MAKE CHAPTER 288 YOUR AVIATION HOME! E-AB, TYPE CERTIFIED, VINTAGE, WARBIRD, ETC.
Welcome TO OUR WEBSITE
THE NEXT EAA 288 MEETING WILL BE AUG 18
THE ANNUAL CONVENTION - IS NOW IN THE HISTORY BOOKS
MAKE CHAPTER 288 YOUR AVIATION HOME! E-AB, TYPE CERTIFIED, VINTAGE, WARBIRD, ETC.
THE ANNUAL CONVENTION - IS NOW IN THE HISTORY BOOKS
The next date is approaching and we’re already making preparations.
TONIGHT - AUG 16, 9PM - BE SURE TO WATCH THE ROLLOUT OF THE ARTEMIS ROCKET FROM THE VAB TO THE LAUNCH PAD. THE ROLLOUT BEGINS AT 9PM AND YOU CAN SEE IT BY CLICKING HERE:
WE HAVE TWO NEW FEATURES
FEATURE # 1-----SEE WHAT OUR MEMBERS ARE BUILDING
FEATURE #2----KOEHLER KORNER
To read them, click on: The Aviation & Space News at the top of this page
then click on: Pilots and Builders
CONGRATULATIONS TO EVERYONE IN THE CHAPTER AS EAA 288 WAS AWARDED A PLAQUE FOR 30 YEARS OF FLYING YOUNG EAGLES!!!!
THE SONEX TWO SEAT JET PROTOTYPE WAS AT AIRVENTURE
THE NEW VAN'S RV-15 is airborne!
The ScaleBirds P-36 Radial-Engined Replica Is Flying
You can learn more about these aircraft by clicking the Aviation and Space News tab at the top of the page and then click on Aircraft Related Stuff.
Click here: firstname.lastname@example.org to contact the
EAA288 Webmaster, Rick Weiss
EAA288 2022 DUES ARE DUE. DO YOU WANT TO PAY THEM ONLINE?:-)
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Also, please send your stories, first flight info and photos (.jpg) to the email address above and I'll do my best to include them.
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CONGRATULATIONS TO GRANT BOWMAN OUR 2021 RAY SCHOLARSHIP AWARD WINNER
HE PASSED HIS CHECKRIDE ON NOV 17, 2021
Chapter 288 works to continue the spirit of general aviation in the Daytona Beach area. We host several events throughout the year for our members which feature prominent aviators and aviation technology.
Chapter 288 members also volunteer at aviation related functions throughout the community to teach people about general aviation. Volunteering at local airshows and hosting Young Eagles events are some of the ways that EAA 288 members participate in the community.
Chapter 288's members are also very involved with the EAA on a national level. The chapter also has a good turnout at the EAA's annual fly-in, 'AirVenture', in Oshkosh, Wisconsin.
We welcome you to join our Chapter.
Tom Poberezny, the retired president and chairman of the Experimental Aircraft Association, is being mourned by EAA and aviation communities after his death early Monday, July 25, at age 75, following a brief illness. Tom was EAA president from 1989 until 2010, and also served as chairman of the board for two years until his retirement in 2011.
“It is not lost on us that Tom’s passing occurred on the opening day of EAA AirVenture Oshkosh, the event he led into world prominence as its chairman beginning in the 1970s,” said Jack J. Pelton, EAA CEO and chairman of the board. “Tom’s legacy is tremendous in the world of aviation with his personal achievements as well as the growth of EAA, especially the development of the current EAA Aviation Center in Oshkosh, the Young Eagles program, and the creation of sport pilot nearly 20 years ago. He will be greatly missed, but more importantly, he will be remembered for all that he did for EAA and aviation. Our deep condolences and prayers go to Tom’s wife, Sharon, and his daughter, Lesley, and the rest of the Poberezny family.”
An accomplished aviator in his own right, Tom was a member of the U.S. National Unlimited Aerobatic Team that captured the World Aerobatic Championships in 1972. The following year, he won the U.S. National Unlimited Aerobatic Championship. He subsequently flew for 25 years as one wing of the legendary Eagles Aerobatic Team (originally the Red Devils), the most successful civilian precision flying team in history.
During his career with EAA, Tom oversaw a number of the organization’s milestone events. In the late 1970s he spearheaded EAA’s first major capital campaign, which supported construction of the current EAA Aviation Center headquarters and museum complex at Wittman Regional Airport in Oshkosh, Wisconsin.
In 1992, he led the creation of EAA’s Young Eagles, which has become the most successful aviation youth program in history. Realizing the importance of mentoring to the future of aviation, EAA aimed to give 1 million kids between the ages of 8 and 17 an airplane flight by the centennial of powered flight on December 17, 2003. The 1 millionth Young Eagle was flown in October 2003, celebrating the efforts of 85,000 EAA volunteers to reach the goal. The Young Eagles program has now flown nearly 2.3 million young people.
