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Planes of Fame Upcoming Event
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Seattle Avionics in New iPad App
Sun Flyer 4
EAA September Newsletter
Opposition to Air Traffic Control Privatization
Video Footage of Hurricane Irma
Step Into the Future with Tomorrow's Aeronautical Museum
Skies to Stars: Eclipse = Nerd Time
By Ed Downs
2017 American Eclipse (Ed Downs)Okay, this writer must admit to being a science nerd. Add the disciplines of astronomy and astrophysics to the word “science,” and this writer will go on a genuine “nerd binge.” The much-touted “American Eclipse” on Aug. 21 gave our entire country a chance to unabashedly “nerd out” with family fun and a national interest in science that lent great relief from the hodgepodge of today’s dearth of unwelcome news, insulting politicians, and threats of nuclear annihilation.
You see, our Sun, a very average mid-size star, located between the Perseus and Sagittarius arms of a very average galaxy called the Milky Way, in a local neighborhood called the Orion Spur, is kind of important to us. Given the Milky Way’s total diameter of about 100,000 light-years, our Sun is about 26,000 light-years from the center of our galaxy, which contains a great black hole that is trying to eat us. For you aviators who have become totally dependent upon the GPS, try loading that location into your database! As big as all that sounds, there are billions of galaxies in our universe, each have billions of stars supporting trillions of planets. Yep, I like remembering these stats whenever I meet someone who thinks they are the singular most important life form in existence.
As puny as it might be, our Sun is still the power source of life in our tiny solar system. The Sun is especially important to the third orbiting rock, where a struggling life form, homo sapiens-sapiens (yep, you must say it twice), is utterly depended upon the Sun’s significant energy for survival. It is not by accident that the ancient Egyptian civilization chose Ra, the Sun god, as their choice for worship when they chose a temporary path of monotheism. Our Sun’s energy is, in fact, so great that without the Earth’s powerful magnetic fields (forming a Star Trek like “shields up”), our atmosphere would have been boiled away millions of years ago, and we would look a lot more like Mars than Earth.
Planes of Fame Living History Flying Day
Special Presentation at Planes of Fame
Amazing Doors at Waterloo Airport
Schweiss Aviat Fly-In
NBAA Notes Newest Round of Concerns Raised Over ATC Privatization Bill
Safe Landings: Windshear
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.
Safe Landings: Windshear
The windshear saga in American aviation history reveals a complex and costly past. Windshear has existed for as long as aviators have taken to the skies and is largely responsible for several classic aviation losses. Notable U.S. aviation accidents include Eastern Flight 66 (1975), Pan American Flight 759 (1982), and Delta Flight 191 (1985).
Windshear remained unrecognized for years. It was not clearly understood until swept wing, jet aircraft encountered the phenomenon. Since 1975, windshear has been researched and studied, measured, defined, catalogued, and rightly vilified. Technology has been developed to identify and minimize the threats that it poses. Procedures have been implemented to aid pilots who experience windshear in flight and flight crews invest hours of simulator training practicing windshear escape maneuvers.
Even with progress to date, windshear continues to be a worthy adversary to aviation professionals. It requires respect and wisdom to defeat. Pilots often must make decisions regarding known or anticipated windshear, and the best practice is always avoidance.
This month, CALLBACK shares reported incidents that reveal some means and extremes of windshear experienced in modern aviation. Lessons to be gleaned are ripe, rich, and many.
Teasing a Toronto Tailwind
After encountering windshear that resulted in an unstabilized approach, this A319 Captain elected to continue to a landing. He noted his awareness of the current winds and trends as well as his personal preparedness to go around as reasons for continuing the approach.
