MAKE CHAPTER 288 YOUR AVIATION HOME! E-AB, TYPE CERTIFIED, VINTAGE, WARBIRD, ETC.
ROTORCRAFT WAKE TURBULENCE
The air that’s sent swirling when a helicopter hovers or does a slow air taxi is called ‘downwash.’ Downwash is absolutely a source of turbulent air and a hazard to people and aircraft that are nearby. Most helicopter pilots understand this and do their best to avoid risk to those around them. But it’s still wise to make sure loose items are secure—including light airplanes—if a helicopter is hovering nearby. Most sources say the risk area is three times the rotor diameter from the edge of the rotor arc of the helicopter. To put some numbers on that, a Coast Guard Jayhawk has a rotor diameter of 54 feet. Three times that plus the radius of the rotor itself means being 189 feet from the helicopter. That’s almost two thirds of a football field.
Once the helicopter is in forward motion over about 20 knots, however, it produces wake turbulence trailing behind it similar to an airplane. This wake can drift in the wind, just like airplane wake turbulence. However, helicopter wake doesn’t always sink right away. It can even rise. Three minutes is the recommended duration to wait before landing behind a helicopter, even if you think it’s not much bigger than your airplane. Failure to do so could create a situation like a Cessna 120 that was captured on video and made the rounds of the internet a while back. If you’re interested in more technical details, the FAA did a study on helicopter wake vortices in 1996.
CLICK ON THE UNDERLINED WORDS TO SEE THE VIDEO OR READ THE STUDY
FAA Adds Email Delivery Option for Aircraft and Dealer Registration Certificates
The FAA Aircraft Registration Branch has developed and is implementing the ability to electronically issue registration certificates for both aircraft and aircraft dealers. In lieu of physically mailed documents, the FAA will now email copies of aircraft registrations and dealer’s registration certificates after applications are made online, providing “streamlined and expedited delivery service while also reducing the cost and labor burden of mailing for the Registry,” according to their announcement. Owners are still required to carry their registration in the aircraft, and will need to print a copy once received from the FAA. An aircraft owner may still request a traditional paper certificate from the Registry.
In the notice, the FAA emphasizes,
“…the issuance of a registration certificate in electronic form does not, in any way, obviate or affect the need to comply with statutory, regulatory, or other requirements involving aircraft registration or dealer's registration certificates. Notably, in general, a Certificate of Aircraft Registration must still be carried on the aircraft.”
With a January 17, 2025, notice in the Federal Register, the FAA announced the immediate adoption of these changes to enable the use of the new Civil Aviation Registry, FAA Aircraft Registry Branch, to utilize the Civil Aviation Registry Electronic Service (CARES) system. CARES is a web-based electronic system that allows applications and supporting documentation to be uploaded securely to the FAA. The system also allows for the use of digital signatures, the payment of fees, and the tracking of applications. According to the FAA, a feature of CARES allows the electronic issuance and delivery of registration certificates, thus avoiding their need to be printed and mailed, a process that generally created a 7-10 business day wait for aircraft owners.
Spruce Creek Pilots - 7FL6 Airport Information
Spruce Creek Pilots,
At a recent Safety brief several websites and radio frequencies were discussed.
For your convenience the AAC is providing you with that same information for your future reference.
Here they are:
- Restricted Area status for R-2910, R-2906, R-2907 and the Palatka MOA's can be obtained by contacting “Sealord” on 134.65, or by phone at 904-542-2250.
- Whenever possible monitor 121.5. Sealord will “broadcast in the blind” to advise aircraft if they are near or inside of restricted airspace.
- The status of all Special Use Airspace including Temporary Flight Restrictions nationwide is available online at SUA.FAA.GOV
- FAASAFETY.GOV is another web site which provides current procedures and important information. This site allows users to receive email notifications based on personal preferences such as TFR’s, SUA, GPS outages,etc. This is the same site used by the FAA wings program.
- SCPOA.COM (airport tab)Has the latest procedures and registration links for all flight and ground activities at 7FL6
THE EAA APRIL & MAY WEBINAR SCHEDULE
CLICK ON 'Register' to go to the REGISTRATION PAGE
April Webinars
Worth the Squeeze? |
Qualifies for FAA WINGS and AMT credit
WEDNESDAY, APRIL 2, 2025, 7 P.M. CDT
Presenter: Mike Busch
The FAA imposes a lot more burdens on owners of certificated aircraft than they do on owners of experimental amateur-built (E-AB) aircraft. Certificated aircraft require an IA to inspect and bless them every 12 months, may only use FAA-approved parts, and any major alteration requires FAA-approved data (usually an STC) and IA blessing. Is the safety benefit of certificated aircraft worth the additional regulatory burden? In this webinar, Mike Busch compares the accident statistics of certificated and E-AB airplanes and arrives at some surprising conclusions. Qualifies for FAA WINGS and AMT credit.
