In Flight USA Article Categories
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: 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: 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: 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.
Loss of Control (LOC) needs to be Re-Examined
By Quest Richlife
Mark Twain was a stickler when it came to using the right word in the right spot for the right effect. I feel the same way about the prevalent misuse of the phrase “Loss of Control” (LOC) within the aviation community, and it should be addressed.
LOC is an inaccurate nametag for basic pilot error. This pilot error continues to be the cause of a high percentage of aircraft accidents, which occur even while there is a fully functioning human at the controls. Because of the fact that the FAA, NTSB, and others continue to use the term LOC, everyone down the line uses it too. And they do so without questioning its efficacy. But it’s not an accurate descriptor, which will help lead us to solutions for reducing accidents and fatalities in GA. To better attack this problem, we need a phrase, which tells a more complete story of what’s going on in these scenarios.
You see, pilots do more than just control the aircraft they’re flying. Yes, there are control surfaces, control systems, control cables and rods, control inputs, control pressures, and even “the controls” such as the yoke, stick and rudder pedals. But the term we should be using for the operation of those controls by the pilot is: command. That’s because from the very moment that any aircraft moves for the purpose of flight until that aircraft comes to a complete stop again, every fraction of an inch of the movement of that aircraft is COMMANDED by the pilot. If this isn’t true, then who or what IS commanding that aircraft? Is the airplane, helicopter, glider, etc. commanding itself? Do today’s aircraft really have the ability to command themselves? I’ve heard it said with tongue-in-cheek that there’s such a thing as “airplane in command” when a pilot wasn’t doing a very good job of piloting. And if it weren’t for the fact that this quip gets a chuckle from us, it could be sobering as a deadly true statement regarding ineffective piloting technique.
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: 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: 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.
Statement on the Aviation Innovation, Reform, and Reauthorization Act
NATA Will Not Support “Leap of Faith” FAA Reauthorization Proposal
What's Up: Service
By Larry Shapiro
I’ve had so much fun thinking about how many times and places we see and use the word: “service.” Here are a few of my thoughts on this important word. (Please feel free to share some of your favorites and not so favorites).
I know I’ll miss some, but for starters, I was in the Service … and I’m very proud of it. How many times have you heard the word used when there is a uniform involved?
I couldn’t guess the amount of service stations I’ve used, and how I evaluated each of them. I still do. Ever wonder why they’re called “Service Stations?”
A great meal at your favorite restaurant with bad service becomes a least favorite place. On the other hand, great service at your favorite greasy spoon or drive through becomes a regular. I’ve always loved this: A good meal served badly ends up being a bad meal. Bad food coupled with good service is what you remember and will go back to.
In conversations about retail stores, hotels, and other places of pleasure, the questions of service always comes up. We can’t help ourselves; we all are aware of the “service” provided.
What's Up:
I know I get credit for more than my share of headaches bending your ears over my favorite subject; “No more third class medical.” I’ve shortened the words for space reasons, but I had little or no support from many of you that it might actually happen. Well, if I were a bettingman,who come to think of it I am, I believe it’s going to happen.
If you know me, you’ve probably heard me use the words, “Pilots have no common sense!” Well, in the end, I am going to be right; we just don’t have too much common sense, and I wish we had more, heck, I’d be happy if we just had some.
Keep your logbooks crossed that I’m right on this one … I have to be. It just makes good common sense.
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.
An Old, Bold Air Carrier ROP (Retired, Old Pilot) Discovers the Meaning of Life at a Fractional
By Bert Botta
Bert Botta in the cockpit. I should have known better, thinking I was through flying and bolting into retirement seven years before the clock struck 60, leaving my air carrier home of 26 years.
The bailout from my airline was more reaction to the morose conditions created there by a corporate raider than logic. But it was also part of my quest to satisfy some silly, primeval longing for a deeper spiritual life in a world that continues to threaten the theft of an aviator’s soul.
My “retire now” knee-jerk reaction should have triggered a fail flag in my brain, to move slowly, consider my options. Just like a bad sim ride, everything I’ve done in a hurry I’ve screwed up.
What's Up: With A Very Heavy Weaker Heart Here I GO!
By Larry Shapiro
Hey Lar, have an accident? “No thanks, I just had one.”
I know, I know bad joke… But there are many lessons to be learned and shared here, and I have a chance to use some of my old faithful bad jokes to tell my story.
Since I’m running out of money, send me a dollar and a note reminding me how many times you’ve heard me say, “Pilots have no common sense, and I think it doesn’t exist in General Aviation.” Then I could buy that house in the country I always wanted.
Because I am in the middle of what some of you might call a legal situation, I’d call it an inconvenience or a contribution to my lawyer’s retirement fund. I’ve been told anything I write could be used against me… hummm, the truth could be used against me… what an interesting concept.
