be used in an honest manner to have the desired effect. If one of the following questions is answered with yes then the pilot must reconsider the flight. If there is any doubt, do not fly! I M SAFE CHECKLIST ILLNESS? DO I HAVE ANY SYMPTOMS? MEDICATION? ARE YOU USING ANY KIND OF PRESCRIPTION OR DRUGS? STRESS? AM I UNDER PSYCHOLOGICAL PRESSURE FROM THE JOB OR HOME? ANY WORRIES ABOUT FINANCIAL, HEALTH OR FAMILY PROBLEMS? ALCOHOL? HAVE I BEEN DRINKING WITHIN EIGHT HOURS? WITHIN 24 HOURS? FATIGUE? AM I TIRED AND NOT ADEQUATELY RESTED? EATING? HAVE I NOT BEEN EATING AND DRINKING ADEQUATELY? The myth of multi-tasking is not applicable to pilot decision making, or any other decision making for that matter. A pilot routinely makes a series of decisions for each flight. One decision follows another and will have an effect on subsequent actions and decisions. It is important to understand as humans, pilots think and make decisions serially, that is, in a series. For example, if a pilot determines weather is deteriorating he/she will need to determine if alternate routes and/or destinations are available then if adequate fuel remains, etc. Almost every pilot flying has faced this type of dilemma at least once. Basic pilot skills, common sense or headwork are most important and are usually taught early in pilot training. Aviation Decision Making The relationship among environment, aircraft, operation, situation and the pilot are the most important elements in the aviation decision making process. Environment - Environment is where the pilot and the aircraft operate; weather, runway, traffic etc. These sources of information provide the pilot with valu able information for making decisions. Aircraft Pilots will take action and make decisions based on the actual state of the aircraft and the feedback provided by the spatial position of the aircraft and controls. continued on page 7
Risky Business from page 6 October 2011 - GACH - Page 7 Operation - The type of operation whether transport, instrument condi tions, passenger service or others influence the decision making process. Situation - Basically knowing what s going on around you and the aircraft. Known in Cockpit Resource Management as Situational Awareness it serves as a catalyst for decision making by pilots. High SA yields lower risk, conversely low SA increases risk. Pilot - Pilot decision making is influenced by personal skill level, compe tence, fatigue and other factors. ADM - Aeronautical Decision Making ADM is sometimes considered complicated, but can be broken down into six well known parts of the DECIDE model: Detect - the fact that a change has occurred Estimate - the need to do something about the change Choose - a successful outcome to influence the change Identify - actions to control the change Do - the identified action Evaluate - effect of the action on the change; continue until get desired outcome The above DECIDE process directly correlates to good decision making and safe flying. ADM - Emergencies The DECIDE model is cumbersome and ineffective in an emergency. Decisions in emergencies must follow a shorter, more memorable model - DIE: Detect the need for an action Implement the response as dictated in emergency checklists Evaluate the outcome of that response The most effective decision making for pilots in an emergency is through disciplined, repetitive training. The decision making takes place in advance of the most common emergencies through training, relieving the pilot from a time-consuming process. Pilot Decision Making and Hazardous Attitudes Researchers have established there are seven attitudes which can and will adversely affect how a pilot makes a decision. Understanding how they apply to flying is important. These attitudes are: Anti-Authority: Don t tell me! - When people have this attitude they may resent having someone tell them what to do or they think of rules and regs as silly or unneeded. Impulsivity: Do something quickly! - This is what people do when they feel the need to do something, anything and now. Usually they do the first thing that pops up. Invulnerability: It won t happen to me! - Accidents happen only to other people. Thinking this may lead to taking more unnecessary risks. Macho: I can do it! - These guys are trying to prove that they are better than anyone else and taking more risks. Both sexes are susceptible to this attitude. Resignation: What s the use? - These people think that they do not make a great deal of difference in what happens to them. When things are going well they think: Good luck, and when things are not well, they think that someone is out to get them. continued on page 8
