We had a visitor on Thursday. The flight was a simulated air drop over Ouray. This area is much like foreign mountainous countries where the Air Force has to fly. The plane was a C-17 Cargo plane. It is a very large cargo plane which can hold two tanks, several airplanes (wings removed) and many troops. It was good to see a fine performance of our military that was give us today. It was a perfect decent from high altitudes through the valley between the mountains and a perfect drop of goods onto Ouray. Unfortunately, I had a camera malfunction after only a few shots. It was amazing to watch the precision with which the pilot brought the planes through the valleys and out the north end of town.
On this date, August 23, 1938, the Gwinn’s Aircar crashed and killed two.
Gwinn had designed what he deemed was a safe, roadable airplane after two years of dedicated research and development, and in 1935 he organized the Gwinn Aircar Company Inc. in Buffalo, serving as the new firm’s president and chief engineer. Two years later, the prototype Gwinn Aircar was completed and test-flown by Richard K. Bennett, who also gave well-known aviator Frank Hawks the chance to test the new plane. After Hawks flew the Aircar in Buffalo, he was so enthusiastic about its performance that he agreed to become Gwinn Aircar’s vice president in charge of sales.
The Gwinn Aircar Company of Buffalo, NY was formed in 1935 by Joseph M Gwinn, Jr, former Chief Engineer at Consolidated Aircraft Corporation. The ‘Aircar’ was designed as a ‘foolproof’ airplane that would be simple and, above all, safe to fly since it would neither stall nor spin. The aircraft first flew in early 1937 and received Civil Aeronautics Authority Approved Type Certificate 682. Gwinn hired Frank Hawks, racing pilot and record setter, and Nancy (Harkness) Love, another famous pilot, to tour the country demonstrating the aircraft. On 23 August 1938, Hawk failed to clear high tension power lines while taking off in the Aircar and was killed in the resulting crash. Gwinn suspended production and closed the Aircar plant.
By Ralph McCormick
If what has been reported to FLY-LOW Publications is true, there needs to be more inquiries about the crash of the Air Force Thunderbirds plane.
I have it from “reliable” sources that the Air Force Thunderbird plane that crashed in Colorado Springs, CO, was forced to remain in the air “waiting” for the president to arrive late after the pilots of two of the four planes called, “Bingo Fuel.” That means that the plane is almost out of fuel. All the reports that I read basically said that it was engine trouble, had a problem, no know cause and other “spin” stories. If what I hear through circles is true, someone wanted all four planes in the air until the “tardy” president showed up at the stadium. This decision was at no matter the cost. The cost could have been very high if the plane had run out fuel just before the stadium; thus crashing into the crowd.
The flyover is an annual event for the Air Force Academy. The question of “Who did it?” will never be announced to the public. It was no doubt someone in the Obama organization or a high-ranking military commander. The plane cost at least thirty million dollars…. That isn’t how serious it could have been. The rapid escape by a rocket under your butt isn’t always safe. One can be injured in the ejection process or dead if the rocket doesn’t fire. Forrest Gump’s mom always said, “Stupid is as stupid does.”
In about a year, a simple line will be placed in the NTSB accident report that the accident was caused by “fuel exhaustion.” Who pays for the loss of the plane?
And so it goes…..
In the wording about the new Non-medical-medical, there are several things that will cause concern. One is, the FAA has one year in which to come up with an FAA plan that will be put into place. One year to make it what the FAA wants and it may or may not be similar to the Bill as presented today. Is that good or bad? Who knows? It appears that AOPA and EAA will track the progress in order to maintain the Bill as sent to the FAA. The bill has changed much in the past four years. I know that a lot of pilots are excited that it passed, but one must read the whole package. Without question (as it today stands) anyone with any type of medical problem that would take a special issuance will still have to get a medical passed ONE MORE TIME. And at best this will take another two years to see it in place (we know how slow the propeller turns at the FAA). A copy of the Bill of Rights 2 is posted on our website at http://www.fly-low.com/pilots-bill-of-rights-2/ Bill of Rights 2. Here is the page, Take a read.
