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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.
Contrails: A Hand Me Down Flying School
By Steve Weaver
When I think about the aircraft that populated our flying business in the late ‘60s, I realize what an eclectic mix of airplanes it was. We had two, four, and six place airplanes, very old airplanes, one almost new airplane, and even a twin in the person of an old Aztec. Each had a role in the business, and each one had a distinct personality that I still remember.
At birth, except for colors and optional equipment, airplanes are pretty much identical to the brethren that share the production line. In 1977, while working for Cessna, I parked my new 310 demonstrator on the ramp at Allegheny Airport in Pittsburgh while I went inside to meet with someone. I returned a half hour later just in time to see a gentleman thoroughly pre-flighting my 310. I watched from a distance while he did a textbook preflight inspection. He drained all the sumps and inspected the fuel sample for dirt or water, he checked the oil in both engines, then slowly circled the airplane, poking this and wiggling that.
Editorial: Good News in 2015?
By Ed Downs
This writer thinks we will see an uptick in aviation activity in 2015, along with improved air show participation (by both vender and aviation enthusiast) and passage of important aviation regulations. Hopefully, we will also see more new and used aircraft sales in the GA market as increased training results in new pilots looking for flying machines. Without a doubt, sales in the corporate sector of the U.S. aviation market will continue the strong trends we have seen in 2014. So why do we all of this optimism after years of complaining?
In short, what was once the greatest nation on earth may have a functioning government for the first time in many years. Well, maybe that is a tad on the euphoric side, but at least the legislative side of things will improve. To be sure, the executive side of our government will most certainly continue with its focus on social reconstruction and expanded social services, remaining as hostile as ever to America’s aviation and science community. We will continue to see purely political appointments to federal agencies as the existing leaders of these posts start handing in resignations, a typical trend as the term of any president comes to a final end.
Fighting Flight
By Shanon Kern
C-FHAD making a water landing. (Courtesy Shanon Kern)On a warm June day, in Vancouver B.C., my family and I watched in awe as small single engine air taxis took off from the bay and disappeared over the horizon. I could see the amazement and wonder in my children’s eyes as the single engine caravan taxied out to the center of the bay and magically lifted upward. In an instant, I was transported back to my own childhood amazement of flight. My Father, a newly minted commercial pilot, flew the “Sports book” from Laughlin, Nev. to Las Vegas, Nev. every night for the casinos. I was his sleeping stow away. By the age of five, my mind was convinced that I would be a pilot like my father.
By the age of seven, my father had changed careers and stopped flying. Somewhere over the years, as life progressed, I had forgotten about my young dreams of becoming a pilot. I was left instead with a completely unfounded and debilitating fear of heights and flying. I spent my entire twenties distancing myself from the dreams of the younger “me”.
AOPA Announces 2014 Flight Training Excellence Award Winners
The Aircraft Owners and Pilots Association (AOPA) has awarded its third annual Flight Training Excellence Awards to top flight schools and flight instructors ranked by more than 3,600 flight students who voluntarily reviewed their flight training experience through an AOPA online poll.
AOPA has recognized Paragon Flight of Fort Meyers, Fla. as the 2014 Best Flight School and Spencer Watson of Manassas, Va. as the 2014 Best Flight Instructor. Ten additional flight schools and 10 instructors were named “Outstanding” by AOPA as a result of the poll results.
What’s Next for Me and My Pilot Certificate? Take it to the Next Level!
By Jerod Flohr
The Great Lakes with the San Francisco skyline in the background. (Max G Aviation)Do you ever find yourself bored with your pilot certificate? Take it to the “next level,” that’s what I always say. But what do I mean?
It has been a couple of years since I’ve written an article for In Flight USA but some of you may remember my articles about chasing and achieving my dreams of being an airshow pilot. If you do not remember the articles, the journey was long and difficult, but with the help of many mentors and friends, paired with a relentless pursuit, I was able to obtain my 500-foot waiver from Wayne Handley and fly airshows – even my hometown show!