The T-6 Texan – Museum Webinar Series
TUESDAY, APRIL 8, 2025, 7 P.M. CDT
Presenters: Chris Henry and Amelia Anderson
North American Aviation’s classic trainer helped teach U.S. pilots to fly in combat during World War II, but this airplane has done much more. Join us for a special night as we talk about the mighty Texan!
All About Airspeed | Qualifies for FAA WINGS credit
WEDNESDAY, APRIL 9, 2025, 7 P.M. CDT
Presenter: Catherine Cavagnaro
In this webinar, CFI and DPE Catherine Cavagnaro takes a trip around the airspeed dial and discuss how each of the important airspeeds, from stall to VNE, is determined. We'll also present various phases of flight and emergency situations and see how important knowing an optimal speed can help. Qualifies for FAA WINGS credit.
Night Flight | Qualifies for FAA WINGS credit
WEDNESDAY, APRIL 16, 2025, 7 P.M. CDT
Presenter: Larry Bothe
Join Larry Bothe, an 8,000-hour small airplane pilot and CFI, as he discusses basic information and best practices for flying at night. Topics include the FAA’s definitions of night, airport and aircraft lights, flashlights, and night vision; hazards to night flight, such as obstacles and ground fog; and risk management during night cross-country flight. Qualifies for FAA WINGS credit.
Flying to and Around Alaska
WEDNESDAY, APRIL 23, 2025, 7 P.M. CDT
Presenter: Vic Syracuse
Vic and Carol Syracuse have flown their RV-10 to Alaska five times. In this presentation, Vic will walk through the preparations, routing, and recommendations to help you have a safe and memorable trip to Alaska. For those in the Lower 48, flying to Alaska is one of the most memorable flights you can make, and seeing Alaska from the air takes you places inaccessible by any other means.
Youth Program Coordinator: Supporting Your Chapter's Youth Activities
WEDNESDAY, APRIL 30, 2025, 7 P.M. CDT
Presenters: David Leiting, Serena Brouillette, and Danielle Schmick
Learn about this exciting new role for your chapter! The youth program coordinator is an optional position designed for volunteers who lead youth activities beyond Young Eagles. Whether you're involved in AeroEducate, Young Eagles Workshops, Young Eagles Build and Fly, day camps, or teen builds, this role will codify your chapter’s youth engagement efforts. Join us to learn how this position can enhance your chapter’s impact and inspire the next generation of aviation enthusiasts!
May Webinars
The Gee Bee – Museum Webinar Series
TUESDAY, MAY 6, 2025, 7 P.M. CDT
Presenters: Chris Henry and Amelia Anderson
Few aircraft evoke such a romance for air racing in the golden age as does the Gee Bee racer. We will discuss the history and a few artifacts in the EAA Aviation Museum collection.
Security Violation | Qualifies for FAA WINGS credit
WEDNESDAY, MAY 7, 2025, 7 P.M. CDT
Presenters: Mike Busch
One of the joys of travelling in a general aviation airplane is not having to stand in long lines going through security, removing shoes and laptops, going through metal detectors, and having luggage X-rayed. GA pilots and their passengers are usually spared the indignities of dealing with TSA, but not always. In this webinar, Mike Busch tells how he ran afoul of the TSA while driving to his hangar to depart on a long cross-country. Upon return, he wound up being escorted off airport property, temporarily losing his airport access privileges, and required to go through remedial security training that was actually quite illuminating. One thing he learned is that TSA has absolutely no sense of humor. Qualifies for FAA WINGS credit.
