MAKE CHAPTER 288 YOUR AVIATION HOME! E-AB, TYPE CERTIFIED, VINTAGE, WARBIRD, ETC.
Keith Phillips, Doris Kennedy, TOM & SALLY ROMKEY & Jay Jabour as TOM is presented his "Quilt of Valor"
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.
To join, click the blue block below and fill out the simple membership form. Then you may pay your annual dues for our chapter which are only $25. You may pay them at the monthly meeting via the old fashioned way, with cash when you enter the room OR you may pay by credit card by clicking the link here: https://eaa-chapter-288.square.site
We look forward to meeting you and we welcome you to our Chapter!!
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DON'T BOTHER USING THE HEAD FIGURE IN THE UPPER RIGHT CORNER AT THE TOP THE PAGES - IT'S A USELESS ARTIFACT OF THE SYSTEM
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ARE YOU AN A&P IA?
Read the renewal notice here:
https://faasafety.gov/SPANS/noticeView.aspx?nid=12761
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FAA ARTICLES: ELECTRONIC DATA DELIVERY: "SEE AND AVOID"
Go to the Aviation and Space News tab above, then FAA
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AIRCRAFT REGISTRATION CERTIFICATES ARE NOW SEVEN YEARS IN DURATION
The FAA is released a rule effective on January 23rd that will extend the duration of aircraft registration certificates from three years to seven years. The direct final rule allows aircraft owners will be required to confirm their registration information and renew their certificates every seven years unless an event or circumstance requires a new registration before that time. If the agency determines that the registration information is inaccurate, an owner may be required to submit new registration forms.
In addition, the direct final rule further addresses a few other areas surrounding aircraft registration, including removing a requirement that the agency issue a letter extending temporary authorization if a registration has not been issued or denied within 90 days of the application. It also removes obsolete regulations addressing re-registration.
The agency in 2010 mandated that aircraft owners re-register their aircraft every three years. Before then, the registration period was indefinite, but with the stipulation that owners keep their registrations up-to-date. However, the agency found that owners failed to do so, creating numerous outdated registrations and raising concerns of law enforcement and other government agencies.
But in the FAA Reauthorization Act of 2018, Congress directed the agency to extend that three-year period to seven for noncommercial general aviation aircraft. The FAA, however, said it cannot distinguish between commercial and noncommercial general aviation aircraft and added, “It is impracticable to have different durations for commercial and noncommercial general aviation aircraft registrations. Therefore, the FAA is extending the registration duration for all aircraft to seven years.”
The rule will apply to existing registrations—one issued in 2020 will now expire in 2027, for instance—as well as new issuances.
While the agency has opted for a direct final rule, rather than the more traditional and time-consuming notice of proposed rulemaking process, it will accept comments for 30 days after it is published in the Federal Register. The rule is to take effect 60 days after publication.
NBAA praised the rule, saying not only will it will help expedite FAA’s approvals with a reduced workload but also expands authority for aircraft owners to operate beyond the registration renewal date from 90 days following expiration to 12 months, giving a buffer from any delays in renewals stemming from an agency backlog.
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The EAA288 Simulators are available for your use
CLICK HERE FOR THE SIM USAGE INSTRUCTIONS
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Your 2023 EAA 288 Officers
President - Jay Jabour
Vice President - Carl Kretzer
Vice President - Matt Simons
Treasurer - Andi Morey
Secretary - Douglas Yu
Webmaster - Rick Weiss
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Click here: eaa288webmaster@gmail.com to contact the
EAA288 Webmaster, Rick Weiss
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.
Do you have any items for sale or do you need something? Send a description of it, condition, price, etc to the Webmaster and I'll try to get listed in the Classified Section of our website.
Sun n Fun has just introduced the first interactive poster! This, for the 2023 event. Click in the box to the right and enjoy it!
CLICK HERE FOR THE NEW AD THAT ADDS MORE MODELS:
https://public-inspection.federalregister.gov/2023-05339.pdf
THIS NEW REVISION WILL UPDATE/REPLACE THE AD DESCRIBED BELOW
This AD and final rule is effective February 23, 2023 and affects any crankshaft assembly on a Continental Engine. Due to improper installation of the counterweight retaining rings during manufacture loosening of a counterweight retaining ring may result in the loss of retention of the counterweight. If not addressed, the condition could result in catastrophic engine damage and possible engine seizure.
An inspection of the crankshaft is required prior to further flight or a ferry permit must be obtain to fly the aircraft to a place where the inspection can be performed.
