In Flight USA November 2024

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Calendar of Events

To list your group’s event on a space available basis, please send your event notice with date, time, place w/city and state, contact name, and phone number to: Calendar, In Flight USA, P.O. Box 5402, San Mateo, Calif. 94402, or email 3rdavenue@embarqmail.com.

Note: Calendar includes only information available by our press date, Friday, Nov. 1.Confirm the status before attending.

NOVEMBER

1 2 Pensacola, FL: NAS Pensacola Open House/Blue Angels Homecoming, gats 8 a.m., Sherman Field, naspensacolaairshow.org.

2 Virginia Beach, VA: Girls in Aviation Day, 10 a.m. to 3 p.m., Military Aviation Museum, (757) 721-7767, militaryaviationmuseum.org.

Cullman, AL: Cullman Veteran’s Day Celebration, 9 a.m. to sunset, Cullman Regional Airport, cullmanveteransday.com.

Chino, CA: Hangar Talk/Flying Demo, 10:30 a.m., Planes of Fame Air Museum, (909) 597-3722, planesoffame.org.

Vacaville, CA: Cup of Joe, 9 to 11 a.m., Rowland Freedom Center, (707) 449-3402, rowlandfreedomcenter.org.

Hollister, CA: Antique Aircraft Display & Fly-In, 10 a.m. to 3 p.m., Frazier Lake Airpark, (408) 835-1694, frazierlake.com.

2 3 Fort Worth, TX: Alliance Air Show. CANCELED Punta Gorda, FL: Florida Int’l. Air Show, gates 9 a.m., Charlottee County Airport, hotline (833) 743-3427, floridaairshow.com.

4 6 Vancouver, Canada: Int’l. Conference on Graphene & 2 D Materials, 9:30 a.m., icg2dm-2024@pagesconferences.com.

5 Chino, CA: Kilroy Coffee Klatch, 9 a.m. to noon, Planes of Fame Air Museum, (909) 597-7576, planesoffame.org. Nampa, ID: Kilroy Cofee Klatch, 10 a.m., Warhawk Air Museum, (208) 465-6446, warhawkairmuseum.org.

6 Washington, DC: NAA Fall Awards Dinner, 6 p.m., National Mall Hilton, naa.aero.

8 10 Stuart, FL: Stuart Air Show, gates Fri. 4:30 p.m./Sat & Sun. 9 a.m., Witham Field, (772) 781-4882, stuartairshow.com.

9 Safford, AZ: Safford Air Show, gates 9 a.m., Safford Regional Airport, (928) 432-4235, flysafford.com.

Fairview, OK: Fairview Fly-In, open for breakfast 7 a.m., Fairview Regional Airport, (580) 227-3788.

Palm Springs, CA: 28th Anniversary/Veterans Day Air Fair, 11 a.m. to 2 p.m., Palm Springs Air Museum, (760) 778-6262, psam.org.

Dayton, OH: Plane Talks, 10:30 a.m. to 3:30 p.m., National Museum of the U.S.A.F., Wright-Patterson AFB, (937) 255-3286, nationalmuseumaf.mil.

Lakeland, FL: Wings ’n Waffles, 9 a.m. to 10 a.m., followed by Wings ’n Things, 10 a.m. to 2 p.m., Florida Air Museum (Aerospace Discovery), (863) 904-6833, floridaairmuseum.org, flysnf.org.

Shafter, CA: Wings “N” Wheels, gates 9 a.m., Minter Field Air Museum, (661) 393-0291, MinterFieldAirMuseum.com.

San Diego, CA: “Super Sonic” Hall of Fame Honorees, 5:30 p.m., San Diego Air & Space Museum, Balboa Park, (619) 234-8291, sandiegoairandspace.org.

Nampa, ID: Veterans Breakfast, 8 a.m. to noon, Warhawk Air Museum, (208) 465-6446, warhawkairmuseum.org.

9 10 Monroe, NC: Warbirds over Monroe Air Show, 9 a.m to 5p.m., Charlotte-Monroe Airport, warbirdsovermonroe.com.

