Safety Stand Down Meeting

19 May 2018

Schedule

AgendaTime Event Presenter

0800—0830Admin/Review Pre-Mishap Plan/NFC Mishaps/Safety

Inspections/Runway IncursionsBob Brinley

0830-0915 ARROW Bob Brinley

0915-0930 Break

0930-1000 BOD Elections/BOD Update Rob Machala

1000-1045 Fuel Management Rob Machala

1045-1100 Break

1100-1120 ADIZ, TFRs, and Intercept Procedures Gregg Taylor

1120-1145 Course Rules/SOP/Changes in FAA Regs, local area procedures Gregg Taylor

1145-1230 BOD/Club President’s Briefing Rob Machala

Annotated Template

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.

https://www.faa.gov/airports/runway_safety/pilots/best_practices/

Bob Brinley

AgendaTime Event Presenter

0800—0830Admin/Review Pre-Mishap Plan/NFC Mishaps/Safety

Inspections/Runway IncursionsBob Brinley

0830-0915 ARROW Bob Brinley

0915-0930 Break

0930-1000 BOD Elections/BOD Update Rob Machala

1000-1045 Fuel Management Rob Machala

1045-1100 Break

1100-1120 ADIZ, TFRs, and Intercept Procedures Gregg Taylor

1120-1145 Course Rules/SOP/Changes in FAA Regs, local area procedures Gregg Taylor

1145-1230 BOD/Club President’s Briefing Rob Machala

Rob Machala

Agenda Opening Remarks

New members / contacts

Brandon Fournier

Michael Tomentz

New solos

New licenses

Mike Brand – Private

Chris Billings - Private

Aircraft Utilization 60.9 total hours for April 2018

491.2 total hours for FY 2018

April2018

FY 2018 Totals

N5120F 0.0 0.0

N44443 15.8 147.1

N9924W 41.8 261.7

N2156T 1.4 46.6

BATD 1.9 35.8

Top Flyers for April 2018

Flight Hours

Mike Brand 13.1

Karl Kuersteiner 8.7

David Brosche 7.9

Aircraft Status

N44443 Autopilot inop unsafe bank angle when engaged in wing level mode, will not track

course or heading #2 Nav radio inop. Tried CRG VOR and Rwy 32 LOC with no receive. Worked fine on

#1 radio. Right seat easily slips from position setting. Difficult to lock in place. Left fuel gauge reports full at all times.

N9924W Left tire worn. VOR inaccurate inflight. While over Hilliard, VOR indicated on 255 radial from CRG

when actually on 319 radial. Right cowling hinge is cracked at the forward end. Lower left engine cowling crack (near the forward latch) has continued past the

previous drill stop and rivet 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

Aircraft Status

N2156T EGT indicator: frequently shows full hot on #1 cylinder; then

shows no reliable temp at all. Other three cylinders appear to be normal temps.

Alternator whines through intercom.

Strobes made inop until switch is replaced. Switch on order.

Audio panel light in comm 2 button inop.

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.

FinancialsInstitution Approx. Balances (as of 15 May)

Bank of America (Checking) $ 25,761

VyStar (Savings) $ 35,538

VyStar (CDs) $ 41,302

TOTAL $102,601

Accounts Payable

MWR (Wages) ($ 2,800)

Parts ($ 600)

Leaseback ($ 9,500)

NET $ 89,701

Facilities

Hangar still on PW radar.

Board Elections

Vice President (Gregg Taylor)

Maintenance

Safety

▪ Board of Directors Meeting Highlights▪ JNFC volunteerism.

▪ Separate Maintenance Officer Board position from mechanic responsibilities

▪ Re-engage on N2156T upgrades

▪ ‘Round the Horn

▪ Member Comments/Discussions

▪ Adjourn

Spring and Summer Flying

Weather Longer Days

Today SR 06:32, SS 20:17

Jun 23 SR 06:27, SS 20:32

Warmer Temps

Over Heating

Easy to dehydrate

Slow Moving Weather Systems

Thunderstorms

Lower Visibility (haze)

Performance Higher Density Altitudes

Longer Takeoff/Landing

Slower Climbs

Bumper Final Approach

Hot Starts

NOTE: Avoiding t'storm is the best policy, and NEVER regard any

t’storm as “light” regardless of echo intensity reported.

