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First Lieutenant Ron Harlan
We are only a few days away from completing the101 Days of Summer that are ripe with opportunityfor serious accidents. Hopefully, you and yourfamily have come through the summer with noincidents. Even after Labor Day, there are manychances, with our lingering warm weather toencounter the same dangers we may have avoided
this summer, so…be careful!
Also, we still have two or three months of hurricanepossibilities so be sure and check on the FEMA website I recommended previously.For the flight crews: I recently read an article inAviation Safety magazine that contained, what I
thought, were some excellent suggestions…see
what you think. As you know, most of our CAPflight operations are conducted under the FAR Part91 rules. This is what most private flyers and mostof general aviation adheres to. There is another part;FAR Part 135 that applies to commuter and on-demand commercial operations and it is generallymore specific in its requirements and a little moredemanding of the flight crews. The author, LeeSmith, makes the supposition that some of the
of Part 135 operators would be verygood voluntary safety enhancements for Part 91operators as well.One example is the requirement that departing IFRin 135 requires specific minimums that a 91 would
not have to adhere to and many pilots don‟t.
Fortunately, CAPR 60-1, paragraph 2-19.a-2specifically forbids a CAP aircraft to depart anairport in IMC unless the weather is at least thatrequired by the instrument procedure to land there.So, in their wisdom, our CAP reg. writers have
already required us adhere to Lee‟s first suggestion.
Another one that is not covered in our CAPR‟s, is
that part 91 pilots can depart an airport and choosenot to comply with runway specific departureminimums or departure procedures. A 135 must do
this. Why wouldn‟t we want to do this too?
Considerable thought has been put into creating thedeparture procedures and, especially at a strangeairport you will increase your margin of safetyconsiderably by following the procedures.A part 135 pilot cannot begin an approach to adestination airport unless the reported weather thereis above the minimums for the procedure to be used.In other words, if the weather at the airport is belowthat required to land, why bother? Lee makes thepoint that it is a lot safer and less stressful holdingat an interim point waiting for the weather toimprove than it is shooting the approach and havingto fly the missed procedure. Of course, anotheradded safety factor here is that many pilots aresorely tempted to fly the approach and make it work even if it is not safe. Part 91 pilots can fly theapproach as many times as they desire but themargin of safety seems to decrease with each try if the accident records are correct. Why not use the135 guideline and shoot the approach only whenthere is an excellent chance that it results in alanding?These are just a few of the 135 requirements that, if
adopted voluntarily by us 91‟s, m
ay add to oursafety. We have some 135 pilots with our squadronand I ask them to help us come up with some moreitems that we may want to put in our flight bags.
Stay Safe! Ronald Harlan,Safety OfficerSquadron 118