EAA Learn To Fly Week
TUESDAY, MAY 13 - THURSDAY, MAY 15, 2025
Click here to see the full lineup of daily webinars for Learn To Fly Week 2025!IFR Approach: From Cruise to the Initial Approach Fix | Qualifies for FAA WINGS credit
WEDNESDAY, MAY 21, 2025, 7 P.M. CDT
Presenter: Tom Turner
Instrument training, proficiency, and currency requirements are primarily about instrument approaches. Getting from cruise flight to the initial approach fix has its own rules and techniques that can be equally as complex, but they’re rarely taught or practiced. This webinar will help you “let yourself down easy” by covering:
- Adjusting your checklists to reduce workload during descent and approach
- STARs for the piston and single-pilot turbine crowd
- Speed, power, and trim in descent
- Techniques for an easy letdown, such as when to activate an approach, fuel management, etc.
- IFR letdowns into nontowered airports
- Real-world holding patterns and vectors for spacing
- Traffic avoidance in IFR descents into VMC or marginal VFR
- Confirming everything is set before you reach the final approach fix
- Answers to viewer questions
Qualifies for FAA WINGS credit.
Stall and Spin Avoidance | Qualifies for FAA WINGS credit
WEDNESDAY, MAY 28, 2025, 7 P.M. CDT
Presenter: Gordon Penner
Gordon Penner, a master CFI in aerobatics and gliders, will explain life saving stick and rudder techniques and practical discussion of stalls and spins as commonly covered in the emergency maneuver training (EMT) course. Understanding these simple principles will help you to avoid an unintentional stall and spin. Qualifies for FAA WINGS credit.
EAA gratefully acknowledges the support of Aircraft Spruce & Specialty Co. for its generous sponsorship of our webinar programs.
Two New FAA Medical Policy Changes
FAA Postpones The Medical Certification Changes Below
Dec. 19, 2024
Move came five days after backlash on new policy to deny deferred medicals if they didn’t have complete documentation.
The FAA has backtracked on a policy change regarding medical denials and deferrals after facing backlash from the industry. Five days after receiving a letter from 14 pilot organizations, the agency says it has deferred implementation of the policy pending further consultation. The new policy would have resulted in medical deferrals sent to the agency without all necessary documentation becoming denials that would be reversed if the paperwork was properly filed. The groups were concerned about various unintended consequences of the policy, which was to be put in place Jan. 1. Here's the FAA's full statement.
FAA Statement on Postponement of Medical Denial Process Change
"The Federal Aviation Administration (FAA) will postpone the implementation of a process change for individuals applying for an airman medical certificate with incomplete exams and paperwork after receiving feedback from aviation stakeholders. The process of issuing initial denials set to take effect on Jan. 1, 2025, will be postponed until March 1, 2025. The decision to implement this change was not associated with the FAA Reauthorization Act of 2024, but the need to provide immediate answers to airmen regarding the medical certification process.
"Postponing allows the FAA additional time to educate the pilot community and to host a listening session with various aviation associations in early January."
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THE FIRST WOULD SIGNIFICANTLY ALTER THE DEFERRAL PROCESS FOR MEDICAL CERTIFICATES THAT REQUIRE ADDITIONAL INFORMATION FOR AN FAA DECISION
(READ THIS ONE CLOSELY)
The Office of Aerospace Medicine announced their intent to issue initial denials to any applicant requiring additional information for certification, with instructions for continuing the application with the requisite paperwork. Previously, these applicants would have had their applications deferred and been issued requests for information, but they would not be issued denials unless the information was not provided in a timely manner or if the provided information revealed that the applicant was ineligible. Initial denials under the new policy will not be issued for deferred cases submitted with all required information at the time of application.
Once the requested information is provided to the FAA, the application will proceed as usual, and a medical certificate will be issued if the applicant is deemed eligible.
While this process is functionally similar to the current procedure of deferrals and requests for information, the addition of initial denials to the process creates numerous negative consequences.
EAA is concerned that the use of denials as a routine part of the application process will significantly increase stress for applicants and introduce unintended consequences for those under initial denial. These denials will render pilots ineligible to fly under Sport Pilot or BasicMed while their application is in process, as they are able to today.
With some applications taking more than a year to process, this will leave many airmen on the ground and unable to stay proficient. These initial denials will be reportable on future medical applications and any other paperwork (such as insurance, employment applications, etc…) that asks whether an airman has a previous medical denial. As previously stated, applications containing all pertinent information at the time of the AME exam will not be subject to initial denial – and regardless of this policy face the least amount of delays in the approval process – so members are strongly encouraged to discuss any change of medical status with an AME prior to applying for a medical certificate.