October 2011 - GACH - Page 8 Risky Business from page 7 Mindset This is the only way - This attitude is not open to alternatives and/or options which may improve the decision. They are steadfast and unwavering. Go Mentality I need to be there - Wherever that may be including home, destination, meetings or other perceived engagements. Antidotes for Hazardous Attitudes It is obvious that any one of these attitudes can be dangerous to a pilot. However, studies have also proven a pilot with chronic attitudes such as these seven as well as any sudden shifts into one of these attitudes creates a high risk environment for the pilot. Antidotes have been developed to become aware and to counteract the hazardous attitude. HAZARDOUS ATTITUDE ANTIDOTE ANTI-AUTHORITY: DON T TELL ME! FOLLOW THE RULES, THEY ARE USUALLY RIGHT. IMPULSIVITY: DO SOMETHING QUICKLY! INVULNERABILITY: IT WON T HAPPEN TO ME NOT SO FAST, THINK FIRST. IT COULD HAPPEN TO ME. MACHO: I CAN DO IT! TAKING CHANGES IS FOOLISH. RESIGNATION: WHAT S THE USE? I M NOT HELPLESS, I CAN MAKE A DIFFERENCE. MINDSET: I DO IT THIS WAY. OPEN YOUR MIND TO OTHER OPTIONS GO MENTALITY I NEED TO BE THERE! WILL ANYONE CARE 5 YEARS FROM NOW? Risk and Stress Assessment Stressors add to the workload of the pilot during flight and increase overall risk. Pilots are under several stressors affecting decision making which may include: Physical stress - External factors such as temperature, cabin/engine noise (head set quality) vibration and altitude, lack of oxygen. Physiological stress - Loss of sleep, meals and overall fitness all contribute to this type of stress Psychological stress - The condition of the mind, including sickness of a rela tive, death in the family, factors at work. FLIGHT RISK ASSESSMENT TOOL (FRAT) FAA INFO 07015 dated 7-3-2007 provides a Flight Risk Assessment Tool and makes liberal reference to the Advisory Circular AC 120-92 (Safety Management Systems). However, you don t need to understand the SMS process or develop a hazard reporting program to appreciate the need as a pilot to identify hazards and manage risks in flight operations. Space prohibits restating the FRAT here. However, you can locate the INFO on the web and adapt the FRAT in the document to your flying. Be cautious however, as the document states: The risk assessment tool cannot guarantee a safe flight safety is ultimately the responsibility of the pilot and operator. However, it does provide an additional tool to help the pilot and operator make sound safety decisions. Fly Safe!
October 2011 - GACH - Page 9 FEDERAL AVIATION ADMINISTRATION FLIGHT ADVISORY NATIONAL SPECIAL SECURITY EVENT ASIA-PACIFIC ECONOMIC COOPERATION (APEC) MEETING HONOLULU, HI NOVEMBER 12-13, 2011 The Asia-Pacific Economic Cooperation (APEC) meeting will be held in Honolulu, HI from November 12 to November 13, 2011. Before and during the APEC meeting, the President of the United States and a number of other world leaders are expected to arrive in the area for the APEC meeting. The event has been designated a National Special Security Event and the United States Secret Service is the lead Federal agency in charge of designing, planning and implementing security measures for the event. Pursuant to 49 USC 40103(b), The Federal Aviation Administration (FAA) classifies the airspace defined in this advisory and published NOTAM as National Defense Airspace. Pilots who do not adhere to the following procedures may be intercepted, detained and interviewed by Federal Law Enforcement/Security personnel. Any of the following additional actions may also be taken against a pilot who does not comply with the requirements or any special instructions or procedures announced in this NOTAM: A) The FAA may take administrative action, including imposing civil penalties and the suspension or revocation of airmen certificates; or B) The United States Government may pursue criminal charges, including charges under Title 49 of the United States Code, Section 46307; or C) The United States Government may use deadly force against the airborne aircraft, if it is determined that the aircraft poses an imminent security threat. To ensure the airspace is secure during this event, airspace restrictions will be in place around Honolulu. The