9 11 McClellan, CA: Aerospace Museum Sale, 9 a.m. to 5 p.m., Aerospace Museum of California, (916) 643-3192, aerospaceca.org.

11 McClellan, CA: Veterans Day Open Cockpit, 10 a.m. to 2 p.m., Aerospace Museum of California, (916) 643-3192, aerospaceca.org. Mount Hope, Ont.: Remembrance Day, 10:30 to 11:30 a.m. (museum open 9 a.m. to 3 p.m.), Canadian Warplane Heritage Museum, Hamilton Airport, (905) 679-4183, warplane.com.

12 —13 Toronto, Canada: Energy and Mines Summit, 8 a.m. to 5 pm., Toronto Marriott Downtown Eaton Centre Hotel, toronto.energyandmines.com.

12 17 Nampa, ID: Veterans Free Week, Warhawk Air Museum, (208) 4656446, warhawkairmuseum.org.

16 Los Angeles, CA: American Heroes Air Show, 9 a.m. to 4 p.m., Hansen Dam Recreation Area, Lakeview Terrace, (818) 631-8132, heroes-airshow.com. Riverside, CA: Aircraft Display Day Fly-In, 9 a.m. to 1 p.m., Flabob Airport, (951) 683-2309, flabob.org. Hayward, CA: Aircraft Display Day, 9 a.m. to 1 p.m., Hayward Executive Airport, (510) 280-4111.

New Orleans, LA: Family Block Party, 9 a.m. to 3 p.m., National WWII Museum, (504) 528-1944, nationalww2museum.org.

Lakeland, FL: Pumpkin Dash, 7:45 to 10:15 a.m., followed by Fightoberfest, 11 a.m. to 9 p.m., Florida Air Museum, (863) 904-6833, floridaairmuseum.org, flysnf.org.

Santa Teresa, NM: Flight & Sights, 9 to 11 a.m., War Eagles Air Museum, (575) 589-2000, wareaglesairmuseum.com.

Torrance, CA: Celebrity Lecture Series, 11 a.m., Western Museum of Flight, Zamperini Field, (310) 326-9544, wmof.com.

Mount Hope, Ont.: Swing Out to Victory Dinner/Dance, doors 5:30 p.m., (dinner sold out/dance available), Canadian Warplane Heritage Museum, Hamilton Airport, (905) 679-4183, warplane.com.

16 17 Rockport, TX: Warbirds over South Texas, gates 7 a.m., Aransas County Airport, (361) 790-0141 (airport office).

COURAGEOUS AND INN OVATIVE C ALCUL ATOR HELPS INDUS TRY PROS DETERMINE COMPENSATION

By Annamarie Buonocore

The AirComp Calculator is business aviation’s only online compensation analysis system It was created by Dr Chris Broyhill, one of the industry’s most respected authorities on business aviation compensation An industry veteran with more than 38 years of experience, Dr Broyhill has led several scientific research projects concerning personnel retention, compensation, and leadership on behalf of the National Business Aviation Association (NBAA) since 2017. Now with his own business, he performs compensation analysis for hundreds of business aviation operators, incluiding national management companies, small management companies, and several hundred clients In Flight USA is pleased to have had the opportunity to speak with Dr Broyhill about The AirComp Calculator and compensation in the aviation industry

In Flight USA: The first thing I wanted to ask you is what is the AirComp Calculator and why did you decide to start it?

An Interview with Chris Broyhill

Dr Chris Broyhill: Back in 2016, I got a Ph D in aviation from EmbryRiddle University, and at the same time, I was the Director of Aviation for a large energy company in the Midwest I was also sitting on the NBAA Business Aviation Management Committee The summer meeting was in Miami, and I had

just finished defending my dissertation at Embry-Riddle’s campus in Daytona Beach I drove down to Miami, and we were talking about what was going on with pilots going into the airlines and having our own little personal crisis This was when we really began noticing that there was a pilot shortage, and one of my

fellow committee members said, “Well, Doctor, now you’ve got this research doctorate, why don’t you do some research and find out why people are leaving business aviation?” So, I built a scientific survey and in 2017, I conducted it In the fall of 2017, I presented the results at NBAA BACE in Las Vegas and instantly, overnight I was the expert People were coming to me saying: “So you’re the expert, tell us what are we doing right and what are we doing wrong, what do we need to do to keep our people,” and that sort of thing. A big element of that was the retention equation is the compensation piece, and I guess I never realized, even as a director of aviation, the lack of transparency that there is in business aviation compensation

