Pilotin http://pilotin.org/ Thu, 22 Jul 2021 23:06:51 +0000 en-US hourly 1 https://wordpress.org/?v=5.8 https://pilotin.org/wp-content/uploads/2021/05/cropped-icon-32x32.png Pilotin http://pilotin.org/ 32 32 AOPA looks to Congress to resolve FAA flight training crisis https://pilotin.org/aopa-looks-to-congress-to-resolve-faa-flight-training-crisis/ https://pilotin.org/aopa-looks-to-congress-to-resolve-faa-flight-training-crisis/#respond Thu, 22 Jul 2021 22:58:28 +0000 https://pilotin.org/aopa-looks-to-congress-to-resolve-faa-flight-training-crisis/

Bills were introduced on July 22 to reverse the damaging impact of an FAA directive that, as of July 12, requires pilots who receive training on experimental aircraft to obtain a deviation authority letter (LODA) of the FAA. The instructor who receives compensation must also obtain an LODA. Pilots and instructors engaged in paid instruction in limited category aircraft or the handful of main category aircraft in the register must obtain a regulatory exemption (not the same as the LODA process but providing the necessary clearance) before proceeding. follow the training. Training on aircraft with a standard airworthiness certificate is not impacted.

The need for a remedy emerged after a federal court upheld an FAA cease and desist order against a Florida company, Warbird Adventures, which the FAA said provided paid instruction flights in a Curtiss P-40 Warhawk, a limited category aircraft. certificate of airworthiness. The ruling stated – incorrectly, according to aviation groups – that “when the student pays for the instruction, the student is transported” for compensation. ” ”

The directive sparked uncertainty in the pilot community who generally understood that flight training had nothing to do with flying an aircraft for pay or hire. The FAA has also said that money is not the only form of compensation instructors can receive.

“The bureaucratic response from the FAA Legal Office is actually hindering security, which is unacceptable. We will work with our industry partners and members to support legislation in Congress so that we can bring clarity and consistency to this whole issue, ”said AOPA President Mark Baker.

On introducing identical bills in the House and Senate, Graves, the Republican leader of the House Transportation and Infrastructure Committee, issued a statement calling on the FAA to revert to a “common sense” policy.

“The FAA’s recent change in its long-standing legal guidance on flight training put 40,000 general aviation pilots in regulatory non-compliance overnight,” he said. “In addition to creating a significant amount of confusion, the FAA has unnecessarily added more bureaucratic red tape for pilots who do nothing to improve aviation safety. In fact, the actions of the FAA actually create safety concerns because they undermine a basic principle of aviation safety that a pilot must be trained in the aircraft he will fly. This bill restores the old FAA common sense interpretation of these flight training regulations and restores a system that was in place and worked for decades.

Inhofe, the bill’s main sponsor in the Senate, said the legislation would eliminate unnecessary regulatory burdens.

“The US aviation community is vital to our nation,” he said. “That’s why I introduced the General Aviation Pilot Certainty Act, a law that will eliminate unnecessary bureaucratic burdens that prevent pilots from flying planes tomorrow that they could fly yesterday. This bill would remove unnecessary new regulations and bring pilots back to the skies safely. I am proud to fight for their priorities in Congress and look forward to working to get this bill passed.

Baker and the heads of 10 other aviation organizations have expressed strong support for the legislation in letters to Graves and Inhofe.

The AOPA will continue to vigorously defend the restoration of flight training to its former safe and sensible status and will strive to ensure that a regulatory slippery slope has not been created for flight training.

The bottom line for now, as AOPA advises members who contact us with questions, is that as of July 12, anyone providing or receiving flight instruction in their Experimental, Limited, or Primary Category aircraft is running a legal risk if it does not have an LODA (experimental aircraft) or exemption (limited or primary category aircraft) in place before performing or receiving the training.

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Satcom Direct becomes Luxaviation’s preferred in-flight connectivity provider https://pilotin.org/satcom-direct-becomes-luxaviations-preferred-in-flight-connectivity-provider/ https://pilotin.org/satcom-direct-becomes-luxaviations-preferred-in-flight-connectivity-provider/#respond Thu, 22 Jul 2021 22:00:38 +0000 https://pilotin.org/satcom-direct-becomes-luxaviations-preferred-in-flight-connectivity-provider/

The Luxembourg private jet charter company Luxaviation has chosen Satcom Direct as its preferred in-flight connectivity provider under a new three-year agreement. (Luxaviation)

Luxaviation has entered into a new three-year Preferred In-Flight Connectivity Provider (IFC) agreement with Satcom Direct for its business aircraft owners, crews and passengers.

