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In Flight USA Articles
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.
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”.
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.
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.
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.
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.