restrictions are designed to provide a safe and secure environment for the APEC meeting, but also ensure fair and equitable access to all airspace users, to the greatest extent possible. The restrictions will allow commercial flight operations to continue and are designed to minimize the impact on the general aviation community. The NOTAM(s) discussed in this advisory may change with little or no notice. Pilots are strongly suggested to contact a Flight Service Station at 1-800-WX-BRIEF (1-800-992-7433) prior to flight, to check for all possible NOTAM changes before operating within the TFR. APEC Temporary Flight Restrictions Temporary Flight Restriction (TFR) areas are part of the APEC airspace security plan with a special set of restrictions. The restrictions will include a 40 NMR ring centered on 211852N/1575854W or the HNL266002.9 and within the 40 NM ring, there will be two 10 NM rings. The first 10 NMR ring (known as Site 1) is centered on 211711N/ 1575038W or the HNL094005.0. The second 10 NMR ring (know as Site 2) is centered on 212017N/1580456W or the HNL271008.7. continued on page 10
October 2011 - GACH - Page 10 FAA - APEC: continued The APEC TFR airspace is from the surface up to but not including FL 180 and is expected to be in place beginning the evening of November 11 th through November 13 th, 2011. Actual TFR times and detailed pilot instructions/procedures will be included in the published NOTAM. APEC 10/10/40 NMR TFR The following are in effect for the entire TFR - All United States Secret Service approved aircraft, emergency/life saving flights (medical/law enforcement/ firefighting) and DOD operations must coordinate with the Aviation Security Operations Center (ASOC) located in the Multi Agency Coordination Center (MACC) prior to their departure to avoid potential delays. - All aircraft operating within all TFR airspace must be on an active IFR or VFR Flight plan with a discrete code assigned by ATC. Aircraft must be squawking the discrete code prior to departure and at all times while in the TFR. In the event of a transponder failure, immediately advise ATC. If unable to contact ATC, squawk 7600 and if able exit the TFR, if unable to exit return to point of origin. Aircraft are NOT AUTHORIZED to overfly the inner core restricted airspace while attempting to exit. - Two-way communications must be maintained with ATC at all times while airborne. - Any person operating an aircraft outside the restricted airspace is aware of an inability to comply with the requirement to continuously transmit the ATC assigned Transponder code shall not enter the TFR airspace. - The following operations are not authorized: Flight training, practice instrument approaches, aerobatic flight, glider operations, seaplane operations, parachute operations, ultralight, hang gliding, balloon operations, agriculture/crop dusting, animal population control flight operations, banner towing operations, sightseeing operations, maintenance test flights, model aircraft operations, model rocketry, unmanned aircraft systems (UAS), and utility and pipeline survey operations. INNER CORE: Within the two 10 NMR (known as Site 1 and Site 2), except as specified below and/or unless authorized by ATC in consultation with the Air Traffic Security Coordinator via the Domestic Events Network (DEN), flight operations are prohibited except for: - Approved law enforcement, authorized DOD operations, and aircraft directly supporting the Office of the President of the United States and the Asian-Pacific Economic Cooperation (APEC) meeting, approved air ambulance flights, and regularly scheduled commercial passenger and all?cargo carriers operating under one of the following TSA-approved standard security programs/procedures: Aircraft Operator Standard Security Program (AOSSP), Full All-Cargo Aircraft Operator Standard Security Program (FACAOSSP), Model Security Program (MSP), Twelve Five Standard Security Program (TFSSP) All Cargo (no passengers authorized), All-Cargo International Security Procedure (ACISP) and are arriving into and/or departing from 14 CFR Part 139 Airports. All other aircraft not operating under a TSA-approved standard security program listed above or having a Department of State diplomatic clearance and are arriving at Honolulu International Airport (PHNL) must be security screened by TSA at a designated gateway airport. - All aircraft requiring security screening at a gateway airport must register with the