The fleet of the Luxembourg-based private jet charter company comprises a total of 110 business jets and turboprop planes as well as 24 helicopters in total. Luxaviation Director of Operations Stuart Williamson said International Avionics that decisions about how many of their planes will receive new antennas, modems, and other connectivity upgrades are based on the decision of each aircraft owner they work with.

“Each Luxaviation customer has individual Satcom connectivity needs for their aircraft. In addition, solutions will vary depending on the aircraft and its equipment, ”said Williamson. “In order to provide solutions perfectly suited to each of our aircraft owners that specifically meet their individual needs, the Luxaviation Group must be able to rely on a supplier who will ensure that every detail is properly addressed to meet the requirements of the customer. But it doesn’t end there – after-sales support is just as important to ensure that any technical or customer support requirements are handled flawlessly for our customers, without hassle or delay.

According to Satcom Direct, the three-year agreement includes access to IFC which will support “a plethora of in-flight requirements, including voice, messaging, email and Internet services,” the company said. in a July 13 press release. Inmarsat’s Jet Connex and SwiftBroadband services will provide Wi-Fi access in the cabin and cockpit across the Luxaviation fleet.

Williamson said most Luxaviation pilots use in-flight electronic flight bag applications and will have their data consumption needs taken care of by their new access to Jet Connex and SwiftBroadband.

“Flight tracking and the up-to-date exchange of critical flight information is enhanced by high-speed connectivity. Applications are becoming more “data hungry” than before, hence the need for high speed data transfer. Luxaviation is a global operator, therefore a constant flow of information received in real time not only improves the customer experience, but helps our flight crews, pilots and cabin, to offer better service, to be able to organize or adjust the problems that our customers may have when disembarking. Finally, high speed internet also means better information management and less paper use or more efficient decision making, thus another step towards our goal of sustainability, ”said Williamson.

Satcom Direct has already started working with Luxaviation under the new agreement, which also includes a cybersecurity element. The company provides cybersecurity services from its Florida data center to include threat monitoring, aircraft data encryption, and customer aircraft network configuration based on the individual needs of end users.

Michael Skou Christensen, senior vice president of Satcom Direct International, explained to Avionics how they manage Swiftbroadband and JetConnex IFC on a per-flight basis.

“Once an aircraft is activated with SD, we are on standby 24/7 to provide customer service. Luxaviation customers using services like Swiftbroadband and JetConneX expect continuous availability of the services they pay for and performance to be there when they need it, ”Christensen said. “By working with our partners like Inmarsat, we have developed a wide range of unique and intelligent diagnostic and management tools that interact and integrate with partner networks to enable us to anticipate any issues that may arise from time to time. Often our Network Operations Center, which continuously monitors data usage, metrics and aircraft performance, knows and fixes a problem before we receive reports from customers.

The Satcom Direct agreement comes as Luxaviation and its European and African subsidiaries continue to expand their fleet and their scope of activity in recent months. In April, an Embraer Legacy 650 jet was added to ExecuJet Africa, while a Bombardier Global 7500 joined ExecuJet Europe. German developer of electric vertical take-off and landing (eVTOL) aircraft Lilium has a new partnership with Luxaviation, making the private jet company responsible for the flight operations of their 7-seater jet, including obtaining approvals and handling pilots.

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What challenges still exist for the certification of electric aircraft https://pilotin.org/what-challenges-still-exist-for-the-certification-of-electric-aircraft/ https://pilotin.org/what-challenges-still-exist-for-the-certification-of-electric-aircraft/#respond Thu, 22 Jul 2021 21:41:57 +0000 https://pilotin.org/what-challenges-still-exist-for-the-certification-of-electric-aircraft/

Jaunt Air Mobility opens design and manufacturing operations in Canada. (Jaunt Air Mobility)

As the aviation industry moves towards sustainability, more and more manufacturers are developing electric motors to move away from jet fuel. However, despite years of development on the industry side, civil aviation regulators have yet to actually certify any of these aircraft.

Aircraft manufacturers are at the mercy of regulatory authorities when it comes to certification and some say this is the only thing keeping them from entering service. During a panel at the Vertical Flight Society’s Electric Aircraft Symposium on July 21, industry and regulatory experts explained the challenges that still exist for electric aircraft certification.

“The only thing preventing us today from exploiting UAM [urban air mobility] the aircraft must obtain an aircraft through certification, this will be the stimulus, ”said Martin Peryea, Managing Director of Jaunt Air Mobility.

Peryea warned that aircraft manufacturers must establish a basis for certification before designing their planes to avoid future problems.

