Premium on Safety - Issue 22, 2016 - 1

ISSUE 22 YEAR 2016


Best Practices: Cognitive Impedance and 03
All-Attitude Awareness
Lessons Learned: The Magnetic Wing Tip 04
Trial-by-Fire Training 05
ASI Message: Hangin' on the Stabs 06
Safety App: Sporty's New Approach to Proficiency 08
Did You Know? New Runway Condition
Reporting This Fall 08

Greetings! An ad for an industrial safety
firm shows a worker tumbling off a tilting
ladder. Caption: "Ladder Safety Isn't
Something to Learn On The Fly." The
point of emergency procedures is to avoid
experimenting if something that could
go wrong actually does, and get right
to the solution. It sounds simple, but is
deceptively complex. The right threats need
to be anticipated, solutions distilled to
their most practical form, and people need
to be trained and equipped to confidently
act. OEMs and flight training providers put
lots of effort into this for aircraft system
anomalies, but what about other threats-
specific to your operations and beyond
what's covered in the flight manual-for
which you'd prefer a standard solution to
learning (literally) on the fly? The cycle of
anticipating, pre-solving, simplifying, then
equipping and training is a sound and
continuous investment seen in the best
flight operations. Fly smart and fly safe.

Paul Ratté
Director of Aviation Safety Programs, USAIG

Integrating Small
Unmanned Aircraft Systems
in Flight Departments
New Regulations Define Path
Small unmanned aircraft systems (sUAS)
represent tremendous potential for a
wide range of uses, for an equally diverse
sampling of entrepreneurs and companies. As more businesses explore possible missions for UAS operations, it seems
more jobs become apparent for them to
fill. Until recently, however, large-scale


exemptions under Section 333 of the FAA
Modernization and Reform Act of 2012.
Requirements under FAR Part 107
include a maximum sUAS operating altitude of 400 feet above ground level in
daytime VFR conditions and within visual
line-of-sight (VLOS) of the operator or
observers. Unmanned aircraft may not

Companies across the country and around the globe
have already deployed sUAS on missions as diverse as
real estate photography, aerial crop surveying, oil pipeline
monitoring, and tracking wildlife migratory patterns.
efforts to deploy sUAS on commercial
missions within the United States have
been stymied by a lack of defined regulations for the industry.
Due to go into effect by the end
of August, the newly created Federal
Aviation Regulation (FAR) 14 CFR Part
107 applies to commercial use of any
UAS weighing less than 55 pounds.
The rule will ultimately supplant the
agency's previous practices of issuing
certificates of authorization (COA), or

be operated over people on the ground
not involved in the UAS flight, and all
UAS must yield right-of-way to all other
FAR Part 107 also formally redefines
the sUAS operator as a remote pilot in
command (PIC) who must be at least 16
years of age but is not required to be
certified to pilot manned aircraft. New
remote PICs will be required to pass an
initial aeronautical exam at an approved
FAA testing center, with subsequent
(continued on page 2)


Table of Contents for the Digital Edition of Premium on Safety - Issue 22, 2016