·. 

FAA-P-8740-60 

AFS-803 (1999) 

TIPS on 

MOUNTAIN 

FLYING 

~ ' ' 
·. 

FOREWORD 

The purpose of this series of Federal Aviation 

Administration (FAA) Aviation Safety Program publications is·to provide the aviation community with safety 

information that is informative. handy, and easy to 

review. Many of the publications in this series summarize material published in various FAA advisory circulars, handbooks, other publications, and various audiovisual products produced by the FAA and used in ilS 

Aviation Safety Program. 

Some of the ideas and materials in this series 

were developed by the aviation industry. FAA 

acknowledges the support of the aviation industry and 

its various trade and membership groups in the production of this series. 

Comments regarding these publications should 

be directed to the National Aviation Safety Program 

Manager, Federal Aviation Administration, Flight 

Standards Service, General Aviation and Commercial 

Division, Aviation Safety Program Branch, AFS-803, 800 

Independence Avenue, SW, Washington. DC 20591. 

Preface 

We wish to thank all those who have contributed to this 

publication. including the Denver Flight Standards 

District Office; the Colorado Pilots Association; and, 

Denver Automated Flight Service Station. This publication is limited in scope and should not be considered a 

complete mountain flying course. To complete your 

mountain training, it is essential that you take a recognized mountain flying course that includes both 

ground and flight training. Only then should you consider yourself qualified to safely enjoy the unique beauty and challenge mountain flying can offer. 

2 
Introduction 

Safety Window 

Mountain flying opens up new opportunities 

for the general aviation pilot for unique and 

interesting destinations, plus a view of spectacular scenery. However, mountain flying, 

even more so than flight in the flatlands, is 

very unforgiving of poor training and planning. There is a narrow 

window of safety that an untrained pilot can easily stray out of 

without the experience and knowledge gained from a recognized 

training program and a mountain checkout by a qualified mountain flight instruclm: This publication is not intended to be a complete mountain flying training course. Instead, it can be used as an 

overview before you take recognized training or a review afterward. Recognized training for this type of flying is a must and you 

are encouraged to attend a recognized mountai.n flying course that 

includes adequate mountain ground and flight training. 

What is Mountain Flying? 

Rather than offer a definition of "mountain" flying, it should be 

pointed out that many of the subjects discussed in this publication 

can be found in nonmountainous areas or at low altitudes. For 

example, density altitudes over 8.500 feet can be found regularly 

on the eastern plains of Colorado in the summer. Also, dangerous 

mechanical turbulence and even mountain wave can be found in 

areas that aren't usually considered mountainous. Of course, 

places like the Rocky Mountains are-wllere all oflhese concepts 

can be experienced first hand and you should have mastered them 

before you attempt a flight through these areas. 

Pilot Requirements 

Because of the more demanding nature of mountain flying, you 

should carefully consider your experience and background before 

beginning a flight into mountainous terrain. First, it is essential 

that you consider attending a recognized mountain flying course to 

give you the knowledge and skills you will need to be safe. There 

are numerous recognized courses taught, usually in the summer 

months. and you can contact an FAA Flight Standards District 

Office in mountainous areas for references. 

Second, itis usually a good idea to wait until you have at least ISO 

hours of pilot in command time logged before taking mountain 

training. Pilots with this amount of time have usually had time to 

3 
become more familiar and comfortable with the airplane and with 

planning flying trips. Mountain flying in many areas will stretch 

your abilities to fly the airplane proficiently, navigate, and deal 

with weather. 

Aircraft Requirements 

Mountain flying presents demands on both the pilot and the airplane that may require more performance than light training aircraft have to offer. There are, of course, stories that are told during 

hangar flying about flying very low power airplanes into high 

mountain airports. 160 horsepower should be considered minimum for the airplane with a pilot with minimum mountain experience. Even that, however, will greatly limit your ability to react to 

strong winds and the up and down drafts they may cause. The aircraft gross weight and its affect on performance should be carefully 

considered. A minimum of 60 horsepower per occupant should be 

considered minimum. 

Weather Requirements 

Ceiling Requirements 

n It is suggested that you cross mountain passes at an altitude at least 1,000 feet above the pass elevation. Since 

this altitude will usually put you over 10,000 MSL, the 

cloud clearance requirement is at least 1,000 feet below 

the clouds. Hence, you should make sure that you have at least a 

2,000 foot ceiling over the highest pass you will cross. 