I think compensation in general is big deal, and many people think they understand it but the truth is that most of them don’t I had to develop a scientific methodology to parse the compensation data and generate comparisons and recommendations that I could defend From

Continued on Page 22

The Rowland Freedom Center is open every day*, from 10:00 AM – 4:00 PM, featuring a variety of aviation and military displays, honoring those who defend our freedom.

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*Due to excessive heat (and no air conditioning), we may close early on certain days.

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ted e D Activ Kids 4-17 $3, ree 5 F on –Veterans, Duty, y,

Suggested Admission Donation – Adults 1864 $5, Kids 4-17 $3, Active Duty, Veterans, Over 65 and Under 3 Free

The AirComp calculator has developed a strong following, allowing aviation business to review data and reports to help them with their compensation for employees (Stock photo)

INNOVATIVE CALCULATOR HELPS INDUSTRY PROS DETERMINE COMPENSATION

ByAnnamarieBuonocore Page4

CollaborationCulminatesinAirportCompromiseinBend,OR ..8

FAASelectsUniversityFinalistsof2024DataChallenge..........9

FAAIssuesStayonMisguidedLegalInterpretation................11

ControversialMaintenanceInterpretationonHoldByFAA....13

PoweredLiftBecomesNewCategoryofCivilAircraft............21

FAARemovesCFIExpirationDate............................................25

TwoNewSchoolsOpenforAT-CollegiateTraining..................29

Recap:NBAAWasThePlaceToBeForOpportunities............31 LACountyApprovesLandUseStudyforWhitemanAirport..36

GAMAOpensRegistrationfor2025DesignChallenge............37

HONORING VETERANS WITH DREAM FLIGHT AND UNIQUE LEGACY AIRBASE

StoryandPhotosByMikeHeilman Page45

CoverPhotoCourtesyDr.ChrisBoyhill/TheAirCompCalculator

AOPAEditorial:GoodThings:TheNeedlesAreInThe Green ByMarkBaker,AOPAPresidentandCEO ........................8

Editorial:Don’tAsk,Don’tTell ByEdDowns ................................................................10

FlyingTails,StoryofNewsAnchorTurnedPilotAnimal Rescuer ByKenWayne ..............................................................16

InterviewwithAuthorRobertStewarton AirportDesign ByMarkRhodes ............................................................19

TheStoryofPioneerAviatorRuthBancroftLaw Oliver(Part2) ByDavidLangley ..........................................................28

AnInterviewwithDr.ChrisBroyhill

The Ups and DOWNS of FLight Training

CBy Ed Downs

CONTINUATION BIAS

ontinuation Bias defined by the FAA as “The unconscious cognitive bias to continue with the original plan in spite of changing conditions ” I can already sense readers deciding if this is a training subject they wish to spend time reading Yep, we are delving into the psychology of flight, mostly contained in Chapter “2” of the FAA publication, Pilot’s Handbook of Aeronautical Knowledge Hang in there, there is a story to go along with what is sometimes a long-winded way of saying “don’t do something stupid.”

medical certificate The dispatcher would locate a CFI that was otherwise unoccupied, and the checkout would be conducted on the spot

The “don’t do stupid stuff,” dialog is contained under the title of Aeronautical Decision Making, better known as “ADM ” While seemingly a side dish to the real skills needed to safely operate a flying machine, ADM has become a major part of every check ride and written exam for every airman certificate and rating All Airman Certifications Standards (ACS, Practical Test Standards) and even standards involving maintenance contain considerable references to the principles of ADM ADM is required to be covered by testing authorities during oral exams Even that Flight Review (that once every 24month ride with a CFI) is required to include ADM principles While the FAA shrinks who came up with ADM had things to say about a number of physiological parameters, it is continuation bias that made a lasting impression on this writer long before the FAA gave it a formal name

