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JANUARY, 1996

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ISSUED: November 21, 1995
EFFECTIVE: February 1, 1996

ONTARIO TOWER LETTER TO AIRMEN: NO: 95-1

SUBJECT: Pre-Departure Clearance Program

CANCELLATION: February 1, 1998

On February 1, 1995, Ontario Tower will implement the Pre-Departure Clearance (PDC) Program for users who have elected to participate in the program. The PDC automation system has been developed employing a data link between the ATCT Flight Data Input/Output System and specially equipped aircraft or user flight planning computer system. The data is presented to the tower controllers on a terminal display in the form of a tabular list and flight plan display area. The tower may append the flight plan by including any necessary local restrictions or information before relaying the clearance. The resulting departure clearance is then transmitted to the participant network computer via data communication transfer. The PDC process virtually eliminates the need for verbal communications with participating aircraft and reduces the amount of frequency congestion, especially at peak traffic periods.

Any users who wish to participate in the Pre-Departure Clearance Program at Ontario International Airport should contact:

Any questions and/or comments concerning the Pre-Departure Clearance Program at Ontario International Airport may be directed to the Air Traffic Manager or Quality Assurance and Training Specialist, Monday through Friday between 8:00 a.m. and 3:30 p.m. at (909) 605-0057.

Ralph A. Hiller
Air Traffic Manager
Ontario Airport Traffic
Control Tower

Thanks to the support of Aviation Safety Volunteers and friends, we are now online.

The NORCAL can be found at:
HTTP://WWW.AERO.COM or HTTP://WWW.ARMORY.com/NORCAL/

The SOCAL can be found at
HTTP://WWW.CCO.CALTECH.EDU/~AA CIT/FAA_SEMINARS.HTML or HTTP://WWW.AERO.COM

If you can receive the seminar schedule from the Internet, please let your local Safety Program Manager know at the next safety seminar.

Chuck Hicks, Jr.
Regional Safety Program Manager

SANTA MONICA
LANDINGS II
DATE: January 25 - 7:00P.M. to 9:30P.M.
Location: Santa Monica Museum of Flying -
(theater 3rd floor) Santa Monica Airport
Speaker: Richard Mend, CFI,MEI & Aviation Safety Counselor
Sponsor: Mend Aviation Ground School (818) 994- 9770 & LAXFSDO Aviation Safety Program
Contact: Jim Whitehead (310)215-2150 or 1-800-WXBRIEF #320

This workshop is available to Certified Flight Instructors, to enhance their teaching skills. The workshop will continue on each Wednesday for 10 weeks. Limited space is available, and participation is by reservation only! Contact Keith Ballenger at the San Diego FSDO.

Alert No.208, November Issue page 1
AMERICAN CHAMPION MODEL 7GC & Fuel Shutoff Valve
It was reported that the fuel valve universal joint closest to the valve failed. It failed during preflight. It was reported the part had 2228 hours in service. It was recommended that valve actuation be checked for freedom of movement through the full range of travel. If worn universal joints are found, they should be replaced.

Alert No.208 November Issue page 2
BEECH MODEL F33A Power Loss
The pilot reported a power loss occurred during takeoff. A successful landing was made on a down wind runway. Investigation revealed the flexible fuel hoses had been replaced 30 days prior. The fuel hose from the engine driven fuel pump was found loose. It was established that the proper torque had been applied when the hoses had been replaced.

Alert No.208, November Issue page 4
CESSNA MODEL 172 Elevator Torque Tube Attachment
During preflight inspection, the left and right elevators were found to move independently when hand pressure was applied. Investigation revealed the six rivets used to attach torque tube to the flange had sheared. A simple check is to simultaneously, try to move the right and left elevator in opposite directions at the trailing edge. Any movement between them should be cause to investigate further.

The above situations are not peculiar to just the above makes and models. These occurrences have been found in the past and could occur in the future "Keep'um Flying Safely."

November Issue Page 15
ALTERED EMERGENCY PARACHUTES
Information for the following article was furnished by the FAA Flight Standards District Office (FSDO) located in Jacksonville, Florida. They found parachutes that have been assembled and sold as emergency escape devises. These parachutes may have been modified from a "chest pack" configuration to a "seat pack" design without proper approval or testing. The subject parachutes have been sold using a designation of "NS-3," and consist of various surplus military harnesses and parachute containers that were manufactured and marked with an identification of "NC-3." In some cases it was found that an "MC-1" harness was modified to allow the chest mount container to be placed in a seat location. There is no FAA approval basis for these modifications. It is suggested that any parachute owners in possession of a "seat pack" parachute of military type configuration, consult their rigger for assistance in determining that the equipment is approved and meets the requirements of FAR Parts 91.307 (e), and 105.43(d). Military parachutes, when modified, must meet the military specification.

For additional information on this subject, contact Mr. George Erdel, Aviation Safety Inspector with the FAA FSDO located in Jacksonville, Florida. His telephone number is (904) 641-7311.

Alert No. 208, November Issue page 7
PIPER MODEL J3 TAIL BRACE WIRE HARDWARE
During restoration of this aircraft, the tail plane external bracing wire nipples (P/N U4101-000) were found badly worn. The defective nipples were made of brass.The submitter stated this defect was impossible to see without relieving the tension from the bracing wires. The submitter suggested checking the hardware for this type damage during annual inspections. This defect could have resulted in a catastrophic event had the aircraft been operated in a turbulent air environment. Part total time was reported as 2,881 hours.

Alert No. 208, November Issue page 7
PIPER MODEL PA 22-160 TRI PACER
During an annual inspection, cracks were found at the aft attachment area of wing rib numbers 1, 2, and 3. The inboard wing flap attachment was also crackedA review of the maintenance records disclosed the aircraft had suffered extensive wing damage that required replacement of the left wing. An investigation determined the wing used was from a PA 22-135 model aircraft. Although this wing was dimensionally the same as the PA 22-160 wing, it had a larger wing rib spacing, and there was one less rib. In addition, the 160 wing has a Vfe of 95 KIAS compared to a Vfe of 80 KIAS for the 135 wing. It was speculated that using the 135 wing on this aircraft may have subjected it to higher flap extension speeds and caused the damage found.

LAX FSDO

PHASE II
Richard Hingy
Stephen H. Watson

PHASE III
Michael Lee Alpine
Kent Buonadonna

PHASE IV
Ilse E. Hipfel
Gary Klapow

PHASE VI
Stewart S. Hanks

PHASE IX
Ronald Hogle

SAN FSDO

PHASE II
Dean W. Lattin
James C. Moore
Alan G. Riker
Robert J. Sissung

PHASE III
Anna H. Stalcup

PHASE IV
Kathryn L. Buckman
John M. Coats

PHASE V
John L. Buchanan

PHASE VI
Jean A. Powers

PHASE VIII
Nancy L. Vaughan

PHASE X
J.C. Boylls

RAL FSDO

PHASE II
Walter Gester
Fabio Silveira
Park Richardson

PHASE III
Ronald Malm

PHASE IV
Royal Schuck

PHASE VIII
John Hodges

VNY FSDO

PHASE II
J. Stanley Crum

PHASE IV
Donald A. Strong

PHASE VI
Robert N. Martin

PHASE VIII
Thurzal Q. Terry
Ted Ashby

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