➢ Don't land or take off in the face of an approaching t’storm. A

sudden wind shift or low level turbulence could cause loss of

control.

➢ Don't attempt to fly under a t’storm even if you can see through to

the other side. Turbulence under the storm could be disastrous.

➢ Don't try to circumnavigate t'storm covering 6/10 of an area or more

either visually or by airborne radar.

➢ Don't fly without airborne radar into a cloud mass containing

scattered embedded t'storm. Scattered t'storm not embedded

usually can be visually circumnavigated.

Some “Dont’sof T’storm Interaction

➢ Do avoid by at least 20 miles any t’storm identified as severe or

giving an intense radar echo. This is especially true under the

anvil of a large cumulonimbus.

➢ Do clear the top of a known or suspected severe t’storm by at

least 1,000 feet altitude for each 10 knots of wind speed at the

cloud top. This would exceed the altitude capability of most

aircraft.

➢ Do remember that vivid and frequent lightning indicates a severe

t’storm.

➢ Do regard as severe any t’storm with tops 35,000 feet or higher

whether the top is visually sighted or determined by radar.

Some “Do’s” of T’storm Interaction

Can’t Avoid Penetrating a T’storm?

Some “Do's” BEFORE Entering the Storm

➢ Tighten your safety belt, put on your shoulder harness if you

have one, and secure all loose objects.

➢ Plan your course to take you through the storm in a minimum

time and hold it.

➢ To avoid the most critical icing, establish a penetration altitude

below the freezing level or above the level of -15° C.

➢ Turn on pitot heat and carburetor or jet inlet heat. Icing can be

rapid at any altitude and cause almost instantaneous power

failure or loss of airspeed indication

“Do's” BEFORE Entering the Storm…(cont)

➢ Establish power settings for reduced turbulence penetration

airspeed recommended in your aircraft manual. Reduced airspeed

lessens the structural stresses on the aircraft.

➢ Turn up cockpit lights to highest intensity to lessen danger of

temporary blindness from lightning.

➢ If using autopilot, disengage altitude and speed hold modes.

These auto modes will increase maneuvers of the aircraft thus

increasing structural stresses.

➢ If using airborne radar, tilt your antenna up and down occasionally.

Tilting it up may detect a hail shaft that will reach a point on your

course by the time you do. Tilting it down may detect a growing

thunderstorm cell that may reach your altitude.

Some Do's and Don'ts During T’storm Penetration

➢ Do keep your eyes on your instruments. Looking outside the

cockpit can increase danger of temporary blindness from

lightning.

➢ Do maintain a constant ATTITUDE; let the aircraft “ride the

waves.” Maneuvers in trying to maintain constant altitude

increase stresses on the aircraft.

➢ Don't change power settings; maintain settings for reduced

airspeed.

➢ Don't turn back once you are in the t’storm. A straight course

through the storm most likely will get you out of the hazards

most quickly. In addition, turning maneuvers increase stresses

on the aircraft.

From the FAA Weather Aviation Book

AgendaTime Event Presenter

0800—0830Admin/Review Pre-Mishap Plan/NFC Mishaps/Safety

Inspections/Runway IncursionsBob Brinley

0830-0915 ARROW Bob Brinley

0915-0930 Break

0930-1000 BOD Elections/BOD Update Rob Machala

1000-1045 Fuel Management Rob Machala

1045-1100 Break

1100-1120 ADIZ, TFRs, and Intercept Procedures Gregg Taylor

1120-1145 Course Rules/SOP/Changes in FAA Regs, local area procedures Gregg Taylor

1145-1230 BOD/Club President’s Briefing Rob Machala

Gregg Taylor

INTERCEPT

PROCEDURES

Based on ICAO Rules

See AIM 5-6-2 & 5-6-4

When intercepted, the pilot of the intercepted aircraft shall:

➢ Follow instruction given by intercepting aircraft, interpreting and

responding to visual signals as mentioned below…

➢ Notify ATC if possible

➢ Try establishing radio contact with intercepting aircraft or intercept

control using 121.5 MHz or if that is not possible 243 MHz, stating the

aircraft identity and the nature of the flight

➢ Set the transponder to 7700 (emergency) unless instructed otherwise

➢ If instructions from ATC and intercepting aircraft differs, the pilot of the

intercepted aircraft should ask for clarification while continuing to follow

instructions from the intercepting aircraft

INTERCEPTED AIRCRAFT

Series Intercepting aircraft Meaning Intercepted

aircraft Meaning

1 Day or night. Rocking aircraft and

flashing navigational lights at irregular

intervals (landing lights for helicopters),

from slightly ahead and above and

normally to the left side of the

intercepted aircraft (normally to the

right side of intercepted helicopters).

