X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 04 Apr 2011 02:32:41 -0400 Message-ID: X-Original-Return-Path: Received: from imr-da03.mx.aol.com ([205.188.105.145] verified) by logan.com (CommuniGate Pro SMTP 5.4c2) with ESMTP id 4931300 for lml@lancaironline.net; Sun, 03 Apr 2011 16:45:36 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.188.105.145; envelope-from=Sky2high@aol.com Received: from imo-da03.mx.aol.com (imo-da03.mx.aol.com [205.188.169.201]) by imr-da03.mx.aol.com (8.14.1/8.14.1) with ESMTP id p33KijCl018567 for ; Sun, 3 Apr 2011 16:44:45 -0400 Received: from Sky2high@aol.com by imo-da03.mx.aol.com (mail_out_v42.9.) id q.1093.283e151 (55727) for ; Sun, 3 Apr 2011 16:44:42 -0400 (EDT) Received: from magic-m16.mail.aol.com (magic-m16.mail.aol.com [172.21.188.208]) by cia-md03.mx.aol.com (v129.9) with ESMTP id MAILCIAMD032-d9af4d98dc39201; Sun, 03 Apr 2011 16:44:41 -0400 From: Sky2high@aol.com X-Original-Message-ID: <8c9b.1637a638.3aca3639@aol.com> X-Original-Date: Sun, 3 Apr 2011 16:44:41 EDT Subject: Re: [LML] LOBO in the news. X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_8c9b.1637a638.3aca3639_boundary" X-Mailer: AOL 9.6 sub 130 X-AOL-IP: 24.15.17.119 X-Spam-Flag:NO X-AOL-SENDER: Sky2high@aol.com --part1_8c9b.1637a638.3aca3639_boundary Content-Type: text/plain; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en Mark, =20 Most interesting....... =20 First, a LODA is a load-a-*&%^. Why would it be necessary to deal with= =20 inconsistent FSDO's - or, if it is so easy, why would it be necessary to= =20 apply for a LOaDA? While it is better than nothing, what ever happened to= the=20 reduction of paperwork act? I know these are difficult questions that ma= y=20 not have sane answers, but geeeeze........... =20 With respect to the flight hour dilemma - how about this? Every aircraft= =20 has a FAA assigned type designation such as LNC2, C172, GLID (glider), ZZ= ZZ=20 (not yet designated), etc. Generally speaking, aircraft within a=20 designator group have certain characteristics such as cruise speed range= max=20 operating altitude, etc. Perhaps the current accident database could be= adjusted=20 for flight hours and cruise speed converting to a "distance covered"=20 measure.=20 =20 Another possibility is that the insurance companies collect pilot and =20 aircraft data - perhaps they would be a better source of providing an acci= dent =20 vs type figure of merit...... =20 Scott Krueger =20 =20 =20 In a message dated 4/1/2011 7:02:57 A.M. Central Daylight Time, =20 mwsletten@gmail.com writes: =20 EAA Input on New Homebuilt Advisory Circular Helps Prevent New =20 Regulations=20 Dispute Remains Over Use of Accident-per-Hours Measurement=20 March 31, 2011 =E2=80=94EAA=E2=80=99s input to a new FAA Advisory Circula= r (AC) that=20 urges transition training for those moving to amateur-built aircraft help= ed=20 address major areas to improve safety without resorting to additional=20 burdensome regulations. That AC was released by the FAA this week and is= the result=20 of a committee co-chaired by Sean Elliott, EAA vice president of=20 regulatory and industry affairs.=20 The new AC provides information and guidance to owners and pilots of=20 Experimental category aircraft and flight instructors who teach in them.= The=20 document complements FAA=E2=80=99s Amateur-Built Aircraft and Ultralight= Flight=20 Testing Handbook, which address the testing of newly built Experimental= =20 Amateur-Built aircraft.=20 EAA is urging members to read and implement the information in the AC to= =20 enhance safety for individual aircraft owners and pilots, as well as the= =20 amateur-built community as a whole.=20 =E2=80=9CWe joined forces to find a way to address the major safety issue= s for =20 amateur-built aircraft=E2=80=94including first flights, second- and subseq= uent owner =20 operations, and transition training=E2=80=94without creating new regulatio= ns that =20 could hinder this growing segment of aviation,=E2=80=9D Elliott said. =E2= =80=9CWithout the =20 input of EAA, AOPA and the Lancair Owners and Builders Organization, it wa= s =20 entirely possible that there would have been more regulations imposed on= =20 the amateur-built category.=E2=80=9D=20 EAA continues to dispute one area presented in the AC, however. The FAA= =20 continues to use accidents per flight hours in its safety analysis and=20 comparisons of various aircraft types, despite discussion by FAA=E2=80=99= s own=20 government/industry General Aviation-Joint Steering Committee that the me= thod is =20 flawed.=20 =E2=80=9CA flight hour is not a flight hour across the board of all aircr= aft,=E2=80=9D=20 Elliott explained. =E2=80=9CThree hours in a corporate jet with one takeo= ff and=20 landing is not the same as three hours in a GA training or recreational= =20 aircraft, where there might be numerous takeoffs, landings, and low-altit= ude=20 maneuvering within that period. FAA=E2=80=99s continued use of that metho= dology presents=20 an unrealistic picture of real-world use of various airplanes. We have=20 asked that the FAA, through the GA-JSC, explore better ways to measure th= e=20 safety record of GA aircraft.=E2=80=9D=20 To ensure the recommended training outlined in the AC is readily=20 accessible, EAA encourages owners/instructors of experimental aircraft to= apply for=20 Letters of Deviation Authority (LODA), which allow for compensated traini= ng=20 in those aircraft. EAA also encourages FSDOs to support and grant such=20 applications for LODAs. Only with an adequate and easily accessible netwo= rk of=20 transition training aircraft and instructors will allow the new AC to be= =20 truly effective and meet FAA=E2=80=99s GA safety goals.=20 Mark Sletten=20 Vice President, Communications=20 Lancair Owners and Builders Organization=20 =E2=80=9CYou can fly as safely as you want to fly because flying is not= a matter=20 of luck. It=E2=80=99s based on choices you control.=E2=80=9D Rod Machado= =20 --part1_8c9b.1637a638.3aca3639_boundary Content-Type: text/html; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en <= FONT id=3Drole_document color=3D#000000 size=3D2 face=3DArial>
Mark,
 
