Experimenter is a magazine created by EAA for people who build airplanes. We will report on amateur-built aircraft as well as ultralights and other light aircraft.
Issue link: http://experimenter.epubxp.com/i/90184
Flightline Improved Safety First Goal of Aircraft Kit Industry Association By J. Mac McClellan When airplane kit makers and the businesses that support kit building got together to form the Aircraft Kit Industry Association (AKIA) earlier this year, the objec- tives were, naturally enough, to promote the success of the kit industry. But from the beginning it was obvious that for kit building to prosper and grow, the safety re- cord of experimental amateur-built (E-AB) aircraft flying has to improve. "Safer products simply are more attractive and more popular," said Dick VanGrunsven, head of Van's Aircraft and the fi rst president of AKIA. "For us to promote growth in our industry, safety quickly became the foremost issue. We must improve safety while preserving the freedom to experiment and innovate." The member companies of AKIA—now 17 and grow- ing in number—realized that E-AB aircraft were coming under increased scrutiny by regulators and NTSB safety investigators. Among the E-AB safety improvement rec- ommendations made by the NTSB in a recent report was creation of an organization to help educate E-AB pilots and owners on safety issues and operational risks. AKIA was formed and is doing what the NTSB recommends. Among the member companies of AKIA are the major kit makers and also companies that supply components such as materials and tools, and engines and avionics. Van—as he is known to many—said even one insurance underwriter that covers a number of E-AB aircraft has joined the group. The fi rst AKIA target for safety improvement is pilot train- ing. AKIA recognizes that most kit airplanes have signifi - cant differences in fl ying qualities and performance from standard category airplanes, and specifi c fl ight training is needed for pilots to safely operate an E-AB airplane. The accident record shows that pilots transitioning into an E-AB, or those moving into a different type of E-AB they are unfamiliar with, are at higher risk, and AKIA plans to emphasize the need for specialized training. An early goal is to work with the FAA to ease restrictions that have been imposed on fl ight training for hire in E-AB aircraft. Another goal is to work to change regulations so that instructors can fl y with builders during the early Phase 1 fl ight testing of an E-AB aircraft. 12 NO. 3/NOVEMBER 2012 "We need to grow the size of the group of CFIs who are qualified to train people in E-AB airplanes," Van said. "The rules allow any CFI with any level of experience to instruct in a kit airplane, but we know that type-specific experience is crucial." What incen- tives and programs AKIA can offer to help create a larger pool of experienced E-AB instructors is still a work in progress. AKIA also plans to take a hard look at a typical kit airplane in search for ways to enhance safety. "For example, very few kit airplanes have stall warning systems," Van said. "There have been developments in stall warning technology and angle of attack sens- ing that make sense for kit airplanes, and we need to have those systems installed. Stall-spin accidents are a major cause of kit airplane crashes, and stall warning systems can help." AKIA has also begun to look closely at engine and fuel system installation procedures because it acknowledges that kit airplanes suffer power loss at a greater rate than standard production airplanes. The difference in power loss rates doesn't appear to be caused by the engines because many are standard production engines. So AKIA is beginning the search for an explanation and resolution for the problem. Van said AKIA is also working with EAA and others to promote the establishment and growth of aircraft type clubs. A type club can provide very specifi c information about how to safely fl y an airplane and how to maintain and improve it. Promotion of type clubs is another one of the NTSB's safety recommendations. The bottom line for Van is that AKIA and everyone involved in E-AB need to educate builders and pilots about the risks involved—and provide solutions. "An important issue is what I call peer influence instead of peer pressure," Van said. "Many kit airplanes are sporty and have good performance and maneuver- ability, and they can tempt pilots to take unreasonable chances. I think peer influence can go a long way toward helping pilots understand that it's not okay or admirable to take risks. If we don't improve our safety record, the FAA knows how to improve it with regula- tions that none of us want."