ADMIN Schedule Jax Navy Flying Club Safety Stand

ADMIN Schedule

Jax Navy Flying Club Safety Stand Down Meeting 18 November 2017

Agenda � Welcome �New members / contacts �New solos �New licenses

�Facilities �Hangar � Awaiting repair �Board of Directors Elections �President – Robert Machala (incumbent) �Operations – John Barnard (incumbent) �Secretary – Wayne Dunn (incumbent) �Nominations from the floor

Aircraft Utilization � 87. 5 total hours for October 2017 � 87. 5 total hours for FY 2018 October 2017 FY 2018 Totals N 5120 F 0. 0 N 44443 16. 7 N 2156 T 42. 1 N 9924 W 22. 1 BATD 6. 6

Top Flyers for October 2017 Flight Hours Derek Schanze 9. 9 Joseph Heredia 8. 6 Steven Pique 6. 7

Aircraft Status �N 44443 �Lower tail cone has large dent on bottom / aft of tie down lug. (100 -hr? ) �Right seat easily slips from position setting. Difficult to lock in place. (100 -hr? ) �Left fuel gauge reports full at all times. �Engine instrument lights INOP in full bright position / left side of panel, �Overhead panel cracked and broken with sharp edges. (Researching part source ~$250. 00)

Aircraft Status (continued) �N 9924 W �Directional gyro precesses excessively (30 degrees in 15 mins). (Bad part – returning for repair) �ATC reported radio intermittent. Crackling heard while transmitting from right seat. �Left fuel quantity indicates full at all time when the actual quantity is anywhere between the filler neck and the tab �Right fuel quantity gauge oscillates badly with tab fuel �Audio panel light in comm 2 button inop (NARCO – not supportable)

Aircraft Status (continued) �N 2156 T � Prop strike. � Co-pilot microphone jack intermittently cuts out. � Wing strobes inop. (Strobe switch shorted) � Right main tire seems to have a slow leak. Tire pressure was down to 20 PSI. (TSO-C 62 E) � Panel lights rheostat doesn’t dim panel lights, only turns them off or full on. (Repair ed during air show down time? ) � Temporary placard labels faded � Audio panel light in comm 2 button inop. (NARCO – not supportable) � Both fuel gauges unreliable in climb attitude. (Right fuel transmitter replaced – next pilot check) � No. 2 VOR: cannot select tenths. Selection stuck at. 55 and knob moves but doesn't change digits. � #2 Nav will not receive localizer frequencies. Tried several VOR freqs OK.

Financials Institution Approx. Balances (as of 17 Nov) Cash Assets Bank of America (Checking) $ 22, 794. 01 Vy. Star (Savings) $ 36, 304. 92 Vy. Star (CDs) TOTAL $ 41, 174. 04 $100, 272. 97 Accounts Payable Fuel (approx. ) ( $ 2, 000. 00) MWR (Wages) ( $ 5, 000. 00) Maint / Parts ( $ 30. 00) N 44443 ADS-B ( $ 4, 410. 00) N 2156 T Deductible ( $ 1, 000. 00) TOTAL ( $ 12, 440. 00) NET $ 87, 832. 97

§ Safety Stand Down § ‘Round the Horn § Board Members § Club Members § Adjourn

PRELIMINARY NFC MISHAP REPORT Annotated Template

NFC Mishaps Prop strike

11/07/2017 PA 28 -180 N 2156 T Retired O-6 51. 1 Hours TT 5. 7 Hours prev. 30 days Last Dual Flight 10/24/2017 Student Pilot Solo Cross Country

PA 28 -180 N 2156 T VFR departure with CAVU conditions Landing at KFIN Bounced – Go Around RTB Uneventful Landing at KNIP Discovered prop damage on shut down at KNIP

Lessons Learned �ATC Directions �Stabilized Approach �Sequence of Events �When to Break the Cycle

Runway Incursion Issues Best Practices

Pre-Flight Planning �Review and understand airfield signage and markings. �Review the appropriate airport diagrams. Review any Hot Spots identified on the diagram. Print a copy for use in the cockpit. �Review airfield NOTAMS and current ATIS for any taxiway closures, runway closures, construction activity, or other airfield specific risks. �Brief any passengers on the importance to minimize discussions, questions, and conversation during taxi (maintain a “sterile cockpit”).

Taxi �Have the airport diagram out and available for immediate reference during taxi. �Review current ATIS for any taxiway closures, runway closures, construction activity, or other airfield specific risks. �During radio transmissions, use correct terminology and proper voice cadence. �Copy the taxi clearance and use the airport diagram to review the taxi route to the assigned runway prior to releasing brakes and beginning taxi.

Taxi (Cont’d) �Eliminate distractions while taxiing in the operational area. �Focus attention and have your "eyes out" of the cockpit when taxiing. �Maintain appropriate taxi speed. �Be alert to similar call signs operating on the field. �STOP aircraft on the taxiway and request ATC clarification if there is confusion regarding aircraft position or ATC taxi clearance.