TSA, telephonically at least 24 hours prior to the planned flight. The TSA registration phone number will be provided in the NOTAM when published. Registration prior to the publishing of the event NOTAM will not be available. - TSA security screening sites have been established at the following gateway airports to accommodate aircraft arriving into HNL during the effective times of this TFR: San Francisco (KSFO), Long Beach (KLGB), Hilo International (PHTO), Kona International (PHKO), Lihue Airport (PHLI), Molokai (PHMK), and Kahului (PHOG). A TSA security screening site has been established at Honolulu for aircraft departing during the effective times of this TFR. - TSA security screening will be available on November 12 th and 13 th at KSFO, KLGB, PHTO, PHKO, PHLI, PHMK, PHOG, and PHNL. Screening will be available daily 0800-2000 local time. - All passengers and crewmembers must provide valid government-issued photo identification to the TSA at the gateway/screening airport prior to departure. Positive pilot identification procedures will be in effect during this TFR. Special ATC procedures and routes to and from this airport may be assigned prior to departure from a gateway/screening airport. Upon departing the gateway/screening airport, all aircraft must be on a VFR or IFR flight plan, maintain radio contact with ATC and continuously squawk an ATC- continued on page 11
FAA - APEC: continued October 2011 - GACH - Page 11 assigned discrete transponder code. Intermediate stops are not authorized unless an emergency exists. If an intermediate stop occurs, aircraft will be required to return to gateway to be re-screened prior to continuing flight within the TFR. - Flight operations are prohibited at Kalaeloa (John Rogers Field) (PHJR) and Wheeler Army Airfield (PHHI) on November 13 th, 2011. Actual times will be included in the published NOTAM. OUTER RING: For operations within the airspace between the 10 NMR and 40NMR listed above, known as the outer ring(s): - All aircraft operations within the outer ring(s) listed above are limited to aircraft arriving or departing local airfields and transit operations. Aircraft may not loiter. All aircraft must be on an active IFR or VFR flight plan with a discrete code assigned by an Air Traffic Control (ATC) facility. Aircraft must be squawking the discrete code prior to departure and at all times while in the TFR and must remain in two-way radio communications with ATC. For questions about this TFR pilots may contact the System Operations Support Center (SOSC) at, 202-267-8276, from 0700-2300 Eastern Standard Time. It is recommended that all aircraft operators check NOTAM(s) frequently throughout this event for possible changes and to ensure you have the latest procedures. APEC Advisor visory (Notice) October 4, 2011
October 2011 - GACH - Page 12 Kalaeloa Airport Airfield Operations Board Meeting by Rob Moore The quarterly Kalaeloa AOB meeting was attended by GACH to ensure GA views are represented to the Air Traffic Controllers and operators of the tower: 297 ATCS. The greatest news coming out of the meeting was the authorized use by Hawaii DOTA of Runway 11/29, effective October 1, 2011! By opening this runway, safety of light Sport airplanes (LSA) and small single engine airplanes is greatly enhanced especially during Kona Wind operations. Thanks to all in agreeing upon this important issue. The use of the runway does come with some restrictions. Runway 11/29 operation is only open to Category A aircraft (under 91K approach speed). Also the traffic pattern is to be within the fence area of Kalaeloa Airport and the left downwind to be flown south of the departure end of the Runway 4s (please see the attached diagram). The Airfield Manager is also seeking permission for simultaneous use to land airplanes on Runway 4L and 4R (like a Cessna 172 and an USCG C- 130). Approval is expected soon by either the waiver approval or a change in the FAA-H-7110.65. Also announced was the improvement of airfield markings and signage by August 2012 and the awarding of the aviation fuel contract to start in December 2011. The GACH concern and cause of erroneous wind data to the control tower (not agreeing with what was seen by pilots) was identified (trees blocking the wind indicator) and a fix is in the works. The tower light gun is still inoperative. The 297ATCS/CC requests that more feedback is given by GA pilots and please use the following feedback form. Thank you!