Let’s take another trip back in time, to the early 1960’s, as yours truly was flying as a CFI for a major FBO and flight school located at Van Nuys Airport in the middle of the San Fernando Valley, just north of Los Angeles This FBO was a trailblazer, with an executive level facility and a training capability second to none Sporting a wide selection of aircraft, many aviators sought training and rental opportunities, given the wide variety of planes offered by this FBO It was quite common for a new rental customer to show up to take advantage of new aircraft on the flight line, offered at fair rental rates. The typical procedure was to grab one of the CFI staff and take that perspective rental customer for a short “rental check out ” Far from being a full evaluation of the new customer ’s flying skills, the flight desk would accept the customer ’s word that he/she had time in the make and model along with a quick look at the customer ’s pilot certificate and

On this sunny Southern California day, this writer had the misfortune of being spotted without a student in tow Yes, misfortune, as check out flights seldom lasted more than 20 to 30 minutes of Hobbs time but often include a similar amount of ground time, for which we were not paid Not a good deal But the expectations of the company were that the checkout would be successful (virtually a demand), and the new customer would now be infusing cash to the company’s bottom line. The check ride was a routine affair consisting of a look at communication skills, a short taxi, takeoff, and right turn to the nearby practice area for a couple of turns, a moment of slow flight and a single stall It was then back to the airport for an abbreviated “right base” approach to a single landing Even a student pilot with 10 to 15 hours could pull it off So, this young CFI fully expected the “30-something” customer to do as all others had done complete the checkout and start dropping coins into my employer ’s pocket The scene was set, I was to get the job done just like always My “bias” for continuing the ride, no matter what, was firmly in place. The victim of my bias, a new Cessna 150, was gleaming on the ramp, awaiting adventure.

While a pleasant and nice guy, the preflight was questionable, with my customer not appearing to give the plane a good look over The engine start went pretty normal, but the radio work was ragged, with difficulty even setting the correct frequency The first big red flag showed up during taxi, as the customer seemed to be completely unaware that tight turns required differential braking At this point, most readers would probably have called it quits and done a bit more digging, but not this kid, wishing to keep his boss happy and fully expecting everything to go as it always did “Continuation bias” was now firmly in place. The take-off demonstrated minimum, but marginally acceptable skill, as did the right turn to the practice area Coordination was poor as was airspeed control, but surly, this would all smooth out right? The flight continued We climbed to our normal “check out altitude,” about 3,500 feet (a bit over 2,000

Continued on Page 9

Calendar of Events

Continued from Page 3

17 San Diego, CA: Historic Aircraft Display, noon to 2 p.m., MontgomeryGibbs Field, (619) 301-2530.

18 Lakeland, FL: StoryTime under the Stars, 6 to 7:30 p.m., Florida Air Museum, (863) 904-6833, floridaairmuseum.org, flysnf.org.

23 Riverside, CA: Aircraft Display Day, 9 a.m. to 1 p.m, Riverside Municipal Airport, (951) 312-4832.

Palm Springs, CA: Props & Hops Craft Beer Festival, 1 to 5 p.m., Palm Springs Air Museum, (760) 778-6262, psam.org.

Chino, CA: Taste of Flight Gala, 5 to 9:30 p.m., Planes of Fame Air Museum, (909) 597-7576, planesoffame.org.

29 Dec. 1 Nampa, ID: Warhawk Winterfest Weekend, Fri. & Sat. 10 a.m. to 5 p.m./Sun. 11 a.m. to 4 p.m., Warhawk Air Museum, (208) 465-6446, warhawkairmuseum.org.

30 New Bern, NC: Downtown New Bern Airshow, 4:30 p.m. (weather permitting), Union Point Park, (252) 636-4000, newbernnc.gov. Novato, CA: Planes & Coffee, SkyShare Terminal, Gnoss Field, (415) 897-2403, skyshare.com.

DECEMBER

1 McClellan, CA: Museum Store Sunday 25% Off Sale, 9 a.m. to 5 p.m., Aerospace Museum of California, (916) 643-3192, aerospaceca.org.