I am now one of the founders of Max G Aviation, a new and exciting flight club that focuses only on what I call, “the fun stuff.” I say this because the fun stuff can be a solution to finding the “next level.” This is obviously a generic saying but I find myself saying it most to private pilots who have had a few too many “$100 hamburgers” and are wondering what’s next. The most common response someone gives to these people has to do with pursuing another rating, mainly an instrument rating. I am never one to suggest against someone getting an instrument rating – I highly recommend it even for the pilot who claims they never intend to fly in IMC (for obvious reasons that could be covered in its own article). But the fact of the matter is, people want to know what they can do with the certificate they already hold – and there are all kinds of options! Let’s discuss.
Editorial: Where The Heck Are We?
By Ed Downs
As is often the case, this month’s editorial thoughts were triggered by a press release. In many instances, press releases and/or news announcements offer current information that requires further investigation or thought. In this case, the press release was sent by one of In Flight USA’s premier advertisers, DuraCharts. The details of this release are in this issue, but what caught my attention was the announcement that sectional chart subscriptions are no longer available from the FAA.
Okay, not a big deal you may think? After all, with modern electronic flight bags, cell phone apps and advanced aircraft technology, the old concept of messing around with a big piece of paper in the cockpit seems incredibly old fashioned. But there is a “rest of the story” to be told about this announcement from the FAA.
Safe Landings - March 2014
What Would You Have Done?
Once again CALLBACK offers the reader a chance to “interact” with the information given in a selection of ASRS reports. In “The First Half of the Story” you will find report excerpts describing the event up to the decision point. You may then use your own judgment to determine the possible courses of action and make a decision regarding the best way to resolve the situation. The selected ASRS reports may not give all the information you want and you may not be experienced in the type of aircraft involved, but each incident should give you a chance to exercise your aviation decision-making skills. In “The Rest of the Story…” you will find the actions actually taken by reporters in response to each situation. Bear in mind that their decisions may not necessarily represent the best course of action. Our intent is to stimulate thought, discussion, and training related to the type of incidents that were reported.
The First Half of the Story
Situation # 1 Cessna 210 Pilot’s Report
■ I was on an IFR flight plan…in cruise at 8,000 feet. The autopilot stopped operating. While I was troubleshooting the problem, I noticed that the battery charge was low and falling rapidly. I attempted to notify Approach of the problem and believe that they understood that I…was about to lose communications…. I started turning off some electrical systems in an attempt to save battery power while troubleshooting the alternator. It did not come back online and I turned off the battery to conserve what power remained. I attempted to make radio contact with a hand-held radio, but either its transmissions were too weak or its battery was too low….
Safe Landings - January 2014
Flying With Faber - August 2013
I’m a Nerdy Pilot and Proud of It!
By Stuart J. Faber
We’ve all heard about the tragic accident involving Asiana Flight 214. Many of my non-pilot friends and acquaintances have asked my opinion on the cause of the crash. In response, I have gathered my thoughts about the crash into this article. Here are a few caveats. First, I am neither a flight instructor nor an accident reconstruction expert. Second, I don’t know the definitive cause of the Asiana accident – that’s up to NTSB to determine. No inference should be made that my remarks constitute an opinion as to the cause of the crash. My comments herein are designed to promote safe piloting and hopefully to enlighten the public. Third, portions of the article may seem quite elementary and pedantic to the experienced pilot. The reason is that I wrote this article as a “public relations” piece for the general public. As a fierce supporter of general aviation, I feel that all pilots have an obligation to educate the public about the worthiness and importance of general aviation and to dispel many of the misconceptions held by the non-pilot public. For that reason, I have digressed from submitting a destination article for this month with the hope that this article contributes to those objectives.
Editorial: All We Can Do is Rant?
