presented to: by: date: federal aviation administration owner maintenance: things you need to know...

Presented to:

By:

Date:

Federal AviationAdministrationOwner Maintenance:

Things You Need to Know About Maintaining Your Airplane as an

Owner-Operator

FAA Safety Seminar Attendees

FAAST Reps Art Telfeian and Bill Doyle

2013 – 2014

2Federal AviationAdministration

Pre-Flight Planning by Art Telfeian and Bill Doyle2013 - 2014

How to Download this Presentation• You can download this presentation at the link

below.

– The link is case-sensitive.

– It is available in both PPT and PDF formats.

• http://williamjdoylejr.net/FAAST/FlightPlanning/



Presentation Agenda• NTSB Pre-Flight Planning Accident Trends

• Elements of Pre-Flight Planning– X

– X

– X

– x

• Accident Scenarios– Fuel Management/Fuel Exhaustion

– Continued VFR Flight into IMC

– Controlled Flight into Terrain

– Weight & Balance

– Runway Excursions

• How to Query the NTSB Database



NTSB Statisticson

Pre-Flight PlanningGeneral Aviation Accidents

in theUnited States

from 1/1/2000 to 07/31/2013



NTSB Pre-Flight Planning Accident TrendsU.S. – 1/1/2000 – 7/31/2013




Broad Phase of Flight

Weather Conditions of Flight

Purpose of Flight



Art’s Material



Weight & Balance

Cessna 180

http://williamjdoylejr.net/FAAST/W&B/Weight_and_Balance.ppt



Cessna 180 Departure Crash• Aircraft flying from Chugiak, AK (PABV) to Seldovia, AK (A27), 137 nm

• Excerpts from NTSB Accident Report # ANC11FA037

– On 5/27/ 2011, about 1014 Alaska daylight time, a Cessna 180, N4955A, in day VMC, collided with terrain after a loss of control during the initial climb after takeoff. There was a post-crash fire that consumed most of the airplane.

– The certificated private pilot and four passengers were killed.

• Left Seat Pilot (father, age 46)

• Right seat (pilot’s mother, age 69)

• Rear Seat:

– Daughter, age 11

– Son, age 12

– Daughter, age 13





– Several witnesses stated that they saw the accident airplane takeoff from runway 19R in a very nose high attitude.

– Witnesses stated that

• the airplane went off of the left side of the runway before becoming airborne

• then headed toward a row of trees on the east side of the airport

• then climbed over the trees

• then turned to the south

• then rolled right and descended into the ground

• the engine sounded like it was running at full power.





– Personal acquaintances of the accident pilot told the NTSB

– the family was building a cabin in Seldovia

– this was the first trip of the year for the pilot.

– one pilot friend had flown the accident airplane with the accident pilot in May 2010

• on that flight the accident pilot almost stalled the airplane on takeoff

• told the accident pilot that he shouldn’t try and fly the airplane by himself,

• told the accident pilot to get additional flight training in the airplane.





– Pilot, age 46, held a private pilot certificate with a rating for ASEL.

• issued a 3rd class airman medical certificate without limitations on 5/6/2010.

– The pilot’s flight logbook covered the period from 4/4/1982 through 6/12/ 2010

• indicated 198.9 hours total time, and 3.7 hours in a Cessna 180.

• between 6/10/2010 and 6/12/2010, the logbook indicated

– pilot received instruction in the Cessna 180 and

• completed the requirements of a flight review

• received endorsements to act as PIC of a tailwheel airplane and a high performance airplane

• There were no logbook entries after 6/12/2010– no indications that the pilot satisfied the recent flight experience requirements of

14 CFR Part 61.57 in the preceding 90 days

.





– The most recent official weight and balance documentation was not located in the airplane records.

– Due to the extensive fire damage, an exact weight and balance calculation could not me made. However, enough information was available for the NTSB to

make an estimate of the airplane’s weight at the time of the accident.• The pilot’s weight was taken from his most current FAA medical

examination.