In 2002‐2003, Tom led EAA’s Countdown to Kitty Hawk program, which commissioned the construction of the first completely authentic reproduction of the 1903 Wright Flyer — the airplane that gave birth to powered flight. The airplane successfully flew at Kitty Hawk, North Carolina, in late 2003 and was present on those hallowed grounds on December 17, 2003 — 100 years to the minute from the Wrights’ first flight.
Memorial services were Aug 4 and can be viewed via the following link:
EAA AirVenture Oshkosh 2022
It's in the books, and it turned out to be a record setting year. “We introduced a tagline of ‘Unlike Anything Else’ for this year’s AirVenture event and 2022’s fly-in proved to truly be unlike anything else,” said EAA CEO and Chairman Jack Pelton. “We had seven days of nearly perfect weather, along with this year’s programs and activities, which brought out people and airplanes in numbers that we haven’t seen before.”
This year’s attendance was approximately 650,000 people, which was 7 percent more than 2021’s attendance, and exceeded the previous record of 642,000 which was set in 2019.
“There were several factors involved in the record attendance this year, in addition to the great weather,” said Jack. “Programs such as the 75th anniversary of the U.S. Air Force contributed to exciting aerial displays all week, and it was a joy to welcome our international visitors back in full force for the first time since 2019.”
Here are some other details from this year’s fly-in:
Total aircraft: More than 10,000 aircraft arrived at Wittman Regional Airport in Oshkosh and other airports in east-central Wisconsin. At Wittman alone, there were 18,684 aircraft operations in the 11-day period from July 21-31, which is an average of approximately 121 takeoffs/landings per hour when the airport is open.
Total showplanes: 3,226, including: 1,375 registered in vintage aircraft parking, plus 1,156 homebuilt aircraft (up 6 percent over 2021), 369 warbirds (up 5 percent from ’21), 137 ultralights, 87 seaplanes, 77 aerobatic aircraft, and 25 rotorcraft.
Camping: More than 12,000 sites in aircraft and drive-in camping accounted for an estimated 40,000 visitors.
Forums, Workshops, and Presentations: More than 1,400 sessions hosted throughout the week.
Social Media, Internet, and Mobile: More than 10.6 million people were reached by EAA’s social media channels during AirVenture, with engagement of 1.1 million; More than 83,000 hours of viewing EAA video clips online also occurred during the event.
International guests: International visitors returned in a big way in 2022, with attendees from 92 countries outside the U.S., just one behind the record total from 2019.
The Gathering shines: The EAA Aviation Foundation’s annual event to support its aviation education programs attracted more than 1,000 people and raised more than $2 million dollars that will be focused on EAA’s mission of growing participation in aviation.
Media: 797 media representatives on-site, from six continents.
Economic impact*: $170 million for the five counties in the Oshkosh region (Winnebago, Outagamie, Fond du Lac, Calumet, and Brown). * - based on 2017 University of Wisconsin Oshkosh economic impact study.
Looking ahead to 2023, Jack pointed out that the early planning conversations have already begun.
“We’re going to take a little time to give our staff and volunteers a well-deserved rest, but there were numerous discussions at AirVenture 2022 about possibilities for next year,” he said. “Certainly the 70th anniversary year of EAA will be among the big considerations as we look forward to next year’s edition of The World’s Greatest Aviation Celebration.”
The Sonex Waiex-B was completed and taxied under its own power at 1630 Sunday at AirVenture 2022!
WASHINGTON—The Federal Aviation Administration (FAA) has added a new feature to MedXPress that allows pilots to track the status of their medical certificates online throughout the application and review process. Prior to adding this new feature, pilots had to call the Office of Aerospace Medicine to check their application status. “If you can track where your ridesharing car is or the status of a company delivering your package, pilots should be able to see online the real-time status of their application,” said Federal Air Surgeon Dr. Susan Northrup “We will continue to explore how we can be more transparent with the aviation community.” As soon as an application is submitted, it will appear in the pilot’s MedXPress profile. Status updates will change as the application moves through the FAA’s review process. If an application is deferred or denied, the applicant will receive detailed information through the mail. The certification process itself does not change. To learn more about the entire FAA medical certification process, click the button below.
The FAA has announced the impending migration of Airworthiness Directives to the Dynamic Regulatory System, or DRS, that will result in all ADs being published on the new system from August 16th, 2022.
The change will allow the administration to simplify the record keeping and dissemination of documents contained within its Regulatory Guidance Library. Those referring to ADs should be familiar with the new system, as new directives will be available solely on the DRS. Current users with a subscription to AD and EAD alerts “may still receive notifications about ADs and EADs,” said the announcement, though new subscribers are advised to use the FAA GovDelivery Service. The FAA will continue to provide mailed copies of the AD Biweekly, since it is a paid subscription overseen by the Government Printing Office.
The migration includes Emergency Airworthiness Directives (EAD), Airworthiness Directives (AD), and Biweekly Airworthiness Directives (AD Biweekly). The DRS is a fresh addition to the regulatory ecosystem, being unveiled earlier this year as the replacement for the Flight Systems Information Management System (FSIMS). The FAA intends for the DRS to become a one-stop shop for all things compliance, a “comprehensive knowledge center of regulatory and guidance materials from the office of aviation safety”. Of course, as a single resource, any other service or office pertaining to flight will be included as well.
