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Editorial: Tyrant Technology
By Ed Downs
Tyrant Technology is a term this writer thought was the title of a book or at least well known. Regrettably, I could not find the source through a search engine, an information failure to be discussed later in this essay. I apologize to the person who invented the term for not giving credit… so let’s just give it our own meaning. Just a few days ago, this writer taught a sUAS class in a large city, staying at a new, super modern hotel. Neat place. The shower had five different controls to guarantee the best possible experience, none of which I could get to work. It was finally necessary to download a hotel app just to figure out how to use devices that have been in play for more than 300 years. Is this a misuse of technology, or is this writer simply “not with it?”
That same question comes into play in modern aviation. The application of digital technology in general aviation has expanded at an exponential rate. This old CFI sometimes wonders if aviation has been turned over to computer gamers, for whom flying is not a hand/eye/kinetic skill to be enjoyed by one’s entire being but simply a digital exercise designed to accomplish a goal that someone else invented.
Now, let’s be clear, this essay is not being written to deplore technology in favor of the “the good old days.” I am quite fond of automobiles, airplanes, electricity, communication capabilities, and flush toilets (without an app). But the FAA has been showing significant concern regarding amateur use of highly sophisticated, fully automated light aircraft. Flight Instructor Revalidation Clinics are now required to teach the dangers of over reliance on automation, and that the over-use of automation and computer-based guidance systems can lead to operating mode confusion and a significant loss of situational awareness.
To be a Pilot or Not to be a Pilot
By Ed Downs
No, not trashing Shakespeare, but there is a question to be answered when launching your pet drone, be it a classic model airplane or a modern quad. Prior to the quad, as we know it today, the term “drone” primarily applied to military type aircraft, often used for unpleasant duties, such as target practice or espionage by military forces. The hobby of flying model airplanes via remote control sort of automatically made one an “RC Pilot.” These model airplanes can be quite expensive and require a definite learning curve.
While “ready-to-fly” RC models have expanded contemporary RC flying, such flying is usually associated with a defined model airplane airport, and most participants are members of some form of local or national organization such as the Academy of Model Aeronautics (AMA). Common-sense rules created by local model airplane clubs have resulted in an excellent safety record. The FAA issued an Advisory Circular in the early days of RC flying, which did little more than restrict flight altitudes to less than 400 feet above ground level (AGL).
The model airplane side of “drones” has done an excellent job of taking care of itself for years, served by hobby shops with highly skilled and informed personnel. Now, enter the more recent world of the camera equipped, auto stabilized, and programmable “quads” that can be purchased from your local box store and airborne in the length of time it takes to charge the batteries. Times have changed.
Editorial: Drones, Coming to Your Neighborhood Soon
CEC Drone Hangar (Ed Downs)More and more, those of us in contemporary aviation, especially GA pilots, are likely to encounter drones. The passage of FAR 107 last year formalized the registration, pilot certification standards, and operational parameters of drones, eliminating the complex exemption process that had been in place. This has caused a near explosion in the use of these devices for what most would consider “commercial operations.” While hobbyists with model airplanes may still enjoy their passion without becoming involved in the federal bureaucracy, those using drones for any form of business or commercial operations (which are very broadly defined under FAR 107) must be certificated and follow strict rules of flight.
CEC new headquarters. (Ed Downs)Having acquired my own FAA UAS Certificate last year and teaching two UAS pilot classes (one for a municipal utility provider), it is becoming apparent that what we generically refer to as “drones” are entering the mainstream of legitimate aviation. At this point, let me be technically correct. While the term “drone” tends to refer to all machines that fly or hover without a pilot onboard, the true term that should be used is UAS (Unmanned Aerial System) or UAV (Unmanned Aerial Vehicle). “System” implies a pilot is constantly involved per FAR 107, while “vehicle” implies autonomous operation. For the sake of this editorial view, let’s just call them “drones.
Editorial: Learning
By Ed Downs
Given our May issue, which features much of what is going on in flight training today, this writer decided to take a slightly different view on the prosses or training. Let’s take a look at the student’s contribution to training, learning. Becoming a Flight Instructor today is sort of like becoming a junior phycologist. In fact, this writer did post graduate studies in educational psychology, in addition to sitting in the right seat of a flying machine, staring at a hoobs meter for more hours than can be accurately counted. Add to that, years of ground instructing and nationwide tutoring through computers and phone contacts, and you have a person who has seen how folks learn.