• The weight of the front seat passenger was taken from her reported weight on her Alaska driver’s license.

• Weights for the rear seat passengers (girls; age 11 and 13, and boy; age 12) were estimated using the Centers for Disease Control (CDC) growth charts showing average weight by age and gender.





– NTSB weight & balance estimate (continued)

• Items of cargo that were identifiable are listed as follows:

– Chainsaw

– Pistol

– Multiple bags of food and grocery items

– Personal clothing and bags

– Pots

– Kitchen utensils

– Rope

– Bundle of electrical wire

• The pilot’s son said the airplane’s fuel tanks were topped off prior to the accident flight from the pilot’s personal fuel storage tank.






• The last documented official weight & balance was dated 3/5/1991, showing a basic empty weight of 1,631.1 pounds with a center of gravity of 35.22 inches.

• Estimated weights– Basic Empty Weight (from March 5, 1991) – 1631 pounds

– Pilot and Front seat Passenger – 417 pounds

– Rear Seat Passengers – 293 pounds

– Cargo – 100 pounds

– Fuel (55 gallons) – 330 pounds

– Oil (12 quarts) – 22 pounds

• The gross weight at the time of the accident was estimated to be 2,793 pounds, or 243 pounds over the approved maximum takeoff gross weight






• The estimated center of gravity at the time of the accident was 42.18 inches.

• The center of gravity range at 2,550 pounds (maximum gross weight) is 39.5 inches to 45.8 inches.



Fuel ManagementFuel Exhaustion

Piper Cherokee 235

http://williamjdoylejr.net/FAAST/fuel_management.ppt



2002 Piper Cherokee 235• Mishap Highlights

– Aircraft flying from Chicago (KARR) to Chester County (MQS), 626nm trip

– Excerpts from NTSB Factual Report #NYC02LA155• During the flight, the pilot elected to divert to the Delaware Municipal

Airport (DLZ), Delaware, Ohio, due to weather, and remained overnight. The airplane was not refueled during the layover.

• Approaching the area of MQS (then 40N), about 1 mile from runway 11, the engine lost all power.

– The pilot attempted to enter the traffic pattern for runway 29, and while on the downwind leg, realizing that he would not be able to land on the runway, he elected to perform a forced landing into a wooded area.

• The wind reported at a nearby airport, about the time of the accident, were from 350 degrees at 15 knots, with gusts to 19 knots.

• The airplane struck several trees during the forced landing, descended to the ground, and came to rest upright, about 1/2-mile from the airport.

– Both wings were separated from the fuselage during the accident sequence.• Pilot seriously injured and aircraft substantially damaged



2002 Piper Cherokee 235

• Pilot Profile– COM ASEL AMEL IA; CFI A, I, & M

• Total Time 6,418 hours

• ASEL 6,350 hours

• AMEL 68 hours

• NTSB Finding of Probable Cause– The pilot's inaccurate in-flight planning and fuel consumption

calculations, and his improper decision to not land and refuel which led to fuel exhaustion and subsequent loss of engine power.



2002 Piper Cherokee 235- Fuel Opportunities

•Accident Chain begins at Delaware Municipal Airport (DLZ), Delaware, OH



2002 Piper Cherokee 235– End of Chain

•Accident Chain ends at Chester County Airport (then 40N now MQS), Coatesville, PA



Federal Aviation Regulations onFuel Reserve Requirements

• FAR 91.151 – Fuel Requirements for Flight in VFR Conditions

• FAR 91.167 – Fuel Requirements for Flight in IFR Conditions



FAR 91.151 VFR Fuel Reservesa) No person may begin a flight in an airplane under VFR

conditions unless (considering wind and forecast weather conditions) there is enough fuel to fly to the first point of intended landing and, assuming normal cruising speed –

1. During the day, to fly after that for at least 30 minutes; or

2. At night, to fly after that for at least 45 minutes.

b) No person may begin a flight in a rotorcraft under VFR conditions unless (considering wind and forecast weather conditions) there is enough fuel to fly to the first point of intended landing and, assuming normal cruising speed to fly after that for at least 30 minutes.