After acknowledgement a slow, level

turn, normally to the left (normally to

the right of intercepted helicopters) to

the desired heading.

Note 1: Terrain or weather may require

series one maneuvers to be done in the

opposite direction.

Note 2: If the intercepted aircraft is

unable to keep pace with the

intercepted aircraft, the intercepting

aircraft should do race track patterns

around the intercepted aircraft, rocking

the aircraft every pass.

You have been

intercepted.

Follow me.

Day or night. Rocking

aircraft, flashing

navigation lights at

irregular intervals and

following.

Note: Intercepted

aircraft is required to

follow the procedures

for intercepted aircraft

mentioned above.

Understood. I will

comply.

INITIATED BY INTERCEPTING AIRCRAFT

Series Intercepting aircraft Meaning Intercepted

aircraft Meaning

2 Day or night. An abrupt break away and

climbing 90 degree turn or more not

crossing the intercepted aircraft's path.

You may proceed. Day or night. Rocking

aircraft.

Understood. I will

comply.

3 Day or night. Lowering landing gear

(if possible), turning on the landing lights

and overflying the runway in use.

(Overflying the helicopter landing area if

the intercepted aircraft is a helicopter, and

coming to a hover near the landing area.

Land at this

aerodrome.

Day or night. Lowering

landing gear (if

possible), turning on the

landing lights and, after

flying over the runway,

landing if it is considered

safe.

Understood. I will

comply.

INITIATED BY INTERCEPTING AIRCRAFT

Series Intercepted aircraft Meaning Intercepting

aircraft Meaning

4 Day or night. Raising landing gear, flashing

the landing lights and passing over the

runway in use at an altitude between

1,000 and 2,000 ft and continuously to

circle the runway in use (if the intercepted

aircraft is a helicopter flying over the

landing area at an altitude between 170 ft

and 330 ft and continuously circling the

landing area).

If unable to flash landing lights flash any

other lights available.

Aerodrome you

have designated is

inadequate.

Day or night. If it is

desired to land the

aircraft at an alternate

aerodrome, the

intercepting aircraft

raises its landing gear

and proceeds with series

1 signals for intercepting

aircraft.

Day or night. If it is

decided to release the

intercepted aircraft, the

intercepting aircraft

raises its landing gear

and proceeds with series

2 signals for intercepting

aircraft.

Understood. Follow me.

Understood. You may

proceed

INITIATED BY INTERCEPTED AIRCRAFT

Series Intercepted aircraft Meaning Intercepting

aircraft Meaning

5

6

Day or night. Regular switching on and off

all available lights in a manner that is

distinct from flashing lights.

Day or night. Irregular flashing of all

available lights.

I cannot comply.

I am in distress.

Day or night. The

intercepting aircraft

uses series 2 signals for

intercepting aircraft.

Day or night. The

intercepting aircraft

uses series 2 signals for

intercepting aircraft.

Understood.

Understood.

INITIATED BY INTERCEPTED AIRCRAFT

QUESTIONS

OR

COMMENTS ?

Gregg Taylor

GENERAL AIRSPACE

REVIEW

FAR PARTS 71 & 73

AIM CH. 3

1. Based on the following transmission, is the aircraft cleared into Class C airspace? "N8121K,

Oklahoma City Approach, standby."

Yes

According to the Aeronautical Information Manual (AIM), section 3-2-4, if the approach facility responds

with the aircraft's callsign and the word standby, the aircraft is cleared to enter the airspace. If the

callsign was not repeated, the aircraft must remain clear of the airspace.

No

2. Which of the following is designed to accomodate VFR traffic through certain Class B airspace and is

defined on VFR terminal area charts? A clearance and an ATC-assigned altitude are required.

VFR Flyways

VFR corridors

VFR transition routes

VFR Transition Routes are specific flight paths designed to help VFR traffic transition through Class B

airspace. An ATC clearance and an ATC-assigned altitude are required to fly a VFR Transition Route.