October 2011 - GACH - Page 13
October 2011 - GACH - Page 14 La Niña and Hawaii Weather The latest forecast from the National Weather Service Climate Prediction Center indicates that La Niña conditions have returned, and are expected to gradually strengthen and continue into the winter of 2011-2012. What is La Niña and what does it mean for weather in Hawaii this wet season? What is La Niña? La Niña is the cold phase of the El Niño/Southern Oscillation (ENSO) cycle. It is identified by colder than normal water along the equatorial Pacific. It is the opposite of El Niño, which is identified by warmer than normal water along the equatorial Pacific. ENSO episodes typically last 9-12 months, and reach their peak strength during late winter (from December to April). The episodes typically occur every 2-7 years. However, it is not uncommon for a strong La Niña (such as the one that occurred during the winter of 2010-2011) to be followed the next year by a weak La Niña. The changes in the ocean temperature have wide-ranging impacts on atmospheric circulations and weather patterns. Weather Impacts to Hawaii During La Niña years, large scale flow across the eastern North Pacific tends to be more amplified. Instead of a zonal (west to east) jet stream, it can develop more of a north/south component. This amplified pattern can cause storm systems to track farther south than normal. In addition, a persistent upper level high is also common over the Gulf of Alaska. This blocking pattern can cause low pressure systems to linger over one area for a prolonged period of time. At the local scale, Hawaii tends to see above normal rainfall and more frequent storm systems during La Niña years. The winter of 2010-2011 occurred during a strong La Niña. There were many heavy rain episodes, including a number of widespread thunderstorm events. The storms continued into early June, well beyond the typical wet season. There are a number of aviation impacts that are related to the increased number of winter storms that affect Hawaii during La Niña years. Thunderstorms are more frequent near the islands, with their attendant hazards: severe or greater turbulence, severe icing, wind shear, and IFR conditions. Mountain obscurations are more common and can be more persistent. Widespread icing is possible, and icing conditions can be encountered at lower altitudes. continued on page 15
October 2011 - GACH - Page 15 While these hazards occur regardless of the ENSO cycle, they tend to happen more frequently during La Niña years. The current long-range outlook for Hawaii calls for above normal rainfall and above normal temperatures for the second half of the winter. As the wet season progresses, remember to stay up to date with the latest warnings, advisories, and forecasts from your National Weather Service. If you have questions about any NWS forecast products, you can call the aviation forecaster on duty at 808-973-5282. (Just remember that while we can answer your questions, we can t provide flight briefings.) John Bravender Aviation Program Manager National Weather Service Honolulu john.bravender@noaa.gov Current ENSO information from the Climate Prediction Center: http://www.cpc.ncep.noaa.gov/products/ analysis_monitoring/lanina/
October 2011 - GACH - Page 16 FAA Meeting on Illegal Tours and Charters by Rob Moore The local Flight Standards District Office (FSDO) called for two meetings to review the increasing situation of what they see as illegal tours and charter flights. Besides the local FSDO personnel, FAA representatives from both Washington DC and Regional Flight Standards were also present. The first meeting was held in Kauai and was focused to the Light Sport Aircraft (LSA) community and the second meeting was held on September 8 with approximately 20 people from 61 and 141 flight schools and 135 operators from Oahu. Discussed was what the FAA inspectors see as illegal air tours when LSA pilots or 61 and 141 instructors taking people on air tours without an Air Tour permit (needing an LOA). Also of concern when non FAR 135 pilots take people to locations that legally should be done by a certificated operator (read having an Air Agency Certificate issued by the FAA to operate under FARs 135 or 121). Pilots should become very familiar with FARs 91.147 and 136.1. If they think what they are doing is wrong, it probably is according the Kawehi Lum, FSDO Manager. The following is the FSDO letter addressing the concern please read. If any doubt, call the FSDO at 808-837-8300. August 18, 2011 It has recently come to the attention of