Determining the actual ceiling in the mountains, however, can present some problems. There simply aren't very many mountain 

weather reporting stations. Also, those that do exist are almost 

exclusively in valleys. Reported ceilings at a mountain valley airport may have to be 8,000 feet or higher to give 2,000 feet ceilings 

at the passes. 

Visibility Requirements 

Many experienced mountain pilots recommend having 

= at least 15 miles of visibility before attempting mountain 

= flights. Since your navigating will be primarily by 

pilotage and dead reckoning, good visibility 

fusing 

will help 

array 

keep 

of 

you 

geographical 

oriented in 

cues. 

a sometimes con-~ 

~ 

4 
Winds 

Strong winds can cause some of the most dangerous A conditions you'll have to contend with in the mountains. To ininimize the chance. of encountering dangerous turbulence, mountain flying should not be 

attempted if the winds aloft forecast at mountain top levels are 

greater than 25 knots. Above this level, potentially dangerous turbulence, as well as very strong up and down drafts are likely. 

IFR and Night Mountain Flights 

Experienced mountain pilots recommend that IFR and night flight 

in the mountains not be attempted. Instrument approaches and 

departure procedures require a highly skilled pilot and a very high 

performance airplane. Night obviously obscures most visual navigation cues. making terrain clearance difficult or impossible. 

Weather Factors 

Density Altitude 

From your basic flight training, you probably remember that density altitude is the pressure altitude corrected for temperature. Since 

increasing temperature makes the air less dense, an airplane will 

perform as if it is at a higher altitude than on a colder day, given 

that the airplane is at the same height above sea level. 

You should also remember that the standard lapse rate (the rate at 

which temperature normally decreases with increasing altitude in 

unsaturated air) compounds the problem somewhat. At sea level, 

the standard temperature is 59 degrees Fahrenheit, however, at 

10,000 feet MSL, the standard temperature is only 23 degrees. This 

means that at Leadville, Colorado (elevation 9,927 feet) when the 

temperature is only 24 degrees, the density altitude is already 

above the field elevation. We will discuss density altitude in more 

detail later. 

Winds Aloft Reports 

The winds aloft reports are very important to your mountain flight 

planning process. You should pay close attention to the forecasts 

at and above the mountain ridges of the terre in you will be flying 

into. In the west, that usually means the 9,000 and 12.000 foot forecasts. In the east, you will look at lower winds. Winds above 25 

knots at these levels should be a warning sign that should cause 

you to think about delaying your trip. 

5 
High and Low Pressure Patterns 

As you analyze the mountain weather before your flight, pay special attention to the position of the highs and lows to give clues to 

the wind speed potential. For example, in the winter, a high often 

sets up over the Four Corners area in southwest Colorado. This is 

often coupled with a low pressure centered in eastern Colorado or 

western Kansas. The result can be very strong westerly winds and· 

dangerous turbulence in the high terrain for days at a time. 

Mountain Wave 

When the wind speed is above 

about 25 knots and flowing perpendicular to the ridge lines, the air 

flow can form waves, much like 

water flowing over rocks in a 

stream bed. The waves form down 

wind from the ridge line and will 

be composed of very strong up and down drafts, plus dangerous 

rotor action under the crests of the waves. If enough moisture is 

present, lenticular clouds can form to give a visual indication of the 

wave action. These clouds are reported in the remarks section of 

hourly sequence reports as ACSL (altocumulus standing lenticular) 

or CCSL (cirrocumulus standing lenticular). 

Winds Through Passes 

Just as the flow through a carburetor speeds up in the restriction of 

the throat, wind flowing through the narrow restriction of a mountain pass will also speed up. When the winds are forecasted above 

about 20 knots, be aware that the speed in passes may cause turbulence and drafts that should be avoided. 

Orographic Lifting 

As the wind blows moist air upslope, it will cool and may form 

clouds. If, as is often the case winter, the air is stable, the clouds 

will stay close to the mountain, forming a "cap" cloud. However, if 

the air is unstable, as is usually the case in the summer, this initial 

lifting will be enough to start convection and result in thunderstorms forming. 