Most interesting.......
 
First, a LODA is a load-a-*&%^.  Why would it be necessary= to deal=20 with inconsistent FSDO's - or, if it is so easy, why would it be necessary= to=20 apply for a LOaDA?  While it is better than nothing, what ever happen= ed to=20 the reduction of paperwork act?  I know these are difficult questions= that=20 may not have sane answers, but geeeeze...........
 
With respect to the flight hour dilemma - how about this?  Every= =20 aircraft has a FAA assigned type designation such as LNC2, = C172,=20 GLID (glider), ZZZZ (not yet designated), etc.  Generally speaking,= =20 aircraft within a designator group have certain characteristics such as cr= uise=20 speed range max operating altitude, etc.  Perhaps the current acciden= t=20 database could be adjusted for flight hours and cruise speed converti= ng to=20 a "distance covered" measure. 
 
Another possibility is that the insurance companies collect pilot and= =20 aircraft data - perhaps they would be a better source of providing an acci= dent=20 vs type figure of merit......
 
Scott Krueger
 
 
In a message dated 4/1/2011 7:02:57 A.M. Central Daylight Time,=20 mwsletten@gmail.com writes:

EAA Input=20 on New Homebuilt Advisory Circular Helps Prevent New=20 Regulations

Dispute=20 Remains Over Use of Accident-per-Hours Measurement

 

March 31,=20 2011 =E2=80=94EAA=E2=80=99s input to a new FAA Advisory Circular (AC) th= at urges transition=20 training for those moving to amateur-built aircraft helped address major= areas=20 to improve safety without resorting to additional burdensome regulations= . That=20 AC was released by the FAA this week and is the result of a committee=20 co-chaired by Sean Elliott, EAA vice president of regulatory and industr= y=20 affairs.

 

The new=20 AC provides information and guidance to owners and pilots of Experimenta= l=20 category aircraft and flight instructors who teach in them. The document= =20 complements FAA=E2=80=99s Amateur-Built Aircraft and Ultralight Flight= Testing=20 Handbook, which address the testing of newly built Experimental Amateur-= Built=20 aircraft.

 

EAA is=20 urging members to read and implement the information in the AC to enhanc= e=20 safety for individual aircraft owners and pilots, as well as the amateur= -built=20 community as a whole.

 

=E2=80=9CWe=20 joined forces to find a way to address the major safety issues for=20 amateur-built aircraft=E2=80=94including first flights, second- and subs= equent owner=20 operations, and transition training=E2=80=94without creating new regulat= ions that=20 could hinder this growing segment of aviation,=E2=80=9D Elliott said. = =E2=80=9CWithout the=20 input of EAA, AOPA and the Lancair Owners and Builders Organization, it= was=20 entirely possible that there would have been more regulations imposed on= the=20 amateur-built category.=E2=80=9D

 

EAA=20 continues to dispute one area presented in the AC, however. The FAA cont= inues=20 to use accidents per flight hours in its safety analysis and comparisons= of=20 various aircraft types, despite discussion by FAA=E2=80=99s own governme= nt/industry=20 General Aviation-Joint Steering Committee that the method is=20 flawed.

 

=E2=80=9CA flight=20 hour is not a flight hour across the board of all aircraft,=E2=80=9D Ell= iott=20 explained. =E2=80=9CThree hours in a corporate jet with one takeoff and= landing is not=20 the same as three hours in a GA training or recreational aircraft, where= there=20 might be numerous takeoffs, landings, and low-altitude maneuvering withi= n that=20 period. FAA=E2=80=99s continued use of that methodology presents an unre= alistic=20 picture of real-world use of various airplanes. We have asked that the= FAA,=20 through the GA-JSC, explore better ways to measure the safety record of= GA=20 aircraft.=E2=80=9D

 

To ensure=20 the recommended training outlined in the AC is readily accessible, EAA= =20 encourages owners/instructors of experimental aircraft to apply for Lett= ers of=20 Deviation Authority (LODA), which allow for compensated training in thos= e=20 aircraft. EAA also encourages FSDOs to support and grant such applicatio= ns for=20 LODAs. Only with an adequate and easily accessible network of transition= =20 training aircraft and instructors will allow the new AC to be truly effe= ctive=20 and meet FAA=E2=80=99s GA safety goals.

 <= /o:p>

 

Mark=20 Sletten

Vice President,=20 Communications

Lancair Owners and= Builders=20 Organization

 

=E2=80=9CYou can fly as safely as you want to fl= y because flying=20 is not a matter of luck. It=E2=80=99s based on choices you control.=E2= =80=9D Rod=20 Machado

 

 

--part1_8c9b.1637a638.3aca3639_boundary--