By Ed Downs
The title of this month’s column is both a statement and a question. Follow along and see if you can decide which interpretation is correct. With patient understanding from the editors and production team of In Flight USA, this writer has been waiting until the last minute, hoping for good news from AirVenture 2013 regarding the outrageous fees assessed by the FAA to support this year’s EAA program.
Regrettably, as of the time this is being written (EAA AirVenture 2013 is underway), the fees still apply and even Congressional efforts have had little or no positive effect.
The FAA tossed in an additional insult by officially announcing that FAA Administrator Michael Huerta was not going to attend the traditional “Meet the Administrator” event at AirVenture 2013. Virtually all FAA activities at the program were canceled, including Wings course participations and safety seminars. The official FAA explanation was that budget constraints prevented the FAA from attending and Administrator Huerta had previous plans made months earlier.
As Nellis AFB Grounds Aircraft, Training Goes Virtual
By Staff Sgt. Gregory Brook
99th Air Base Wing Public Affairs
An F-16 Fighting Falcon assigned to the 64th Aggressor Squadron takes off from Nellis Air Force Base, Nev., to participate in a Joint Forcible Entry exercise over the Nevada Test and Training Range May 31, 2013. Under the Air Combat Command stand down that took effect June 1, the aggressors will be grounded through the end of the fiscal year. (U.S. Air Force photo/Senior Airman Daniel Hughes) The skies over southern Nevada are quieter than they have been in quite some time due to the June 1 Air Combat Command directed stand down of flying operations.
Despite the stand down, the 64th Aggressor Squadron remains committed to accomplishing their mission, said Lt. Col. Michael Shepherd, the 64th AGRS academic assistant director of operations.
“Our motto is ‘know, teach and replicate,’” Shepherd said. “As Aggressors, we are subject matter experts in a field of adversary tactics or systems anywhere from airplanes to missiles to actual tactics to electronic attacks.”
The 64th AGRS is assigned to the 57th Adversary Tactics Group at Nellis Air Force Base, Nev. Their primary mission is to provide support to the U.S. Air Force Weapons School, Red Flag exercises, the various test and evaluation squadrons and to provide training to units in the Combat Air Force on adversary tactics.
What's Up - April 2013
A Love Story…Not the Movie, a Real Love Story
By Larry Shapiro
I’m going to try and break away from my usual feeble attempt at providing you with a small dose of humor and instead share with you not one, not two, but three “REAL” love stories and I’m starring in at least two of them. I have to give credit for one of them to a much more deserving person, and one of my new heroes…you’ll see why if you are still reading this column, and haven’t put your copy of In Flight down. It won’t matter, but you’ll lose and I won’t like you any more.
The Smell of Plastic…Love Story Number One
While basking in the wafting aroma of the “new plastic” ticket I was sitting on, flying from SoCal to NorCal, an emotional thought crossed my mind. I was flying alone for the first time in years – not by plan, but by circumstances – I was flying solo instead of with other pilots that just happened to be there on previous flights. I know there was a tear or two on my face as I realized that this was my first real solo flight since the FAA stripped me of my flying privileges. Wow! Really amazing thoughts and feelings zoomed in and out of my head and heart, but that’s the way it was and should be.
Editorial: Professionalism
By Ed Downs
Professionalism in aviation is a subject discussed many times in many ways. Attributes such as pilot skills, knowledge base, currency, ongoing training, experience and many other “good things” have been the subject of many articles and training programs. This writer has recently been reminded that there is another important aspect of being a “professional” in aviation. Wrapped up in one word, that additional aspect is “attitude.”
Editorial: Good Old Days
By Ed Downs
A recent conversation with friend and fellow writer, Steve Weaver, sparked some memories and brought to mind a safety issue that has heads spinning in the magical world of FAA training gurus. As “old” pilots often do, we reminisced about the days when basic skills and common sense were considered “high technology.” Today’s version of “high technology” has progressed in the manner one might expect when having crossed into a new millennium, but some are concerned about that progression.