EAA CHAPTER 72 - PIKES PEAK REGION
In 2018, a nearly completed RANS S-19 was offered to EAA Chapter 72 as a gift. After we got over the shock and pleasure of this gift, we determined the best use of this extremely well built aircraft would be to raffle the aircraft off. The proceeds of this raffle will be dedicated to scholarships for pilot and mechanic training. In addition, our Chapter will acquire a flight simulator for our region’s pilots to use for recurrency and advanced training. In the interim, until now, we have completed the aircraft with only final paint to be applied in June 2022. EAA Chapter 72 will raffle off a brand new 2022 RANS S-19. There will ONLY be 2500 tickets sold for $100 apiece and sales will begin January 1 and end on December 16, 2022, or sooner if the tickets are sold out prior. The raffle drawing will occur on December 17, 2022 or sooner if all tickets are sold.
The Biden administration has nominated Phillip Washington as the next FAA administrator. Washington is currently serving as CEO of Denver International Airport (DEN), a position he has held since July 12, 2021, and his first aviation-related role. Before taking over at DEN, he worked as CEO of the Los Angeles County Metropolitan Transportation Authority (Metro) and CEO of the Denver Regional Transportation District. Born in Chicago, Illinois, Washington served in the U.S. Army for 24 years. He holds a bachelor’s degree in business from Columbia College, a master’s in management from Webster University and is a graduate of the Harvard University Kennedy School for Senior Executives in State and Local Government. In addition, Washington led the Biden administration’s transportation team during the presidential transition. Washington will need to be confirmed by the U.S. Senate prior to stepping into the five-year position.
Section 61.65(d) contains the aeronautical experience requirements for a person applying for an instrument-airplane rating. Section 61.65(d)(2)(ii)(C) states, in relevant part, that an applicant must complete 40 hours of actual or simulated instrument time that includes at least one cross country flight that is performed under instrument flight rules and involves "three different kinds of approaches with the use of navigation systems." As noted, the FAA has previously issued two legal interpretations to address what constitutes "three different kinds of approaches with the use of navigation systems." The Glaser interpretation, issued in 2008, concluded that an applicant for an instrument rating must use three different kinds of navigation systems to meet § 61.65(d)(2)(ii)(C). The Pratte interpretation, issued in 2012, confirmed the conclusion in Glaser and further concluded that precision approach radars (PAR) and airport surveillance radars (ASR) are not considered navigation systems for the purpose of meeting the requirements in § 61.65(d)(2)(ii)(C). For the reasons provided in this memorandum, the Office of the Chief Counsel has decided to rescind the Glaser and Pratte interpretations.
A SpaceX Falcon 9 rocket will launch a batch of new Starlink satellites into low earth orbit. The Falcon 9’s first stage booster also land on a drone ship in the Atlantic Ocean. Watch the launch and landing at SpaceX.com
UPDATE: AUG 16, 2022
Starting Tuesday evening (Aug. 16), the rocket, deemed more powerful than any before, will take a 4-mile (6.4 kilometers) one-way trip atop the fortified Crawler-Transporter 2 at the glacial speed of 1 mph (1.6 kph) while burning a gallon (3.8 liters) of diesel fuel every 42 feet (13 meters). If all goes well, the Artemis 1rocket's next major journey will be launch, currently targeting Aug. 29.
To celebrate, NASA has released the first installment of the "Path to the Pad" video series chronicling the events surrounding this month's milestone mission. This premiere chapter focuses on the gargantuan Space Launch System (SLS) rocket itself, running through the complex assembly process and jaw-dropping statistics for the most impressive launch vehicle NASA has ever constructed. With an astonishing 8.8 million pounds of thrust, this epic candle is truly the king of the launch pad.
UPDATE: AUG 5, 2022
Artemis I is the first test of NASA’s deep space exploration systems, with the Orion spacecraft launching atop the massive Space Launch System (SLS)rocket. This mission is the first in a series of missions to demonstrate NASA’s ability to extend human existence to the Moon and beyond.
UPDATED July 21, 2022
NASA is working toward three "placeholder" launch dates for Artemis 1, an uncrewed test flight around the moon that serves as a keystone in testing for future human missions: Aug. 29, Sept. 2 and Sept. 5. These dates are pending repairs and tweaks, however, to the Space Launch System rocket and related systems in light of results from a "wet dress rehearsal" June 20 that NASA declared a success, officials said in a teleconference with media held on Wednesday (July 20).
"It's not an agency commitment," Jim Free, NASA's associate administrator of exploration systems, said of the interim launch dates. NASA will announce a more firm commitment about one week before the launch, he said, when the agency completes its standard flight readiness review of the Artemis 1 stack, including SLS and the Orion capsule riding atop the rocket.