Editorial: Spring Has Sprung
By Ed Downs
Earl Downs’ handcrafted Zenith CH601 XL-B. (Earl Downs)To be sure, there is plenty to complain about as this writer once again attacks the keyboard. Civil unrest, recent questionable rulings by the FAA, the second version of the pilot’s Bill of Rights now in process, emerging safety concerns about the basic flying skills of pilots and of course, the high cost of playing with our beloved flying toys. But let’s take a break and just go flying. It is, after all, spring and airshows, fly-ins, and breakfast flights are blooming all over the country. Occasionally this writer actually takes to the air for reasons other than business. Such was the case week ago.
Editorial: Crisis of Confidence
By Ed Downs
The crash of Germanwings Flight 9525 has left the entire aviation community stunned and horrified. It is becoming increasingly clear that this terrible loss of life was not the result of an accident, but of murder. It is also being disclosed that the co-pilot who perpetrated this mass murder was mentally unstable, and that a large number of individuals knew that. How can such a thing happen?
First, and most importantly, the staff of In Flight USA extends our sympathies and prayers to the families and friends of those lost. Such words are appropriate, but we understand they are completely inadequate. We are so sorry. The entire aviation community is looking inward to see how such a tragedy can be avoided in the future. Sadly, this is not the first time a flight crew member has taken the lives of innocent passengers while trying to satisfy a raging desire to “get even” by ending their own lives and the lives of innocent others. Suicide remains a difficult problem in many societies, as medical experts try and figure out why it is that seemingly rational people having no connection to any form of “suicide culture” feel that taking their own life is somehow a solution to supposed unsolvable problems.
FAA to Issue New Guidance on Sleep Apnea
The Federal Aviation Administration (FAA) continually works with the aviation and medical communities to ensure that pilots are fit to fly. On March 2, the FAA will issue new medical guidance to Aviation Medical Examiners (AMEs) that incorporates industry and Congressional feedback balanced with the FAA and National Transportation Safety Board’s (NTSB) safety concerns about pilots flying with Obstructive Sleep Apnea (OSA).
OSA inhibits restorative sleep. Untreated OSA always has been a disqualifying medical condition and will continue to be disqualifying. The FAA is not changing its medical standards related to OSA; however, it is revising the screening approach to help AMEs find undiagnosed and untreated OSA. The new guidance will improve safety and pilot health by reducing the burdens and disincentives that may have prevented some pilots from seeking an OSA evaluation and treatment.
On Low Tide
Editor’s comment: The “precautionary landing,” is not a topic that is directly addressed in the FAA Practical Test Standard. A diversion to an alternate airport is part of testing scenarios, but the concept of simply getting the airplane on the ground, perhaps not at an airport, is seldom taught and certainly not tested. It is tragic that accidents, which occur every year, could have been avoided if the PIC had simply accepted the fact that continued flight was not possible. In many cases, a landing on a suitable surface could have safety prevented continuing flight into worsening weather conditions or a power-off landing caused by fuel exhaustion or mechanical difficulties.
It is interesting to note that our Canadian neighbors face the potential of off-airport landings head on, especially if flying with Anna Serbinenko, a class one airplane and class one aerobatic instructor. Anna is also the only female aerobatic performer in Canada. Her passion for flying lifts her away from the daily routine into the sky with a three-dimensional freedom called “Sky Dancing.” Anna flies with the Canadian Flight Centre.
Established in 1979 and now in two locations, Boundary Bay, Vancouver, BC, and Kamloops, BC CFC has trained more than 3,000 pilots from over 20 countries. Graduates of Canadian Flight Centre are currently working at airlines around the world. Today, under Anna’s leadership, CFC trains “from tail wheel to turbine,” with a big variety of courses and aircraft. Special programs are now being offered to U.S. Pilots that include the techniques and skill described in Anna’s latest contribution to In Flight USA. For more about Anna and her airshow schedule: visit www.annaserbinenko.com. For beach landing experience and training in BC, contact Canadian Flight Centre www.cfc.aero, flying@cfc.aero, 604/946 7744.
One last note, you MUST visit this area of the world, just north of Seattle. It is SPECTACULAR!
By Anna Serbinenko
Anna Serbinenko after one of her “off airport” beach landings.When I was a student pilot, we were strictly banned from any “off-airport” landings. On one hand, now that I am a flight instructor, I can sympathize more than ever with the school’s mistrust of a student pilot’s common sense decision making skills, and the paranoia about the insurance. On the other hand, I cannot possibly think of endorsing a commercial pilot who has never landed in anything less than 2,000+ long paved level runways. They are simply not fit for commercial pilot duties.
In the Canadian airplane pilot syllabus, there’s an exercise called Precautionary Landing. A typical scenario used to motivate the student is, “what do you do if you are low on fuel?” Or “ what if you have a sick passenger on board?” Fuel management issue aside (what was so difficult about landing at the last airport you passed and put a few gallons in the tanks?), why on earth would you land with a sick person on board in the middle of nowhere instead of heading to the nearest airport to get qualified medical help? But what if there is no airport close by, a real issue in rural Canada (most of the country), or weather blocks access to an alternate airport?