This writer has also seen a marked change in the ability of my students to learn. Yes, this could be the meanderings of an old guy who just expects students to learn fast to make the job of training easier, but it seems to be more than just that. Many of the very experienced CFI’s I work with in teaching Flight Instructor Revalidation Clinics (FIRC’s) comment that they too see changes in how leaning is taking place.
Editorial: Current Events
By Ed Downs
As implied by the title of these editorial thoughts, current events often drive the creative rants offered by those who share their opinions in public. This month is no exception, although the quantity and volume of news stories parading through the TV media and web makes it hard to choose which one to go with. The obvious answer to, “which subject do we exploit,” is to simply combine several stories together. How about recent events, which include an embarrassed movie star, the “lying” media, a famous cartoonist, and of course, a lesson from the FAA’s favorite subject, Aeronautical Decision Making (ADM). Tough assignment? “Heck no,” as they say in red neck country, “Hold my beer.”
The embarrassed movie star is an easy story to pick up on. Once again, actor Harrison Ford is in the news with a flying adventure. In today’s world of smart phone cameras, it is virtually impossible to make any kind of mistake without someone catching it on video, ready to run on the 10 o’clock news. Such was the case when Mr. Ford lined up with a taxiway, as opposed to a parallel runway, at John Wayne Airport in Southern California. Ford has a large collection of aircraft (can you sense the envy?) based at the besieged Santa Monica airport, which he frequently takes out for a local flight.
Readers might recall his forced landing in a beautifully restored PT22 a couple of years ago when the engine failed (a part failure in the carburetor) while departing Santa Monica. It was generally agreed that his survival was a demonstration of remarkable flying skills under the worst of possible conditions. However, this most recent incident gave the “lying” media an excellent opportunity to come up with a story that makes yellow journalism look like Pulitzer Prize writing.
Opinion on Loss of Control
By Ed Downs in Response to Quest Richlife
As the primary editorial contributor to In Flight USA, an active CFI, former Exec with a major airline and seminar instructor who works with more than 300 students per year, I applaud the thoughts offered up by Quest Richlife. The fact is, this writer agrees with virtually everything Quest said, with one exception that will be address, but fears the opinions offered are tilting at the wrong windmill. I believe many in the real world of pilot training agree with the “command” concept, but the FAA does not… and the FAA is a pretty big windmill.
Flight Instructor Refresher Clinics (FIRCs) are required to present FAA-approved courses, with content carefully supervised by the FAA. Failure to use FAA safety terminology as taught in the official FAA thinking process called “Aeronautical Decision Making” (ADM) can result in de-certification of a training course. Virtually all FAA published training manuals now carry large chapters on ADM. As new technology, fully auto integrated, aircraft came into common use almost 15 years ago, the FAA concluded that basic flying skills would no longer be needed, but a process of thinking and behavior would be stressed to manage these new aircraft. And here is where Quest and this writer are forced to part way, if only by a little.
Editorial: Choices
By Ed Downs
By the time you are reading this, the Presidential elections will be just around the corner. You will probably be making a choice that is unique to our country’s history. According to the polls, the vast majority of American voters will not be voting for the candidate they like but voting against the candidate they dislike. Certainly, for the first time in this writer’s aged memory, both presidential candidates are immensely unpopular, with the feeling that electing either political party to office is like taking a shot in the head, with only the caliber of the bullet in question. How uplifting, eh?
So how do we decide? In Flight USA is not in the business of supporting or endorsing political candidates, and this editorial will not stray from that long-held policy. But, we will do what many voters are doing, thinking less about the candidates and more about the positions they represent. In other words, what is the party platform and how is it likely to affect our personal way of life? Virtually every person has a hot button, something that is so important to them that it drives how they feel about themselves and how the relate to life.
Editorial: A New Pilot Certificate, With No Written Exam of Flight Test?
By Ed Down
Absolutely, existing pilots with a current Flight Review can now obtain a new pilot certificate by taking a short, web-based, instructional course and filling out a form on the FAA website. And yes, you too, can become a “Drone” Pilot! The long-awaited FAR 107 is now in play, and as an instructor for the weekend training experts at Aviation Seminars, I have just received a course update that enables “0” time “Drone Pilot” wannabe’s to attend a weekend course, take a written exam and, with a simple application, become qualified to operate a Drone commercially. As a currently certificated pilot, you can enter the commercial Drone market with ease.