this office that some flight schools and some individual Certified Flight Instructors (CFI), (Title 14 of the Code of Federal Regulations (14 CFR) parts 141 and 61) might be conducting air tour operations under the guise of flight training, Introductory or Discovery flights. By labeling such flights as Introductory or Discovery, the flight schools and CFIs may be inappropriately attempting to avoid the add-on safety rules for air tours specified in 14 CFR part 136. Furthermore, we have some information that some of these flights involve point to point transportation by air for compensation or hire and that the operators of such flights are inappropriately attempting to evade part 135 safety rules by mislabeling or mischaracterizing the flights as instructional flights or as strictly air tour flights. In fact, even if a flight is not point to point transportation, if the flight can be classified as an air tour flight but the flight goes beyond 25 statute miles of the departure airport or the aircraft used is too large, then such air tour flights must comply with the applicable rules of part 121 or part 135. See 14 CFR 119.1(e)(2). Finally, we also have some information that some flight schools and some CFIs are not only providing flight training in experimental category aircraft, including light sport aircraft, or in ultra-light vehicles, but they are also illegally providing air tours in such aircraft for compensation or hire. If during the flight(s) in question, the focus or intention of the flight includes in addition to flight instruction any other purpose, then that flight can become a dual-purpose flight and is no longer considered a purely instructional flight. If the aircraft used is a standard category aircraft or a transport category aircraft, then continued on page 17
October 2011 - GACH - Page 17 Illegal Tours: continued the operator must comply with the add-on safety rules in part 136. An operator of light sport aircraft (LSA) or ultra light vehicles (ULV) cannot use such aircraft for commercial air tour operations and cannot use such aircraft for point to point transportation for compensation or hire. One way that an instructional flight might become dual-purpose and thus require adherence to additional operating safety rules besides those in part 91 for standard category aircraft is if, for example, the flight school or CFI provides information about the sites on the surface that can be observed by those in the airborne aircraft. Please refer to 14 CFR 136.1 which defines a Commercial Air Tour Operator as any person who conducts a commercial air tour. Commercial Air Tour means a flight conducted for compensation or hire in an airplane or helicopter where a purpose of the flight is sightseeing. The Federal Aviation Administration examines several factors when evaluating whether a purpose of the flight is sightseeing. See below for discussion of some of those factors. Even flights that comply with part 136 safety requirements in that the operator recognizes that a purpose of the flight is sightseeing might become dualpurpose if the flight lands at point B and the operator s customers deplane even briefly to take pictures or to look around. Such a flight operation would not be considered purely sightseeing and would not be viewed as purely an aerial works operation under 119.1(e) (2) or 119.1(e)(4). Such a flight, for compensation or hire, would have to comply with the add-on safety rules in part 121 or part 135, as applicable. There are some operators who have requested and received a Letter of Authorization (LOA) to conduct passenger-carrying sightseeing flights for compensation or hire within the provisions of 14 CFR 91.147. This rule allows for nonstop passenger-carrying flights in an airplane or helicopter with a standard airworthiness certificate with a passenger-seat configuration of 30 seats or fewer and a payload capacity of 7500 pounds or less, for compensation or hire. The flights must begin and end at the same airport and be conducted within a 25-statute mile radius of that airport. If you would like to conduct these types of operations, you must comply with the safety provisions of 14 CFR part 136, subpart A of this chapter, and apply for and receive a Letter of Authorization from the Flight Standards District Office nearest your principal place of business. If you have any questions regarding this matter, please contact Aviation Safety Inspector Airworthiness Lance Johnson at 808-837-8368, Front Line Manager Charles Cantu at 808-837-8367 or W. Kawehi Lum, Manager, at 808-837-8310.