Microbursts 

Microbursts have received much space in the aviation and popular 

press in the pasl several years because of their implication in many 

serious airline accidents. Many light aircraft accidents have also 

6 
been caused by these events. The wet microburst is found in the 

middle of an active thunderstorm or intense rain shower and 

avoiding the strong downdraft is relatively easy. The dry 

microburst, however, is somewhat more insidious because it occurs 

with little or no warning in the clear air beneath virga. Dry 

microbllrsts are common in and near the Rockies and other mountainous areas of the western U.S. in the summer. The formation of 

the dry micro burst is likely when thunderstorms with bases above 

about 3,000 to 5,000 feet AGL exist and the temperature/ dew point 

spread on the surface is more than about 40 degrees. If dust is 

blowing underneath one of these high based thunderstorms, stay 

clear until the event passes (usually only a few minutes). 

Temperature Inversions 

Mountain valleys are often conducive to the formation of temperature inversions and valley fog at night. This should play a part in 

your arrival and departure planning. Since the inversion breaks 

and the fog dissipates by late morning, you may have to delay 

slightly at some airports. 

Density Altitude 

Effects on the Airplane 

There are numerous ways that 

density altitude affects the airplane. For example, a normally 

aspirated engine will lose 3% of 

its power per thousand feet of 

density altitude increase. Next, 

as density altitude increases, the 

wings have less dense air with 

which to create lift. Since a propeller is an airfoil, it, too, will 

be less efficient. 

Effects on Performance 

~.... . .... 

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All of these factors affect the overall performance of the airplane. 

At higher density altitudes, takeoff and landing distances are 

increased, rate of climb and actual service ceiling are decreased, 

true airspeed is higher for a given indicated airspeetl, and turning 

radius is larger at high altitude at a given indicated airspeed. 

To help regain some of the lost takeoff and landing performance at 

high density altitudes. you should reduce the weight at \rvhich you 

7 
fly the airplane to no more than 90% of maximum gross weight. 

For a typical light airplane with a maximum gross weight of 3,000 

pounds, reducing the loaded weight to no more than 2,700 pounds 

will regain much of the lost performance. A check of your airplane's performance data should show that takeoff and landing 

ciistRnr.es. climb rates, ;mrl singl~ P.ngine pcrformnnco for multiengine aircraft is greatly improved at this reduced weight. 

Turbocharged aircraft will gain some improvement, but it will be 

somewhat less than that gained by non-turbocharged aircraft. 

Since your true airspeed is higher for a given indicated airspeed, 

many pilots will respond to the visual cues of higher ground speed 

on takeoff by rotating at a lower !AS than normal. Instead, you 

should use the same lAS for takeoffs and landings as you would at 

sea level (or that the Pilots Operating Handbook specifies). 

Rotating at too slow an airspeed may cause the airplane to take an 

even longer ground run than necessary. 

Turning radius is proportional to the square of true airspeed. For 

example, if you increase your TAS by only 10%, your turn radius 

will increase by 20%. In the pattern this may result in a wider than 

expected turn to final resulting in overshooting. At high density 

altitudes, many pilots will fly slightly wider patterns to account for 

the wider turns. 

Higher density altitudes also affect best rate and angle of climb airspeeds. Best rate of climb lAS decreases as altitude increases, 

while best angle lAS increases slightly. Refer to your airplane's 

handbook to be sure you are flying the correct airspeeds to get the 

performance you expect. 

Planning A Cross-country Flight 

Any cross-country flight requires careful preparation, but a mountain cross-country trip deserves even greater attention to detail. 

Weather 

A clear understanding of the weather conditions is essential for a 

safe flight into muutJtainuus terrain. However, weather reporting 

stations in the mountains are sparse and getting a good briefing 

just from hourly weather service observations is difficult. You may 

need to phone some of the airports over which you will be flying 

to get current conditions. Pilot reports are also very helpful and 

8 
you should give them as you fly along your route. 

Route Selection 

Mountain route selection is much more than drawing a straight 

line between your departure and destination airports and filing 

"direct". A better route is usually found by following highways, river drainages, and valleys. These 

routes will usually be lower and offer better emergency landing sites. Also, you should check with · 

local experienced pilots if you are planning a trip 

Flight Plans and Logs 

Your trip into the mountains will 

usually be VFR, dictating pilotage 

and dead reckoning navigation. To 

plan for this type of flight, you will 

need to prepare a log with times and 

headings to fly between checkpoints. 

This may seem like a nuisance to be 

used by student pilots, but it will 

keep you from fumbling with charts 

into an unfamiliar area to 

get recommendations on 

routes to use. 

~- ... ~ .......... _._,~·-··· ·-

and guessing once in flight, possibly leading to disorientation and 

getting lost. 