This writer turned back the mental clock and joined Steve in remembering how simple, and potentially frightening, the “good old days” really were. My “good old days” began in the mid 1950s. The flight school I flew with sold a “student pilot course” which included 12 hours of dual instruction in a Champ, and a 20-hour ground school. The cost was $175, including materials. The idea was that you were “issued” your student pilot certificate (solo and cross country endorsement) at the conclusion of the 12-hour program. After this, you were welcome to rent their Champs and go flying. Whether or not you decided to get a private certificate so you could carry passengers was optional. There were no multiple endorsements, no 90-day “solo sign offs,” or multitude of authorizations. The Champ had only a wind-driven generator that spun fast enough to recharge a battery if flying at about 10 mph above cruising speed, meaning the battery was constantly going dead! The low frequency radio could transmit on only one frequency and you tuned the receiver like a Motorola console radio out of the 1930s. There was no starter or workable nav system. With 12 gallons of fuel, all-important in-flight decisions had to be made in about two and half hours, or the “in flight” part of the trip came to an abrupt end. Drawing lines on big, 25 cent, sectional charts was the order of the day, with a whiskey compass and E-6B your only navigation tools. Knowing where you were and having alternatives in mind were essential, as even a mild wind could greatly affect your flight.
Wathen Center Educates for the Future
By David Gustafson
The Flabob Airport Preparatory Academy hosts middle and high school students.Recognizing that a million professional pilots and A&P mechanics are going to be needed over the next 20 years, the Wathen Center, which is headquartered at historic Flabob Airport in Riverside, Calif. has initiated planning to train young men and women for those professions. The Center already has a successful middle and high school program on its grounds and is moving rapidly to establish the A&P program, while upgrading its flight training operations.
What's Up? - March 2011
Before I Forget …
By Larry Shapiro
In my 8 to 5 world I have some set rules or guidelines I try to follow. Maybe you could call them procedures, either way, if it ain’t broke we don’t fix it and since it still works I’m not going to fix it.
A few weeks ago I got a call from an old friend I met about four years ago. He and his wife popped in looking for their first airplane and they became the receiving end of what you will read below. I can’t be sure their decision was based totally on what I shared with them, but … based on them living on California’s North Coast, one of my favorite places, I mentioned the egregious fog once or twice, or three times, maybe four times.
The Pylon Place - February 2011
Women in Aviation Month
By Marilyn Dash
February is Women in Aviation Month. I was asked to focus this month’s column on this topic and believe me, this was a very interesting request. I spent most of the last month thinking about the women who have inspired me, and realizing my responsibility to the next generation.
Me and about 600 of my closest friends pose for the Women in Aviation shot at Oshkosh.In 2010, I attended my first Oshkosh. During this event, I made sure I was on-site for the Women in Aviation Photo Shoot. An estimated 600 joined together in our yellow t-shirts for this special event. Long time pilot, Betty “Boopsie” Sherman was with me while I searched the area for others. I wanted to stand with my California Pilot Pals and other special friends. We gathered together long time pilots Andrea Eldridge, Debby Rihn-Harvey, Carri Hoagland and new pilots Bonnie “Bonz” Ritchey and Jan Causey Johnson. That was an amazing time for me. I felt the pride of all of those women and realized I was not alone in my experiences.
Sport Flying With In Flight USA - August 2010
LSA’s Sprout Technology
By Ed Downs
Most readers of this column know by now that the S-LSA category of airplane evolved from the low tech world of ultra light designs. Some 6 years after the birth of LSA, one has to look hard to see the simplicity of its origin. Airframes have become increasingly sophisticated, and avionics packages are beginning to challenge big buck machines. A first timer renting or buying the typical S-LSA will be surprised upon entering a cockpit that looks more like an F-22 than single engine sport plane. Now, that sounds pretty exciting, but let’s take a look at who that “first timer” might actually be.