Stall warnings sounded and large changes in pitch and roll were recorded on a Phenom 100 before it crashed December 8 near Montgomery County Airpark (GAI), Md. NTSB member Robert Sumwalt said initial flight data recorder findings showed that with the landing gear and flaps down, “automated stall warnings began about 20 seconds before the end of the flight” and continued to the end of the recording. The recorder tracked pitch and roll changes that began when the aircraft reached its lowest airspeed, about 88 knots. “Two seconds after the aircraft reached its lowest speed, the throttles increased power and the engines responded,” Sumwalt said. Initial investigation does not indicate pre-impact engine fire or failure, according to the Board, which also said that early reports of local bird activity were not along the Runway 14 final approach course. The Phenom 100, N100EQ, was manufactured in April this year. The pilot held an ATP certificate and a type rating in the aircraft and had logged 4,500 hours. Sumwalt confirmed that the same pilot was involved in a 2010 aircraft accident. The December 8 accident claimed the lives of all three people on board the aircraft as well as three more in one of three homes struck by the aircraft.
Notice Number: NOTC5758
Cold Temperature Restricted Airports have now been designated in the United States National Airspace System. The list of airports, the segment of the approach requiring the altitude correction and operating procedures may be found in the Notice to Airmen Publication (NTAP) http://www.faa.gov/air_traffic/publications/notices/ Part 4. Graphic Notices, Section 1. General. Cold Temperature Restricted Airports. The list will also be available as a PDF on the bottom of the FAA Digital Products, “Terminal Procedures Basic Search” page: http://www.faa.gov/air_traffic/flight_info/aeronav/digital_products/dtpp/search/
A symbol will be placed on the approach plates for the restricted airport. The symbol indicates a cold temperature altitude correction is required on this approach when reported temperature is at or below the published temperature. The list should be reviewed to determine which segment or segments of the approach require an altitude correction. Some airports may have two temperature restrictions. Temperatures for Cold Temperature Restricted Airports are completely separate from the temperatures published on RNAV approaches. Temperature restrictions on RNAV approaches must be followed, even if warmer than the temperature listed with the snowflake symbol.
New verbiage will also be found throughout the AIM regarding Cold Temperature Altitude Corrections. Pilots must understand they are responsible for applying altitude corrections and advising ATC when these corrections are to be made. Advising ATC of altitude corrections in the final segment is not required. Air Traffic Control will not be responsible for making any altitude corrections and/or advising pilots that an altitude correction is required at the restricted airport.
Cold temperature altitude corrections are only required at the listed airports and only at or below the restricted temperature(s). Applying this procedure is not required at any airfield greater than 2500 feet that is not included on the Cold Temperature Restricted Airport list.
Recommended Actions: Operators of aircraft, directors of safety, directors of operations, chief pilots, dispatch supervisors, fractional ownership program managers and training managers should accomplish the following:
1. View Notice to Airmen Publication (NTAP) http://www.faa.gov/air_traffic/publications/notices/ Part 4.
Graphic Notices, Section 1. General - Cold Temperature Restricted Airports.
2. Understand the procedures required at Cold Temperature Restricted Airports.
Contact: Questions or comments should be directed to Kel Christianson, Aviation Safety Inspector, AFS-470 at (202) 267-8838.
I usually don't have a lot of problems with the ground part of the check ride but recently there have been some consistent areas of weakness. Here are some focus areas to work on:
1. Proving the aircraft is legally airworthy for flight
2. Obtaining weather for the cross country and correctly interpreting it
3. Indication of a stall. How does the airplane tell you its about to stall. How do you recover from a stall
4. How do you recover from a spin
5. Aircraft systems
6. Cross country flight times and fuel burns
7. Helicopters; Emergency procedures
1. Correctly interpreting weather information
2. Alternate requirements (especially for helicopter pilots)
3. RNAV IAP
Same as Private but also add privileges and limitations of the commercial certificate
2. Aircraft Systems
That's it for now. As my old guitar teach use to say "Go home and practice"
A few problems have crept up in last couple of months that have halted the check ride before it begins. Most of these issues can be corrected with a little attention from the recommending CFI. Here's what showed up in the last month:
One applicant showed up without the required night time
One applicant showed up without the required solo cross country time
One applicant showed up without a current solo endorsement
And another showed up missing all the required check ride endorsement
Please take the time to review the regs and double check that your applicant is meeting the requirements for the certificate and/or rating sought. Some people hi-lite or tab the each requirement in their log book. Other Instructors have a checklist that list the completion date of each requirement.
Sometimes there are questions about a particular requirement in CFR 61. If you have a question call your DPE or the FSDO to get a good answer.
Endorsements: NAFI has an endorsement book that is more current than the AC. I've got a few copies I'll give you if you need. There are stickers that you can get online that will help as well.
Examiners are NOT allowed to start a check ride until the applicant meets all the requirements in CFR 61 (or 141) and is properly endorsed. Its tough when we spend all that time preparing for the big day just to be sent home empty handed.