FAR 91.167 IFR Fuel Reserves

a) No person may operate a civil aircraft in IFR conditions unless it carries enough fuel (considering weather reports and forecasts and weather conditions) to –

1) Complete the flight to the first airport of intended landing;2) Except as provided in paragraph (b) of this section, fly from that airport

to the alternate airport; and3) Fly after that for 45 minutes at normal cruising speed or, for

helicopters, fly after that for 30 minutes at normal cruising speed.

• But wait! There’s more …



FAR 91.167 IFR Fuel Reserves (cont’d)b) Paragraph (a)(2) does not apply if:

1) Part 97 of this chapter prescribes a standard instrument approach procedure to, or a special instrument procedure has been issued by the Administrator to the operator for, the first airport of intended landing; and

2) Appropriate weather reports or weather forecasts, or a combination of them, indicate the following (the 1-2-3 Rule)

i. For aircraft other than helicopters. For at least 1 hour before and for 1 hour after the estimated time of arrival,

ii. the ceiling will be at least 2,000 feet above the airport elevation and

iii. the visibility will be at least 3 statute miles.



Making the FARs Work for You

• FARs 91.151 & 91.167 all use “at normal cruise”

• What is a normal cruise power setting?– 70% -- 75% power

– What happens at 75% power?

• What other choices might there be?– What happens at 65% power?

– What happens at 55% power?



Suggestions and Cautions

• Conduct thorough preflight planning (FAR 91.103)– Know the Wx for route of flight, especially winds aloft

– Know airports along the route of flight for refueling options

– Establish flight legs no longer than 3.0 – 3.5 hours for safety and convenience

– Incorporate and maintain good judgment on the ground and in the air

– Always make sure the tanks are topped prior to departure• Be sure you conform to weight and balance limitations



VFR Flight into IMC(Get-Thereitis?)

Cirrus SR20

http://williamjdoylejr.net/FAAST/Cirrus/Cirrus_SR20_and_SR22.ppt



VFR into IMC in SR20 “Six Pack” with Avidyne MFD• Continued VFR into IMC Flight with four fatalities

– NTSB Factual Report – click link below http://dms.ntsb.gov/aviation/AccidentReports/hhgwnp45ecngl255r2alz3bc1/C03232013120000.pdf

– NTSB Probable Cause – click link below http://dms.ntsb.gov/aviation/AccidentReports/kegbhqrkbbz4a4jiubkfvj551/G03232013120000.pdf

– Pilot Experience and FAA Certificates

• PVT ASEL, 207 hours total time, non-instrument rated114 hours in accident airplane

– Airplane owned by flying club at Marion Regional Airport

– Insurance carriers for Cirrus clubs often want higher hours• Avemco used to require 400 hours; they now require 200 hours




– Events from day of 11/26/2011• 08:30 Local, departed Marion Regional Airport (MZZ), Marion, Indiana without a

flight plan bound for DuPage Airport (DPA), West Chicago, Illinois (167.8 NM)

– Line Service Representative at MZZ reported that the pilot commented he was aware of the weather west of Chicago and that conditions were forecast to be VFR at their ETA.

– Personal flight to return daughter to college, accompanied by other daughter and her boyfriend. Four people on board with full fuel.

• 09:42 Local, airplane was approximately 3 miles east of the Chicago Heights VOR at 2,400 feet MSL

• 09:57 Local, airplane turned right on a north course, about 5 miles south of DPA, at approximately 1,600 feet MSL

• 09:58:05 Local, pilot contacted DPA Air Traffic Control Tower (ATCT) and inquired about landing at DPA. Radar data indicated that the airplane was approximately 2 miles south of the airport at that time.

– Controller advised the pilot that the airport was under instrument flight rules (IFR).