According to briefings provided to aviation medical examiners this week, this change is being driven by the FAA’s legal interpretation of Section 801 in the FAA Reauthorization Act of 2024 (Public Law 118-63). EAA is working to understand the validity of this interpretation and what remedies are available, including a delay in implementing this new policy. The consequences of this policy change are significant, even if the application process should remain similar in terms of timeframes and outcomes.
--- UPDATE TO THE ABOVE DEFERRAL PROCESS. ---
DEC 17
Pilot Groups Want FAA Denial Policy Stayed
A total of 14 groups representing a broad range of pilots is asking the FAA to defer a new medical certification policy that could dramatically increase the number of denials issued. As we reported earlier, effective Jan. 1 the agency will deny medicals to pilots whose deferrals are not accompanied by all the required examinations and paperwork. The goal is to streamline the deferral process and reduce wait times but the coalition, which includes AOPA, EAA and the Flight School Association of North America, said it's fraught with unintended consequences, including lengthy groundings and ineligibility for Sport Pilot or BasicMed.
Under the policy, the denial can be lifted when the pilot supplies the missing information. That restores previous privileges, but the denial never completely disappears from their record and pilots will be required to explain them throughout their careers. "The ramifications of an increase in airmen receiving and reporting medical denials on these applications and the need to educate hiring managers about this change are significant and will take considerable time," the groups said in a letter to Federal Air Surgeon Dr. Susan Northrup. At the same time the groups said it's anxious to help the FAA improve the administrative process.
Pilots can help themselves to avoid being caught in the new policy by ensuring they send a full package to the FAA if they're deferred. AME and military flight surgeon Dr. Keith Roxo said the guidance AMEs use to determine the disposition of medical applicants with deferrals is available online and AOPA has consultants available to members to advise on medical issues. Roxo and fellow naval aviator Dr. Dan Monlux created Wingman Med to help pilots navigate the deferral/denial process, and their basic message is to treat medicals "like a checkride" with all the attention to detail that involves. Roxo said his belief is that the FAA is also trying to get more involvement from AMEs to get pilots through the process.
FAA MAKES COMPUTER COLOR-VISION TESTS MANDATORY
The FAA revealed to Aviation Medical Examiners (AMEs) in an educational session today it will be making changes on Jan. 1, 2025, to color-vision testing “to improve safety.” Dr. Richard Kaplan, an AME, pilot and flight instructor who is also color-blind, attended the online session. He told AVweb, “The longstanding Ishihara color testing book will no longer be permitted.”
Dr. Kaplan also expressed concern over the cost of upgrading to computer testing and how it might increase the cost of FAA medical exams. He said the subscription-based Waggoner test was said to have a monthly rate for AMEs of $30, but that he had been unable to locate the service online.
Back in May 2023, the agency notified AMEs it was authorizing the three new computer-based tests, but noted they were in addition to existing tests, such as the Ishihara testing book. Today’s guidance makes the new computer-based testing methods mandatory going forward.
The FAA responded to an AVweb inquiry with the following statement:
“The Federal Aviation Administration (FAA) is modernizing its color vision testing with computer-based equipment and operationally based passing scores. The new testing process will screen for both yellow/blue and red/green deficiencies, and address inconsistencies and color degradation from using older test plates.
“Beginning January 1, 2025, the FAA will require all applicants for an initial airman medical certificate to test for color vision deficiencies using the new program. Pilots who have held a medical certificate will not need to retest unless they want a color vision restriction on their certificate removed, develop a medical condition or are taking medication that affects color vision.”
FAA Publishes Long-Awaited Flight Training Rule
This week the FAA published a long-awaited rule that will make transition training and other specialized instruction easier in experimental, primary, and limited category aircraft.
The rule, entitled Public Aircraft Logging of Flight Time, Training in Certain Aircraft Holding Special Airworthiness Certificates, and Flight Instructor Privileges, makes several changes to Parts 61 and 91 of the regulations. The rule was proposed in the summer of last year and EAA submitted comments alongside Warbirds of America..
The rule codifies the final resolution to a legal situation that arose three years ago that briefly made it impossible to pay an instructor to train in one’s own aircraft. The FAA rectified this situation at the time by requiring Letters of Deviation Authority (LODAs) for pilots or instructors in experimental aircraft, and an exemption held by EAA for limited category warbirds.
The LODA requirement was eliminated by legislation in December 2022, however the fix had not been officially adopted into FAA regulations until this final rule. Additionally, the legislation did not address training in limited and primary category aircraft. This rule allows compensated flight training in limited category aircraft in a similar manner to experimental aircraft and restores the ability of primary category aircraft to be used in flight training operations.