3 Chino, CA: Kilroy Coffee Klatch, 9 a.m. to noon, Planes of Fame Air Museum, (909) 597-7576, planesoffame.org.

Nampa, ID: Kilroy Cofee Klatch, 10 a.m., Warhawk Air Museum, (208) 465-6446, warhawkairmuseum.org.

7 West Chester, PA: SantaFest, 10 a.m. to 20 p.m., American Helicopter Museum, (610) 436-9600, americanhelicopter.museum.

Lakeland, FL: Flight before Christmas, 5 to 9 p.m., Florida Air Museum, (863) 904-6833, floridaairmuseum.org, flysnf.org.

Sweetwater, TX: Jolly Jamboree featuring Santa Claus, 1 to 3 p.m., National WASP WWII Museum, Avenger Field, (325) 235-0099, waspmuseum.org.

Chino, CA: Hangar Talk/Flying Demo, 10:30 a.m., Planes of Fame Air Museum, (909) 597-3722, planesoffame.org.

Vacaville, CA: Cup of Joe, 9 to 11 a.m., Rowland Freedom Center, (707) 449-3402, rowlandfreedomcenter.org.

Hollister, CA: Antique Aircraft Display & Fly-In, 10 a.m. to 3 p.m., Frazier Lake Airpark, (408) 835-1694, frazierlake.com.

8 Owls Head, ME: Holidays at the Museum, 10 a.m. to 1 p.m., Owls Head Transportation Museum, (207) 594-4418, owlshead.org

9 San Carlos, CA: Santa Arrives by Helicopter, 10:30 a.m. to noon, Hiller Aviation Museum, San Carlos Airport, (650) 654-0200, hiller.org.

13 14 Lakeland, FL: Polar Express - Air Mail Edition, 5 to 9 p.m., Florida Air Museum, (863) 904-6833, floridaairmuseum.org, flysnf.org.

14 Santa Teresa, NM: Flight & Sights, 9 to 11 a.m., War Eagles Air Museum, (575) 589-2000, wareaglesairmuseum.com.

15 San Diego, CA: Historic Aircraft Display, noon to 2 p.m., MontgomeryGibbs Field, (619) 301-2530.

20 22 Palm Springs, CA: Snowtopia - Winter Wonderland, 6 to 9 p.m., Palm Springs Air Museum, (760) 778-6262, psam.org.

21 Riverside, CA: Aircraft Display Day Fly-In, 9 a.m. to 1 p.m., Flabob Airport, (951) 683-2309, flabob.org. Hayward, CA: Aircraft Display Day, 9 a.m. to 1 p.m., Hayward Executive Airport, (510) 280-4111.

28 Riverside, CA: Aircraft Display Day, 9 a.m. to 1 p.m, Riverside Municipal Airport, (951) 312-4832. Novato, CA: Planes & Coffee, SkyShare Terminal, Gnoss Field, (415) 897-2403, skyshare.com.

Being a member of AOPA is more than a huge list of pilot benefits. Joining AOPA empowers general aviation with a louder voice, keeping skies safer and open to pilots everywhere.

By Mark Baker AOPA President and CEO

I’m an optimist I start every day energized and excited for what’s to come

There are so many things to do and places to go, and I see the cup more than half full So, I find entering the season of thankfulness and gratitude this year even more uplifting There is much to be thankful for, especially in our industry General aviation is trending upwards, and that’s a good thing

Do I see you scoffing at my statement? OK, I’m always up for a challenge Here’s my list of good things that are happening right now in GA See if you agree.

The number of student pilots who are engaged in flight training and getting into aviation continues to grow This number is higher than it’s been in decades In fact, FAA statistics show continuous student pilot growth every year since 2016 Between 2016 and 2022 there was a 55 percent increase in annual new student pilot certificates issued Wouldn’t you love to be a new pilot again, just starting out in aviation?