“From a design perspective, you really need to lay your certification foundation before you start designing,” Peryea said. “Unless you really have a full understanding of how you’re going to certify the aircraft under what rules, it’s difficult to design an aircraft architecture from a systems perspective until you can have a full understanding. “

Some manufacturers like Jaunt plan to certify their planes under existing rules like parts 29 and 135, however, they will need a special condition to certify their electric motors.

The Federal Aviation Administration (FAA) has been working to create a special condition for electric motors to provide a certification guide for electric motor manufacturers, said Gary Horan, aerospace control systems specialist at the FAA, during the panel. Horan said the FAA was working with one company in particular to develop this special condition, magniX.

“We are working at the FAA … to get a special condition issued for the first certification project of an electric motor,” said Horan. “This special condition is written around a particular company and their product, and to be honest with you, we don’t know if they’ll be the first to cross the finish line, but, you know, we have had to choose a horse and that’s what we did.

Horan said the special condition is based on a standard from the American Society for Testing and Materials (ASTM). He said terminology is important to consider when talking about certification because the FAA certifies an electric motor, not an electric propulsion.

“This special condition was developed on the basis of an ASTM standard that we developed over a period of one year, two years, probably longer than that … and that was for what was called to l ‘era of electric propulsion, well that terminology goes a long way, “said Horan.” It’s an electric motor that we’re talking about that makes a huge difference to the FAA, and to [European Union Aviation Safety Agency] EASA by the way, because it’s the only thing we can certify, it’s an engine. We cannot certify an electric propulsion unit because that is how the rules are written.

One of the changes made by the FAA is that anyone wishing to certify an engine will have to provide information about the aircraft that engine is in, Horan said. This is based on the agency’s efforts to raise safety standards.

“We are changing an aspect of what we need in relation to engines and safety that we did not need in the past,” said Horan. “If you’re trying to get a type certificate for an engine, you have to do the safety assessment of that engine and you have to predict what the failure rates will be and so on. You should now know where it is going to be installed. You have to know the plane because you have to take into account the goals that the plane has to achieve in order to stay safe. So we’ve broadened the scope of the safety assessment, at least at the engine level, but I think it’s going to expand at the aircraft level as well. ”

The lifting of this special condition will allow manufacturers to have guidelines to follow for the certification of engines. Lowell Foster, director of global innovation and engineering at the General Aviation Manufacturers Association (GAMA), said without this certification basis, manufacturers always end up with more questions than answers when trying to design a vehicle.

“The FAA has been much more difficult in terms of getting a basis for certification and agreeing on the means of compliance, which leaves those questions unresolved while you try to design a vehicle,” Foster said.

However, there are many other areas where manufacturers are still unsure of the certification standards. Foster said one example is the FAA flight standard that will apply lift power requirements to electric vertical take-off and landing (eVTOL) airplanes.

“The big problem we just found out is that the FAA flight standard is going to apply powered lift to our fixed-wing VTOL aircraft,” said Foster. “We don’t yet know what that means, other than the fact that we need to take much more substantial exemption routes. It will not only be about taking advantage of the next generation sims, but it will make the use of simulators and flight training devices much more important. ”

Another challenge for the FAA is the diversity of design architectures from aircraft to aircraft.

“It’s absolutely amazing how many different variations there are,” said Horan. “There are very few candidates who have come to us, who have the same thing as someone else. It’s like everyone has a slightly different view.

While electric planes have made strides in recent years, Horan said the biggest problem they still face is power.

“I think the biggest problem they all face is the energy resource, which means where are you going to get the energy, how are you going to handle this,” Horan said. “Total battery operation is extremely appealing as it seems like it’s the fastest way to get there, but battery technology still has a way to go to make it an economic benefit and impact on a business. range. So I consider that this is really the biggest problem. ”

Foster said he was concerned about issues that are not the focus at the moment.

“My concerns are also with certification and not so much the obvious ones, because I think it’s pretty easy to look at some of the new technology and say it’s going to be certification issues, so we’re focusing on on those, but having watched certification programs for a long time, it’s the little things you don’t watch that bite you in the end, ”said Foster.

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Rare 1929 TravelAir is on its way to EAA AirVenture https://pilotin.org/rare-1929-travelair-is-on-its-way-to-eaa-airventure/ https://pilotin.org/rare-1929-travelair-is-on-its-way-to-eaa-airventure/#respond Thu, 22 Jul 2021 14:24:30 +0000 https://pilotin.org/rare-1929-travelair-is-on-its-way-to-eaa-airventure/

PERU, Illinois, July 22, 2021 – Aviation enthusiasts heading to EAA AirVenture 2021 will enjoy a rare sight as a 1929 TravelAir Model 10-D aircraft takes off for Oshkosh, Wisconsin.