Flight training involving the compensation of both the aircraft and instructor, i.e. a flight school or flight training experience offered to the public for a fee, has historically carried additional requirements in both experimental and limited category aircraft. This rulemaking, however, makes approvals for these operations more streamlined and creates more opportunities for this safety-enhancing training to occur.
Notably, the rule allows instructors with experimental aircraft to offer training under a LODA for endorsements, primary training toward a sport pilot certificate in certain cases, and re-enables experimental light-sport aircraft (E-LSA) to be used in compensated training. These changes were championed by EAA over almost a decade of advocacy.
Under previous rules, a person receiving transition training under a LODA would need to have all necessary endorsements first. For example, a person building a tailwheel experimental aircraft with no tailwheel endorsement could not receive the endorsement with a transition training operation. Instead, they would first need to get the endorsement elsewhere. Under the new rule and upcoming supporting policy, a person with a “specific need” to receive the training, such as building or purchasing a similar type, can receive the endorsement in an experimental aircraft under a transition training LODA.
The new rule adds important training avenues in some of the lightest aircraft in the community. The 2004 light-sport rule envisioned that all training toward the operation of Part 103 ultralight vehicles, previously conducted under exemptions, would eventually transition to special light sport aircraft (S-LSA). Therefore, the regulators at the time added a specific rule that E-LSA, many of which were aircraft previously operated under these training exemptions, could not be used for any compensated training after 2010. Unfortunately, the ultralight and “lightplane” training market remains underserved. Therefore, EAA successfully pushed for the prohibition on E-LSA training to be repealed in this rulemaking.
In a similar vein, the rule and follow-on LODA policy will allow for experimental aircraft weighing less than 650 pounds empty and with a VH of less than 87 knots to be used for training toward a sport pilot certificate in a commercial flight training operation. Training opportunities in very light fixed-wing, powered parachute, and weight-shift control aircraft are minimal in many parts of the country, and this change aims to address that. There had already been a precedent for allowing experimental gyroplanes to be used for training in a similarly sparse training market.
Under this change, a flight training operation with a properly issued LODA may offer training toward the operation of an ultralight vehicle, including student solo, and may offer an upgrade path to a sport pilot certificate, all while using an E-LSA or other experimental aircraft to provide the training.
There are several other issues that EAA is still working to address in this rule change, most notably the ability of multiple trainees to fly in large multicrew warbirds and cycle through a crew station on a single flight. Overall, however, this rule resolves many issues with specialized training and is a milestone in a long advocacy effort by EAA to address training in homebuilts, light-sport aircraft, and ultralights.
The rule becomes effective on December 2. An advisory circular further explaining the rule and detailing the application process for a LODA will be issued in the coming months.
FAA Filing Opens Up Operations For Logging Time
Some troublesome restrictions may be on the way out.
The FAA today announced a public filing in the Federal Register of a 118-page final rule that states it will open up several areas of operations enabling pilots to credit flight time toward civil regulatory requirements. Notably, under the James M. Inhofe National Defense Authorization Act for Fiscal Year 2023, the final rule amends the operating regulations “for experimental aircraft to permit certain flight training, testing, and checking in these aircraft without a letter of deviation authority.” Also, under the FAA Reauthorization Act of 2024, “the same relief will be extended to certain flight training, testing, and checking in limited category, primary category, and experimental light sport aircraft.” That ruling also revises certain amendments related to logging recent flight experience, flight instructor privileges, flight training in aircraft holding special airworthiness certificates, and “the related prohibitions on conducting these activities for compensation or hire.”
The new ruling also allows pilots conducting public aircraft operations to log that time toward their civil regulatory requirements, consistent with the FAA Reauthorization Act of 2018. Effective dates for the changes are specified as 60 days after publication in the Federal Register.
What to Do When You Lose Your Logbook
According to an FAA spokesperson: "Generally speaking, the FAA will accept [a pilot’s] last airman certificate application (Form 8710-1) or what they reported on their last medical application (Form 8500-8)." You should have access to at least one of those documents.
Pro tip: Moving forward, you may want to invest in an electronic logbook and save the information to the cloud, or at least record a digital image of each page of the paper logbook when you fill it up. If you rent aircraft, sometimes you can re-create your experience by cross-referencing your receipts.
