Heard May 1, 1993, at Aurora Airport, Illinois:
"My friends told me that if I took my airplane to be examined by the FAA, that the next thing to be examined should be my head. I did it anyway. They actually did find that my transponder and Mode C were inoperative, but they gave me a waiver to get back home and have it repaired."
"I didn't have the octane decals on the tanks, so quick as a wink, they made me decals on a machine, stuck them on, and now I'm legal again."
"I've always had problems holding a heading, but after 30 minutes with an FAA Operations Inspector, I was flying steady as a rock and straight as an arrow."
By way of explanation, let's back up to June 9, 1990. That's when FAA Accident Prevention Program Manager (now Aviation Safety Program Manager-ed.) Denis Caravella and the staff at the DuPage FSDO came up with the idea to offer pilots a courtesy evaluation of their flying skills and, at the same time, look at the airworthiness of their airplane.
This would be a true example of "We're from the FAA, and we're here to help." At no charge, the idea was certainly affordable. However, at first that old fear of punitive action was still in the minds of those who mistrusted the FAA.
On May 1, 1993, the DuPage FSDO was holding a PACE operation at Aurora Airport. Airplanes started arriving well in advance of their appointed times. Three teams of inspectors met 14 airplanes and 16 pilots.
The first step was an airworthiness document review: airworthiness certificate, registration, radio station license, weight and balance, equipment list, flight manual, current maintenance status, and AD record. (Certain aircraft don't require all these items-ed.) This was followed by an aircraft walkaround that emphasized propeller nicks, worn tires, or anything visible that might be or become a flight hazard.
The next step was a check of the ELT, transponder, and communications and navigation equipment, including GPS or LORAN units.
The final step was a flight evaluation, but only after the airworthiness portion had been completed and the aircraft judged to be airworthy. (In case of an airworthiness problem, a ferry permit may be issued to enable the pilot to return to his or her home airport for repairs.) The inspectors examined the pilots' logbooks, medical certificates, and pilot certificates. The actual flight evaluation consisted of a take off, basic air work, and several landings. A nice twist here was that you could "confess" the area in which you might be deficient, and time was spent on that area.
PACE is designed to be a skill evaluation, not a flight check (or a BFR-ed.). In fact, you cannot fail. You may, however, ask for an evaluation of your flight and any observations from the inspector.
Fourteen airplanes flew in that day, and 14 airplanes flew out, despite a few having discrepancies.
FAA policy on PACE states, "No enforcement or administrative action will be taken as a result of any evaluations conducted under the PACE program." True, or not? Well, as I was gathering information for this story, I asked the DuPage FSDO for a list of people who participated. Imagine my surprise when Denis told me that except for the inspector activity log, all of the records had been destroyed.
If you need more information about PACE or would like to schedule
a courtesy evaluation, you may contact Tweet Coleman, Safety Program
Manager, Honolulu FSDO at (808)837-8307 or Internet address: TWEET.T.COLEMAN@FAA.DOT.GOV
Aviation Safety Seminar Presented by Skip Kudlich, Insurance
Adjuster
Date: Thursday, April 17, 1997, 7:00 - 9:00 p.m.
Location: Honolulu Flight Standards District Office, 135
Nakolo Place
Topic: Aviation Insurance, Buying and Selling Aircraft
Contact: Michael McCann, CFI/ASC, 536-1030
Q. How can I access the safety violation of the Airlines?
A. The FAA will give information about accidents, safety-related
incidents and near collisions to its Web site (http://www.faa.gov/).
Q. I have some questions about the advisory information
in the South practice area on Oahu. Who can I call?
A. Please call Paul Ahching, Chief Air Traffic Control
Officer, for Wheeler Tower at 656-9801. Remember, Wheeler Tower
gives advisory information only, and we are grateful for their
assistance.
Q. I would like to schedule a Honolulu Tower tour for my
private pilot students. Who do I contact?
A. Darlene Penrose, Plans and Procedures Specialist, for
the Honolulu Tower, is your point of contact for the tours. She
may be contacted at 836-1761.
Q. The regulation to VFR cruising altitude is based on?
The answer is C (refer to FAR 91.159).
Q. You are about to enter Class C airspace (Maui). What
are the communications requirements?
A. A pilot must establish two-way radio contact prior
to entering this airspace. (FAR 91.130)
PHASE I
William T. Toguchi
PHASE II
David Tan
PHASE IV
Donald C. Machado, Jr.
PHASE V
Doug Gurel
This newsletter is published monthly by the Aviation Safety Program of the Department of Transportation, Federal Aviation Administration, Western-Pacific Region. Stories are submitted by the various Flight Standards District Offices and by individuals in the aviation community, contributing through the FSDOs. Notices are also contributed by the Air Traffic Control Branch of the FAA. All photos and drawings of various aircraft are included strictly for interest and in no way are meant to endorse any particular model or manufacturer. Your comments and suggestions regarding this newsletter are welcomed. Please send them to: Chuck Hicks, FAA Regional Aviation Safety Program Manager, AWP-204, P.O. Box 92007, World Way Postal Center, Los Angeles, CA 90009-2007. |
Home