The TravelAir, the last of its kind, will arrive on Sunday, July 25, and will be on display in the Antique section of the EAA Vintage Zone throughout the week for aviators to explore.

Owned by Inga Carus and her spouse, Peter Limberger, founders of CL Enterprises, the family holding company of Carver Aero, Travel Air has a unique history with family ties. Inga Carus’ great-uncle, Hermann Carus, purchased the TravelAir for $ 5,500 in August 1930. At that time, the TravelAir was considered a luxury aircraft. His great-uncle owned and piloted the plane from the old airport in Peru, Illinois, until he sold it in 1942.

After doing some research, Carus and Limberger discovered that the family plane belonged to a private air museum in Eagles Mere, Pa. In November 2020, they bought the plane from the museum and brought it back to Peru the following spring.

The beloved aircraft has been fully restored to a high quality and flyable condition. The hunter green and beige TravelAir features its original wicker chair pattern and proves to be a treasured piece of aviation history, gleaning a glimpse of flight without modern equipment. Carus and Limberger both fly the aircraft, now based at the Illinois Valley Regional Airport (KVYS), and are proud to share this piece of aviation history – and family history – with EAA Airmen.

“The Carus family continues its rich aviation history with the acquisition of Carver Aero in 2019,” said Limberger. “Carver Aero’s goal is to create greater opportunities for people in small towns through aviation. The TravelAir recalls the last 100 years of aviation. Carver Aero is leading the way for the next 100 years by recreating the wonder and inclusion of small town aviation. “

TravelAir was founded in 1925 by three aviation pioneers: Walter Beech, Clyde Cessna and Lloyd Stearman. Each then created their own business. The TravelAir 10-D on display at the EAA is the only surviving aircraft of the 11 that were produced in Kansas before the Great Depression wreaked havoc.

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Jet2 plane forced to turn around after pilot reports in-flight failure https://pilotin.org/jet2-plane-forced-to-turn-around-after-pilot-reports-in-flight-failure/ https://pilotin.org/jet2-plane-forced-to-turn-around-after-pilot-reports-in-flight-failure/#respond Wed, 21 Jul 2021 13:20:32 +0000 https://pilotin.org/jet2-plane-forced-to-turn-around-after-pilot-reports-in-flight-failure/

An aircraft was forced to turn around in mid-flight after a fault was reported by the flight crew.

The Jet2 flight, from Manchester to Greece, was boarded by passengers at 6 a.m. today (July 21).

However, the plane did not return to Manchester Airport until a few hours later, when it was due to proceed through Kalamata at 11:55 a.m. local time.

READ MORE: Retirees named after being fined for speeding on Lancashire roads

The flight turned back over France after the pilot reported a “minor failure indication”.

The flight tracking application Flight Radar had declared that the status of the Boeing 737-8MG was “deviated”, MEN reports.

A Jet 2 spokesperson said: “Flight LS1765 from Manchester to Kalamata followed standard procedure and returned to Manchester Airport after the pilot reported a minor failure indication.

“The plane has landed safely and the clients have been transferred to another plane. They are now heading to Kalamata to enjoy their vacation.”

An airport spokesperson said there was “no reason to be alarmed”.

Greece is currently on England’s “orange list”.

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Do you have any news for us? Contact our editorial staff at lancslive@reachplc.com.

Get all the latest news, sport and stories sent daily to your inbox with the LancsLive newsletter here.


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The VVA-14 ground-effect plane dreamed of world domination for the Soviet Union https://pilotin.org/the-vva-14-ground-effect-plane-dreamed-of-world-domination-for-the-soviet-union/ https://pilotin.org/the-vva-14-ground-effect-plane-dreamed-of-world-domination-for-the-soviet-union/#respond Wed, 21 Jul 2021 08:31:00 +0000 https://pilotin.org/the-vva-14-ground-effect-plane-dreamed-of-world-domination-for-the-soviet-union/

During the 60s Robert Bartini, Italian aeronautical engineer, scientist and member of the Communist Party, born in Kanjiza, Serbia, answered the call of the need of the Soviet Union to create a new era for the country, mainly in the transportation and industrial sectors of the growing company. But I think it’s pretty obvious that Bartini worked for the Russian army.