(from: Flying Magazine)
New Video: Caution! Helicopter Wake Turbulence
Most aviators and air traffic control personnel are aware of the dangers of the wingtip vortices generated by large, fixed-wing aircraft, and we often hear on the radio: “caution wake turbulence.” But did you know that helicopters can generate turbulence equally as hazardous? You should avoid operating aircraft within three rotor diameters of any helicopter in a slow hover taxi or stationary hover and use caution when operating behind or crossing the path of a landing/departing helicopter.
A Check-up on Checklist Customization
From the FAASTeam
Notice Number: NOTC3401
Using a checklist is a fundamental part of any safe flight. During preflight, a checklist ensures pilots inspect an aircraft’s components and systems for proper operation and structural integrity and allows them to verify airworthiness. On taxi and during flight, they help ensure the airplane and engine are functioning properly and are configured appropriately for each phase of flight. Checklists provide important structure to the things we check often, usually in a prescribed order of priority. Bottom line: checklist usage is a sound and proven way to reduce errors and improve flight safety.
But just like airplanes change with upgrades or modifications, so too should checklists to include those new items and procedures or omit those that are obsolete. Maybe you’ve added some new avionics equipment or installed a new fire extinguisher. Or perhaps you’d like to reorder your instrument and gauge checks in a more logical manner. Or maybe you’d prefer to use a more specific term to verify a desired state than the sometimes vague “check and set” response. The question for some might be - how exactly do I modify a checklist?
While there is no approval required from the FAA to modify or customize a checklist, pilots and aircraft owners should start by consulting their aircraft’s Pilot Operating Handbook (POH) or Airplane Flight Manual (AFM), or panel placards with some older aircraft. These steps should constitute the baseline for your checklist. If there is a manufacturer-prescribed task or procedure you wish to omit -- perhaps due to concerns about mechanical wear and tear on a particular component – you should consult directly with the manufacturer to ensure safety is not compromised.
The FAA issued a Safety Alert for Operators (SAFO 17006) in 2017 that addresses safety concerns with using commercial off-the-shelf (COTS) or personally developed checklists. The notice was prompted by an accident involving a landing gear failure in which the pilot used a COTS checklist that lacked key steps regarding manual gear extension. The SAFO urges pilots to ensure any COTS or personal checklist is consistent with what the manufacturer states.
Another important reason for this consistency is apparent during practical exams for a pilot certificate or rating. Designated pilot examiners may require an aircraft manufacturer’s procedure is demonstrated when testing applicants. Those who use a checklist that differs from the manufacturer may omit or incorrectly perform an important step, impacting their ability to successfully pass the exam. If you are providing flight instruction it is essential that you show, demonstrate, and explain any omitted items to students to avoid this potential pitfall. The student should be able to demonstrate the procedure and be able to explain why it has been omitted from the modified checklist and is not performed routinely.
Having checklists that are efficient, logical, and that account for changes to an aircraft’s systems can greatly improve safety and even increase the likelihood of them being used. Just be sure the information you use for those revised checks is correct, complete, and consistent with the manufacturer’s safety standards.
Bonus Tip: Want to take your preflight checklist to the next level? Check out the FAA Safety Team’s Advanced Preflight M-Pamphlet here. This pamphlet helps pilots obtain valuable maintenance history on their aircraft like ADs, ACs, and any manufacturer service-related information, and then develop an Additional Items Checklist that can be used in conjunction with your aircraft’s preflight checklist.
Transition Training
The lack of transition training has been cited as a causal factor in many GA accidents. Accidents frequently result from pilots being unprepared for challenges presented by the new, or different, aircraft they are flying. Even when pilots are legally certificated to operate aircraft within a specific category and class, significant differences can exist among different types of aircraft within that category and class — thus necessitating the need for effective transition training. Click the button below to learn more.
Commercial Space Integration into the National Airspace System
This Concept of Operations is the foundational document for managing the integration of commercial space launch/reentry operations into the NAS. The scope encompasses the FAA’s mid-term to far-term time frames. It provides focus on and methods for efficiently integrating the operations with other NAS operations.
The development of the Commercial Space Integration into the NAS (CSINAS) ConOps is a Level 2, or Service Level, ConOps. This classification indicates that all future efforts will trace to this document as the high-level, long-term vision.
This ConOps will be used as guidance to derive concept-level requirements for services, systems, technologies, tools, procedures, training, and policies that support commercial space launch/reentry operations integration. It can also be used as a reference for assessing concept feasibility through research validation activities.