If you have an opinion, will you please send it to firstname.lastname@example.org. I believe that the law as first written and submitted was a good one. After complaints (who can guess why) by several groups (one being the Airline Pilots Association) submitting what AOPA called embellished and incorrect data to those in Congress, the Bill changed dramatically. There appears to be no substantial reason to believe (according to NTSB DATA) that pilot’s medical issues in the air have . Most aircraft deaths are pilot error… flying VFR into IFR… etc.
Throttle Forward and Fly-Low…..
For many years, Henderson University has operated the airport owned by the city of Arkadelphia, AR. Henderson is the only college offering a four-year aviation program. Recently, it came time for change and a new Director to make the change and continue the airport as a city business. A call went out to applicants and of those who applied, one was selected. She is Michelle Anthony from Walnut Ridge, AR.
When asked why Michelle was chosen ase the new director of the Arkadelphia airport, Jimmy Bolt, City Manager said, “When the City of Arkadelphia was faced with transitioning from Henderson State University as our FBO to running it ourselves, we realized we had a unique opportunity. The Arkadelphia Airport needed to run as a business so it could continue to serve as an economic partner as well as a classroom to Henderson’s aviation program. Our search led us to Michelle Anthony.
She has exceeded my expectations with her professionalism, vision and tireless concern for excellence and safety. Her rapport with those in the aviation industry on a state level and the users on a grassroots level reinforced my first impressions of her. She is not only as a capable manager, but enthusiastically markets what I consider a new business for the city of Arkadelphia. “
Michelle Lee Anthony, Airport Director
Michelle worked as director of the Walnut Ridge Airport – KARG Oct 6, 2010 – April 15, 2016 and now works at the Arkadelphia (AR) KADF April 18, 2016. When asked what draws her to aviation Michelle said, “I have a passion for airports. I do not have an interest in becoming a pilot even though I love flying…. especially in a helicopter and T28. I enjoy learning about aviation and promoting our airports. The challenge of taking an airport from it’s present state and moving it forward to a better place give me motivation. Something I learned from John Knight, past director of Department of Arkansas Aeronautics, and FAA…. a simple phrase that makes you go hmmmm…… a mile of runway can take you all over the world – one mile of road will only take you one mile.“
WHAT PILOTS SAY
I first met Michelle when we stopped for fuel at Walnut Ridge. She met us on the line, got us parked and took our request for fuel. She had us go inside and make ourselves at home, which we did; all while making us feel special. Over the years Michelle and I had several occasions to work together. She was instrumental assisting with the state’s earthquake preparedness plan. Walnut Ridge would be one of the primary airports used should the “big one” hit. Michelle has taken her kind personality and her talents as airport manager to a new home at Dexter B. Florence Field in Arkadelphia Arkansas.
Barry Saffold, Pilot
Another pilot comment:
I have landed at many airports including KARG on numerous occasions. I can honestly say that the hospitality and the service at KARG from the quick turn around of the airplane to the cleanliness of the facility was always top notch. The ice cream along with the various other snacks were always a nice addition as well especially on hot days. Michelle has always had a keen awareness of the needs of the pilot and their passengers. Michelle has always recognized the importance of treating pilots not as a burden to the system, but as a valued customer. As a result she made Walnut Ridge a must stop for cross-country pilots needing fuel or airport services.
HENDERSON STATE UNIVERSITY
Department of Aviation
Henderson State University in Arkadelphia is the only university in Arkansas that offers a four-year degree in aviation. Henderson has had a long affiliation with flight training dating back to the late 1930’s. Henderson began training pilots for the military in 1937 and continued training aviation cadets during World War II. It has been involved in flight training ever since and formalized its aviation degree program in 1972. Henderson’s goal today is to provide students with the training and education necessary for a career in the professional aviation industry in the safest environment possible, whether they want to fly for the airlines, manage the airports they serve, or manage the fleet they fly.