In the service of Mother Russia, Bartini rose to prominence as a master in the art of aeronautical engineering and even created the first widebody aircraft, the Bartini T-117. Over the years, his experiences and knowledge led to a vehicle dubbed the VVA-14. What makes the VVA-14 is the fact that it exploits the ground effect.

If you’ve never heard of ground effect, it’s a fairly simple physical effect that appears when fixed-wing aircraft fly near ground level, mostly water surfaces, as they provide better transmission of the effect due to a lack of obstacles on the surface.

This happens because the natural airflow around the fenders is disrupted due to the ground surface, and instead of going around the fender and dragging, air is trapped between the vehicle and the ground. and is compressed, creating an air pocket under the vehicle. The result? Increased lift and decreased drag, and greater efficiency.

One of the main differences between commercial airplanes and ground effects is size and weight. To further exploit the ground effect, the weight of a vehicle keeps the compressed air under the fuselage, which leads to a successful effect.

In order to make the most of this effect, Bartini modified all aspects of the VVA-14, right down to the wing tips, which featured winglets at the bottom. The first and most important aspect is the shape of the body. To create a nice pocket of compressed air, the VVA is built with an extra-large body that includes two fuselage compartments that each have their own tail at the rear. It is these two fuselages that help compress the air even more than standard airplanes.

Now, like any vehicle or military device, versatility is key. Originally designed to be a spearfishing machine for the Soviet Union, Bartini also designed the VVA-14 to be capable of a diverse range of takeoff and landing styles, including vertical takeoff and landing. ; required 12 lift motors which were never integrated into the prototype, so the tests were carried out with conventional landing and take-off sequences.

For possible tests, two bypass turbojets allowed the VVA-14 to reach a top speed of 760 km / h (472 mph) and reach an altitude of 33,000 feet (10,058 m). But it was these lift motors that made the whole machine as versatile as it was meant to be.

As it was originally intended to find and destroy submarines, the VVA-14 was to be equipped with magnetic anomaly detection systems and more than two tons of boom booms including torpedoes and depth charges.

Funny enough, construction was slow and the VVA-14 saw its first test flight in 1972. All the submarines were probably long gone. The final vehicle was to be developed in three subsequent stages, the third stage involving the equipment of firepower.

But the lift motors never reached the machine, so the tests could not continue according to the original idea, which led Bartini to modify the final product to a version that was not capable of take-off, which ultimately turned out to be a problem. Bartini died in 1974 and would never see his machines working at full capacity, and the Soviet Union abandoned the project of more modern planes and fighters.

Nonetheless, the VVA-14 worked and was able to optimize ground effect 8m (26ft) above the ground surface and supported Bartini’s ideas and designs, ultimately leading to other designs. intended to go faster, further and more, but all were based on ground effect. One of them was a huge aircraft carrier for the Soviet Navy. I wonder how long it will be before someone builds a modern vehicle that uses ground effect.

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Covid positive man disguises himself as woman on Citilink flight to steal https://pilotin.org/covid-positive-man-disguises-himself-as-woman-on-citilink-flight-to-steal/ https://pilotin.org/covid-positive-man-disguises-himself-as-woman-on-citilink-flight-to-steal/#respond Wed, 21 Jul 2021 03:22:30 +0000 https://pilotin.org/covid-positive-man-disguises-himself-as-woman-on-citilink-flight-to-steal/

(CNN) – An Indonesian man is said to be at risk of arrest after disguising himself as his wife in order to board a flight.

The man, who has only been publicly identified by the initials “DW”, boarded a Citilink domestic flight from Jakarta to Ternate while wearing a niqab that covered him from head to toe, reports the affiliate of CNN. CNN Indonesia.

The disguise was intended to allow the man to fly even though he would have tested positive for Covid-19. His wife, however, had tested negative, so he used his ID card and negative PCR test results to board the plane at Halim Perdana Kusuma Airport in Jakarta, according to the report.

It is not known if the man would have been caught had he not given up his ruse in the air.

An air hostess reportedly told authorities that she saw “DW” enter an airplane washroom and then come out wearing men’s clothing instead of the niqab – a full face veil with an opening for the eyes. She informed the Ternate airport authorities, who arrested the passenger as he got off the plane.

An on-site health worker immediately tested the man for Covid-19, and the PCR test came back positive, officials said.

After that, “the airport immediately contacted the Ternate City Covid-19 management task force team to evacuate the man while wearing personal protective equipment (PPE), then took him to an ambulance. to his home (in Ternate City) to self-isolate, where he will be supervised by officers of the task force, ”Ternate Covid-19 task force operational chief Muhammad Arif Gani told reporters.

After her period of self-isolation ended, local police said she intended to prosecute “DW”.