AIM 3-5-5

3. What is required for a SVFR flight?

a. The pilot is instrument-rated and the airplane is equipped for instrument flight.

b. At least one statute mile ground or flight visibility exists.

c. The aircraft remains clear of clouds.

d. All of the above.

FAR 91.157 requires all of the above for Special VFR flight. The pilot has to be instrument rated, and

the aircraft must be equipped for instrument flight; as specified in FAR 91.205(d). There must be at

least one statute mile visibility, either ground visibility or flight visibility [See FAR 91.157(c)], aircraft

must remain clear of clouds at all times, and below 10,000 feet msl. If the above conditions are met,

then a pilot may request a clearance from ATC to fly "Special VFR."

4. Is it possible to obtain the locations and active times of special use airspace without calling a Flight

Service Station?

Yes

Through the AOPA Web site, AOPA members can access up-to-date information on the locations,

active times, and altitudes of special use airspace.

No

Bonus: Can you fly SVFR at night?

5. What does the numbering on this military training route below imply?

a. The route can only be flown in instrument meteorological conditions

b. No segment would be above 1,500 feet agl

c. One or more segments will be above 1,500 feet agl

According to AIM 3-5-2, military training routes labeled with a three number identifier, such as IR139, have one

or more segments above 1,500 feet agl. Conversely, if a military training route is labeled with a four number

identifier, such as IR1139, it means that there are no segments above 1,500 feet agl. IR training routes are

conducted in accordance with IFR regardless of weather conditions.

6. Departures from a satellite airport in Class D require what?

a. Takeoff clearance from the primary control tower

b. Nothing. Aircraft can depart and arrive at satellite airports without clearance from ATC.

c. Communication be established as soon as practicable after takeoff.

Aircraft may takeoff from satellite airports without first communicating with the primary tower. However, FAR

91.129 requires that the pilot establish and maintain radio communication with ATC as soon as practicable

after departing from a satellite airport in Class D airspace.

7. What are the implications of CENRAP (Center Radar Arts Presentation)?

a. Airport surveillance radar has malfunctioned or failed.

b. Air route traffic control center (ARTCC) radar will be used.

c. Separation of VFR aircraft will be suspended.

d. All of the above.

According to the Pilot/Controller Glossary, CENRAP is a computer program used to back-up airport

surveillance radar (ASR) by using air route traffic control center (ARTCC) radar when the ASR has

malfunctioned or failed. CENRAP is only used for processing and presenting data on ARTS IIA and

ARTS IIIA displays. According to AIM 3-2-3(e) Note 1 & 2, when CENRAP is used, VFR separation

and sequencing is suspended, however, traffic advisories and sequencing to the primary airport will be

provided on a workload permitting basis.

8. Does flight in TRSA airspace require radio participation for VFR flights?

Yes No

TRSAs are merely Class D airspace surrounded by airspace in which radar coverage is provided.

Outside of the Class D airspace, pilots are not required to be in contact with air traffic control, however,

the AIM encourages VFR pilots to contact the radar approach control and take advantage of the TRSA

Services.

9. At what altitude should flight over National Parks and National Wildlife Refuges be

conducted?

500 feet AGL 1,000 feet AGL

1,500 feet AGL 2,000 feet AGL

According to Advisory Circular 91-36D, pilots are requested to voluntarily abstain from flying

lower than 2,000 feet agl when over noise sensitive areas, such as; National Parks, National

Wildlife Refuges, Waterfowl Production Areas and Wilderness Areas.

10. The graphic below depicts what?

This is a Military Operations Area. Pilots are not

prohibited from entering, but should exercise

extreme caution and vigilance.

a. An Alert Area

b. Prohibited, Restricted, or Warning Airspace

c. Military Operations Area

Special Use Airspace

Area Planning (AP/1B) Chart - DOD FLIP should be available at all Military Base Ops Office and

can be found at all FSS. Provides details on all VR / IR routes.