As you plan your desired route, also consider what alternate routes 

or airports may be available in the event of an emergency. If the 

weather is marginal, make sure you have a clearly defined alternative if it deteriorates to the point that you cannot continue to your 

destination. 

Once you've planned your flight, you should also file (and then 

activate once airborne) a flight plan with the local flight service station. If, for some reason, you must make an off airport landing, 

having a flight plan activated will get search crews out looking for 

you quickly and improve your chances of survival. If for some reason you must change your planned route, be sure to update your 

flight plan with flight service. 

9 
Usable Frequencies 

When planning your flight, study the VFR charts for the frequencies and locations to use for making position reports and getting 

weather updates. In many mountainous areas, Flight Watch will 

not be usable; so you will need alternatives. In most places, you 

will be able to reach a flight service station through an RCO or 

VOR site. Have these frequencies written on your flight log for 

ready reference when you need them. 

Winter Operations 

Winter operations at mountain airports may present some things 

that you aren't normally faced with in the flatlands. Check the 

NOTAMs carefully for any unusual runway conditions due to 

snow, ice, or other hazards. If you will need engine preheat services or de-ice services, call ahead since some smaller airports do 

not have these available. Finally, if your destination is a popular 

ski country airport, you may find parking space limited or simply 

not available. Again, a call ahead may save a change in plans. 

Operations During A Cross-country Flight 

Starting, Taxi, and Run-up 

Starting and taxi at high altitudes are performed as you would at 

sea level, except you must lean the mixture significantly to avoid 

fouling the spark plugs. Run-up is also normal except a full power 

run-up of non turbocharged engines should be used to set mixture 

for takeoff power. The POH should be followed strictly for turbocharged engine operation. 

Takeoff 

For takeoff, the minimum flap setting recommended by the POH is 

usually recommended for best performance. A full power check 

should be performed on the runway. adjusting mixture for best 

power if necessary, and checking for proper engine RPM, manifold 

pressure, and fuel flow. As discussed earlier, rotation and liftoff 

should be at normal indicated airspeeds. It is important not to 

over rotate to avoid high drag and poor takeoff performance. 

Climb 

A normal climb profile is usually sufficient for most mountain airports you will visit. Your POH should be the guide for selecting 

the proper speeds for the conditions. For most light aircraft, the 

10 
initial climb will be at the best rate of climb lAS until reaching at 

least 1,000 feet AGL, then a smooth transition to cruise climb. 

There are some conditions, such as climbing out of airports in deep 

mountain valleys, when you may need to use the best rate of clitnb 

airspeed until reaching cruise altitude, but those conditions are relatively rare. Monitor pitch attiturle., "irspeed, and climb rate dur- · 

ing the climb to make sure you are getting the best performance 

from the airplane. '· ' · · 

An engine failure right after takeoff is a serious situation any time. '' 

In almost every case, with less than 500 feet of altitude. you should 

not attempt to return to the airport. Make an off airport landing 

straight ahead, maintaining control of the airplane until landing. 

Ridge and Pass Crossing 

On most mountain flights, you will need to cross at least one ridge 

or pass. Experienced pilots recommend crossing a ridge or pass at 

the ridge elevation plus at least 1,000 feet. If the winds at mountain top level are above 20 knots, increase that to 2,000 feet. Plan to 

be at that altitude at least three miles before reaching the ridge and 

stay at that altitude until at least three miles past it. This clearance 

zone will give you a reasonable safety zone to avoid the most 

severe turbulence and down drafts in windy conditions. 

If conditions or airplane performance dictate, you may need to fly 

along the windward side of a ridge to find updrafts for gaining 

altitude before crossing a ridge. You may also need to circle before 

reaching the ridge if climbing out of a valley airport. 

When you actually cross a ridge, you should do so at a 45• angle to 

the ridge. This allows you to turn away from the ridge quicker if 

you encounter a severe downdraft or turbulence. Once you have 

crossed the ridge, turn directly away from it at a go• angle to get 

away from the most likely area of turbulence quickly. Plan your 

crossing to give yourself the ability to turn toward lower terrain 

quickly if necessary. 

