WINGS - AMT MEETING ON KAUAI
Invitation to all pilots, flight instructors, mechanics, IA’s, and
DPE’s, & DME’s to attend.
DATE:. Tues., Feb. 3, 7 - 9 P.M.
PLACE:. Call for information
INFORMATION: Contact Jim Hein (808) 837-8335 or Tweet Coleman
(808) 837-8307.
WINGS - AMT MEETING ON MAUI
Invitation to all pilots, flight instructors, mechanics, IA’s, and
DPE’s, & DME’s to attend.
DATE: Wed., Feb. 25, 7 - 9 P.M.
PLACE: Call for information
INFORMATION: Contact Jim Hein (808) 837-8335 or Tweet Coleman
(808) 837-8307.
GUAM DME RENEWAL MEETING
The HNL FSDO considers this meeting a requirement for renewal of
DME’s operating in the Guam-Saipan region.
DATE: Friday, February 27
TIME: Will be announced in a separate flyer
PLACE: Will be announced in a separate flyer
INFORMATION: Contact Jim Hein (808) 837-8335, Tweet Coleman
(808) 837-8307, or Steve Douglas (808) 837-8323.
EAA MEETING AT HILO
Tom Lodge (EAA) will make a presentation about homebuilt aircraft.
The meeting is sure to be informative and interesting.
DATE: Saturday, February 28
PLACE: Call for information
INFORMATION: Contact Jim Hein (808) 837-8335 or Tweet Coleman
(808) 837-8307.
GUAM - SAIPAN- YAP IA RENEWAL MEETING
The HNL FSDO considers this meeting a requirement for renewal of
IA’s operating in the Guam-Saipan-Yap region. Note: This requirement is
in addition to IA qualifications addressed in FAR 65.93.
DATE: Saturday, February 28
TIME: Will be announced in a separate flyer
PLACE: Will be announced in a separate flyer
INFORMATION: Contact Jim Hein (808) 837-8335, Tweet Coleman
(808) 837-8307, or Steve Douglas (808) 837-8323.
HAWAIIAN FLYERS TOASTMASTERS
The Hawaiian Flyers Toastmasters invites anyone interested in improving
their listening and speaking skills to come to a fun-filled meeting. Meetings
are on the first and third Thursday of every month from 5:30 to 6:30 p.m.
at the Honolulu FSDO office. For more information call Jim Hein (808) 837-8335,
Tweet Coleman (808) 837-8307, or Mark Stefanov (808) 522-3039.
When choosing an aviation mechanic, some people consider "expense;" others consider how quick the aircraft can be returned to service; still others consider how thorough the maintenance will be. Nearly all pilot/owners take it for granted that the maintenance will be airworthy and safe if a certificated mechanic does the job. But, are these the best criterion to lay your life on? How can you tell if your mechanic is staying up-to-date and concerned about critical safety issues?
The Aviation Maintenance Technician (AMT) Awards program is one measuring tool you can use to determine how safety conscious your mechanic is. Simply ask your mechanic if he/she participates in the AMT Awards program and ask what "phase" they achieved last year. This will be a good indicator about whether or not your mechanic is interested in your money first or your safety first.
The AMT Awards program has five phase levels. To participate, the maintenance technician must obtain between six and 100 hours of training seminars during the year. The purpose of the program is to serve as an incentive for maintenance technicians to actively participate in recurrent and initial training programs. The program also recognizes employers and companies who take a proactive role in the training their maintenance technician work force.
The technicians and companies who qualify each year for the AMT Awards are presented with a lapel pin and a certificate of recognition for their participation. The personnel and companies are encouraged to wear their lapel pin and display their certificate of recognition. They are making the statement that they are committed to maintaining the aircraft entrusted to their care and are personally committed to safety awareness.
By all means, you should consider economics, turn around time, friendliness, and word of mouth recommendations when you’re deciding on your maintenance technician. But, you’ll be sure to find only the most professional technicians will be wearing their AMT Awards lapel pin and be displaying their AMT Awards certificate proudly.
Do you recall the perverse enjoyment you felt as a child by turning in circles until you became so completely dizzy that you either fell down or became violently ill? It’s a fact that turning around in circles makes you dizzy. This phenomenon is called spatial disorientation or vertigo. While it does no harm to a child playing on the ground, it is a deadly sensation for pilots flying in instrument weather conditions. Do you know what causes the phenomenon?
Several physiological events working together create that dizzy sensation. First, what you see determines your spatial orientation - or reference. Second, the inner ear acts like the gyro system in the airplane - with roll, pitch, and yaw axis data inputs to the brain. Third, nerve endings report pressure points to the brain - the "seat of the pants" feelings. Your brain computes all this data and feeds it back to you. When the signals received by the brain are "mixed," such as the eyes seeing one thing and the ears feeling another, the brain interprets the information wrong and vertigo and spatial disorientation result.
These sensations are likely to occur when you enter instrument weather conditions without the proper training as an instrument pilot. Normally, a visual flight rules (VFR) pilot relies heavily on the senses transmitted to the brain by the eyes, inner-ears and nerve endings. Unfortunately these perceptions are frequently incorrect when flying in instrument meteorological conditions (IMC).
The sensation that the airplane is turning while straight and level is a common false sensation that pilots experience while flying in instrument conditions. Concentration on the aircraft instruments is the action that must be taken to overcome disorientation. If a pilot, relying on the senses alone, attempts to "correct" a perceived turn, the resulting correction could develop into a steep turn in the opposite direction.
During a gradual, undetectable turn, the bank angle will increase and develop into a steep spiral with a noticeable loss of altitude. The pilot will suffer the illusion that the airplane is turning in the opposite direction. To make matters worse, the untrained pilot may pull back on the control yoke in an attempt to decrease the resultant altitude loss. The result of this action would only be to steepen the spiral, the graveyard spiral. If proper control inputs are not initiated to stop the spiral, the flight is doomed to an unhappy ending.
Vertigo and spatial disorientation are insidious. These physical sensations can lead the pilot down the primrose path to destruction. Proper instruction in flight by reference to attitude instruments may save your life if you inadvertently get caught in instrument conditions. However, unless your are instrument rated and current, the best choice is to remain in VFR conditions.
PHASE I
Harry Robbins
Wilfred Tashima
PHASE II
Gilbert Hatter
Hisashi Kobayashi
PHASE III
Chantal Boom’la
PHASE IV
Barbara Clever
PHASE V
William Padgett
PHASE VI
Ute Hoelscher
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