In addition, vaccine deployment has been slow. So far, only around 6% of the total population is fully vaccinated.

A health survey released in early July found that nearly half of those tested in Jakarta had Covid antibodies, which means the outbreak in the capital may have been much larger than previously believed.

CNN’s Amy Sood contributed reporting.

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Formerly a camper, now a flight instructor https://pilotin.org/formerly-a-camper-now-a-flight-instructor/ https://pilotin.org/formerly-a-camper-now-a-flight-instructor/#respond Tue, 20 Jul 2021 20:25:26 +0000 https://pilotin.org/formerly-a-camper-now-a-flight-instructor/

By Richard L. Gaw

Editor-in-chief

In the summer of 2016, at the end of an extremely hot afternoon, flight instructor Jimmy Reagan sat in the cockpit of his plane at New Garden Flying Field roasting in the heat.

He had spent the last hours giving the campers private flights and instruction at the annual futureure Airmen Camp, and just when he thought he had taken his last flight of the day, Camp Manager Court Dunn approached him on the track and said: “I ‘I have one more student for you.

That student was Thomas McAdoo, 13, of Wilmington.

“I see it kid walking towards me with a Go-Pro on his head and a camera around his neck, ”Reagan said. “He stretches out his hand and introduces himself to me, and immediately as he gets on boardd, he starts placing cameras all over the plane.

“The best part of this flight was when we took off Thomas let out that laugh and said, ‘This is awesome! “It was such a rewarding time as a flight instructor to be with a youngster who was just thrilled to be flying on an airplane.

When Reagan asked McAdoo if he would be interested in taking over the helm of the plane during the flight, McAdoo immediately made – make steep turns and maneuvers with the ease of a veteran pilot. As the plane began to approach Flying Field, Reagan said what he always says to young campers, but this time he really meant it.

“I told Thomas he really needed to take some flying lessons,” Reagan said.

McAdoo took Reagan’s advice, and over the next five years – mostly under Reagan’s tutelage – he earned his private pilot license, earned his instrument rating, and then a commercial pilot certificate.

This last june, Mcadoo
obtained his license to become a certified flight instructor (CFI) at the age of 18.

Obtaining a CFI license – which requires up to 300 hours of training and instruction – allows the pilot to move from learning to fly to learning to teach.

“When Thomas and I were doing our CFI training, I played from the student and he would stand near a whiteboard, ”said Reagan, who was McAdoo’s primary flight instructor and is also a company pilot. “There Thomas was teaching me the principles of flight, the operation of the airplane and all the ffrom the nuts and bolts of how an airplane is made to regulations, to ensure that it could someday teach a completely new student how to fly and operate an airplane safely.

McAdoo’s rise from camper to pilot is reminiscent of the journeys of many young peoplegsters who frequent the Future Aviators Camp. Dunn, the director Flying Field’s New Garden Flight connection, says that since its inception, the camp has given more than 1,300 initiation flightsson, and for some campers, this signals the beginning of the fulfillment of what he calls “their destinies and their dreams”.

“A highlight for me is when I see our former campers flying F-16s, becoming corporate pilots and pursuing their careers in aviation,” then come back and give to our campers combat instructions, ”Dunn said. “I’ve known Thomas since he was a young camper, and now to see him come back and teach for us and train other campers is a great feeling.”

McAdoo – who attended his first Future Aviators camp at the age of 11 and later became a neck campnselor – recently graduated from the Delaware Military Academy and will be studying chemical engineering at the University of Delaware in the fall. In addition to his college education, he plans to be a part-time instructor for Flying Field’s New Garden. Flight connection, withe possible goal of a career in the
military or as a company pilot.

“My love of flying started here so it’s been great coming back and being able to share it with others is just an amazing experience,” said McAdoo.

To contact Editor-in-Chief Richard L. Gaw, send an email [email protected].

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Using ADS-B data and satellite imagery to “observe” interesting military aircraft movements (and interceptions) https://pilotin.org/using-ads-b-data-and-satellite-imagery-to-observe-interesting-military-aircraft-movements-and-interceptions/ https://pilotin.org/using-ads-b-data-and-satellite-imagery-to-observe-interesting-military-aircraft-movements-and-interceptions/#respond Tue, 20 Jul 2021 16:38:58 +0000 https://pilotin.org/using-ads-b-data-and-satellite-imagery-to-observe-interesting-military-aircraft-movements-and-interceptions/
The satellite image shows the close encounter between an EP-3E and a Su-30SM over the Black Sea. (Image via @Gerjon_)

New open source tools complement ADS-B and allow you to spot military activity (including close encounters) anywhere in the world.