UPDATED June 21, 2022
NASA failed to complete a fourth critical “wet dress rehearsal” of its massive Space Launch System moon rocket Monday June 20 . That could mean a delay in the launch of Artemis I, the uncrewed around-the-moon mission now targeted for August. Any delay will likely push the return of astronauts to the moon, now slated for 2025, further into the future. But despite not completing the countdown as planned, NASA officials said they considered the exercise a success as they had reached most of their objectives and collected tons of data to review. NASA Deputy Associate Administrator Thomas Whitmeyer compared the rehearsal to putting together a jigsaw puzzle. “We got an awful lot of the pieces put together,” he said during a teleconference with reporters Tuesday. “And we have a pretty good idea what the puzzle looks like.” Whitmeyer said officials will have a better idea if an August launch was still viable in a few days after reviewing the data from the rehearsal. Teams at Kennedy Space Center began the exercise Saturday evening with the goal of going through all the prelaunch checklists — including fueling the rocket's tanks — and counting down to nearly T-0 as if it were launch day for the rocket's uncrewed trip around the moon. They made it to T-10 minutes before a leaky hydrogen valve forced officials to end the rehearsal early. “There is the possibility of another WDR out there,” said NASA spokesman Derrol Nail, during a NASA broadcast of the countdown, though NASA officials Tuesday said they had not made a decision on whether or not to repeat th exercise.
UPDATE JUNE 6th
Artemis I will be the first integrated test of NASA’s deep space exploration systems: the Orion spacecraft, Space Launch System (SLS) rocket and the ground systems at Kennedy Space Center in Cape Canaveral, Florida. The first in a series of increasingly complex missions, Artemis I will be an uncrewed flight test that will provide a foundation for human deep space exploration, and demonstrate our commitment and capability to extend human existence to the Moon and beyond. During this flight, the spacecraft will travel 280,000 miles from Earth, thousands of miles beyond the Moon over the course of about a three-week mission. Orion will stay in space longer than any ship for astronauts has done without docking to a space station and return home faster and hotter than ever before.
UPDATE APRIL 26TH
NASA will roll its Artemis 1 moon rocket off the launch pad today (April 25), and you can watch the action live. The huge Artemis 1 stack — a Space Launch System (SLS) rocket with an Orion crew capsule on top — is scheduled to roll off Pad 39B at NASA's Kennedy Space Center (KSC) in Florida today at about 5:30 p.m. EDT (2130 GMT). Watch it live at space.com
UPDATE APRIL 18TH
Artemis 1's Space Launch System was attempting to complete a "wet dress rehearsal" that began April 1, but after several failed attempts at fueling, the team has decided to roll the stack off Pad 39B and back to KSC's Vehicle Assembly Building to replace a faulty valve and address a leaky umbilical.
Artemis I, formerly Exploration Mission-1, is the first in a series of increasingly complex missions that will enable human exploration to the Moon and Mars.
Artemis 1 is a planned uncrewed test flight for NASA's Artemis program. It is the first flight of the agency's Space Launch System super heavy-lift launch vehicle and the first flight of the Orion MPCV. NASA began the Artemis 1 wet dress on April 1 and intended to wrap it up on April 3. But several technical issues cropped up, twice foiling efforts to load propellant into the SLS' tanks. The mission team initially delayed and ultimately aborted the test, to accommodate the launch of the private Ax-1 astronaut mission, which lifted off from a neighboring pad at KSC on April 8. The plan was to resume the wet dress on April 11. But team members soon discovered a faulty valve in the Artemis 1 stack's mobile launch tower, a problem that pushed the beginning of the procedure back to April 12 and caused a modification to the test design: The team decided to fuel up only the SLS core stage, not its upper stage as well. The wet dress was supposed to conclude April 14, but that's not happening, given that the mission team won't perform the scheduled simulated countdowns. We'll have to stay tuned to learn about the agency's next steps. Uncertainty also surrounds the Artemis 1 launch date; NASA will not set one until the wet dress is done and the resulting data analyzed, agency officials have said. Artemis 1 is a prelude to Artemis 2, which is expected to launch astronauts around the moon in 2024. Artemis 3 will land astronauts near the lunar south pole in 2025 or 2026, if all goes according to plan.
A SpaceX Falcon 9 rocket successfully launched a batch of Starlink satellites into low earth orbit. The Falcon 9’s first stage booster also successfully landed on the drone ship 'A Shortfall of Gravitas', in the Atlantic Ocean off the coast of NC. Watch the rerun of the launch and landing at SpaceX.com
A lunar orbiter designed by the Korea Aerospace Institute (KARI) to demonstrate the technologies, survey lunar resources and produce a topographical map.
The launch and landing were both successful. This was the 106th landing of a booster stage.
SpaceX's next cargo mission to the International Space Station was launched July 14th. The robotic flight, called CRS-25, sent a SpaceX Dragon capsule toward the orbiting lab atop a Falcon 9 rocket from NASA's Kennedy Space Center in Florida on Thursday evening, in a spectacularly beautiful launch. The liftoff had been scheduled for Friday (June 10), but that's didn't happen, with no explanation provided. The Falcon 9’s first stage booster landed on a drone ship in the Atlantic Ocean.