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October 2011 - GACH - Page 19 New Certificates and Ratings Moore Air, Inc. Private SEL Barry Warner - CFI Robbie Navarro-Lightholder Sept 17 Jonathan Peverall - CFI Robbie Navarro-Lightholder Sept 25 Commercial SEL Jessica Graham - CFI James Murphy July Chien-te Fan - CFI Robbie Navarro-Lightholder Sept 19 Dylan Aucoin - CFI Mark Jones Oct 4 Meagan Nauman (add on) - CFI James Murphy Sept 29 Commercial MEL Dan Granger - CFI James Murphy Aug 20 Instrument Justin Sato - CFI Robbie Navarro-Lightholder Sept 35 Galvin Flight Services Hawaii LLC Solos Ryan Katano - CFI Scott Oshima Aug 11 Max Botticelli - CFI Jordon Ah Loy Sept 22 Situe Lumas - CFI Scott Oshima Sept 23 GACH Member Featured in Article Enjoy reading about one of GACH members, Thomas C. Owens, MD, an orthopedic surgeon based in Honolulu and flying his services to the outer islands by going to www.orthosupersite.com/view.aspz?rid=85655 GACH Election of Board of Directors Interested? send your name and a short bio to info@gach.us.com What is This?! Read An Avaition Road Trip next page.
October 2011 - GACH - Page 20 An Aviation Road Trip by Rob Moore My wife and I had two weeks vacation with plans to see the West and end up in Albuquegue, NM, to fly some hot air balloons. (Please cue up Holiday Road from National Lampoon s Holiday Vacation and start humming along...) We started in Seattle where we quickly (due to an unexpected VIP arrival) saw The Museum of Flight located at Boeing Field. The museum is located where Bill Boeing started his adventure of building airplanes (now Boeing Museum located in Everett, WA). The museum is nicely arranged and has civilian and military airplanes that span 70 plus years (mostly Boeing products but what do you expect). Also included in the museum is a nice display of space vehicles and artifacts. The price is right and well worth the four hours to see it. Unfortunately, we received word that President Obama was landing at Boeing Field which was closing down everything, museum and all oh well. Our next two aviation museums were located in Oregon. The first is a neat museum housed in a building from an era gone by: The Tillamook Air Museum. During WWII, the coast of the US was dotted by BIG dirigible hangars. And I mean B-I-G. These hangars were so large that they could house 8 flying ships. The hangars were made of wood (medal was in short supply during the war) and had to be free standing (no internal supports). Of the 17 hangars built, only 7 remain. Now the hangars house mostly WWII military airplanes but also includes a Guppy and a hot air balloon. The entrance price is very cheap. But it might be better to visit in the late spring to early fall because there s no heat in the hangar. The second Oregon aviation museum was located at McMinnville where Evergreen Cargo makes its home. The center piece of The Evergreen Aviation Museum is the Spruce Goose. The Goose, built by Howard Hughes during WWII, is the largest amphibian airplane ever made and completely from wood (again medal shortage during the war). The Evergreen Museum is a little on the expensive side but houses excellent airplanes and space vehicles. Also of note, next to the aviation hangars is the Evergreen Water Park featuring a Boeing 747 on top of the water park where you can take a water slide into many water pools inside the building (I bet it is closed during the winter). The Spruce Goose After driving through Reno, NV, we came to Nevada s capitol city, Carson City, where they restore Grumman Gooses (I don t think it is Geese). These big amphibian airplanes are still seen around the world, with the Red Bull Goose visiting Hawaii a few years ago. Located on the airfield is a small museum filled with mustsee vintage airplanes. Well worth the visit (and free). If you have time drive approximately 45 minutes continued on page 21