Henderson currently offers three-degree tracks for their 120+ aviation majors. Those tracks are the professional pilot track, aviation management track, and aircraft maintenance management track. Flight training is offered to qualify for the following certificates and ratings: Private Pilot Certificate, Commercial Pilot Certificate, Instrument Rating, Multiengine Rating, Flight Instructor Certificate, Instrument Instructor Rating, and Multiengine Instructor Rating. Henderson’s Department of Aviation was also granted authority by the FAA to certify eligible graduates for an Airline Transport Pilot certificate with reduced aeronautical experience in the fall semester of 2013.
Henderson’s fleet of 17 aircraft and its flight-training center are based at the Arkadelphia municipal airport.
BY BOB WORTHINGTON
WHAT THE MEDICAL REFORM LAW MEANS TO PILOTS
For many private pilots who fly the typical 2 to 4 seat GA aircraft and only fly for themselves and who have no problems passing a Class III FAA medical exam, this new medical reform law will mean doing away with the hassle and expense (and perhaps concern and worry) of taking and passing an FAA medical evaluation every 24 months. Once the FAA puts this new law into effect, most non-commercial, GA pilots will be happy. But be aware that this law is not a blanket medical pass for everyone. The FAA will still require every non-commercial pilots to get at least one FAA medical and some pilots with certain medical conditions may still be required to take periodic medical exams to fly. Here are some aspects of this new medical reform law.
First, it applies to specific aircraft and flying parameters. Size of aircraft, speed, altitude, etc. The new medical law is designed for non-commercial private pilots who will only be flying for themselves.
Second, the FAA must take the new law and then put it into the correct FAA language and tailor it to fit into the current various medical laws in place. For example the FAA has a list of medications which are not allowed if a pilot wants to fly. This will not change so a disallowed medicine will remain a disqualifier for flying. Every pilot (or student pilot) must have a one-time-only medical. Pilots who have not been denied a medical within 10 years may not have to get another medical (again I said “may not” as certain existing medical conditions, described below, may require more medical tests and passing them as in a special issuance).
Third, the FAA has a year to create the verbiage for this new law. If the FAA does not do this within a year, no enforcement action can be taken against a pilot who complies with the new law (even though the FAA has not issued the new law, yet).
Forth, there are three medical areas that will still need a special issuance (one time only for most but there are some medical conditions that will require medical evaluations periodically). These three medical conditions/areas are cardiology, neurology, and psychology (mental health). And certain psychological and neurological conditions may need to be recertified every two years. Even if a pilot has a special issuance in one of these areas now, he/she may be required to take another special issuance evaluation. Details for implementation in these areas still have to be worked out by the FAA.
Fifth, when the FAA established the LSA pilot medical perimeters, the FAA also placed numerous restrictions on what a LSA pilot could fly and how (altitudes, day VFR only, weight of aircraft, number of passengers, top speed, etc.). So operating limitations were created and the medical requirements were simple (never being denied a medical and having a valid driver’s license). A pilot could not fly PIC as a private pilot or higher on a driver’s license, he/she is limited to LSA rules (or lower) only.
But, under the new medical laws, the limitations are less stringent (night flying, IFR flying, up to 18,000 ft., larger SEL or MEL planes that meet the new requirements, etc. are allowed under the medical reform) so just having a driver’s license won’t cut it. A one-time-only medical is required and there are additional medical hoops to jump through if a pilot has certain medical conditions or certain medicines are required. Again, the FAA has to specifically write out the details on how this will be handled. So until the FAA rewrites the new medical rules or a year passes, the old rules still apply.
So if a pilot’s Class III medical expires before the FAA creates the new medical rules and he/she wants to fly, a new medical is required. If a special issuance expires, a new one is required to continue to fly. If a pilot encounters a new medically disqualifying condition (like open heart surgery with a valve replacement), a pilot needs to get a special issuance to fly as a PIC.