Enroute Considerations 

As you fly your mountain trip, continually visualize what the 

weather and winds are doing so you can take best advantage of 

them. For example, if flying in a valley, it is usually best to fly on 

the side of the valley that will have the updrafts, the side the wind 

11 
is blowing toward. Turbulence due to the rough terrain may make 

the flight uncomfortable, but may also require that you fly at 

maneuvering speed. Remember that maneuvering speed decreases 

as the airplane's weight decreases. You shcmld know what your 

maneuvering speed is for the weight at which you are flying and 

be able to go to it quickly if you encounter rough air. · 

Pilotage and dead reckoning will be your primary type of navigation. VORs are usable in limited areas, but suffer from limited 

range and other problems. LORAN and GPS systems work quite 

well. however, and can be used effectively to maintain your positional awareness. 

Descent 

When you first arrive over a mountain airport, take a good look 

around before you descend to it and plan your departure track. 

Look for escape routes and emergency landing sites in the event of 

an engine failure right after takeoff. Also, study the terrain you 

will have to climb over as you depart. 

Plan your approach path as you start your descent. Some mountain airports are confined in valleys that make a normal approach 

difficult. Study your options before committing to a lower altitude. 

Approach and Landing 

Approach and landing should be normal at most mountain airports. Plan to fly a stabilized approach to the desired touchdown 

spot. Since mountain winds are sometimes tricky, be aware of 

windshear and go around if necessary. 

Emergency Procedures 

Even the best prepared pilots may someday find themselves 

caught in an emergency situation that will require quick thinking 

and excellent skill to save themselves and their passengers. Even 

though these situations cannot be totally prepared for, there are 

some things you can do to increase your chances of handling the 

problem in the best way possible. 

Survival Equipment 

There are volumes written on what type of equipment to carry for 

survival in the event of a forced landing and you should take the 

time to use these sources to put together a good survival ldt before 

launching into the mountains. At a minimum, however, you 

12 
' ' ":. 

should have food and water for each occupant of your airplane io 

last at least three days, winter clothing for each occupant, a medical kit to stabilize crash injuries, and signaling devices. Your food 

supply might be as simple as granola bars, but camp supply!otit- • · 

lets will have other~options. You can pick up water in plaStic bot-'·~, '(· · '': · · .·. '· · 

ties at a food store. To survive after nn off airport landing; you' 

must stay warm and dry, so good winter clothing like parkas and · • 

boots will be necessary. Remember that even though it may be • ·' ' 

summer in the valleys, the mountain tops will still get quite cdld at 

night. A medical kit should contain basic supplies like bandages 

and pain relievers. If any of your party takes prescription drugs, 

you should consider carrying a supply of them. Signaling devices 

can be as simple as a military style signaling mirror (the glass 

type), which is highly effective, or a standard aircraft-band handheld transceiver. 

Oxygen Use 

In most cases, you will be flying at altitudes below those which 

regulations require oxygen use. However, you should review the 

symptoms of hypoxia and if you are susceptible to it because of 

smoking or other conditions, have supplemental oxygen on board 

and use it. 

Deteriorating Weather Enroute 

A particularly difficult situation for most pilots to deal with is 

weather that deteriorates enroute. The urge to continue is very 

strong, with the thought that it will get better if we just continue a 

little farther. However, continuing is often the worst thing you can 

do. When the weather begins to deteriorate, begin to consider 

what your options are. Your flight planning should have included 

planning for alternate routes or airports and those should be exercised before getting into poor weather. Divert to an alternate airport or return to your departure airport and reconsider the weather 

conditions. 

If the weather closes off all other possible options, the best thing to 

do might be to make an off airport landing. Making a landing 

under control while you still have enough visibility to select a good 

site is preferable to continuing into poor weather and crashing into 

terrain that you can't see. 

Engine Failure 

Sudden engine failure should be planned for and practiced during 

13 
recurrent training with a competent instructor. You'll need to 

know the first few things on the checklist by memory since you 

may be closer to the ground than usual and may not have time to 

.. dig out the POH checklists. As you fly along, pick out possible 

emergency landing sites before any problems arise and form a: con-

. tinuously updated course of action so you are prepared if the · · 

engine reaily does fail. 

The exact procedure to follow when an engine fails is different for 

each type of aircraft, so know what yours is. In every situation, 

though, your first duty is to fly the airplane! Next, turn immediately toward lower terrain to increase your altitude above ground 

and possibly give you a lower (and warmer) site to land. Try to 

select a site near habitation or a road. 

Your landing site may be on a slope. Landing uphill will reduce 

the ground roll and reduce the chance of falling off an embankment or cliff. 