October 2011 - GACH - Page 21 Rob & Debbie south of Carson City to Minden where soaring is king. Then further down the road near Las Vegas is Nellis AFB and home of the USAF Thunderbirds (including UMV operations). The Thunderbird Museum is great. Besides being free, everyone coming to the museum gets a personalized VIP tour of the facilities and receives free hand outs. Not being in the military may make it difficult to get on the base but try because it s worth it. After making the perfunctory visits to the Grand Canyon and Hoover Dam (still can drive across the dam but with security, and the recently completed bypass bridge may be limited in the future), we were on to Albuquerque, NM for balloons at the Albuquerque Balloon Fiesta (please keep humming Holiday Road). By the time we arrived and met up with my friend and former balloon instructor, Dave Sullivan (please see the GACH October 2010 Newsletter for information on his FAR 141 Balloon School), the Albuquerque Balloon Fiesta was six days into the nine day festival with beautiful weather. We planned to meet the next morning at 0500 for a shape balloon launch. The next morning we awoke with 35 knot winds and rain big bust. That evening balloon glow was also a bust. The next day was again the same. So disappointed, Debbie and I drove away the next day heading to Phoenix, AZ in the snow (I guess ballooning on this trip was not met to happen). If you do go to the Albuquerque Balloon Fiesta, keep an eye on the weather, be prepared to go very early in the morning and again near sunset, and visit the Fiesta Balloon Museum. While in Phoenix, AZ, we had an opportunity to visit Falcon Airfield outside Tempe, AZ. There is located the CAF Museum. Besides a great little air museum that houses mostly WWII airplanes, most of the airplanes are flyable. A friendly staff helps you around the museum but most of the displays are very concise with informative descriptions. For a little extra money, you can go flying in a L-16, C-45, T-6, or a B-25 well worth the money. So after 3500 SM of driving, seeing great aviation museums, and visiting awesome US landmarks, I can t seem to get the Holiday Road song out of my brain.
October 2011 - GACH - Page 22 Business Contacts GACH is proud of the support from its members and the following businesses: Anderson Aviation Inc. Professional Flight Training, Kelly Anderson, Owner 808-833-5899 www.abovehawaii.com Makani Kai Tours Flight Tours and Charters Richard Schuman, Owner 808-834-5813 Aviation Resource Management - CFI Refresher Mimi Tompkins, Owner, 808-781-6464 CFIRefresher@hawaii.rr.com or www.aviationresourcemanagement.com Dauphin Aero Aircraft Maintenance, Karl Dauphin, Owner 808-834-8018 www.abovehawaii.com Galvin Flight Services Hawaii Aircraft Flight Training 808-682-6390 info@gfshawaii.com or www.gfshawaii.com George s Aviation Service Flight Training and Air Charters 808-834-2120 or 808-630-6303 www.georgesaviation.com Goldwings Supply Services Aircraft Parts Supply Lia Young, Owner 808-833-6020 www.goldwings-supply.com Hawaii Aircraft Leasing LLC Aircraft Leasing, Rob Moore, Owner www.hawaiiaircraftleasing.com Kaimana Aviation Flight & Aerobatic Training, Hank Bruckner, Owner 808-836-1031 www.kaimanaaviation.com Ross Moon Enrolled Agent Tax Preparer www.rossmoon.com Moore Air, Inc. Pilot s Flying Club & Aviation Flight Training Center 808-833-5628 www.mooreair.com Pacific Air Academy Flight Training and Rental, Joe Kiefer, Owner 808-228-6943 www.flyinginhawaii.com Pacific Air Charters Air Charters 808-839-3559 www.pacificaircharters.com Spry Helicopters Helicopter Flight Training 808-633-6365 www.hawaiihelicopterflighttraining.com Pacific Warbirds NAA T-6 rides - GACH members 15% discount 808-753-1346 www.vintage-aviation.com Paradise Air Flight Training in WSC(LSA) Denise and Tom Sanders, Owners 808-497-6033 Paradise Helicopters Helicopter Scenic Tours, Cavin Dorn, Owner www.paradisecopters.com PFT Enterprises Inc. Aircraft Maintenance, Kelly Anderson, Owner 808-781-7587 www.abovehawaii.com RaneWorks, LLC Web Development and Japanese Translation www.raneworks.com Remember: as a GACH member you can advertise on our web site free of charge! If your aviation organization would like your event listed, please email info@gach.us.com. The Calendar is provided as a community service. Please continue checking www.gach.us.com for updates. GACH does not verify events listed. Thank You for Supporting General Aviation! For more information, visit www.gach.us.com.