It has been my intent to quickly undergo the web-based training course (which I did, very nicely done) and then apply for my Drone Pilot Certificate, yet another “notch in my log book.” Regrettably, while FAR 107 (this is the rule for commercial Drone operators) is up and running and the training and test are in place, the required FAA application forms will not be online until after Aug. 29, so this “Drone Pilot” wannabe is just going to have to wait. While seemingly not connected with big plane flying, it should be noted that FAR 107 commercial Drone operations in Class “G” airspace are permitted with no special permission from the FAA. Remember, about 85 percent of all public use airports are in Class “G” airspace. It should be noted that failure to understand how this new FAR works could end up with you receiving a fine of up to $27,500 in civil penalties if you fail to operate even a recreational drone incorrectly. Fines of up to $250,000 and three years in jail are possible if a drone is involved in something that turns out to be illegal. Yep, the fine print can hurt!
Editorial: Student Pilots… Are You Getting Your Money’s Worth?
By Ed Downs
Yes, we start with a very open-ended question, so let’s narrow it down. “Student Pilots” come in all shapes and sizes, ranging from the newbies who are just getting into flying to advance pro’s going for type ratings in large turbojet aircraft. In fact, every pilot is, or should be, a “student” any time they are exercising the privileges of being a pilot in command. This writer has been at it for 60 years and has yet to land from any flight without having learned something from the experience. For the purpose of this discussion, let’s stick to newbies who are just getting into the art of flying and even narrow it down a bit more by talking about the cost and quality of flight instruction.
Now, you may ask, who made Ed Downs the know-it-all of flight instruction quality? Plainly stated, this writer does not claim to be the top expert in the field of instructing, but circumstances have given this writer an interesting look into the national window of what is going on, at least in the sector of flying with small, independent schools and part-time CFIs. As a long time CFI, and regular instructor for Aviation Seminars, a company that specializes in weekend training programs for a variety of written examinations and Flight Instructor Revalidation Courses (FIRCs), this writer works with hundreds of students every year. Additionally, Aviation Seminars guarantees results, providing private tutoring to those who have a tough time with written exams. That “guarantee” is, you guessed it, this writer.
Editorial: The “Flying Season” and Safety
By Ed Downs
Okay, not an exciting title, but give it chance. There really is a “Flying Season.” Logically, it takes place between May and October, obviously due to improved weather vacation travel. Generally, up to 70 percent of the flying hours flown during a year occur during these months, and the same percentage applies to revenues earned by aviation- related businesses. Regrettably, the NTSB and FAA also have to gear up, as accident rates increase with activity. No magic to those stats, more planes, more pilots, more accidents. So let’s see if there are any lessons from the past or new programs that might reduce this predictable trend.
The FAA came to an interesting conclusion early in this century. New technology airplanes were hitting the market, advanced GPS-based navigation systems came into play, and auto-flight control systems became increasingly sophisticated. This trend has accelerated. Many students learning to fly today begin their experience in planes like the Cirrus and new Cessna, which are fully decked out with advanced, integrated auto-flight and navigation systems.
Editorial: Something Has Changed
By Ed Downs
Another birthday, another reason to reflect. This writer and his twin brother have made it through another year with an evening spent with family, giving “the twins” a chance to reflect on careers in aviation that span 60 years. Yes, twins often have much in common and our choice of careers certainly points that out. While considerably beyond a traditional retirement age, this writer and his brother, Earl, continue to fly as active CFIs, work in the aviation industry, and deal heavily in subjects relating to flight safety, training, the promotion of recreational flying, and the future of general aviation through a direct interface with the FAA and government. As the evening’s musings of past adventures turned to reflecting upon “the good old days,” we realized that both of us were concluding that, “something has changed.”
Recreational flying is certainly not what it was 50 or 60 years ago. Expense has gone up dramatically, and the technological sophistication of GA airplanes, even old planes that have been retrofitted with modern avionics, is absolutely amazing. Having started flight training in the mid 1950s, we concluded that much has improved since we first flew in an Aeronca Champ with a wind driven generator and a two channel, low frequency radio. Mind you, that was considered to be a well-equipped trainer, being flown from busy Van Nuys Airport in Southern California. The training was rigorous, with maneuvers like 720 steep turns, spins, accelerated (and aggravated) stalls, and steep spiral descents all included in the CAA approved curriculum. No training flight was conducted without a simulated engine failure, frequently followed with a landing to a full stop. Of course, almost all private training done in this timeframe used planes like Champs, Cubs, T-crafts and other tail draggers, so both full stall and wheel landings were the order of the day.