P – Prohibited (P-50)

TFR – Temporary Flight Restriction

NSA – National Security Area

ADIZ – Air Defense Identification Zone

R – Restricted (R–2903,2904,2906,2907,2910)

W – Warning (“Whiskey” Areas)

MOAs – Military Operations Areas (Live Oak MOA 8K–17,999; Palatka MOAs 3K-17,999)

A – Alert Area (Alert-293,294 up to 4K)

MTRs – Military Training Routes: Varying widths Speeds > 250 kts VR = VFR IR = IFR

VFR MTR Wx requirements: 3K / 5

4 digit = All segments < 1500 AGL (VR1006)

3 digit = At least one segment > 1500 AGL (IR020)

QUESTIONS

OR

DISCUSSION ?

LOCAL AIRPSPACE REVIEW

Sectional has airspace

that affects VQQ,

W.H., HEG and NIP.

Class “D” footprints

are in line with actual

airspace usage.

JAX AREA DIVERTS

HERLONG 295 / 07

CECIL 265 / 11

CRAIG 060 / 11

WHITEHOUSE 310 / 13

MAYPORT 060 / 16

JAX INTL CLASS C 004 / 16

ST AUGUSTINE 140 / 25

HILLIARD GRASS 342 / 25

FERNANDINA 032 / 26

KEYSTONE HTS 224 / 30

ST MARY’S 016 / 32 GA

PALATKA 185 / 35

GAINESVILLE 225 / 45

LAKE CITY 270 / 47

JEKYLL ISLAND 020 / 52 GA

FLAGLER 160 / 53

MCKINNON 020 / 57 GA

GOLDEN ISLES 015 / 63 GA

ORMOND BEACH CLASS C 157 / 64

DAYTONA CLASS C 160 / 71

Excluding NASJAX and Private airports…

20 airfields within 75 nm of “home plate”…

- 9 non-towered

- 11 towered

WHICH OF THESE DO NOT

HAVE INSTRUMENT

PROCEDURES ?

HILLIARD AND WHITEHOUSE

JAX AREA DIVERTS WX CTAF / TWR NAVAID

HERLONG 295 / 7 119.275 123.0

CECIL 265 / 11 125.275 126.1 117.9

CRAIG 060 / 11 125.4 132.1 114.5

WHITEHOUSE VFR 310 / 13 135.4 (125.15)

MAYPORT 060 / 16 118.75

JAX INTL CLASS C 004 / 16 125.85 118.3

ST AUGUSTINE 140 / 25 119.625 127.625 109.4

HILLIARD GRASS 342 / 25 122.9

FERNANDINA 032 / 26 118.075 122.7

KEYSTONE HTS 224 / 30 124.275 122.7

PALATKA 185 / 35 119.92 122.8

GAINESVILLE 225 / 45 127.15 119.55 116.2

LAKE CITY 270 / 47 120.675 119.2 204 NDB

JEKYLL ISLAND 020 / 52 123.05 109.8

FLAGLER 160 / 53 128.325 118.95 (123.0)

MCKINNON 020 / 57 120.025 123.05 109.8

GOLDEN ISLES 015 / 63 124.175 123.0 109.8

ORMOND BEACH CLASS C 157 / 64 118.475 119.075 112.6

DAYTONA CLASS C 160 / 71 132.875 120.7 112.6

COMPILED

FROM JAX

SECTIONAL

01 FEB-16 AUG

2018

PIC

RESPONSIBLE

FOR VERIFYING

PRIOR TO

FLIGHT

JAX AREA DIVERTS

HERLONG 295 / 07

CECIL 265 / 11

CRAIG 060 / 11

WHITEHOUSE 310 / 13

MAYPORT 060 / 16

JAX INTL CLASS C 004 / 16

ST AUGUSTINE 140 / 25

HILLIARD GRASS 342 / 25

FERNANDINA 032 / 26

KEYSTONE HTS 224 / 30

ST MARY’S 016 / 32 GA

PALATKA 185 / 35

GAINESVILLE 225 / 45

LAKE CITY 270 / 47

JEKYLL ISLAND 020 / 52 GA

FLAGLER 160 / 53

MCKINNON 020 / 57 GA

GOLDEN ISLES 015 / 63 GA

ORMOND CLASS C 157 / 64

DAYTONA CLASS C 160 / 71

Non-Towered

Towered

R-2904 A

R-2903 A

R-2906

R-2903 C

R-2903 D

R-2907A

R-2907B

R-2910

QUESTIONS

OR

DISCUSSION ?

Rob Machala