We are on track to have one of, if not the, safest year ever in GA This is measured by the number of fatal accidents in 100,000 hours flown Of course, one fatal

PRESIDENT’S POSITION: GOOD THIN GS

The Needles Are In The Green

accident is one too many, but I believe – no, I know – that it is the work of the AOPA Air Safety Institute through its accident analysis and data-driven education and outreach that has moved the needle here A good pilot is always learning, right?

We realized an important win recently – through a collaborative industry effort many senior pilots are now able to secure a liability-only aircraft insurance policy affording them the freedom to fly without many of the restrictions being imposed by some underwriters We are continuing to have discussions with aviation insurance brokers about additional ways to bring aircraft insurance premium relief for all pilots Experienced, active aviators deserve the respect they have earned.

BasicMed continues to be an amazing resource for pilots who want a simpler path to medical qualification This reform was years in the making and all credit goes to your association’s advocacy work Since its inception in 2017, 80,000 pilots have qualified to fly under BasicMed: thousands of pilots who don’t have to spend thousands of dollars and wait months to renew a special issuance medical for a condition that hasn’t changed; thousands of pilots who won’t have to stop flying because they have BasicMed; and thousands of pilots who can continue doing what they love Flying safely with-

out onerous restrictions should apply to all active and engaged pilots. That’s why we’re excited about the regulatory changes that will allow designated pilot examiners who use BasicMed to give checkrides and let any BasicMed pilot fly bigger, faster airplanes The following countries and territories authorize BasicMed privileges: United States, Mexico, The Bahamas, The Dominican Republic, Puerto Rico, the U S Virgin Islands, American Samoa, Commonwealth of the Northern Mariana Islands, Federated States of Micronesia, Guam, Republic of the Marshall Islands, and the Republic of Palau And we continue to advocate for its adoption in other countries, including Canada We introduced the You Can Fly AOPA Foundation High School Aviation STEM Curriculum in 2017. In seven short years, it has experienced quick and significant growth More than 500 programs serving more than 1,000 schools in 48 states signed up to use the program this year And we anticipate those programs will serve at least 25,000 students during the course of this school year, bringing the total number of students served to more than 95,000 We are exposing our country’s youth to aviation early and it’s paying off Now I said in the beginning I am an optimist, but I am also a realist I recog-

nize we have challenges ahead. First is, of course, the unleaded fuel question. I’m very proud to say we have been addressing this head on by conducting demonstration flights with a donated Beech Baron that Editor-at-Large Dave Hirschman has been flying with two types of fuel throughout the year Thanks, Dave I know you love to fly, but we really put you through your paces and you probably don’t have any desire to fly in Oklahoma for a while We plan to demonstrate other unleaded fuels as they become available We can’t afford to wait for 100LL to disappear – this is our chance to burn and learn so we’re ready for an unleaded future

We also have our eyes on the power of MOSAIC (Modernization of Special Airworthiness Certification) reforms that promise major benefits to GA, including electric propulsion, and we continue to advocate for transparency across the board at airports and FBOs The work never stops But AOPA is up to the challenge and I’m grateful to have spent the past 11 years leading the charge

Blue skies!

Mark (mark@aopa org)

Mark Baker is a commercial pilot with single- and multiengine land and seaplane ratings and a rotorcraft rating

COLL ABORATION CULMINATES IN AIRPORT COMPROMISE Pilots,

By Jonathan Welsh AOPA

An advocacy effort mounted by local pilots enabled by AOPA produced compromises and revisions to once-problematic airport rules proposed by the city of Bend, Oregon

In November, the city presented its first draft of new airport rules, regulations, standards, and policies, which immediately raised numerous concerns The most significant change involved hangar reversion – legal provisions common in many airport leases that allow the airport owner to forcibly evict hangar tenants.