A UNITED LAUNCH ALLIANCE ATLAS 5 ROCKET LAUNCHED THE USSD 12 MISSION WITH WIDE FIELD of VIEW, EXPERIMENTAL WARNING SATELLITE FOR THE U.S. SPACE FORCE. THE LAUNCH WAS FROM SLC-41
UPDATED: JUNE 20, 2022
In a bid to avoid potential disruptions in air-travel, the U.S. Federal Aviation Administration has urged the chief executives of major U.S. airlines to expediently address risks posed by the imminent roll-out of nationwide, 5G wireless networks.
Acting FAA Administrator Billy Nolen said in a letter that AT&T and Verizon—after previously delaying plans to do so—are looking to boost C-Band 5G services around some airports by July. Concerns that the 5G service could interfere with radio-altimeters led to disruptions at some U.S. airports earlier this year. Nolen urged airlines to step-up efforts to retrofit aircraft with newer radio-altimeters, saying: “There are no guarantees that all large markets will retain the current [5G] safeguards.” He warned that as wireless carriers boost signals, some “less capable aircraft” may be unable to access certain airports without altimeter retrofits. Susceptibility to C-Band 5G signals is a characteristic of older, RF-filter-equipped radio-altimeters. Such devices lack protection from neighboring frequency bands. The conflation of general aircraft capability and 5G susceptibility is apocryphal.
On 17 January 2022, Airlines CEOs warned that 5G deployment would precipitate a “catastrophic” aviation crisis that would see the majority of commercial air-traffic grounded. Under pressure from the White House, AT&T and Verizon agreed to delay their respective 5G roll-outs through 05 July. The telecommunications giants subsequently enabled some wireless towers while powering-down those near airports.
The FAA states it is in the early stages of working with AT&T and Verizon to identify markets where either a new tower or an increase in signal power will cause the least disruption. Compliant tenors notwithstanding, Verizon and AT&T plan to pursue a full rollout of their networks by the end of 2023.” Aviation industry officials, meanwhile, have identified a pathway to retrofit the most vulnerable radio altimeters by the end of 2022. In addition to AT&T and Verizon, another 19 telecommunication companies are expected to enter the 5G market during that time-frame. Nolen expressed the hope that those companies would weigh their plans and potential profits against the lives of millions of air-travelers. Verizon asserted that it was working with the FAA, Federal Communications Commission, and aviation industry, and was confident it would achieve “robust deployment of C-Band without significant disruptions to the traveling public.” Airlines for America, an industry trade-group representing American, Delta, and United Airlines, among others, put forth that the industry recognized the need to implement a permanent solution, while continuing to ensure the highest level of safety. AT&T did not comment. Some airlines have raised concerns about footing the bill to retrofit altimeters only to face paying for a replacement in a few years. Nolen posited that in the absence of FCC action capping EM transmissions at current power levels, additional disruptions remain likely.
UPDATED May 8, 2022
FAA Says Some Radar Altimeters Need Replacing (This by by Russ Niles - AvWeb)
Reuters is reporting the FAA met with airlines and cellular service providers last Wednesday to plan the eventual replacement of the 10 percent of radar altimeters considered susceptible to interference from 5G C-Band signals. The news agency got a look at a letter to those invited to the meeting and the agency isn’t interested in hearing any other opinions on the topic. Reuters quoted the letter as saying the purpose of the meeting was to set “an achievable timeframe to retrofit/replace radar altimeters in the U.S. fleet.” It further directed aviation representatives “to offer options and commit to actions necessary to meet these objectives.” In the frenzy that followed the fractured rollout of 5G in January, the FAA quickly cleared about 90 percent of the fleet for operations where 5G is available, but the remainder are restricted in the types of instrument landings they can do. As an interim measure, some of the altimeters might be fitted with filters that can suppress the interference, but the agency seems determined to get rid of the offending equipment. There was no mention of who will be paying for the new equipment but it’s bound to come up. It’s also unclear what will happen after the July 6 deadline set by the telecoms to end the restricted operation of 5G near 50 airports that was part of a deal struck with them by the FAA in January. Last week Transportation Secretary Pete Buttigieg said issues with 5G would linger for years.
UPDATED May 3, 2022
Back in April 2021 the FCC auctioned off a new cellular frequency range for use with the new 5G cellular technology, this frequency range is called C-band. However, neither the FCC nor the FAA checked to see if this new frequency wouldn't interfere with existing aircraft radio altimeters. They assumed it would not since they are different frequency ranges; however, since these frequency ranges sit very close together on the spectrum, many aircraft’s radio altimeters receive mask produced interference with the C-band frequencies, this causes radio altimeters installed on aircraft to produce incorrect readings. AT&T and Verizon both agreed on Jan. 18 to delay switching on about 500 5G C-band antennas near key airports until July 5. The FAA conducted a study aimed at finding out which aircraft/models of radio altimeters were prone to interference/inaccurate readings, the agency started work on a fix for this issue a couple of months ago. However, FAA administrator Steve Dickson said that the fix is not fully reliable and while it is a good stop gap, they should work on a more permanent solution to the issue. Dickson previously said that the FAA was working with radio altimeter manufacturers, cellular service providers and the RTCA to develop new radio altimeter standards, and that they hoped to settle on these new standards by early next year.