Taxi (Cont’d) �Prior to crossing any runway during taxi, ensure you have a clearance to cross. Visually check to ensure there is no conflicting traffic prior to crossing the runway. �If there is any doubt that the runway is clear, reconfirm crossing clearance with ATC. �Be aware that hold short lines can be as far as 400’ from the runway due to new Precision Obstacle Free Zone (POFZ) requirements. �Maintain a “sterile cockpit” when taxiing.

Take-Off �If cleared to “line up and wait”, turn on all exterior lights except take-off/landing lights. �� If you have been holding in position on the runway for more than 90 seconds, or upon seeing a potential conflict, contact the tower. �When “cleared for takeoff”, turn on all exterior lights, including take-off/landing lights.

Take-Off (Cont’d) �Note that if you see an aircraft in take-off position on a runway with take-off/landing lights ON, that aircraft has most likely received its take-off clearance and will be departing immediately. �When assigned a departure at an intersection versus a full length takeoff, state “intersection departure” at the end of the take-off clearance readback. �Conduct "Clearing Turns" to check all areas prior to entering ANY runway.

Landing � Wait until you have exited the active runway and you are sure of your taxi clearance prior to beginning an after-landing checklist � Follow the same TAXI Best Practices above.

REMEMBER: WHEN IN DOUBT, ASK! https: //www. faa. gov/airports/runway_safety/pilots/best_practices/

IFR Currency Requirements/AOPA Flight Planning Tools John Barnard

BOD Elections BOD Update Rob Machala

Noise Abatement Procedures AOPA Guidelines

Airport Specific

Airport Specific

AOPA Guidance �Be Aware of noise-sensitive areas, especially residential communities, near airports �Avoid flying low, especially at high power settings, over these area �Follow any voluntary noise abatement procedures for arrivals and departures �On takeoff, reduce to climb power as soon as it is safe and practical to do so �On takeoff, climb at Vx until you cross the airport threshold, then at Vy

AOPA Guidance (cont’d) �Depart from the runway end, rather than intersections, to give you the greatest altitude hen leaving the airport threshold and flying over surrounding communities �Make a straight-ahead climb to 1, 000 feet before making any turns (unless that path crosses a noisesensitive area). Turning reduces the altitude gained in a climb �Avoid prolonged runups and, if possible, do them inside the airport, rather than at its perimeter

AOPA Guidance (cont’d) �Use low power approaches when possible, and always avoid the low, dragged-in approach �If you want to practice night landings, stay away from residential airports. Practice at major fields where a smaller airplane’s sound is less obtrusive �Taken from “AOPA’s GUIDE TO AIRPORT NOISE AND COMPATIBLE LAND USE”

Seasonal Weather Fall and Winter Flying

Weather �Shorter Days �Today SR 06: 56, SS 17: 30 �Dec 23 SR 07: 21, SS 17: 33 �Cooler Temps �Lower freezing level �Tendency to dehydrate �Faster Weather Systems �Frost �Freezing Rain

ADS-B In & Out Gregg Taylor

Two Technologies There are two paths to compliance, 978 UAT or 1090 ES. A Universal Access Transceiver, or UAT, operates on 978 MHz (978 UAT). UAT equipment costs generally are lower, and this frequency receives free weather information (not all UATs support the optional ADS-B In). The 1090 ES datalink uses a Mode S Extended Squitter transponder (1090 MHz; “ES” refers to ADS-B information appended to the Mode S data). 1090 ES is required above 18, 000 feet, outside of the United States, and for Part 135 operations. However, 1090 ES does not receive weather data.

Control-click

Control-click

ADS-B Out works by broadcasting information about an aircraft's GPS location, altitude, ground speed and other data to ground stations and other aircraft, once per second. Air traffic controllers and aircraft equipped with ADS-B In can immediately receive this information. This offers more precise tracking of aircraft compared to radar technology, which sweeps for position information every 5 to 12 seconds. Radio waves are limited to line of site meaning radar signals cannot travel long distances or penetrate mountains and other solid objects. ADS-B ground stations are smaller and more adaptable than radar towers and can be placed in locations not possible with radar. With ground stations in place throughout the country, even in hard to reach areas, ADS-B provides better visibility regardless of the terrain or other obstacles. Aircraft operating in most controlled U. S. airspace must be equipped with ADS-B Out by January 1, 2020.

ADS-B In provides operators of properly equipped aircraft with weather and traffic position information delivered directly to the cockpit. ADS-B In-equipped aircraft have access to the graphical weather displays in the cockpit as well as text-based advisories, including Notices to Airmen and significant weather activity. The FAA provides three forms of ADS-B In Services (Ref. AIM Chapter 4, Section 5 (PDF)).