In addition to hangar reversion, the proposed rules and regulations were problematic in other ways and prompted public pushback from airport users and business owners Local pilots and the airport’s AOPA Airport Support Network volunteer engaged the help of AOPA

Municipality Find Common Ground in Bend, Oregon

Northwest Mountain Regional Manager

Brad Schuster, who proceeded to work with the Friends of Bend Airport to establish a working group (that included future AOPA President Darren Pleasance) to identify the needed changes and divide the various tasks among the group

While local pilots worked on the details, AOPA sought to help municipal officials nationwide understand what FAA policy on hangar reversion actually is, and what it is not

Reversion clauses in hangar leases give the airport owner an additional means for terminating a lease and are allowed under FAA regulations. The goal of such a policy is to ensure that airport owners can make upgrades, install new facilities, or otherwise repurpose the land on which hangars are built, but some local governments have interpreted it more broadly

AOPA has found that vague FAA rules regarding reversion of private

hangars have often resulted in local interpretation that reversion is required under the regulations By demonstrating that this is not the case, members of the Bend Municipal Airport community were able to secure an agreement with the city to allow a hangar lessee to pay a reversion deferral fee instead of having private hangars revert to city control

The hangar reversion policy was just one part of a comprehensive revision to the airport’s rules, regulations, and standards Schuster counseled the local Friends of Bend Airport working group throughout the process that ultimately led to the finalization of the new rules on Sept. 6.

“We stayed organized and professional using many voices with a unified message It was clear to the city of Bend that we were going to invest as much time and energy as necessary to see that this document revision was done right,” said Kim Muinch, president of the Friends of Bend Airport and an AOPA

An advocacy effort mounted by local pilots enabled by AOPA produced compromises and revisions to once-problematic airport rules proposed by the city of Bend, Oregon for their airport (Google Earth image, courtesy AOPA)

member. “Although our group did not get everything we wanted, we got virtually all of the most important items improved and consider the final product, albeit a compromise, a win for the Bend Municipal Airport community ” Schuster said the nine-month effort is a case study for how local advocates can work with AOPA to leverage their

Continued on Page 18

FAA SELECTS UNIVERSITY TEAM FINALISTS OF 2024 DATA CHALLENGE

The Federal Aviation Administration (FAA) announced seven finalist and two honorable mention collegiate teams of the 2024 FAA Data Challenge In its second year, the contest focuses on the use of Artificial Intelligence/Machine Learning and advanced analytics to explore aviation-related problems and opportunities

Finalist teams will present their unique concepts at an in-person forum with senior FAA officials in early 2025 They will compete for cash prizes totaling $100,000

“The FAA Data Challenge strives to reach those who will become transportation leaders of tomorrow,” said FAA Acting Chief Data Officer, Marseta Dill

“We want to build a pipeline of talent interested in applying their analytical skills to explore creative and unique solutions ”

The 2024 FAA Data Challenge finalist teams are:

University of North Dakota

Sentiment and Pattern Evaluation of ATC Keywords

Advisor: Dr Ryan Guthridge

Oregon State University

Reachability-Based PRA for Unmanned Aerial Systems

Advisor: Prof Steven Weber

University of Texas Air Traffic Transcripts Keyword Extraction

Continued on Page 18

The Ups and Downs

Continued from Page 6

feet AGL) and did some poorly coordinated turns Again, the flight should have ended at that time, but “continuation bias” drove this writer to keep going Slow flight was a disaster, but I encouraged the customer to ease the control column back just a bit more to demonstrate the one mandatory stall I was committed to completing (continuing) the check-out What happened next took only seconds but changed this writer ’s attitude for the lifetime of flying that was to follow up to the present

Still having the mindset that my customer was a certified pilot, my hands were not on the controls as the stall “broke” and the nose pitched down. A wing (can’t remember which one) began to roll off Apparently frightened, the customer jerked the column full aft and slammed in full opposite ailerons yep we snapped over the top and entered a tight spin

Somewhat surprised (a gross understatement, but it sounds cool) and having been trained in the old-school tradition of considering a spin as a normal training maneuver, this writer immediately pushed the column forward, it resisted movement, and jabbed opposite rudder, again fighting my efforts It was then that I realized that the ailerons were still fully deflected and apparently jammed A quick glance at my customer disclosed that he was firmly grasping the controls (that “white” knuckle thing), staring straight ahead with mouth open in a silent scream It quickly occurred to me that negotiation was not an option, so with all my strength (heightened with adrenalin), I swung my left arm into the customer ’s abdomen area, catching his arms in the move and knocking them free of the con-

trol wheel The sound of air leaving his lungs was memorable Having weakened the guy, I finally had rudder control and by pulling a “G” or so more than normal, effected a recovery with about 500 feet to spare Thank God for those old WWII instructors I had back in the 1950s who would reach forward from the back seat of an Aeronca and smack me when my spin recoveries were sub-par!