The FAA has been holding daily meetings with AT&T and Verizon that it said had “enabled us to closely tailor the areas requiring mitigation while aviation stakeholders take the necessary steps to retrofit existing radio altimeters with antenna filters.”. Transportation Secretary Pete Buttigieg has been holding at least weekly meetings on the issue and has told Congress that they were making progress but that it wouldn’t be completely resolved by this summer. The FAA will be holding a meeting on Wednesday May 4, with telecom and airline industry officials, it wants to use the meeting to establish an achievable timeframe to retrofit/replace the radar altimeters which have not been cleared, it will also look at what will happen after July 5 and said that there would be “changes to U.S. national airspace operating environment as a result of future 5G C-band deployment in the coming months.”. The meeting will also include a discussion on prioritizing retrofits with antenna filters which mitigate potential interference from 5G, officials said these filters are currently in production and are able to be retrofitted onto existing radio altimeters, and that a key question was how to determine which aircraft are most at risk of interference from C-band and should therefore get retrofitted with these first.
UPDATED May 2, 2022
Transportation Secretary Pete Buttigieg told Congress that the issues surrounding the potential interference with aircraft radar altimeters and the full rollout of 5G cell service won’t all be fixed by the July deadline set in an agreement with Verizon and AT&T. He also said he doesn’t expect the Cabinet-level standoff that happened in January as the industry moved forward with the rollout. After White House intervention, the FAA, FCC and the telecoms agreed to a plan to limit 5G service near airports while the technical details of preventing the interference with the altimeters is worked out. Buttigieg told Congress that all parties are working toward a calm solution “largely because we have much better dialogue and collaboration, not just among regulators but among industries, and have been directly engaging with the airlines, the aviation equipment manufacturers and with the telecom carriers to make sure that we’re on a better path.” There have only been a few scattered reports of 5G interference since the network went live despite dire predictions by airlines and technical groups. There were significant cancellations in Washington State but virtually all were resolved.
UPDATED FEB 4, 2022
FAA Administrator Steve Dickson briefed the House Transportation and Infrastructure Committee on February 3 about the ongoing effort to enable 5G C-band wireless network activation without compromising aviation safety. General aviation advocates watched with concern that mitigations for many aircraft could be a long time coming.
READ ABOUT IT AT THIS LINK:
UPDATED JAN 24, 2022
The CEOs of American Airlines and United Airlines say cooperation and collaboration in the past week between airlines, telecommunications companies and government agencies minimized the effect of the rollout of 5G cell service to airline service. The release of details on the strength and nature of the 5G signals by the telecoms made it possible to avert the crisis they’d been predicting a week earlier.
UPDATED JAN 18, 2022
(From Flying Magazine)
AT&T on Tuesday said it would delay rolling out 5G service on newly available frequencies, a day after U.S. airlines warned of widespread disruptions in air travel. “At our sole discretion, we have voluntarily agreed to temporarily defer turning on a limited number of towers around certain airport runways as we continue to work with the aviation industry and the FAA to provide further information about our 5G deployment, since they have not utilized the two years they’ve had to responsibly plan for this deployment,” AT&T said in a statement.
“We are frustrated by the FAA’s inability to do what nearly 40 countries have done, which is to safely deploy 5G technology without disrupting aviation services, and we urge it do so in a timely manner. We are launching our advanced 5G services everywhere else as planned with the temporary exception of this limited number of towers. ”AT&T along with another 5G carrier, Verizon Communications, had said they would create buffer zones at 50 airports in 46 markets, where they would turn off transmitters and make other adjustments.
On Monday, U.S. airlines warned the White House that possible interference with radio altimeters could cause delays and cancellations across the passenger and shipping sectors. “It’s the transmission towers for 5G, not the use of 5G in cellphones, that is the issue. It is important to make that distinction. Les Abend, FLYING contributing editor in a letter to the Biden administration obtained by FLYING, airline CEOs warned that if the rollout is allowed to move forward, “the nation’s commerce will grind to a halt. … Unless major hubs are cleared to fly, the vast majority of the traveling and shipping public will essentially be grounded.”
The FCC has authorized AT&T and Verizon to start using the frequencies Wednesday. “This means that on a day like [Saturday], more than 1,100 flights and 100,000 passengers would be subjected to cancellations, diversions or delays,” the letter says. The letter requests that “5G be implemented everywhere in the country except within the approximate two miles of airport runways at affected airports as defined by the FAA. ”Executives signing the letter—organized by industry group Airlines for America—represented passenger carriers Delta Air Lines (NYSE:DAL), American Airlines (NASDAQ:AAL), United Airlines (NASDAQ:UAL), Southwest Airlines (NYSE:LUV), Alaska Air Group (NYSE:ALK), JetBlue Airways (NASDAQ:JBLU), and Hawaiian Airlines. Cargo airlines included Atlas Air Worldwide (NASDAQ:AAWW), FedEx Express (NYSE:FDX), and UPS Airlines (NYSE:UPS). It was sent to top officials at the FAA, Federal Communications Commission, Department of Transportation, and the National Economic Council. Phone carriers have long pointed out that 5G is already in use in France, and American air carriers fly there on a daily basis with no issues.
