Category Archives: FAA

Looks like even the FAA is "fighting" a recovery of general aviation.

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The FAA on May 27 published its final rule mandating what owners will be required to have on board their aircraft in order to operate in the new satellite-based air traffic control system known as NextGen. By 2020, Automatic Dependent Surveillance-Broadcast Out (ADS-B Out) will be required equipment in all airspace that currently requires a transponder. According to AOPA, the ADS-B Out equipment that the rule requires will cost the individual general aviation aircraft owner thousands of dollars but only duplicates what already exists with today’s radio transponder. The association is conducting a detailed analysis of the rule to further understand its impact on GA.

“Since the 1990s, AOPA has worked with the FAA on the development of space-based navigation,” said Melissa Rudinger, AOPA senior vice president of government affairs. “The industry has always maintained that the migration to the new system must be benefits-driven. But the only real beneficiary of this new ADS-B Out mandate is the FAA.”

The new system will let ATC see each aircraft’s GPS-derived position on controllers’ screens, a function currently fulfilled by radio transponders. So ADS-B Out should be a replacement for transponders, but instead the FAA is requiring ADS-B Out and transponders, meaning pilots will have to pay for and maintain two systems in order to help ATC perform its primary function: safe separation of aircraft. The final rule does indicate that the FAA may, at some future date, consider whether transponders could eventually be removed.

AOPA Top Stories
California pilots stress safety after fatal accident
Challenges abound with FAA’s ‘ADS-B Out’ mandate
Kerosene engine certified in Europe
Garmin unit approved for helicopters
FAA bill provision could affect U.S. maintenance jobs
Lake Placid MOA changes take effect July 29

Over the past two decades, GA aircraft owners have embraced satellite-based navigation and have collectively spent millions of dollars upgrading their systems. Eighty percent of the GA fleet is equipped with GPS units. Twenty percent has GPS Wide Area Augmentation System-enabled equipment, allowing them to take advantage of extremely precise satellite-based instrument approach procedures during inclement weather. And aircraft owners have upgraded without mandate because they recognized the inherent advantages satellite navigation has over traditional radio navigation.

“We are encouraged that the FAA has rejected the unrealistic five-year implementation plan that some have called for in favor of a 10-year timeframe,” said Rudinger. “That gives the FAA and industry a decade to work together to find low-cost solutions, such as permitting portable options to display available traffic and weather data information.”

AOPA remains committed to the transition to satellite-based navigation, but maintains that the transition must be benefits-driven—resulting in improvements in safety, efficiency, and increased access.

For more information about ADS-B, see the FAA fact sheet.
From AOPA Online 5/28/2010

Compliments of Avweb….

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Wing Broke On Crash Skymaster

The outboard six feet of the right wing on a Cessna 337 broke off just before the aircraft crashed and killed five people in New Jersey last week. Just what effect that will have on Cessna’s process to initiate an extensive wing inspection program on the aging aircraft isn’t clear at this point but it’s likely to come up. As AVweb reported in January, Cessna is developing a supplemental inspection document (SID) that focuses on the wing attach points of the Skymaster series. It appears the Feb. 15 failure was outboard of the strut attachment point and involved failure of the “horizontal flange of the forward spar lower cap,” according to the NTSB preliminary report. The report says the failure occurred as the aircraft pitched up after a high-speed, low-altitude flyby at Monmouth County Executive Airport. The aircraft had STC’d tip tanks and had taken on 90 gallons of fuel prior to the flight.

The pilot, a 45-year-old ATP, was in the right seat while his Polish private pilot friend was in the left. Another adult, a 14-year-old boy and a six-year-old boy were on board. The accident happened about four minutes into the flight. Relatives of those on board were on the ground watching. The NTSB says the wing section, which included the aileron, was found on the runway, about 633 feet from the main wreckage, and showed signs of going through the rear propeller.

Cape Town Treaty

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Recently I had a customer buy a Cessna 421 and the finance company required him to get an international registration. This process takes time, escrow accounts and cost more money. This is a stage of the purchase process that I don’t see, so a little research was in order.

What I discovered was that while it takes time and money, international registration (known as the Cape Town Treaty) is not only required, but it is in the best interest for the buyers of certain aircraft.

Where does this registration come from?
The Cape Town Treaty establishes the right for owners of these aircraft to grant an “Irrevocable De-Registration and Export Request Authorization” (IDERA) to a secured party. The treaty was adopted in the United States by The Cape Town Treaty Implementation Act of 2004, on August 9, 2004. This also establishes the “Civil Aviation Registry”. The effective date of these changes was March 1st, 2006.

Still confused about the Cape Town Treaty?
Well so am I. This thing was voted on and adopted with little if any fanfare in the aviation industry (except maybe the NBAA (National Business Aircraft Association)) but for most of us general aviation pilots it is a new requirement.

Even if you are not planning on flying internationally, when you buy a certain plane you will be required register the plane not only through the FAA but also through this international registry program called the “The Cape Town International Registry” (CTIR).

The CTIR was designed to protect financial interests in certain aircraft and engines. The International Registry is recognized by a number of countries (not all, but yes, the USA) as an additional place for the filing of interests, including prospective interests, in certain airframes, helicopters, and aircraft engines. From what can tell, countries like Canada and Mexico opted out of the treaty.

Depending on who you talk to, it appears to have been started by a big aircraft company that wanted to find a way to protect their interest in planes and engines around the world. It was decided that an international registry would be a way to keep control of those interests outside of the FAA’s boundaries. But what wasn’t really planned was the trickle down to the general aviation flying public. I’m talking owner/pilots of smaller twins and singles.

What planes are included?
Basically any airplanes that are:
1.Certified with at least eight (8) seats including crew; or carrying “goods” in excess of 2750 kilograms (6050 pounds).

2.Helicopters that are type certificated to transport: At least five (5) persons including crew; or “goods” in excess of 450 kilograms (990 pounds)

3.Jet propulsion aircraft engines with at least 1750 pounds of thrust or its equivalent.

4.Turbine-powered or Piston-powered aircraft engines with at least 550 rated take-off horsepower or its equivalent.

The registration process is fairly simple, but does require a procedure through a title company, registration with CTIR which is based; it appears, in Ireland and of course additional funds. This registration can cost the new owner into the thousands of dollars.

Do you have to do this even if you never plan on flying internationally?

Yes, it is a registration requirement. But also, it appears to be in the best interest of the buyer/owner and financial institution because the priority of your lien will be at risk. The explanation I was given was that a person or company could register your aircraft on the international registry (before you) and that registration would take priority over the FAA registration and they would be come the “owner” of your aircraft. IF that is true, you might have to pay the internationally registered “owner” to release your aircraft registration to you. This could be a nightmare. Fear of fraudulent filing makes it important to take this serious.

I am not an expert in this by any means. But I do think that if you own an aircraft that meets these registrations requirements such as a Cessna 421 or even a Malibu Jet Prop, you should look into it. Call your bank or go online to the FAA at:

http://www.faa.gov/licenses_certificates/aircraft_certification/aircraft_registry/cape_town_treaty/

Still have more questions (I did) about the International Registry you need to go to the International Registry website at https//www.internationalregistry.aero.