Landing in a forested area presents some difficult choices. In the 

western U.S., most of the mountain forests are tall evergreen trees, 

with a few smaller trees like aspen. If you mush into the tops of 

tall pine or cedar trees, the airplane may stop, caught in the tree 

tops, then nose over, falling the last 50 to 100 feet nose first. A better choice is to select an aspen grove that will have trees that are 

much more flexible that will dissipate the airplane's energy without doing as much damage to the cabin area. 

Before landing, secure all seat and shoulder belts securely. Open 

the cabin door and emergency exits to keep them from becoming 

jammed in the crash. If possible, before touchdown turn off fuel, 

battery, and ignition switches to reduce the chance of fire. 

Survival After Landing 

After landing, get everyone out of the aircraft immediately until 

you are sure there is no chance of fire. Next. make sure that the 

emergency locator transmitter is turned on. If a handheld radio is 

part of your survival kit, use it to attempt contact with an FAA 

facility or an overflying •ircraft. Stay warm and dry, and above all, 

stay with the airplane! Time and time again, searchers have found 

people who have survived the crash only to die trying to walk to 

safety. Carry a good survival kit, plan well, and file a flight plan 

and your best choice will be to stay vvith the airplane until 

searchers arrive. 

14 
Emergency Summary 

As with any type of flying, always leave yourself a way out. If 

things begin to go wrong, take prompt corrective action. Don't let 

yourself get caught flying into a worse situation. If you get into an.' ;; ·· 

emergency situation, don't hesilal• to declare an emergency. Get· 

all the help you can working for you. And finally, save the people • · • · 

and sacrifice the airplane. An airplane can be replaced, but your 

family and friends can't. 

The Pilots Operating Handbook 

Your POH contains a wealth of information about your airplane. 

Because of the demands mountain flying places on both pilot technique and airplane performance, you should spend time with your 

POH learning how to get the most from your airplane. You will 

need to know exact speeds for takeoff and landing at the weights 

you'll be using, best rate and angle of climb speeds and how they 

change with altitude, best glide speeds, and maneuvering speed at 

various weights. You should also pay close attention to takeoff and 

landing runway requirements at the high density altitudes you will 

encounter. Make a log of what you find so you can refer to them 

quickly. 

Summary 

As you can see from this brief overview of mountain flying, there 

is a lot to consider when planning trips into the high country. 

Without the proper training, you put yourself and your passengers 

at increased risk unnecessarily. A recognized training program that 

gives you the knowledge and skill to be safe in the mountains will 

also improve your overall flying proficiency. Please take the time 

to get the training you need to be safe and ef1ioy your mountain 

flying experience. 

15 
References 

F. Caracena, R. L. Holle, and C. A. Doswell III, Micro bursts -A 

Handbook For Visual Identification, U.S. Department Of '" 

. , ·. .Commerce, February, 1989 "· · 

Federal Aviation Administration Accident Prevention Program, The 

Impossible Turn, U.S. Department of Transportation 

Federal Aviation Administration Accident Prevention Pro grain, 

Wind Shear, U.S. Department of Transportation 

Colorado Pilots Association, Colorado Mountain Flying Course 

Northwest Mountain Region, Denver Air Route Traffic Control 

Center, High Mountain Flying In Ski Country U.S.A. 

Advisory Circular AC-0057, Hazardous Mountain Winds and their 

Visual Indicators 

Advisory Circular AC 61-23C, Pilot's Handbook of Aeronautical 

Knowledge 

FAA-P-87 40-2, Density Altitude 

FAA-P-8740-5, Weight and Balance, An Important Safety 

Consideration for Pilots 

FAA-P-87 40-13, Engine Operation for Pilots 

16 
The Aviation Safety 

Program 

Federal Aviation 

Ad ministration 

This is a Back 

to Basics, 

Aviation Safety 

Program Product. 

. .I~~(~W..i ,..-,~ , ''I 

Federal Aviation Administration 

Aviation Safety Program (AFS-81 0) 

800 Independence Avenue S.W. 

Washington, D.C. 20591 

Flight Standards Service 

800 Independence Avenue S.W, 

Washington, D.C. 20591 

http://www.faa.gov 

. -,.--

Contact your local FAA Flight Stand' 

Office's Safety Program Manager for 

information . 

. ,¥~1t\ . ¥JiJJ£e)!liJ.lbJ 

, ·itJlirtrlll _)J7J?J'i!rJiilif 

\ il;~ /l~j))/:1// ~ti~fY'J.~5.1.J.JJY U.S. Department of Transportation 

Federal Aviation Administration 

Washington, D.C. 

17