Les Abend, FLYING contributing editor and retired Boeing 777 captain, has been watching the 5G issue unfold for years, noting the technology from 1G to 5G has taken the better part of two decades to evolve.While it may seem that the airlines only recently became aware of the issue and raised the alarm, Abend notes that so many technological things—and the potential impact on industries beyond cellular technology—were not considered during its development. “It’s the transmission towers for 5G, not the use of 5G in cellphones, that is the issue,” Abend says. “It is important to make that distinction.”
The aviation industry warns that 5G transmission will disrupt the signals necessary for the proper operation of several systems on transport category aircraft—and many business jets as well—and one of the most important is the radio altimeter that gives the pilot critical information about the aircraft’s height above terrain. Radio altimeter information systems issue verbal warnings and cautions on takeoff and landing, letting the pilot know how close they are to the ground below the airplane. These callouts are critical for instrument approaches, especially during periods of extremely low visibility—what are known as CAT II and CAT III approaches. “The radio altimeter provides critical information on these approaches. Certain parameters, such as altitude, need to be correct before the approach can continue,” Abend says. For example, an approach might call for the jet to level off at a certain altitude and stay there until they reach the final approach fix before it can continue the descent. “If the pilot loses the ability to determine the aircraft’s height above ground, the pilot also won’t know when to go around,” Abend explains, adding that if the radio altimeter is unreliable, it could result in a canceled flight. “If it is part of the aircraft’s minimum equipment list, it becomes a no-go situation.” If the weather descends below certain minimums and a CAT II or CAT III approach is required, says Abend, the flight may be canceled.
Abend is skeptical of the wireless providers’ assertions that 5G is already in use in Europe where U.S. airlines fly every day without issue.
“I would like to know where those 5G towers are in relation to Paris and Heathrow,” he says. The airport buffer zones promised by Verizon and AT&T were expected to be in place for the next six months.
On Sunday, the FAA announced it has cleared about 45 percent of the U.S. commercial aircraft fleet to perform low-visibility landings at many of the airports but, “even with these new approvals, flights at some airports may still be affected,” the agency said. United Airlines issued a statement Monday saying deployment will result “in the suspension of cargo flights…causing a negative ripple-effect on an already fragile supply chain.
The controversy over the 5G deployment came to a head earlier this month, when— after pressure from the U.S. aviation industry—AT&T and Verizon agreed to delay the release by two weeks, until Wednesday. 5G networks use a set of radio waves called the C-band spectrum. The purpose of 5G is to provide for faster internet operations; however, the FAA and other members of the aviation industry have expressed concern that 5G may interfere with aircraft radio altimeters during approach to certain airports, and therefore have a negative impact on flight safety. The FAA has long been warning about potential safety repercussions from the rollout, arguing that the restrictions could potentially disrupt air travel and cargo shipments around the world, especially when combined with airline staffing issues resulting from COVID-19 and weather delays.
UPDATE as of JAN 9, 2022
The FAA has issued its list of 50 airports that will be protected (Daytona and Sanford aren't on the list) from Verizon and AT&T’s 5G signals for six months and the criteria it used suggests the list would have been a lot longer if the FAA had its way. The list was released Friday, a few days after the telecoms agreed to push back their major rollout of 5G cell service from Jan. 5 to Jan.19 and to put buffer zones around a maximum of 50 airports picked by the FAA until next July 19.
UPDATE as of JAN 4, 2022
The main event between corporate heavyweights—the airline and telecom industries— will have to hold off for another two weeks. Both sides today confirmed the agreement to delay launching the latter’s 5G network, in deference to the former’s concerns over mass flight cancellations due to safety concerns that the powerful broadband signals were close enough on the frequency range that they could corrupt airliners’ radar altimeters. Those altimeters are critical to extreme low-visibility approaches, including autoland procedures.
In a prepared statement, Rich Young, Verizon spokesperson, said, “We’ve agreed to a two-week delay which promises the certainty of bringing this nation our game-changing 5G network in January delivered over America’s best and most reliable network,” echoed by AT&T, which said its network would implement additional protective measures at vulnerable airports over the next six months.
Officials from the airline industry cited the resemblance of their mitigation recommendations to those already implemented in France. That is, limiting or cutting power involving 5G service providers in sensitive areas.
With the telecom giants refusing on Monday to consider the delay, trade group Airlines for America (A4A) had prepared a lawsuit to block the launch of the broadband services. That lawsuit is now shelved, at least temporarily. But A4A said they are keeping their hands close to that shelf, should the telecom giants reevaluate. The infrastructure for their 5G networks has cost AT&T and Verizon in excess of $80 billion to date.
