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In Flight USA Articles
AOPA Turns To Congress To Solve FAA-Created Flight Training Crisis
A senator and congressman have introduced the Certainty for General Aviation Pilots Act of 2021 to reverse the damaging impact of an FAA directive that as of July 12 requires pilots who receive training in experimental aircraft to obtain a Letter of Deviation Authority (LODA) from the FAA.
Editorial: Meet Genny
By Ed Downs
No, this writer has not misspelled the name of the legendary Curtis JN-4 training plane of WWI. The “Genny” in question is a drone, or more specifically, the Lily Next-Gen (https://www.lily.camera/), marketed as a “personal camera drone.” Naming a drone? Sure, I also owned an airplane named “Whiskey” and a pistol named “Mike.” My stuff gets names. When you can take your drone for a walk, following you like a puppy, it gets a name… so there! But I am ahead of the intent of this article, so let’s go back to the beginning.
Several issues ago, In Flight USA recognized that our National Airspace System had a new arrival, by the tens of thousands… drones. This writer obtained a sUAS Pilot Certificate in 2016 and began teaching FAR 107 sUAS classes shortly thereafter. Following attendance at a major drone trade show in 2017, the management of In Flight USA decided to embrace this new side of aviation and include a dedicated drone section in our publication. Knowing that the first major trade show of the 2018 flying season (Sun ‘n Fun) would probably have many drone manufacturers represented, it was felt that having an sUAS certified pilot on staff who also had actual drone flying experience would be a good idea.
Go figure, the boss wanted genuine drone flying experience to back up our new column. This writer got the nod to saddle up and learn how one of these things works. In Flight USA recognizes that our readers are contemporary pilots and airplane owners, not necessarily computer lovers or gamers. So, the assignment, should I choose to accept it, was to share the experience of learning how to fly and use a drone from the perspective of a contemporary CFI, while at the same time, learning more about the integration of this new-fangled technology into our world of flying. Yep, it’s a tough job, but somebody has to do it.
Editorial: Why Check the Weather, We are Going to Go Anyway
By Ed Downs
Okay, perhaps the title of this collection of thoughts is a bit sarcastic, but this writer has heard those words uttered in the world of airline ops and charter flying. For sure, airlines ads and proponents of ATC privatization have convinced unknowing passengers that “we always get you there on time” and/or “all delays will end with privatization.” They specialize in marketing and politics, not necessarily flying.
This subject came to mind just the other day, as a particularly harsh winter storm shut down major terminals, causing massive flight cancelations and passenger inconvenience. As is so often the case, major media jumped on the story and sped to the airports (slipping and sliding on icy roads) to interview desperate passengers, huddled pitifully (as said by one reporter as she gushed with Oscar award winning emotion) amongst the airport restaurants that sell a $2 hot dog for nine bucks. Yes, being captured in a secured area and surrounded by armed guards does seem to limit the competitive urge food (??) sellers have to participate in open market competition.
But back to the weather. Stranded passengers were interviewed, and only the most critical or desperate of remarks made to “news at 10.” One comment caught the attention of this pilot by observing “I can’t see what the problem is; the weather doesn’t look that bad.” Yep, how much can a quarter inch of glaze ice really weigh on the wings of a plane… shucks, they have lots of horsepower, let’s just go. Why check the weather, we are going to go anyway.
Okay, this is only one passenger, but there is a strong tendency for newbies in aviation to believe that technology can overcome the forces of nature. We have an amazing number of technological recourses available to us today that simply did not exist just a few years ago. The military and airline world have been working on “all weather” technology for years. First came the toughening of airframes, followed by more reliable engines, creation of anti/deice systems, weather radar, high altitude flight above the weather and now, communication technology that keeps one connected with weather resources 24/7. All of this has been in the quest of “all weather flying.”
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: In Flight USA Hereby Resolves ….
By In Flight USA Staff
Yep, it is time for those New Year’s resolutions. We all make them, sometimes we even remember them, but the tone turned a bit more serious for the Team at In Flight USA this year. To be sure, our annual “what’s up for the new year” roundtable started off with the usual resolution thoughts, lose 10 pounds, get more exercise, eat healthier food, and be kind to needy flight instructors, but then we got down to business. And 2018 has a lot of business to deal with. We would like to share our thoughts for 2018, as they will possibly affect all our readers.
First, In Flight USA commits to maintaining a format that is more like a monthly aviation newspaper than a slick newsstand magazine. The vast majority of aviation publications have article and news cutoff dates that are as much as 90 days before distribution date. This means such publications are fine for reading about past events but do not carry timely news. In Flight USA typically has an editorial cutoff date that is within five days of distribution, meaning what you read in our pages is happening NOW! We encourage our advertisers, aviation event planners, and those pursuing newsworthy activities to contact In Flight USA by phone or email to let us know what they have going on, so we can help promote your event at no cost.
Our staff monitors aviation press releases daily and stays in tune with news from the Washington “swamp,” so you will be kept up to date. Sure, this means we go through a process every month that looks something like Lois Lane turning in that last-minute report about Superman to her somewhat erasable editor, Perry White, at the Daily Planet (yeah, we are nerds), but it is worth it. Fortunately, our editors are not erasable (depending upon who you ask). So, our tradition of timely ads and news remains, but we have spotted some areas for improvement and expansion.