Traffic Information Services – Broadcast (TIS-B) TIS-B is a client-based service that provides ADS-B Out/In equipped aircraft with surveillance information about aircraft that are not ADS-B equipped. To qualify as a TIS-B target, an aircraft must be equipped with a transponder, and be within radar coverage.

Automatic Dependent Surveillance ‐ Rebroadcast (ADSR) ADS-R is a client-based service that relays ADS-B information transmitted by an aircraft broadcasting on one link to aircraft equipped with ADS-B In on the other link. For example, the information for an aircraft equipped with a 1090 MHz ADS-B Out system will be rebroadcasted to an aircraft equipped with ADS-B In on the UAT (i. e. 978 MHz) frequency, and vice versa.

Flight Information Services – Broadcast (FIS-B) FIS-B provides the meteorological and aeronautical data to the cockpit. This service is not a client-based service, but rather is always broadcast into the airspace on the UAT frequency. This information is not broadcast on the 1090 MHz frequency.

Some of the currently available FIS-B products are: • Airmen's Meteorological Information (AIRMET) • Significant Meteorological Information (SIGMET) • Convective SIGMET • METAR • CONUS NEXRAD • Regional NEXTRAD • NOTAM • PIREP • Special Use Airspace (SUA) Status • Terminal Aerodrome Forecast (TAF) • Winds & Temperatures Aloft • TIS-B Service Status

How do I receive ADS-B In Traffic Services and what do I see today? Aircraft equipped with an ADS-B In only receiver are capable of receiving weather and proximate traffic. The most reliable traffic information that would be received is air-to-air via ADS-B. If an aircraft is not ADS-B Out equipped, the ADS-B ground stations will not identify the aircraft as a TIS -B/ADS-R client. If flying near a "client" aircraft, an aircraft without ADS-B Out may be able to receive the ADS-B traffic information specifically generated for the "client" aircraft. In order to be considered a TIS-B/ADS-R "client" by the ADS-B ground stations, an aircraft must meet the following criteria: 1. Be in a region where ADS-R or TIS-B are offered 2. Be ADS-B Out equipped and have produced valid position data within the last 30 seconds 3. Be ADS-B In on only one link

It is important to note that aircraft with dual link ADS-B-In capability (i. e. 1090 MHz and 978 MHz) are not provided with ADS-R services. This is because the aircraft is already capable of receiving ADS-B messages from both links directly via air-to-air. In this case, only TIS-B traffic services will be provided. Once the above criteria have been met, the ground system will identify the aircraft as a TIS-B/ADS-R "client" and using the client's ADS-B Out position information it creates a "hockey puck" around the aircraft. The "hockey puck" is 30 nm in diameter and +/- 3, 500 ft.

Any "not-on-the-same ADS-B Link" aircraft that falls within the "hockey puck" will be transmitted via ADS-R on the appropriate ADS-B In link to the "client" aircraft. Similarly, any non-ADS-B Out Transponder equipped aircraft within the "client" aircrafts hockeypuck will be transmitted via TIS-B on the appropriate ADS-B In link. The information that is received both air-to-air and ground-toair by the ADS-B In receiver is for situational awareness use only.

ADS-B Requirements per Airspace � ADS-B Out will be required in the following airspace: • Class A, B, and C airspace • Class E airspace areas at or above 10, 000 ft MSL over the 48 states and DC, excluding airspace at and below 2, 500 ft AGL • Airspace within 30 nautical miles (nm) at certain busy airports from the surface up to 10, 000 feet MSL; airports listed in appendix D to part 91. • Above the ceiling and within the lateral boundaries of a Class B or Class C airspace area up to 10, 000 feet MSL • Class E airspace over the Gulf of Mexico at and above 3, 000 feet MSL within 12 nm of the coastline of the United States � Any airspace that requires the use of a Transponder today will on January 01, 2020 also require aircraft to be equipped with a Version 2 ADS-B Out system. This can be either a 1090 ES (DO-260 B) ADS-B system or a UAT (DO 282 B) ADS-B system. � For aircraft operating above FL 180 (18, 000 ft. ) or to comply with ADS-B mandates outside the United States, you must be equipped with a Mode-S transponder-based ADS-B transmitter. For aircraft operating below 18, 000 ft. and within the United States ADS-B rule airspace, you must be equipped with either a Mode-S transponder-based ADS-B transmitter or with UAT equipment.

If you fly in this airspace, you must be equipped with ADS-B Airspace Altitude A All B From the ground up within the Mode C ring C From the ground up E Above 10, 000 ft MSLbut not below 2, 500 feet AGL

ADIZ, TFRs, And Intercept Procedures Dan Woods

Course Rules/SOP/Changes in FAA Regs & Local Area Procedures Moe Vazquez

BOD/Club President’s Briefing Rob Machala