We have been researching ADS-B as a tool to perform OSINT (Open Sources INTelligence) on aircraft movements for over 10 years now. Some of our most loyal readers will probably remember when, during the opening hours of Operation Odyssey Dawn, we wrote about the tankers that could be tracked online as they supported the first airstrikes in Libya.

Since then, Flightradar24, PlaneFinder, Plane Plotter, and (more recently) ADSBExchange have grown in popularity by becoming well-known apps and websites that allow everyone (aviation enthusiasts, geeks, journalists, etc.) to follow. flights in real time simply by using the Internet. connection and their desktop, laptop or smartphone.

These two “services” (some of them are completely free, others require purchases to unlock certain features), are based on Mode-S transponders with ADS-B capability. Here is what we wrote about this technology in a previous article here at The Aviator:

The ADS-B system uses a special Mode-S transponder which autonomously broadcasts data from the aircraft‘s on-board navigation systems on its position, altitude and flight path calculated by GPS. This information is transmitted on the 1090 MHz frequency: ground stations, other nearby aircraft as well as commercial receivers available on the market as well as those of home-made production, tuned to the same frequency, can receive and process this data.

Flight tracking websites rely on a network of several hundred (if not thousands) of feeders that receive and share data from Automatic Dependent Surveillance-Broadcast (ADS-B) transponders and help expand the network and cover the network. most of the planet.

Obviously, only ADS-B equipped aircraft flying within the network coverage area are visible.

Although not all aircraft broadcast their GPS data, in areas where coverage is provided by several different ground stations, the position can also be calculated for aircraft that do not broadcast their ADS-B data using multilateration. (MLAT) of their mode -S transponder signals. MLAT uses the time of arrival difference (TDOA): by measuring the time difference to receive the signal from four different receivers, the aircraft can be geotagged and tracked even if it is not transmitting ADS-B / positioning data .

Although the majority of the planes you can track are still civilian airliners and business planes, today military planes belonging to different air forces as well as contract and special operations planes can be regularly followed by flying over Iraq, Afghanistan, Tunisia, Egypt, as well as over the Mediterranean, the Black Sea, the Baltic, the South China Sea and many other “hot spots”.

In recent years, other interesting tools have emerged to complement ADS-B surveillance. Satellite imagery is one of them. By combining ADS-B data with satellite shots, you can get an even better “picture” of what’s going on in a certain part of the world. This is what our close friend @Gerjon_ has been exploring more and more in the past few years. A Dutch aviation image analyst and tracker, he began work on publicly available satellite shots to collect additional details of military activity around the world exposed by Mode-S / ADS-B data. .

“For about 5 years, there have been 2 Sentinel-2 satellites orbiting the Earth”, @Gerjon_ explained in an email sent to us.

“With their pixel size of 10 meters (at ground level), you are able to see and * just * identify planes. For example, an Ilyushin Il-76 will be approximately 5 pixels wide and long. The good thing is that these images are easily accessible (without login) for anyone, here.

The main challenge with this kind of investigation is usually knowing where to look.

“For airplanes using ADS-B in areas covered by ADS-B, the solution is quite simple: you just need to find the flight path on a tracking website, find the exact time at which a satellite image was taken in that area, and look for the aircraft on the satellite image around the location shown on the tracking website. For most civilian aircraft and some military aircraft (P-3, P-8, RC-135) this is quite easy as their light gray or white color contrasts clearly with the surroundings, especially above the sea.

Some darker gray military aircraft (B-52H) can also be spotted on Sentinel-2 images, but the lack of contrast makes them much harder to see. For smaller planes (e.g. fighter jets, RQ-4 Global Hawk) size is an additional challenge – they appear less bright because the plane only fills a portion of the pixels. The planes appear as three different planes (one red, one green, and one red for a white plane) because the satellite image is created band by band, so that the different colors are created a fraction of a second one after another. Finding a plane usually takes me between a minute and an hour. Because there is a revisit time of 5 days (so it will take 5 days for an identical satellite image to be taken, although an area may be covered by multiple images), there is often no image. available.

Using this technique, @Gerjon_ was also able to spot the recent close encounter between an American EP-3E Aries II and a Russian Su-30SM over the Black Sea.

“After @Ameliairheart informed me of the event over the Black Sea, I checked the Sentinel EO Navigator and compared the flight data and Sentinel-2 images. I managed to identify the EP-3E Aries II over the Black Sea without a problem by matching it with Flightradar24 – it was quite easy considering the high quality of the runway on Flightradar24 and the clear weather conditions . The Sukhoi Su-30 was simply close to the easily spotted P-3 at the time the satellite image was taken. Without the Flightradar24 track, finding the Sukhoi Su-30 (according to the Russian Ministry of Defense tweet) would have been considerably more difficult as I wouldn’t know where to look since they don’t use ADS-B.