SEE WHAT OUR MEMBERS ARE BUILDING
YOUR HELP IS NEEDED! IF YOU'RE A BUILDING AN AIRCRAFT AND WOULD LIKE TO DOCUMENT YOUR BUILD, I WOULD STRONGLY ENCOURAGE YOU TO USE THE EAA'S BUILDER WEBSITE
TO SEE AND USE THE WEBSITE GO TO:
https://eaabuilderslog.org/?blhome
Thanks go out to Don White from Merritt Island (and also one of our members) who voluntarily created this site for EAA!!!
TO SAVE TIME AND SEE JUST WHAT OUR MEMBERS ARE BUILDING
CLICK THE BUTTON BELOW
New Course Helps Pilots Conduct Preflight Self-Briefings
A new course developed by Flight Service and available on FAASafety.gov provides students and VFR pilots guidance on how to conduct a safe and regulatory compliant preflight self-briefing using automated weather resources. The objective of the course is to ensure that the pilot understands aviation weather basics and learns to apply meteorological and aeronautical information in a systematic manner to plan a safe flight. The course includes scenarios, real-life examples, videos, reference materials, and practice exercises for pilots to conduct on their own or with their flight instructor. Access the WINGS credit course here: http://bit.ly/ALC683.
A NEW AVIATION INSTRUCTOR'S HANDBOOK IS NOW AVAILABLE (FREE)
(FAA-H-8083-9)
Designed for ground instructors, flight instructors, and aviation maintenance instructors, the Aviation Instructor’s Handbook was developed by the Flight Standards Service, Airman Testing Standards Branch, in cooperation with aviation educators and industry to help beginning instructors understand and apply the fundamentals of instruction. This handbook provides aviation instructors with up-to-date information on learning and teaching, and how to relate this information to the task of teaching aeronautical knowledge and skills to learners. Experienced aviation instructors will also find the updated information useful for improving their effectiveness in training activities.
This handbook supersedes FAA-H-8083-9A, Aviation Instructor’s Handbook, dated 2008.
Surface Safety & Pilot-Controller Communications
The FAA has recently issued a general notice with regard to Surface Safety. Several recent Runway Incursions have been attributed to communications. The most important concept in pilot-controller communications is understanding. Pilots must acknowledge each radio communication with Air Traffic Control (ATC) by using the appropriate aircraft call sign and confirming all hold short instructions.
WHAT OVER-THE-COUNTER (OTC) MEDICATIONS CAN I TAKE AND STILL BE SAFE TO FLY?
Please touch the Drug List Button below to go directly to the FAA Document covering the subject. It's very informative!!
EAA STORE NOW ON AMAZON.COM/EAA
A selection of EAA-branded merchandise is now available through an EAA storefront via Amazon.com, bringing The Spirit of Aviation to more people via the worldwide online retailer.
The storefront at Amazon.com/EAA features some of EAA’s most popular items, from books and calendars to caps and aviation-themed metal signs. A selection of EAA and Flight Outfitters co-branded merchandise is also available through the Amazon site.
“Fascination with the world of flight stretches worldwide, so creating this outlet through Amazon allows EAA to reach aviation enthusiasts anywhere,” said Scott Powers, EAA’s director of retail operations. “Working with Amazon is an outstanding complement to the full line merchandise available through the EAA website store and in-person right here in Oshkosh.”
For shoppers who have active Amazon Prime accounts, they will be able to receive two-day free shipping as EAA merchandise will be shipped direct from Amazon’s distribution centers. In addition, shoppers using the Amazon Smile program can direct Amazon to donate 0.5 percent of the purchase price to the EAA Aviation Foundation to support EAA’s programs that grow participation in aviation. Amazon users can activate the Smile program on their accounts and designate the EAA Aviation Foundation as their favorite charity.
LEARN MORE ABOUT THE WRIGHT BROTHERS
AOPA has a great article about these two inventors
WHAT YOU NEVER KNEW ABOUT THE WRIGHT BROTHERS
You’d think Milton Wright would be disappointed by his two youngest sons—high school dropouts who wouldn’t move out of the family home, fussed over their appearance, never married, and jumped from job to job. First, his boys tried a newspaper and printing business, then a bicycle shop, and finally they got the dang-fool idea that they could fly.
Continue reading the article by clicking the button below