– Events from day of 11/26/2011 (continued)• 09:58:35 Local, pilot advised DPA ATCT that he had inadvertently flown over the

airport.

• 09:59:40 Local, controller authorized pilot to reverse course and land at DPA. The pilot acknowledged this transmission.

• 10:00 Local, radar data indicated that the aircraft began a turn to an east course.

• 10:02 Local, pilot informed controller that he no longer had the airport in sight. The controller provided a suggested heading to DPA.

• 10:04 Local, pilot asked if there was another airport with better visibility because he did not "want to get in there and get stuck all day." (Get-there-it is?)

– Controller noted that Chicago Executive Airport (PWK), located about 20 miles northeast of DPA, was reporting VFR conditions.

– Controller asked if the pilot would like to be transferred to Chicago approach for assistance navigating to PWK. (Note: opportunity to break the accident chain)

– Pilot replied, "I'm still trying to decide if I want to try to land at DuPage or not . . . Would you think that's a good idea or not.“ (Note: pilot not instrument-rated)




– Events from day of 11/26/2011 (continued)• 10:04 Local, continued

– Pilot informed the controller that the flight was "in and out of the clouds."

– Controller asked pilot if he was instrument qualified

– Pilot replied that he was in instrument training and that “I’ve let this get around me.”

• 10:08 Local, DPA controller provided pilot with a frequency for Chicago TRACON

• 10:12:39 Local, Chicago TRACON initiated contact with pilot. – Controller subsequently provided weather conditions at airports in the vicinity of the

accident flight. (Note: another opportunity to break the accident chain)

• 10:15:28 Local, pilot advised controller that he would proceed to PWK.

• 10:22:49 Local, pilot advised controller that– he did not "want to mess with the weather . . . I'm gonna get out . . . and I don't want

to get stuck in here." (Get-there-it is?)

– Pilot confirmed that the flight was no longer inbound to PWK

– No further communications were received from the accident flight.




– Events from day of 11/26/2011 (continued)• 10:24:03 Local, airplane entered a right turn from west course at 1,800 feet MSL.

– The right turn continued until the final radar data point.

• 10:25:08 Local, airplane established on approximate east course at 2,000 feet MSL

• 10:25:31 Local, airplane was on approximate southeast course at 2,400 feet MSL

• 10:43:31 Local, airplane was on a south course about 2,100 feet MSL, the right turn appeared to tighten

• 10:25:58 Local, airplane was established on a west course about 1,800 feet MSL

• 10:26:22 Local, final radar data point was recorded. – Airplane appeared to be on a south course about 1,800 feet MSL.

– The final data point was located approximately 0.4 miles northwest of the accident site.

• Two witnesses within ½ mile of accident site heard an airplane. Both said it sounded like the airplane was doing aerobatics, with the airplane climbing and descending. Less than 1 minute later, they saw the airplane to the south in an approximate 70° nose down attitude. Airplane subsequently impacted the ground.




• NTSB Probable Cause Report

– Occurrences• Enroute - VFR encounter with IMC

• Enroute - Loss of control in flight

• Uncontrolled descent - Collision with terrain / object (non-CFIT)

– Findings• Personnel Issues - Action/Decision - Information Processing

- Decision Making / Judgment - Pilot (Cause) (Get-there-itis)

• Personnel Issues – Psychological – Perception / Orientation / Illusion - Spatial disorientation - Pilot (Cause) (Pilot not instrument-rated)

• Personnel issues – Task Performance - Use of Equipment / Information - Aircraft control-Pilot (Cause) (Was autopilot & altitude hold engaged?)

• Environmental Issues – Conditions / Weather / Phenomena - Ceiling/visibility/precipitation - Below VFR minima - Effect on operation (Factor)



VFR into IMC in SR20 “Six Pack” with Avidyne MFD

• Continued VFR into IMC Flight with four fatalities

• Lessons Learned

– Use autopilot and altitude hold in IMC, avoid hand flying, especially if low experience

• See slide #12 for airplane instrument panel layout

• S-TEC 30 autopilot with altitude hold

– Avoid situations that can produce “get-there-itis”• Ticket to following day’s Indianapolis Colts football game found in wreckage

• Most likely this ticket was “probable cause” for get-there-itis

– Set realistic personal minimums• And stick with them!

– If you’re in a bad situation and ATC offers a way out, take it!• So be it if you have to RON (remain over night)



VFR into IMC in SR20 “Six Pack” with Avidyne MFD

• Continued VFR into IMC Flight with four fatalities

• Lessons Learned (continued)

– If you become spatially disoriented or incapacitated, deploy the parachute

• Plane will be wrecked but you and passengers have a chance at surviving

– Be mindful of weight & balance• Accident airplane had full fuel (56 gallons useable)

• Accident airplane had four passengers

• Using weight and balance estimates on next two slides, accident airplane was 43 pounds over gross takeoff weight

– Pilot (46 year old male) weight estimated at 200 pounds

– Daughter #1 and Daughter #2 weight estimated at 130 pounds each

– Daughter #2’s Boyfriend weight estimated at 170 pounds

– Baggage estimated at 30 pounds (college woman’s clothing et cetera)



VFR into IMC in SR20 “Six Pack” with Avidyne MFDAccident Airplane Estimated Weight & Balance



Controlled Flight into Terrain(CFIT)

and Night-time Departure

Cessna T182T

http://williamjdoylejr.net/FAAST/Cessna/Cessna_172_182_and_206.ppt



Night VMC Takeoff Accident in T182T G1000 - CFIT• Controlled Flight into Terrain (CFIT) with two fatalities

– NTSB Factual Report – click link below http://dms.ntsb.gov/aviation/AccidentReports/jvz1ki452vc0nk45asmeafyr1/F03232013120000.pdf

– NTSB Probable Cause – click link below http://dms.ntsb.gov/aviation/AccidentReports/5wx5cwed5jlmolr0hldm5n551/S03232013120000.pdf

– Crew Experience and FAA Certificates – note combined front seat time

• Pilot (left seat):

– ATP AMEL, Commercial ASEL, 25,000 hours total time, G1000 trained (74.7 hours G1000, 34.2 hours in accident airplane)

• Pilot (right seat):

– ATP AMEL, helicopter, CFI, AGI, IGI, 28,000 hours total time, not G1000 trained




– Events from night of 11/08/2007• Departed North Las Vegas Airport (VGT), Las Vegas, NV on a VFR flight plan about

19:05 Local PST bound for Rosamond Skypark Airport (L00), Rosamond, California• 19:05:29 Local PST - checked in with ATC at 2,700 feet MSL• 19:17:29 Local PST - radar contact lost, airplane impacted 1,000 feet below summit

of Mt. Potosi (elevation = 8,514 feet MSL)• Fireball from impact witnessed by law enforcement helicopter

– Interviews with the ATC Controller produced the following• Controller stated, "The aircraft looked fine - there was nothing unusual about it.”• When questioned about where he expected the aircraft to go the controller replied that

“...the pilot was on his own navigation.”• Controller stated that other aircraft he has seen go where the accident aircraft was,

and some go further south. • Asked when he is required to issue a safety alert, the controller stated, in his opinion,

when an aircraft is close to terrain or other aircraft. Controller stated that he knew that the height of Mt. Potosi was 8,500 feet.



Night VMC Takeoff Accident in T182T G1000 - CFIT

• Controlled Flight into Terrain (CFIT) with two fatalities

– Conditions of Flight• Accident occurred during dark night under visual meteorological conditions.

• No lighted roads or round structures were present in the area to provide ground reference to terrain.

• 1% of the moon’s disk was illuminated.

– Airplane climb performance over last six minutes of flight per recorded radar data

• Average groundspeed was 100 knots

• Average rate of climb was 406 fpm (feet per minute)

• Note: an average rate of climb of 600 fpm was required to clear terrain along the flight path.