For a pilot who is in good health, the new medical exam requirements become rather simple. Even so, a periodic medical exam by a pilot’s local physician is required (but not reported to the FAA) as well as taking an Internet on-line medical course (yet to be determined by the FAA). Details still must be worked out by the FAA and published as part of the medical reform law. For pilots with certain medical conditions, the pilot will still need to show the FAA they are medically okay to fly as PIC. But this hurdle may be a one-time-only requirement. On the other hand there are certain medical conditions that will require periodic evaluations to continue to fly as PIC.
Bob Worthington email@example.com
TFRs – An Airspace Shell Game
By Rose Marie Kern
It’s that time of the decade again…politicians abound, bouncing from place to place across the country, usually getting in everyone’s way while spouting their messages of discontent. Whether you root for Republicans, dig the Democrats or (like me) lean towards the Libertarians, you have got to keep at least three flight levels ahead of them if you don’t want to be caught in their jetwash.
The FAA tries to give you as much information about political movements as possible with Temporary Flight Restrictions (TFR’s). You can expect them whenever the seated President or Vice-President is on the move, and once all the teams have selected their quarterbacks you will see them popping up to protect airspace around them as well.
Any TFR restricts certain aircraft from flying within specific areas. These areas are defined both geographically and by altitude. For instance, a TFR that is issued for a forest fire may restrict all aircraft from flying within a 10 mile radius of a navaid, such as a VORTAC, or Latitude/Longitude (L/L) point, or if the area is particularly large, a series of radial/DMEs or L/L points may be used to define it. The TFR will also contain an altitude from the surface upwards which may be defined as either MSL or AGL. Aircraft must fly over it or around it.
The TFRs are issued according to specifications in the Code of Federal Regulations. If you look it up, find 14 CFR. Each type of TFR relates to a different section of that document. Some of them have exceptions to the rule, as with a forest fire TFR where the pilot’s home base is within the restricted area, but you have to thoroughly read the section of 14 CFR that is specified in the TFR to determine if it allows any exceptions.
A Presidential TFR, also known as a VIP TFR is more complicated, and pilots in those areas are monitored intensely. It is issued several days in advance and effective throughout the Presidential visit. Several days prior to a Presidential visit, the FAA issues a VIP Temporary Flight Restriction (TFR) which is transmitted to all Air Traffic Control facilities and online to those websites that serve the aviation community. The TFR describes concentric circles around wherever the President is planning to be. Typically, the outer circle may be a radius from 10 to 30 miles wherein all aircraft flying below 18,000 feet must be in contact with Air Traffic Control and identified on radar. Aircraft can still land and depart from airports located in that area. You must be on a VFR or IFR flight plan, and a transponder code is required.
The inner circle is usually a 10 mile radius wherein only specific aircraft are allowed to fly at all, usually military, police and emergency medical flights, and scheduled air carriers. Any airport existing inside that 10 mile radius is restricted from any other activity by civilian aircraft.
In other words, if you are flying on an airline, your landing or departure will be delayed while the president is physically at the airport, but once he leaves you will be allowed to continue. However, say you wanted to hop into your private plane and get your currency, or fly up to Aunt Mabel’s place, until the TFR is lifted you will not be allowed to leave or arrive at that airport – or any other airport within the 10 mile boundary. This also applies to part 135 air taxis and package haulers.
For example, let us assume Air Force One were to land at Phoenix International, and then the President was driven to a hotel 5 miles east where he was to stay during the course of his visit. For whatever length of time he was there, no unauthorized aircraft would be allowed to land or depart from the airports located at Mesa, Stellar, Williams or Chandler airports, as well as Phoenix itself.
TFR’s issued for the Vice-President and white house hopefuls are much smaller, usually a 3 nautical mile radius below 3,000 AGL. Unfortunately, these grandstanding politicos tend to be bodies in motion – and the TFR’s move with them – if they land and do a bus or train tour – the TFR’s get very complicated. The Lockheed Martin pilot briefers receive daily updates on these movements and have maps showing which airports are affected.
If you are planning any future flights you can access the official TFR information throughWWW.TFR.FAA.GOV. The information is arranged by the city and state closest to the TFR and the type of TFR it is.
