AVIATOR pOinls - American Bonanza Society

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INTENT VS, INTERPRETATION JOHN ANDRICK, NASHUA, NEW HAMPSHIRE One of the many challenges for pilots is the beloved Federal Aviation Regulations (FARs), The FAA creates and publi shes FARs to fulfill its mission to make aviation safe, No matter what aspect of aviation you engage in (Pilot, mechanic, airport conslruction, etc.) there is a set of FARs that you must be familiar with, The FARs are generally we ll-written, When we read them, we can usually understand what the FAA expects of us, However, sometimes a situation arises where the FARs do not clearly indicate a course of action, or they may indicate multiple courses of action, In those cases, we need to understand the difference between intenl and inlelprelalion, When the FAA publi shes a regulation, it intends for us to do something (or not do something), That intent is the fact the regulation exists, and not the specific written word, The FAA does its best to express its intent in the written regulation, Most of the time it does a good job, However, a problem can develop when there may be more than one way to interpret the regulation, When we read a regulation, we interpret it and operate in accordance with the interpretation that we have created, We start with the plain meaning of the words and add the special aviation definitions that we learned during our pilot training, Consider the following regulation: "No person shall operate an aircraft at night without lighted position lights," As long as we know what position lights are (we learned about them during private pilot training) and as long as we know when it is nighttime (the FAA defines it for us), then we know what the FAA expects us to do, Now, let's think about a standard traffic pattern , We takeoff and make four 90-degree left turns in the pattern to arrive back on final approach, We do thi s because the FAA has a regulation that specifies all turns in the traffic pattern wi ll be to the left. In a standard left-hand pattern, the runway is to our left when we're on downwind leg, On the next circu it, let's take off and make four 270- degree left turns while we're in the pattern, We still end up back on the fi nal approach, However, in this case we will wind up on the wrong side of the airport, and the runway will be to our right when we're on downwind, Although we have met the letter of the "left turn" regulation, we have not satisfied the FAA's intent, and we can be found in violation of the written regulation - even though all of ollr turns were to the left! Thi s understanding helps clear lip the mystery that surrounds the Aeronaulical Ill/ormalion Manual (AIM), Pilots know that although the AIM is not a regulatory document, they can get in trouble with the FAA by violating the recommended provisions found there, That 's because the AIM is published to clarify the FAA's intent - it tell s us how the FAA wants us to comply wi th the regulations, The picture of the traffic pattern in the AIM shows the four 90-degree left turns for the standard traffic pattern, Once [ understood the distinction between the illle11l versus il1lelprelarioll, I was able to clarify in my head something that has been bugging me ever since I was a student pilot: When entering a left-hand traffic pattern via the 45-degree downwind technique, the first turn you make is to the right (see orange circle in figure), It 's OK - that's what shows in the AIM, and that's what the FAA intends to happen in a left-hand traffic pattern, Traffic pattern in the AJM showing the four 90-degree left turns for the standard traffic pattern. The orange circle highlights where you make a righi-hand turn 10 enter a left-hand pattern. John Andrick has been teaching with the BPPP for about 20 years. He is an airline transport pilot. Hight instructor, and works as an Air Traffic Controller for the FAA. John is also a licensed attorney and an adjunct professor of law at Daniel Webster College in Nashua, New Hampshire. Established in 1983, Ihe Beechcraft Pilot Proficiency Program (BPPP) promotes aviation safety and is the most effective model-specific flight troining available (lJ.IWW.bppp.org).lnitial and recurrent programs are avoilable for Bonanzos, Barons, Travel Airs and Dukes. There is olso a Compan ion Clinic for right-seaters. BPPP has been approved as a recurrent training program by virtually every insurance company in the nation, See 8PPP Clinic schedule on pg. 70978.
CALL FOR NOMINATIONS ABS BOARD OF DIRECTORS Three directors ore completing their last year on the boord, so nominations are being accepted for the following oreas: AREA 3: Alabama, Florida, Georgia, North Carolina, Sauth Caralina, Tennessee & Virginia AREA 6: Arizana, Colorada, Kansas, Idaho, Nebraska, Nevada, North Dakata, Mantana, Sauth Dakota, Utah & Wyoming AREA 8: Hawaii & Sauthern California (Includes the caunties of: Santa Barbara, Ventura, Kern, San Luis Obispa, Las Angeles, Orange, Riverside, San Diego, San Bernardino, Imperial). DUTIES & RESPONSIBILITIES The nine-person boord af directors serve dual posts for the American Bonanza Society and its nan profit Air Safety Foundation. A term is three years, with a maximum of two consecutive terms. The Board meets three times a year. including during the annual conventian. Activities include setting the strategic direction of the Saciety and working with the executive director and staff. Officers are elected by the Baard each year, and directors are expected ta chair or be members of cammittees such as convention, membership, media and technical. QUALIFICATIONS ASS directars must hold a pilot oertificate and a current medica l. The Board has always been camprised of people with diverse backgrounds and capabi lities, and there is na bylaws requirement far specific aviation or business expertise. Extensive piloting and/ar aircraft technical experienoe is a plus. There is ane bylaws restriction: "Na officer or member of the Baard shall be an employee or agent, directly or indirectly, af any firm or corporation conducting the business of manufacturing products sold to the general oviation trade: Serving as 0 member of the Board con be a rewarding, enjoyable experience, but it does take time and commitment with no pay. However, directors are reimbursed for Society-related expenses as set forth by policy and approved by the president. SUBMIT NOMINATIONS BY NOVEMBER 15 Nominations must be received no later thon November 15 to allow the Nominating Committee time to consider each candidate prior to the January 1 report to the Secretary. You moy nominate yourself or another ABS member. Nominations must include: " Name, address, phane, fax and e-mail address " Current phato of yourself " Information on present and previous business, professional or technical experience; educational background; aviation experience (espeCially with Bonanza/Baron-type aircraft) • A description of any other tolents or copabilities thot would be of benefit to ABS SEND NOMINATION MATERIALS TO: Executive Director Nancy Johnson, American Bonanza SOCiety. PO Box 12888, Wichita, KS 67277, or bonanzo1@ bonanzo.org. Hoses and tubes are normally secured by some type of clomp to hold them tightly in ploce during aircraft (and engine) operation Do you see what's wrang with the securing of hoses or tubes in these examples See page 11001 for the answer View of the left-side engine compartment. ABS October 2008 www.bonanzo.org Page 10997
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