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The NTSB issues safety recommendations that they think will help prevent any further accidents from occurring. So far, the NTSB has made over 11,600 recommendations and more than 80% of their recommendations have been used by those in a position to effect change. The following are the NTSB recent safety recommendations.
PROPELLER BLADE
For all Hamilton Sundstrand 568F propeller blades with serial numbers 1 through 1,698:
(1) Require the immediate inspection and repair (including removal of the compression wrap and any existing corrosion, a nondestructive inspection for cracks, shot peening of the radius, and installation of an appropriate corrosion protection system) of all blades that have been in service more than 6 years or 11,700 hours; (2) Immediately determine a conservative threshold for the inspection and repair of the remaining blades that is appropriately less than 6 years or 11,700 hours in service, taking into account the uncertainties in the failure mechanism (including the initiation and growth rate for the pitting and fatigue cracking); (3) Require the immediate inspection and repair of those propeller blades that have already reached or exceeded the threshold determined as a result of (2), above; and (4) For those propeller blades that are not immediately inspected and repaired in accordance with (1) and (3), above, require that they be inspected and repaired as soon as possible, but no later than the threshold determined as a result of (2), above. (Urgent)
IN FLIGHT FIRES
OMISSION IN PILOT TRAINING
Carefully review all existing and proposed guidance and training provided to pilots of transport-category airplanes concerning special maneuvers intended to address unusual or emergency situations and, if necessary, require modifications to ensure that flight crews are not trained to use the rudder in a way that could result in dangerous combinations of sideslip angle and rudder position or other flight parameters.
Require the manufacturers and operators of transport-category airplanes to establish and implement pilot training programs that: (1) explain the structural certification requirements for the rudder and vertical stabilizer on transport-category airplanes; (2) explain that a full or nearly full rudder deflection in one direction followed by a full or nearly full rudder deflection in the opposite direction, or certain combinations of sideslip angle and opposite rudder deflection can result in potentially dangerous loads on the vertical stabilizer, even at speeds below the design maneuvering speed; and (3) explain that, on some aircraft, as speed increases, the maximum available rudder deflection can be obtained with comparatively light pedal forces and small pedal deflections. The FAA should also require revisions to airplane and pilot operating manuals that reflect and reinforce this information. In addition, the FAA should ensure that this training does not compromise the substance or effectiveness of existing training regarding proper rudder use, such as during engine failure shortly after takeoff or
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