Presidential TFRs are listed under VIP. If you click on a listing, the computer will bring up a map and dialogue concerning when and where pilots are not allowed to fly. If you access the list, you can limit the list by clicking on TYPE and then selecting VIP from the dropdown list. Under the map there is a link called “sectional chart” which shows the boundaries in more detail including what airports will be affected. The information concerning Time periods in a Presidential TFR are written in both Universal Coordinated Time (UTC) and in local time using a 24 hour clock.
The graphic seen here is from the PilotWeb site (afss.com). When your route of flight has been entered in the pilot briefing tool you can open the TFR Tab and see whether or not your route of flight intersects a current TFR. This is valuable as it gives you a chance to figure out if you are going to need a re-route before you fly. The text to the left describes the area and the restrictions associated with it in greater detail. If you have problems interpreting it, just call flight service.
Rose Marie Kern has worked in ATC since 1983. If you’d like to ask Rose a question send her an email at firstname.lastname@example.org.
FREDERICK, MD – Third class medical reform will once again go to the full Senate for a vote, this time as part of the National Defense Authorization Act (NDAA). The Senate Armed Services Committee on May 13 approved the NDAA, including third class medical reform language from the Pilot’s Bill of Rights 2 (PBR2), by a vote of 23-to-3. The full Senate is expected to take up the measure later this month.
“This is great news for general aviation,” said Mark Baker, AOPA president and CEO. “Third class medical reform is vital to our community, and it has widespread bipartisan support. We applaud Sen. James Inhofe and the Senate Armed Services Committee for taking action to update an unreasonably cumbersome system that costs pilots millions of dollars and countless hours while doing little or nothing to improve safety.”
Inhofe (R-Okla.), who introduced PBR2 and has championed its adoption by the Senate, expressed appreciation for AOPA’s consistent support of the legislation. “Including the Pilot’s Bill of Rights 2 in the National Defense Authorization Act demonstrates the commitment of the Senate to getting third class medical reform passed this year,” said Inhofe. “As always, I thank AOPA for all of the hard work they’ve done to make this a priority in Congress. I look forward to working with them to get this across the finish line.”
The Senate has already approved third class medical reform language from the Pilot’s Bill of Rights 2 (PBR2) twice in the past five months—first as standalone legislation and then as part of the Senate’s FAA re authorization bill.
May 20th through 22
GET AWAY FROM THE CROWD AND TOWER.
Come land and camp on the beautiful green grass of Mack Mesa. Join us and your friends for a outstanding weekend of flying, fun and action on the strip. This is the 4th annual Fat Tire Jamboree and is shaping up to be the greatest. Just bring your aircraft and camping gear as our local EAA chapter will be offing all meals, beginning with Friday night’s dinner. Bathrooms and Ice will be available on site. Please RSVP, contact info below.
• Pilot Skills Contest – (two weight classes) Spot Landing, Short Field Landing, Obstacle Landing. (Saturday)– starting at noon
• Hubbard / Gateway Pilot Lunch (Saturday) – Open
• Poker Run (Friday Evening and Saturday) – Open
• Short Field Take Off (Saturday) – Saturday Evening
• Aero Cross – TBD
On Site Activities
• Live Band Saturday Night –
• Cannon Ball Launch – Saturday Night
• Twin Otter/Porter Static Display/Miller Stearman – TBD
• High Line Lake State Park Lounging – Open
• Corn Hole & Tight Rope Walk – Open
• Skill Contest Awards – Saturday Night
• Bonfire and music
• Friday Night Dinner (May 20th) – RSVP
• Saturday Breakfast (May 21st) – RSVP
• Saturday Lunch Mack (May 21st) – RSVP
• Saturday Dinner (May 21st) – RSVP
• Sunday Breakfast Grab and Go! (May 22nd)
Please RSVP for any of the great meals that you and your passengers wish to join us!
Use http://flycolorado.org/index.php/locals … -jamboree/ to easily register for the Fly-in!
or call/email us at: