Premium On Safety - Issue 9, 2012 - (Page 6)

ASI oNLINE UAS in the USA By mACHTELD SmITH If you’d believe the news, you’d be convinced that small, homebuilt unmanned aircraft are haphazardly overtaking the National Airspace System (NAS) without any boundaries or rules. The truth is far from that. Sure, there are innovative commercial designs making the news. But in reality, it takes more than a back yard, a gizmo, and a remote control to make the transformation from the design lab into the NAS. Yet, as numerous Unmanned Aircraft Systems (UAS) return from combat in the Middle East, military training operations in the United States are expected to increase dramatically in the near future. And with this proliferation of UAS, unfettered NAS access—as opposed to expanding special-use airspace—would allow military UAS pilots to train and stay proficient. But, what are UAS and how will they impact general aviation? Can manned and unmanned aircraft safely share the airspace? To find out, explore the Air Safety Institute’s brand new course, Unmanned Aircraft and the National Airspace System (www.airsafetyinstitute.org/ unmannedaircraft). The course was developed in partnership with the Department of Defense (DoD). Machteld Smith is a senior aviation technical writer for the Air Safety Institute. She holds a commercial pilot certificate with multiengine, instrument, and seaplane ratings. SAfETy BRIEf Runway excursions make it stop By CHRISToPHER STICKNEy AND PAUL RATTÉ 2011 Breiling Annual Business Turbine Aircraft Accident Review noted: “In recent years landing overshoot accidents have increased considerably…due to contaminated runway conditions, improperly reported runway conditions and improper approach and landing procedures. Ironically, 76 percent of the landing accidents have occurred on 5,000 feet or Pre-identifying a latest acceptable runway touchdown longer runways.” Integration of stabipoint is vital. Simply landing within the touchdown lized approach criteria zone offers no assurance of stopping on the remainder, was a huge positive step, but clearly not the full cure. A stabiespecially if the surface is not clear and dry. lized approach places the aircraft over the runway threshold in improvement in mishap trends. Research high, but overall not too shabby after a an acceptable configuration and energy spanning 1995-2008 showed excurbumpy approach with a 6-knot tailwind that state for a safe landing. A logical extensions consistently accounted for roughly flirted with the tolerances a bit, but still sion is to add procedural rigor to prepara30 percent of all aviation accidents. qualified as “stable.” In less than a mintion for, and execution, of the landing. Performance has not improved. The ute, they’ll be taxiing in. Or will they? That It’s been pouring all day. The flight breaks out on the ILS at 800 feet, and the crew promptly acquires the 6100-foot runway visually through light rain. The heavy thunderstorms they’ve been monitoring for the last 45 minutes have cleared the field. The jet’s now crossing the threshold just a few knots above Vref and about 75 feet; a little strictly speaking “stable” approach laid a good foundation, but there’s still plenty to manage to end this trip on the right note, or more to the point, on the pavement. Runway excursions (overrunning or veering off the runway on takeoff or landing) continue as a significant risk, evidenced by a frustrating lack of (continued on page 7) 6  http://flash.aopa.org/asf/unmannedaircraft/index.cfm http://flash.aopa.org/asf/unmannedaircraft/index.cfm http://www.airsafetyinstitute.org/unmannedaircraft http://www.airsafetyinstitute.org/unmannedaircraft

Table of Contents for the Digital Edition of Premium On Safety - Issue 9, 2012

Premium On Safety - Issue 9, 2012
Contents
Wide Awake
Accident Prevention: Safety Hang-Ups
Flight Vis: SMS and the Need for Innovation
Safety Brief: Runway Excursions
ASI Message: Interference From the Cabin

Premium On Safety - Issue 9, 2012

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