For further information see https://www.federalregister.gov/documents/2023/02/23/2023-03796/airworthiness-directives-continental-aerospace-technologies-inc-reciprocating-engines
HISTORY
The FAA has issued an emergency (direct-to-final-rule) Airworthiness Directive AD 2023-04-08 affecting all Continental 360-, 470-, 520-, 550-, and GTSIO-520 engines whose crankshaft assemblies were manufactured, installed or repaired on or after June 1, 2021. This AD mandates an inspection of the counterweight retaining rings (circlips) tto ensure that they are fully seated. The inspection involves removing one, two or three cylinders from the right side of the engine (depending on engine model) and checking each of the circlips with a special measuring tool. An estimated 2,176 crankshaft assemblies are affected, of which an estimated 1,632 are installed in aircraft of US registry.
This AD was triggered by reports of two ground engine seizures and one in-flight loss of oil pressure, all traced to improper installation of the circlips during manufacture by Continental Motors. Continental recently issued a Mandatory Service Bulletin MSB23-01 on this subject, but the AD is considerably more restrictive than the MSB in that it does not exempt engines with more than 200 hours time-in-service and requires compliance before further flight (although it does allow for ferry permits if the oil filter is cut open and no significant metal is found).
The good news is that Continental will be paying for these inspections under warranty. The bad news is that owners may have a difficult time getting these inspections on their maintenance shop's schedule, since most shops seem to be booked up for months in advance.
Task-Based Phase 1 to Revolutionize Flight Testing
A multi-year project between the FAA and EAA has resulted in important changes being inserted into the latest advisory circular pertaining to Experimental/Amateur-Built flight testing. In the latest version of AC90-89 (the C suffix), it includes a task-based Phase I flight test option to the traditional 25- or 40-hour programs. In short, when the tasks are successfully completed, the airplane is released from Phase I flight test.
According to the FAA, the latest version of AC90-89 “attempts to make you aware that test flying an aircraft or ultralight vehicle is a critical undertaking, which you should approach with thorough planning, skill, and common sense. The flight test plan is the heart of all professional flight testing. The plan should account for every hour spent in the flight test phase and you should adhere to it with the same respect for the unknown that all successful test pilots share.”
As part of the changes, a new concept called the Aircraft Operations Handbook has been introduced. The idea is that information gathered during Phase I flight test is fed back into the AOH for the purposes of performance verification and operational cues. (Currently, homebuilts are not required to have a tradition POH [pilot operating handbook] or AFM [aircraft flight manual].) According to the FAA, “This AC also provides criteria for the use of an optional, operationally centric or task-based experimental aircraft flight test plan. This task-based option provides at least the same level of safety and reliability that the existing hourly minimum 25 or 40-hour flight test provides, but with the advantages of having operational completion criteria, a plan to record data for the creation of an AOH, and a flight test report documenting the flight testing results.” EAA and industry generally have been proponents of the flight-test cards and structured program as a more useful alternative to “free form” types of Phase I flight test.
Compliance with the new system requires use of the EAA test cards and alterations to the operating limitations. According to EAA, “In order to utilize the task-based flight testing program, the aircraft must have an operating limitation that allows the program’s use. Operating limitations are issued along with the airworthiness certificate by the FAA or DAR as part of the airworthiness certification process. EAA expects that the FAA will update policy on operating limitations soon so that the standard operating limitations will include the task-based Phase I authorization language. If you are currently in Phase I flight testing or plan to have your aircraft inspected soon, email govt@eaa.org for details on how to obtain the new task-based Phase I operating limitation.”
Thanks to KitPlanes Magazine for this article
SB 00036 has yet a newer Rev, Rev 3 (2/28/2023)
Van's has issued a a newer Service Bulletin SB-00036 - Rev 3 for virtually all Van's aircraft. Inspection or repair is MANDATORY in the next 25 flight hours or the next annual inspection whichever is earlier.
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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.
Recently launched Starlink Satellites as seen from earth.
1/4
Terran 1 Rocket is an expendable launch vehicle under development that will consist of two stages. The first stage will use 9 Aeon 1 engines, while the second stage will use a single Aeon 1 engine. What makes this launch so unique? The engines and rocket predominately use printing for manufacturing.
These satellites will enable SES to clear to 280MHz of
mid-band spectrum for 5G use while seamlessly mitigating SES's existing C-band customers and ensuring the continued delivery of digital television to nearly 120 million American TV homes and other critical digital services. The launch was from Space Launch Complex 40 (SLC-40) at Cape Canaveral Space Force Station in Florida. The booster stage landed on the barge 'just read the instructions', DEAD CENTER on the target!!!! Way to go SpaceX
A Falcon 9 topped with the Commercial Resupply Service Dragon 9 Payload - CRS-27, was launched on March 14.