UPDATE as of JAN 1, 2022
Verizon and AT&T say they’ll turn down the power of 5G broadband signals near major airports of their choosing for six months but otherwise the rollout of the much-anticipated system will go ahead as planned on Jan. 5. In a scathing letter to Transportation Secretary Pete Buttigieg and FAA Administrator Steve Dickson released by The Wall Street Journal on Sunday, AT&T CEO John Stankey and Verizon’s Hans Vestberg chided the government officials for what they characterized as an eleventh-hour request to prevent widespread flight restrictions when they’ve had at least a year to prepare for 5G. To read the full AOPA article click this link:
The FAA effectively rejected assertions by the wireless industry and the Federal Communications Commission that 5G C-band transmitters can be activated in January as planned without putting aircraft at risk, pledging a cooperative approach to resolving safety concerns while setting the stage for weather delays and cancellations. The agency issued a pair of airworthiness directives (ADs) that take effect December 9 and are likely to limit a wide range of aircraft operations when the new 5G networks are activated, including scheduled passenger and cargo service, emergency response, and medical transportation.
EAA has formed a team to explore ways of improving aviation safety by focusing on responses to the often-tragic 180-degree turn back to the runway following engine failure on takeoff.
This group, led by Charlie Precourt, EAA’s board vice chairman, and Sean Elliott, EAA’s vice president of advocacy and safety, also includes representatives from the flight instruction and flight test communities, academia, data analysis experts, and others.
A recent survey conducted by AOPA of pilots and aircraft owners across the country confirmed what we have been hearing from many members for several years: Older pilots who are just as safe, current, and proficient as any others continue to find their insurance policies unceremoniously dropped or canceled, or much more expensive—just for being a day older than 70.
EAA has reported that the FAA has published draft guidance to implement an optional task-based Phase I program for Experimental Amateur-Built (E-AB) aircraft. Under the program, once an aircraft completes a flight test plan that meets FAA standards, Phase I is complete. The standard 25- or 40-hour flight test period for Phase I will remain an option for all E-AB, and Experimental Light-Sport (E-LSA) continues to carry a 5-hour test period.
The program is part of an upcoming update to Advisory Circular (AC) 90-89B. Flight test programs do not need specific approval by the FAA, but the Circular lays out certain required flight test points and requires the use of test cards for data collection in flight. Users of the EAA Flight Test Manual should find it a straightforward way to complete the requirements of the task-based Phase I program, but anyone may draft a flight test plan that meets the FAA's outline, including kit manufacturers and other experts.
Task-based Phase I ensures that every hour spent in flight testing is meaningful and is contributing to both validating the airworthiness of the aircraft and gathering the data necessary to build a detailed operating manual. This will benefit the builder in ensuring full exploration of the aircraft's operating envelope, and it will benefit subsequent owners in having access to quality data on the aircraft. In exchange for this work, the aircraft will be released from Phase I when it is ready, not based on an arbitrary time requirement.
"This is the result of more than eight years of work by EAA and the FAA and we couldn't be happier that it is now nearing completion," said Tom Charpentier, EAA Government Relations Director. "This will be a true paradigm shift in E-AB flight testing."
This program comes on the heels of EAA's publication of its Flight Test Manual in 2018, which has sold thousands of copies to date. EAA is continuously working to improve it and create new materials and programming based upon the manual.
Task-based Phase I is yet another example of the EAA working collaboratively with the FAA to achieve a win-win solution that benefits the community and enhances safety. The groundwork for this change was laid by the EAA/FAA working group that created the Additional Pilot Program (AC 90-116), which allows another pilot into the cockpit to enhance safety during flight testing.
The Advisory Circular is in draft form and comments will be accepted through April 29. Please note that the relevant language on Task-Based Phase I is housed in Chapter 1, Section 1 of the draft. The rest of the document contains advisory information on flight testing and is not part of the task-based program requirements.
Chapter 288 started in the 1970s, and originally met at nearby Embry-Riddle Aeronautical University. The chapter took regular trips to the Spruce Creek Fly-In, located in Port Orange, Florida, and soon moved their meeting location to Spruce Creek. Chapter 288 is unique, because of it's location. 288 is located at the intersection of young aviation enthusiasts from the University and experienced aviators along Florida's Space Coast.
Chapter 288 works to continue the spirit of general aviation in Daytona Beach area. We host several events throughout the year for our members which feature prominent aviators and aviation technology. Chapter 288 members also volunteer at aviation related functions throughout the community to teach people about general aviation. Volunteering at local airshows and hosting
Young Eagles events are some of the ways that EAA 288 members participate in the community. Chapter 288's members are also very involved with the EAA on a national level. The chapter has a good turnout at the EAA's annual fly-in "AirVenture" in Oshkosh, Wisconsin.
The EAA works on a national level to help endure the "spirit of aviation." They work to get children who have an interest in becoming a pilot, air traffic controller, mechanic, etc. achieve their goals. EAA sponsors workshops for homebuilders teaching skills neccesary for them to build their own airplanes. Founded in 1953 by Paul Poberezney, the EAA has worked for over 60 years to keep general aviation alive and prospering into the future. They work today with other aviation organizations to ensure that aviation friendly laws are passed in Washington D.C., and to help ensure that general aviaiton will continue well into the future. To learn more about the Experimental Aircraft Association on a national level, and how to join, please visit their website at EAA.ORG