As the result of the crash of an aeromedical Cessna Citation 550 into Lake Michigan more than two years ago, the NTSB has recommended that the FAA require all Part 91K and Part 135 operators to incorporate upset recovery into their training syllabi.
Ever since the crash of American Eagle Flight 4184 (an ATR 72) in Roselawn, Ind., on Oct. 31, 1994, the NTSB has been recommending that the FAA enact a new rule that the Board believes might have prevented these accidents. As a result of the crash of Flight 4184, the NTSB recommended that the FAA “prohibit the use of the autopilot” during encounters with icing conditions.
Rockwell Collins introduced a Pro Line 4 to Pro Line 21 upgrade for the Falcon 2000 that replaces the airplane’s original CRT screens with a suite of four 8- by 10-inch LCDs.
The upgrade adds capabilities for XM satellite weather, electronic charts, enhanced display of TAWS, radar, TCAS and EVS, improved moving maps and Waas LPV approach capability.
SimCom Training Centers has added Falcon 20 and Westwind II full-flight simulators and a King Air 350 Rockwell Collins Pro Line 21 flight-training device to its menu of training programs. The two level-C simulators and the FTD will be located here in Orlando.
Aerosim Technologies might not be a name familiar to most business aircraft pilots who train in full-motion simulators, but pilots who need to learn how to use an FMS have probably used an Aerosim FMS trainer. Now Aerosim (Booth No. 2085) is developing Virtual Procedures Trainers for business aircraft, which enable training in cockpit procedures at a much lower cost than a full simulator or flight-training device.
Any safety expert who wants to improve accident statistics could learn a lot by observing the Mitsubishi MU-2 situation. Since the issuance of the final rule outlining special training regulations for MU-2 pilots, there has been only one accident, and that was nonfatal. This contrasts markedly with the MU-2’s accident history before the enactment of the special FAR (SFAR).
At EAA AirVenture in Oshkosh, Wis., this week, Avidyne introduced its new low-cost FMS400, which provides flight management system functionality but without WAAS precision approach capability. Like the WAAS-capable FMS900w, the FMS400 includes Avidyne’s GeoFill and FMSVectors functions; the FMS can later be upgraded to an FMS900w if desired. The FMS900w includes an FMS keyboard, which is optional on the FMS400.
Socata TBM 700, Clovis, N.M., Dec. 22, 2008–The Board ruled that the pilot’s failure to complete the before-landing checklist led to his failure to lower the gear. The gear-up landing substantially damaged the single-engine turboprop. The pilot was using the autopilot for a straight-in approach to the non-towered airport’s Runway 22.
Cessna 510 Mustang, Carlsbad, Calif., April 19, 2008–According to the NTSB, the probable cause of the Mustang’s runway overshoot was the pilot’s misjudgment
of speed and distance. Factors were his failure to follow the autopilot preflight test- fail checklist and his distraction with a flickering primary flight display screen.
Approaching McClellan-Palomar Airport, the pilot selected vertical speed mode
Avidyne used last month’s Sun ’n’ Fun show in Lakeland, Fla., to announce FAA certification of the Entegra Release 9 avionics system. Avidyne said TSO approval for the Entegra Release 9 suite opens the door for retrofits of the cockpit into existing Cirrus SR20s and SR22s.