General Aviation Groups Urge Congressional Transportation Leaders to Focus on a Consensus Driven, Bipartisan FAA Bill
FAA Small Drone Rule Lets Unmanned Aircraft Soar
FAA Brings Mobile Air Traffic Control Tower to Key West
Editorial: Pilot Report by a Newbie
By Ed Downs
The Dromida Drone was a learning experience for this writer. (Courtesy Dromida)Like it or not, drones (Unmanned Aerial Systems) are becoming a major player in the National Airspace System. This writer decided last year to add one more pilot rating to the list I now have by becoming an FAA UAS pilot. Sure enough, I visited www.faasafety.com, took the UAS pilot training course, fought my way through the IACRA process (electronic 8710 form) and presto, I was a drone pilot … sort of. Yes, I had the plastic in my pocket, but had never actually flown a drone. Leaving that small detail behind, In Flight USA reached out to drone manufacturers, inviting them to submit news announcements that might help us provide the most current information to our reader base of contemporary (real?) pilots. In Flight USA is even attending the Drone World Expo, being held in San Jose in early October. But, the results of our outreach have been mixed, as the gaming and business world of drones has been slow to pick up on the fact that they are a part of the family of flying machines, mixing in with airplanes stuffed with people. But that suddenly changed, about two weeks before this October issue went to print.
An e-mail announcement from Hobbico Inc. suddenly showed up. Don’t recognize the name? Hobbico is the largest distributor of model products in the world, with more than 400 brand names and some 60,000 products. Do the names Revell Model, United Model, Tower Hobbies, Walmart, Target, Toys R Us, or Hobby Lobby ring a bell? Yep, this employee-owned company holds a leadership role in the world of drones, ranging from toys to professional commercial versions. The announcement addressed a new, low end, drone that probably falls into the “toy” category, but seemed to have some of the features normally reserved for the big guys. With a Wi-Fi connected camera that take photos and videos (direct to an app on your smart phone), hand controller, 3D goggles and all the accoutrements needed to fly (including spare rotor blades and even a small screw driver), my interest was piqued. With an MSRP of $89.99, this intrepid aviator figured, “how about getting hold of this critter and actually learn how to fly a drone, from the perspective of a pilot report.” Thus, began a trip into the world of technological humiliation, ending with an enlightenment about the world of drones that exceeded my expectations. Yep, an old dog can learn new tricks.
Editorial: Ready to Give ATC your Credit Card Number?
By Ed Downs
ATC privatization and modernization. Shucks, who would oppose such innovative ideas? Everyone knows that private industry does a better job than government agencies (even airlines, which regularly court bankruptcy), and we all want ATC to work with modern technology. Given these good intentions, all airline delays will disappear, our dangerously unsafe ATC system will be vastly improved, more airlines will be able to fly into more airports, and fewer passengers will be dragged off airplanes, kicking and screaming. All good stuff, right?
Fortunately, the readers of In Flight USA know better. It had been the intent of this writer to stay out of this fight, leaving it in the capable hands of organizations like AOPA and NBAA (plus 23 other aviation support organizations) to sort out the facts. Let the “alphabet” groups make sure that the world’s finest and most citizen-inclusive national airspace system does not become a tool of the Wall Street mentality for increased profits at the expense of private individuals and small businesses. But this writer is now required to speak out, given exposure to incredible exaggerations, lies, and name calling being put forth by entities in support of “modernization” legislation, due to be voted on this month, Sept. 2017.
Senate Appropriators Reject Air Traffic Control Privatization
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.
FAA Establishes Drone I.D. Rulemaking Committee
Editorial: Privatization is on the Way
By Ed Downs
This editorial view underwent many changes in the writing process. Fortunately, readers are rescued from what began as an “angry rant” by the letter from aviation industry leaders, which is included in this editorial opinion.
This writer listened carefully, and with an elevated level of concern, as President Trump assembled a group of supporters to surround him as he announced plans to modernize the FAA and Air Traffic Control system. This modernization includes “privatization,” a term yet to be defined in a manner that allows informed comment. But, this observer was very concerned that only airline executives, ATC union representatives, and politically appointed bureaucrats from the Department of Transportation were present to represent American Aviation. Lacking was any representation from the operational side of the FAA, business aviation, general aviation, or aviation product manufactures, the principle users of all class G and E airspace and more than 90 percent of this country’s public use airports.
Also of concern were remarks that implied that airline delays and problems with airline service are all a matter of ATC inefficiencies and a total lack of modernization, with the current ATC structure being outmoded and dependent upon WWII technology. It was also stated that Canadian and European ATC models were considerably better than what we have in America, a glaring “apples to oranges” comparison. It can only be said, most kindly, that the words spoken by President Trump contained significant “misunderstandings,” possibly guided by large corporate and union entities that do not have the welfare of the National Airspace System at the core of their quest for “privatization.”
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.
NBAA: Proposed Restricted Areas in Alaska Would Have Negative Operational Impacts
FAA Restricts Drone Operations Over Certain Military Bases
AOPA Backs Santa Monica In Court
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.
Editorial: New Third Class Medical Provisions
By Ed Downs
It is now official, as of May 1, 2017, the FAR’s will contain provisions that allow an individual to exercise the privileges of a private pilot without the need for a third class medical certificate. But, let me quickly add, there are a number of conditions and caveats in the new rule. Those looking for specific details must review the “Final Rule,” www.faa.gov/news/updates/media/final_rule_faa_2016_9157.pdf, and Advisory Circular 68-1, www.faa.gov/documentLibrary/media/Advisory Circular/AC_68-1.pdf. These two fun-filled documents total 112 pages of legal language that needs to be read several times in order to get a full grasp on what is going on.
It had been the intent of this writer to summarize this final ruling, but space will simply not allow this. Instead, allow the opinions of this writer to set the stage and then take a look at the FAQ’s that are included directly from Advisory Circular 68-1. This is probably the fastest way to get some idea of what this ruling entails.