Finally: here are some of his early finds on Sentinel-2 that might also interest you.

2x RQ-4 Global Hawks around Crimea (very difficult to find given their size and cloud cover):

Various aircraft including aerial refueling with receivers, over the North Sea:

A recent unidentified American ferry flight from the Gulf, a little harder to see:

A Boeing B-52H Stratofortress probably returning from operations over Afghanistan, very difficult to see in the EO browser:

6x US Air Force Boeing F-15 Eagle heading east over Germany, trailing:

David Cenciotti is a freelance journalist based in Rome, Italy. He is the founder and editor-in-chief of “The Aviationist”, one of the world’s most famous and widely read military aviation blogs. Since 1996 he has written for major global magazines including Air Forces Monthly, Combat Aircraft and many more, covering aviation, defense, war, industry, intelligence, crime and cyber warfare. He has reported in the United States, Europe, Australia and Syria, and has flown several fighter jets with different air forces. He is a former second lieutenant in the Italian Air Force, private pilot and graduate in computer engineering. He wrote four books.


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A student pilot loses his engine and then makes an emergency landing https://pilotin.org/a-student-pilot-loses-his-engine-and-then-makes-an-emergency-landing/ https://pilotin.org/a-student-pilot-loses-his-engine-and-then-makes-an-emergency-landing/#respond Tue, 20 Jul 2021 14:10:00 +0000 https://pilotin.org/a-student-pilot-loses-his-engine-and-then-makes-an-emergency-landing/

GIF: Brian Persley / YouTube

One of the worst nightmares for a single engine airplane pilot, especially a student, loses an engine. It’s a bad situation but it’s doesn’t have to have a bad ending, as this student pilot demonstrated with an almost manual emergency landing.

On May 22, Brian Parsley departed Concord, North Carolina, aboard a 1968 Cessna 150J for a solo long cross country” flight. About 2,200 feet above sea level and nine miles from the runway at its home airport, the Cessna’s engine came to rest. With only 1,500 feet of altitude to work, there was no way to get to the airport, so he took him for an emergency landing.

In flight training, the The solo long cross-country is a point-to-point flight from the departure airport to a second and third before returning to the first airport. It covers over 170 miles and the student pilot flies alone without an instructor in the cockpit. This flight is required to obtain a private pilot’s license and is considered one of the biggest challenges for a student pilot.

Parsley says the engine started running for about three miles before stopping. He initially thought that the malfunction was due to carburetor icing.

Air flowing through a carburetor venturi creates a pressure drop that sucks in fuel. However, this same pressure drop that allows the carburetor to run cools it down, sometimes to the point of ice formation.

Image of article titled Student pilot loses engine during solo flight and succeeds in emergency landing

Picture: Federal Aviation Administration

If a pilot suspects icing, he can pull a lever in the cockpit which changes the air flow over the carburetor from fresh outside air to the blown air from the hot exhaust manifold. The parsley turned on the heat of the carbs and it seemed to work, but the motor then shut down anyway.

The engine of his Cessna 150J chose a particularly poor area for spitting. Looking out the windows, there were only trees, neighborhoods, and power lines.

Still, Parsley acted quickly, first preparing the plane to get the most out of its glide, and then searching for suitable terrain. Once we found one, he also attempted to get the motor back on. It all happened while he was making radio calls and prevent the plane from stalling. He uploaded another video explaining how huge a workload this is:

On top of all of these potential stresses, you want to make sure that if the terrain you’re landing in is a farm, you land the plane parallel to the rows of crops. Arriving perpendicularly, the aircraft‘s landing gear could bounce into ruts, or worse.

Student pilots, myself included, train for these kinds of specific situations. Flight instructors do their best to help you prepare for the unexpected. In this case, it paid off for the parsley. He landed the Cessna in the pitch and stopped without drama. He might not have done everything perfectly, but it was a safe, injury-free landing which matters most.

In case you were wondering, there are several ways to recover a plane after a landing like this. If the plane can be repaired where it is and the terrain allows, it may be able to take off where it landed. Flight TACA 110, a Boeing 737, took off this way after an emergency landing next to a dike in New Orleans, Louisiana. Otherwise, someone will have to come by, load it and transport it to the airport. Hopefully this Cessna 150J is back in the sky teaching more students to fly.

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