Night VMC Takeoff Accident in T182T G1000 - CFIT

• Controlled Flight into Terrain (CFIT) with two fatalities

– NTSB Findings1. (F) TERRAIN CONDITION - RISING

2. (F) TERRAIN CONDITION - MOUNTAINOUS/HILLY

3. (F) LIGHT CONDITION - DARK NIGHT

4. (C) ALTITUDE/CLEARANCE - NOT MAINTAINED - PILOT IN COMMAND

5. (F) OTHER PSYCHOLOGICAL CONDITION - PILOT IN COMMANDa) Ethanol

b) Diphenhydramine (Benadryl)

6. (F) PROCEDURES/DIRECTIVES - NOT FOLLOWED - ATC PERSONNEL (ARTCC)

7. (F) SAFETY ADVISORY - NOT ISSUED - ATC PERSONNEL (ARTCC)

– Legend

– (F) – Factor

– (C) – Cause




– Lessons Learned

• Know necessary climb out rate

– Conversion formula for Feet Per NM to Feet Per Minute (FPM)

• Feet Per NM / feet in NM * 100 * ground speed (per G1000)

– VGT Northtown Three Departure from Runway 30L uses 415 feet per NM

• 415 / 6076 * 100 * 100 = 683 FPM

– VGT Boulder City One Departure from Runway 30L uses 367 feet per NM

• 367 / 6076 * 100 * 100 = 604 FPM

• Do not depend on ATC for terrain separation

• File for an instrument departure

• Know the airplane’s equipment

– See G1000 illustration on terrain avoidance




– G1000 illustration on terrain avoidance• PDF inset or MFD

– Red – 100 feet AGL or less

– Yellow – more than 100 feet AGL but less than 1000 feet AGL

– Black – 1000 feet AGL or higher



Anything Wrong With This Picture?

Garmin G1000 Simulator version 9.03 with SVT

Red: terrain within 100 feet

Yellow: terrain > 100 feet < 1000 feetGreen: terrain > 1000 feet



So What Do You Think? CFIT in the Making?

Garmin G1000 Simulator version 9.03 with SVT

Red: terrain above flight path



Enroute WeatherAvoidance

Cessna 182T




Cessna 182T G1000 – Day IFR Flight Plan – Enroute • IFR flight plan from Columbus, MS (KGTR) to Doylestown (KDYL)

– Pilot/CFI flew from Doylestown, PA to Columbus, MS to visit former flight student then in USAF undergraduate pilot training (now flying F/A-22 Raptors)

– Pilot/CFI monitored weather during visit and decided to leave a day early because thunderstorms forecast across the mountainous areas of GA, SC, NC, VA, and WV

• Route down had been an “inland” across the northern mountains• Route home was more of a “coastal” route across the southern plains

• Lessons Learned– Keep on top of developing weather

• If necessary leave early or stay longer– Consider your route of flight

• Mountainous areas have greater thunderstorm risk because of rising terrain• MFD on next slide attests to this



Cessna 182T – Thunderstorm Avoidance



Runway Excursion

Cessna 172P




Cessna 172P – Runway Excursion• Pilot Profiles:

– Right Seat Pilot Total Time: 279 hours; Time in Type: 106 hours; Dual Time in Right Seat: 2 hours

– Left Seat Pilot Total Time: 132 hours; Time in Type: 7 hours

• Landing at 26N (runway 24) on cross country from KDYL – KACY winds out of 220° at 10 knots gusting to 20 knots– Right Seat Pilot said the crosswind component was more

severe than what was reported, and was between 45° and 60° off the runway heading.