Skies to Stars: Moons
By Ed Downs
Notice, the title of this month’s Skies to Stars is “Moons,” the plural of “Moon.” No, Earth did not pick up another moon, but the one we have is fascinating. This writer’s 12” reflector is well adapted to study our moon in surprising detail. With a clear sky and 300 power magnification, the normal visual distance of about 250,000 miles can be cut down to a surprisingly close 800 miles. Not only can one see the vast number of craters that were created during the late heavy bombardment period (upwards to four billion years ago), but also the mountain ranges and “seas” that were formed by volcanic activity. Best observed when less than half full to improve shadow contrast, our moon is a wonder of discoveries. But our moon is not the only show in town. Mercury and Venus do not have moons, we have one and Mars has two small moons, leaving the inner rocky planets significantly “moon challenged.” You see, there are at least 180 moons (and still counting) in our solar system; many of which can be seen by amateur astronomers.
Skies to Stars: Andromeda
By Ed Downs
It was another night at the Astronomy Club of Tulsa’s observatory, just southwest of Mounds, Okla. Yes, that is in the middle of nowhere, just right for dark night observing. It was also a visitor night, with a group of kids from a scout group and many adult visitors planning to join our group of astronomy nerds as we pointed our telescopes starward. With pleasant temperatures, it looked like a great observing evening, so of course, Oklahoma weather decided not to cooperate. Altostratus and cruciform clouds covered about two thirds of the sky, but a group of diehards headed out to do what we could to entertain and educate guests.
Our local expert and guru, John Land, conducted a terrific planetarium show, using what little of the sky could be seen by using a laser pointer, all the while promoting safe use of laser pointing devices, but trying to find a good target for beginners to view proved difficult. This writer was asked to see if I could find M 31 with my 12-inch Orion reflector, sometimes called a “light bucket” due to its ability to suck in even dim objects. Sure enough, M 31 was located, and folks were invited to view this wonder of the skies. We then realized the “M 31” meant absolutely nothing to the newcomers, and finally announced, “Who wants to take a look at the Andromeda Galaxy?”
Editorial: Cross Country Planning
By Ed Downs
“Really,” you may think. So cross country planning is a topic exciting enough to warrant editorial comment?” Yes, it most certainly is when the cross country in question is the longest trip our species has ever taken, non-stop to Mars. On Dec. 4 (currently set for 7:05 EST), 2014, the first crew-capable spaceship specifically designed for flight to Mars will be launched from Space Launch Complex 37 of Cape Canaveral’s Air Force Station for its initial unmanned fight into interplanetary space. The 41-year wait for NASA’s return to manned spaceflight beyond the realm of low orbit operations will be over. Regrettably, you may not even hear that it has taken place as never ending post-election analysis, continuing Ebola concerns and Middle East troubles hog highly valued media time. Let’s take just a moment to review what has been taking place in the world of space travel.
In Aug. 2011, this writer kicked off the editorial opinion feature of In Flight USA magazine with commentary on the retirement of the Space Shuttle. While politicians were sending the Space Shuttle around the country in their version of victory laps, the editorial noted that the end of space shuttle flights meant the end of the U.S. manned space flight program. For all practical purposes, this was the end of our leadership in space that had begun with the U.S. commitment to interplanetary space travel kicked off by President John F. Kennedy on Sept. 12, 1962, at Rice University, Houston, Tex.
From Skies to Stars: Pluto, Planet or What?
By Ed Downs
(NASA, ESA, H. Weaver (JHU/APL), A. Stern (SwRI), and the HST)Let’s talk uncertainty. Viewing the planets of our solar system (one has to make that clear, as there are millions of other solar systems in our galaxy) can be great fun. So far, this amateur astronomer has been successful in viewing eight of our nine planets … or is that the correct way of describing the challenge of spotting Pluto?
I grew up absolutely knowing that our solar system had nine planets, with the furthest planet, Pluto, having been identified just 11 years before my birth. With an orbit lasting some 248 years, Pluto has long periods of viewing opportunity, but finding and recognizing this “small planet” is a challenge. Even the Hubble Telescope sees Pluto as a circular, bright object, with little detail. A small telescope such as my 12-inch reflector sees Pluto more like a star than a planet, with recognition based upon observing comparative movement against the background. So far, no luck!
Skies to Stars: Christmas Stars
By Ed Downs
No, there is no mistake in titling this column in the plural, that is to say “stars” as opposed to “star.” To be sure, the “Star of Bethlehem” is a cherished part of the Christmas tradition, as are the Three Wise Men. These three searchers are said to have used that star to guide them in their search for the Savior. Biblical historians have long argued as to who these “Wise Men” might have been and how it was that they, presumed to be of Babylonian origins, would have known about Hebrew prophesies of a coming of a Savior. Some have guessed that these “scholars” may have been what we would today call astrologers, a possibility often shunned by those who think of astrology as a superstitious form of divination.