A Falcon 9 launched the OneWeb 17 - A batch of 48 satellites for the OneWeb satellite constellation, which will provide global Internet broadband service for individual consumers.
This was the thirteenth launch and landing for this Falcon 9 first stage booster, which previously launched GPS III Space Vehicle 04, GPS III Space Vehicle 05, Inspiration4, Ax-1, Nilesat 301, and seven Starlinks.
This is the current commercial crew mission to the International Space Station (ISS). A SpaceX Falcon 9 rocket carried a crew of four to orbit aboard the Crew Dragon Endeavor, where the spacecraft will rendezvous and dock with the ISS for approximately six months of research and station maintenance.
Crew-6 is the SpaceX's tenth crewed flight, and the fourth for Dragon Endeavor, which also launched Demo-2, Crew-2, and Axiom Space's Ax-1 mission. Aboard Endeavor, a duo of NASA astronauts, Mission Commander Stephen Bowen and Pilot Woody Hoburg, will fly alongside United Arab Emirates (UAE) astronaut Sultan Al Neyadi and Roscosmos cosmonaut and mission specialist Andrey Fedyaev. For all but Bowen, who's already flown three missions to the ISS aboard the space shuttle, Crew-6 is this group's first launch.
Bowen and Hoburg were both added to the Crew-6 manifest in December 2021. Fedyaev was added in July, 2022, as part of a crew swap agreement between NASA and Roscosmos, the Russian space agency. And on July 25, 2022, just ten days after the NASA/Roscosmos crew swap announcement, Al Neyadi was added as the final member of the Crew-6 list. A short overlap of space station personnel will take place as the members of Crew-6 get acclimated to their new orbital environment. Crew-6's arrival will bring the ISS occupancy to eleven in the days leading up to the departure of Crew-5 and the Dragon Endurance spacecraft that flew them there.
The Crew-6 astronauts' stay aboard the ISS is slated through the arrival of SpaceX's Crew-7 mission, currently scheduled for sometime in the fall of 2023.
Falcon 9 Starlink 6-1: SpaceX launched a batch of 21 Starlink satellites for their second generation high-speed low earth orbit internet satellite constellation. The booster was recovered on the barge 'a shortfall of Gravitas' based on the Atlantic Ocean off the coast of Florida.
UPDATED: January 11. 2023
FAA proposes requiring 5G safeguards on planes by early 2024
WASHINGTON, Jan 9 (Reuters) - The U.S. Federal Aviation Administration (FAA) said Monday it is proposing a requirement that passenger and cargo aircraft in the United States have 5G C-Band-tolerant radio altimeters or install approved filters by early 2024.
Concerns that 5G service could interfere with airplane altimeters, which give data on a plane's height above the ground and are crucial for bad-weather landing, led to disruptions at some U.S. airports earlier this year.
The proposed airworthiness directive, which would take effect in February 2024, is similar to one that took effect in December 2021, prohibiting passenger and cargo flight operations in the vicinity of 5G C-Band wireless transmitters unless the FAA specifically approved them.
The FAA is also proposing a requirement that airlines revise airplane flight manuals to prohibit low-visibility landings after June 30 unless retrofits have been completed on that airplane.
Verizon and AT&T in June voluntarily agreed to delay some C-Band 5G usage until July 2023 as air carriers work to retrofit airplanes to ensure that they will not face interference. The December 2021 FAA directive relied on the voluntary agreement.
Some international airlines have privately expressed reluctance to install filters absent a legal requirement from the FAA, officials told Reuters.
Airlines for America, a trade group representing American Airlines (AAL.O), Delta Air Lines (DAL.N), United Airlines (UAL.O) and others, said "carriers are working diligently to ensure fleets are equipped with compliant radio altimeters, but global supply chains continue to lag behind current demand. Any government deadline must consider this reality."
Wireless group CTIA said "the FAA’s schedule for altimeter updates is reasonable and practical. 5G in the C-band coexists safely with air traffic."
FAA acting Administrator Billy Nolen in October sought a delay in some 5G C-Band transmissions from smaller operators over aviation safety concerns.
Nolen said in an Oct. 21 letter the agency wanted the Federal Communications Commission (FCC) to mandate the voluntary mitigations AT&T and Verizon had agreed to earlier this year to 19 smaller telecoms and other spectrum holders.
Airline CEOs in January 2022 had warned of an impending "catastrophic" aviation crisis that could ground almost all traffic because of the 5G deployment.
A deal struck shortly before a 2022 deadline did not prevent dozens of foreign carriers from canceling international flights to the United States.
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.
READ MORE about the airports and buffer zones.
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-changin
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.
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