• NTSB reported this but did not challenge it in any way



Cessna 172P – Runway Excursion• Cessna 172 positioning to enter pattern for right

downwind runway 24. Left Seat Pilot is flying and loses sight of the airport– Right Seat Pilot takes control and positions Cessna 172

for right downwind on runway 24 then returns control to Left Seat Pilot

– Left Seat Pilot flies downwind, base and onto final leg– Right Seat Pilot does the following

• Sees that Cessna 172 is above glideslope as airplane establishes on final

• Takes control of the airplane, flies the approach, and lands on runway 24

– When Cessna 172 touches down, it swerves off the right side of the runway and goes into a marsh.



Cessna 172P – Runway Excursion



Cessna 172P – Runway Excursion• NTSB Findings

– NTSB Factual Report• http://www.ntsb.gov/ntsb/GenPDF.asp?id=IAD02LA038&rpt=fa

– Probable Cause• http://www.ntsb.gov/ntsb/GenPDF.asp?id=IAD02LA038&rpt=fi

• What would you do differently?



How to Querythe

NTSB Database



Accessing the NTSB Database• Use your web browser to access the NTSB Database

– http://www.ntsb.gov/aviationquery/index.aspx



Accessing the NTSB Database



Creating an NTSB Database Query



Database Query Results (Partial)



Download of Accidents in XML Format (1 of 2)• Download the XML file

• After you download the XML file, launch Excel and open the XML file



Download of Accidents in XML Format (2 of 2)• Your XML file will look similar to the screen shown below.• You can save your XML file as an Excel workbook.



Parting Thoughts



The Three Most Useless Things to a Pilot• The runway behind you

– Moral: know your aircraft’s take-off minimums and calculate the weight and balance for your flight, your airport’s runway length, density altitude, any obstacles to be cleared

• The altitude above you– Moral: know your aircraft’s power settings for climb, cruise, and descent

• The fuel on the ground below you– Moral: know your aircraft’s fuel capacity, fuel system, GPH burn rate, and

winds aloft for the route of flight.

• Utilize superior judgment to avoid needing to use superior skill– Moral: know your aircraft’s systems and how to use them



Just a Real Nice Pictureof a Cessna 172S



Credits and Information



References and Information• Authors of Presentation

– Art Telfeian, CFI AM&I, AGI, IGI• FAA FAAST Team Representative, PHL FSDO

– Bill Doyle, CFI A&I, AGI, IGI, Cessna CFAI• FAA FAAST Team Representative, PHL FSDO

• Downloading This Presentation – Uses PowerPoint 2003 and later

– Password-protected, so click on the “Read Only” button– http://williamjdoylejr.net/FAAST/FlightPlanning/Pre-Flight_Planning.ppt– http://williamjdoylejr.net/FAAST - all FAAST Team presentations by Bill Doyle



References and Information• NTSB Accident Database– http://www.ntsb.gov/aviationquery/index.aspx

• Electronic Code of Federal Regulations – Title 14 Aeronautics and Space

– http://www.ecfr.gov/cgi-bin/text-idx?sid=fd0d4ed9821626f95caf8cad8372ce03&c=ecfr&tpl=/ecfrbrowse/Title14/14tab_02.tpl

• Electronic Code of Federal Regulations – Title 14 Chapter I--Federal Aviation Administration, Department of Transportation,

Subchapter D – Airmen – http://ecfr.gpoaccess.gov/cgi/t/text/text-idx?

sid=fd0d4ed9821626f95caf8cad8372ce03&c=ecfr&tpl=/ecfrbrowse/Title14/14cfrv2_02.tpl



Just a Real Nice Picture of a Cessna 182T



FAASTeamFAASTeamonon

VFR / IFR Flight Planning and Preflight VFR / IFR Flight Planning and Preflight Preparation:Preparation:

Things You Need to Know as a Pilot During Things You Need to Know as a Pilot During Planning and Preflight For a VFR / IFR Flight Planning and Preflight For a VFR / IFR Flight

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Ideas?Ideas?



This Completes

VFR / IFR Flight Planning and Preflight Preparation:

Things You Need to Know as a Pilot During Planning and Preflight For a VFR / IFR Flight

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presented to: by: date: federal aviation administration owner maintenance: things you need to know...

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