Skies to Stars: Coming Attractions
By Ed Downs
Part of the fun at looking into deep space (beyond our own solar system) is knowing that the light you are seeing has been traveling through space for possibly millions of years. While astronomers talk as if they are viewing in the present, the images they observe are actually being seen as if you were looking back in time. In other words, the dramatic announcement of spotting a super nova (massive exploding star) makes it sound as if the event was currently in the process of happening whereas, in fact, it may have happened a million years ago. That does not, however, alter the fact that it is the first time the event is being seen from our planet. True, others, on other exoplanets (planets not in our solar system, and there are a BUNCH of those) may have seen an event first, but they (the little green guys) are not talking… yet.
But let’s take another approach at talking about celestial objects and events, like those that are to come. What about “coming attractions?”
From Skies to Stars - August 2013
There is No Such Thing as a “Dumb” Question
By Ed Downs
As pilots, we have all taken folks, both adults and kids, for their first airplane ride. We aviators hope that our “newbie” will thrill at the wonder of flight. As a CFI who grew up in the San Fernando Valley of Southern California, the first reaction I saw was almost always, “wow, look at all the swimming pools!” Not exactly the wonder of flight I was hoping for.
The same can be said of those who take their first look through a telescope. One would expect wonder at the size of the universe, a thrill at seeing planets “first hand,” and amazement when stars are magnified to show magnificent color differentials. But, the actual observations of “newbies” are often quite different than one might expect. Recent events offered an opportunity to hear unexpected questions first hand. With broad media coverage of the “Super Moon” in late June, a good friend could not resist his passion for astronomy and invited this writer to attend a large family gathering, complete with great food and all the accoutrements. The catch was, “would I bring my telescope so his family and guests could see this somewhat unusual lunar event.” Pilots and amateur astronomers have a lot of common interest, one of which is food, so it was a deal!
Editorial: “Federal Event Fees” Are a Reality
By Ed Downs
As most readers know by now, the EAA was given a short notice demand for nearly half a million dollars for services to be rendered by the FAA at AirVenture 2013. The fact that such services have already been paid for and delivered in the past, or that the FAA does not have the legal jurisdiction to levy user fees without Congressional consent seems to have no bearing on this action. This is a purely political move by the political leadership of the FAA as directed by the Executive branch of our Government.
Numerous other aviation events that have involved FAA coordination or services have also received notification that “event charges” would apply, resulting in a number of show cancellations. Such federal charges are not limited to EAA AirVenture or even to aviation events. An “event charge” does not need identifiable users that are getting “more than their fair share” of services. An event could be any activity that utilizes federal resources in the conduct of the event, even if only on a casual basis. This could easily include security issues for large sporting events, perhaps a charge to implement required TRF’s over large outdoor gatherings. NASCAR races are heavily aviation related, ideal targets, and even a local rodeo could end up with federal fees from the Department of Agriculture. The potential of “event” related revenue sources is virtually limitless. Point this out to those who brush off AirVenture as simply a party for rich guys. They are next.
Editorial: Angry Skies
By Ed Downs
Moore, Oklahoma has become a symbol of both tragedy and courage. In Flight USA sends our heartfelt sympathies to the families who have lost loved ones and to those for whom rebuilding is an almost unbearable challenge. Our prayers are with all who have lost so much to the terror of tornadoes in the weeks preceding this June issue.
Like many, this writer was glued to the television as the story of Moore, Okla. unfolded. Just one day before, Shawnee, Okla. was hit, with the loss of two lives and millions in property damage. An entire mobile home park was leveled. Shortly after the monster tornado hit Moore, a well know television news anchor for a popular national cable news network initiated a telephone interview with a well-known, Oklahoma-based, meteorologist and storm chaser. This Manhattan dwelling anchor somewhat flippantly asked, “So, how do you guys get these great tornado shots from your cars and helicopters. Do you just drive and fly around with a camera sticking out the window hoping for something to happen?” Fortunately, the storm chaser in question is a real pro. Although on the job for almost 48 hours straight, he politely told the anchor exactly what role ground and airborne chasers actually perform. This man had just saved hundreds of lives, yet our New York-based anchor (for whom Central Park represents rural America) continued to address a true hero as if he were little more than a thrill seeker. But wait, I am getting ahead of a personal narrative I would like to share about these terrible events of May 19 and 20. Let me get back to the heroic services offered by local television and weather departments a bit later in this editorial comment.