For example, if you fly out of Republic-Farmingdale (FRG) on Long Island, a standard taxi instruction from Ground is currently “(call sign) taxi to Runway 1″.  That instruction allows you to pretty much taxi on any taxiway and allows you to cross any runway- in this case Runway 32-14- to get to Runway 1.  However, now the instruction will likely read “(call sign), Runway 1 via Gulf.  Hold short of 32.”  Controllers will give specific taxi instructions and are required, generally, to issue an additional taxi instruction before you cross an intersecting runway.

I suppose this is a good development, but I wonder if it increases the workload of on controllers.  Also, how many pilots are aware of the changes?  Unless you read the aviation press, the instructions may catch you off guard and you may end up crossing runways that, yesterday, you could cross, but today you’ll get cited.

So this brings us to the next topic:  What other phraseology should the FAA do away with?

My immediate nomination is the “Taxi Into Position and Hold” instruction.  This should have been tossed years ago.  Only the U.S. uses this instruction and pilots get confused by it.(though I’m not sure why).    The Europeans use the more direct- and maybe less polite- “Line up and Wait” instruction.  The FAA is considering moving to this phrase and it should.  (When I went flying in New Zealand, I was told to “Line up and wait” and sat at the hold short line until the controller nudged my onto the runway.)  On a more substantive issue, the TIPH instruction has always been controversial, as it puts an airplane with its back to final approach on a runway.  Not where you want to be at a busy field.

Sportcruiser at FRG

As  a supporter of the light sport effort, and as someone who flies an LSA (the Sportcruiser, to the left), the recent audit report from the FAA on the LSA manufacturing industry should set off alarm bells.   You can find the report on avweb’s website here.

Dan Johnson, chairman of the Light Aircraft Manufacturers Association, says the report is “tough love’– but we think it’s a bit more ominous than that.

The FAA audited 30 LSA facilities to determine if they are complying with ASTM. standards.  For those not familiar with how light sport aircraft are marketed and sold, here’s a brief overview.  The FAA created the LSA sector to foster technological developments and bring aircraft to market without the costs associated with government certification.  As such, aircraft that meet LSA standards for weight, size, and speed can be ’self-certified’ by the manufacturer, providing they meet the standards set forth by the ASTM.  (ASTM is an independent group that industries use to set standards for products.)  If the aircraft meets the standard, it can then be sold to the American public without government certifications.  This has no doubt lead to lower cost products, but now there’s a question as to whether it’s also lead to lower-quality products.

The FAA made this astonishing determination:  Most of the thirty facilities audited could not establish that the airplanes met the standards.  Further, the manufacturers have failed to implement basic internal controls, do not fully understand FAA regulations, and lack communication procedures to improve processes.  The report concludes that the FAA needs to increase its oversight of the industry.

The history of industry self-regulation is full of failures (read Gulf oil disaster) and the LSA sector needs to proactively address these concerns.  Pilots and passengers get into aircraft believing that some over-lord has blessed the machine.  With the exception of homebuilt aircraft (which have a shaky track record), we expect ‘certified’ airplanes to perform to certain standards.  Wings don’t fall off often, but no one is happy when they do.

So far, the FAA and the NTSB have both expressed pleasure with the safety record of LSAs.  But because of the few planes flying, that record does not yet speak for itself.  Let’s be clear:  one or two high-profile LSA accidents that involve structural failure will lead to significant regulation.  Especially if ‘non-pilots’ are hurt.

These pages are not advocating increased regulations or, argh, the end of LSA self-certification.  Just the opposite.  We want LSA’s to succeed without a government crackdown.  But the industry needs to immediately answer the FAA’s concerns.  For each point the audit report raises, we’d like to see each manufacturer provide a response– either refuting the accusation or an explanation of how it will do better.   Have they done that yet?

If the LSA industry cannot instill it’s own adult supervision, we all know the government will do it for it.

On 6/14, Phil Solomon, the CEO of Tecnam North America, responded to this post on AOPA’s Let’s Go Flying Blog.  Please read his response here.

What else was Cirrus going to say?  It’s entire future is now tied to a jet that, frankly, most position holders fret will never get built.  Cirrus says it still needs to raise about $60 million to finish the jet.

Still, it’s the event that happened over Memorial Day weekend that raises the ire of many pilots who worry that the freedom of flight is being encroached. A 59-year old Massachusetts resident decided to fly his ultralight around the Statue of Liberty within 50 feet of the Lady. On paper, it seemed like an ok idea.  The weather was great and the flight in the weight-shifted Apollo aircraft certainly provided fantastic views.  But, needless to say, this caused the NYPD to escort him to White Plains airport, where he was questioned.  There was no risk here.  But when the pilot, Barry Maggio, said he was unaware of the tightened security regulations around the Hudson River, one has to question his overall attitude toward flying.

Here are the things simple common sense would have told him:

IT WAS MEMORIAL DAY WEEKEND AND HE WAS BUZZING THE STATUE OF LIBERTY, perhaps most visible sign of Americana (even though she’s French).  Lady Liberty is within a golfer’s swing to Ground Zero.

Second, the FAA just recently published a new policy for flying along the Hudson, which was implemented in response to last year’s horrific mid-air collision that killed nine.   Mr. Maggio was completely oblivious.

Finally, it’s clear Maggio did not get any sort of briefing from the briefing people.  I could have imagined the call: “I’d like a standard briefing for a VFR flight as I buzz the Statue of Liberty.”

In conclusion, Maggio posed no threat.  And we do overreact.  It appears all reacted appropriately this time.  He got an unnerving, but unthreatening, escort to HPN.   And his FAA penalty should be some training, hopefully not a certificate action.  But, all of us should remember that every time we get in the cockpit, like it or not, we represent all pilots.

@ KFRG.

Like many interested in the LSA category, we were excited to hear that Piper would now be marketing and putting its name behind a light sport.  In this case, Piper chose the Czech-made Sportcruiser.  The company could not have made a better choice.  Sure, Piper could have developed its own plane, found a place to build it (China, anyone?)  and then sell it.  But why do all that?  Piper needs its resources to focus on the big ticket items, such as the PiperJet.  So, instead, Piper found an LSA that fits its exact profile– a low-winged, sleek looking, capable airplane.

The Sportcruiser looks great.  And is comfy.

So, I’m taking it for a spin around the east coast.  Cities, locations, stop overs to be announced.