• After being delayed due to low ceilings in Toronto, we were finally descending…in heavy rain and moderate turbulence with clearance to 7,000 feet MSL. After a third 360 degree turn, we were…transferred to the Final Controller and proceeded inbound for the ILS RWY 05. The last several ATIS [reports] showed winds at approximately 090 to 100 [degrees] at 5 to 10 knots, and the Final Controller mentioned the same with an RVR of 6,000 plus feet for Runway 05. When cleared for the approach, we were at 3,000 feet MSL to intercept the glideslope, and I noticed the winds had picked up to a 50 knot direct tailwind. The First Officer was flying. We were assigned 160 knots and began to configure at approximately 2,000 feet AGL. At 1,500 feet the wind was a 30 knot direct tailwind and we had flaps 3. Indicated airspeed (IAS) had increased at this point [with] thrust at idle to 170-175 knots, prohibiting final flaps just yet. The First Officer did a great job aggressively trying to slow the aircraft, as we were concerned about getting a flaps 3 overspeed. As I knew from the ATIS and the Controllers (Tower now), the winds were to die off very soon to less than 10 knots. [Below] 1,000 feet we were just getting the airspeed to put in final flaps (full) and were finally stabilized and on speed between 500 to 800 feet. The winds were now at the reported 090 [degrees] at 8 knots or so [below] 500 feet. The total wind shift was approximately 90 degrees from direct tailwind to a right crosswind - losing 40 knots [of tailwind] in the space of 1,500 feet or so. The reasons I elected to continue the approach were:
1. We landed uneventfully in the touchdown zone and on speed…after breaking out before minimums.
2017 Dayton Airshow Marred By Thunderbird Accident But Highlighted by Other Performers
By Mike Heilman
The Thunderbirds diamond practices upon arrival to 2017 Dayton Air Show. The Thunderbird arrived on Monday before the show but had to cancel their performances due to mishap with the team’s two-seat F-16D. (Mike Heilman)In 2106 the Dayton Air Show attendance suffered from a cancellation of the headline act two weeks before the show, when the U.S. Navy Blue Angels experienced a tragic accident at an air show in Tennessee. Once again in 2017, the show experienced another cancellation of the headlining act due to a near tragic accident of the U.S. Air Force Thunderbirds. The mishap happened at the Dayton International Airport less than 24 hours before the show was scheduled to open.
Thunderbird number 8, the two-seat F-16D “Fighting Falcon,” was conducting a crew familiarization flight in the Dayton area when upon return to the airport the jet skidded off the runway and flipped over trapping the pilot Capt. Erik Gonsalvas and Tech Sgt. Kenneth Cordova for almost two hours. The Thunderbird crewmembers were transported to a local hospital in good condition. There was heavy rain at the time of the mishap from remnants of tropical storm Cindy.
On Friday Michael Emoff, Chairman U.S. Air & Trade Show Board of Trustees, held a press conference to discuss the weekend’s show after the mishap. “When you first hear about something like this you pray that everything is okay and for the health of those involved. Once you understand that everything is under control, you then start working on what I can do. My job as Chair of the air show is to ensure that we produce a safe and quality show for our community.”
First-Hand Account of Thunderbirds Mishap at Dayton
By Mike Heilman
Capt. Erik Gonsalvas and passenger Tech Sgt. Kenneth Cordova taxi out in Thunderbird number 8 on Friday 23rd at the Dayton International Airport. (Mike Heilman)The United States Air Force Thunderbirds Demonstration Team experienced a near-tragic aircraft mishap at the Dayton International Airport a day before the 43rd annual air show. The Thunderbird’s mishap occurred in very rainy conditions as remnants of tropical storm Cindy pushed through the Dayton area.
Lt. Col. Jason Heard, Thunderbird Commander, explains what happened: “The United States Thunderbirds were conducting a single ship familiarization flight Friday, June 23, 2017. Upon landing there was a mishap at the Dayton International Airport with our F-16D “Fighting Falcon” at approximately 12:20 p.m. The plane sustained damage. The pilot and his passenger, a tactical aircraft maintainer, were taken to a local hospital where they are receiving care and are currently in good condition.”