Finally, my quest to “continue” the checkout was gone Ever conscious of giving good customer service, this writer simply suggested we head back, and I would demonstrate a normal tower callup, pattern entry and landing. Feeling terrible about having to hit the guy, I apologized as we taxied in. Surprisingly, he did not seem to know what I was talking about! Upon arriving back at the FBO, this gent thanked me (yeah, really!), paid his bill and simply left the FBO There is no “rest of the story,” except that the boss was mad that I had lost them a customer My only reward was 4 on the Hobbs

As aviators, we tend to be Type A personalities Having set a plan, or established an expectation, we strive to succeed in that plan Many see that as a good thing But such traits can, and do, lead one into “continuation bias” or this behavior ’s close relatives, “Expectation Bias” and “GetThere-Itis ” In all three cases, one is inclined, even compelled, to continue beyond what reasonable folks would consider the “red line.” Knowing when to quit is just as important as knowing how to succeed Listen to your intuition, it is often smarter than your cognitive thought processes If your “gut” is telling you to stop, or that something bad may happen, that “bad thing” is already taking place Respond accordingly NOW!

By Ed Downs

TDON’T ASK, DON’T TELL

his writer can think of few examples where four simple words carry such controversy don’t ask, don’t tell Rightfully, the reader may be wondering why these words are in an opinion editorial regarding aviation The short answer is that the FAA is, once again, placing pilots, aircraft owners and maintenance facilities in the position of not telling the FAA what we are doing in order to adhere to our responsibilities to ensure safety and promote knowledge The sage advice of “never ask a bureaucracy a question unless you know the answer” is alive and well The philosophy of “get the job done and keep your mouth shut” is, regrettably, an apparent necessity. Here is the background.

facility wished to use modern technology (Zoom, FaceTime, live feed TV, photographs, downloadable video, or other electronic means) to enhance maintenance supervision allowed by 14 CFR 43 3(d) This facility contacted their local FAA jurisdiction to make sure this would be acceptable A simple “yes/no” is all that was required Local FAA felt unqualified to answer the question and passed the query on to the FAA Office of Chief Council It is this office that has the final word on how regulations are interpreted

AOPA (Aircraft Owners and Pilots Association) distributes a daily newsletter by e-mail, entitled “Aviation eBrief ” If you are not already receiving this newsletter, visit the AOPA website at h t t p s : / / w w w a o p a o r g / n e w s - a n dmedia/publications/newsletters and get on the distribution list The Oct 7, 2024, edition of Aviation eBrief included an exceptionally well written article by Jeff Simon, an A&P mechanic, IA, pilot, and aircraft owner who has spent the last 22 years promoting owner-assisted aircraft maintenance Jeff is also the creator of SocialFlight, the free mobile app and website that maps more than 20,000 aviation events, hundred-dollar hamburger destinations, and also offers educational aviation videos. Be sure to visit www.Social Flight com Jeff ’s article, “Aircraft Maintenance: New FAA Interpretation Could Devastate GA” can be read at Aircraft Maintenance: New FAA interpretation could devastate GA (aopa org or directly at https://www aopa org/newsand-media/all-news/2024/october/01/air craft-maintenance-new-faa-interpretationcould-devastate-ga) Mr Simon writes, “On Sept 3, FAA attorneys released a legal interpretation of 14 CFR §43 3(d), effectively changing the FAA’s view of the standard maintenance supervision model that has been in place for the past 60 years Without industry intervention to have the FAA reconsider its new view, the A&P experience-based training and ownerassisted maintenance models cannot survive ”

Pretty serious stuff, right? The article covers, in detail, a new ruling (referred to as the Moss Interpretation) issued by the FAA Office of Chief Council Please do read Mr Simon’s article for details In short, a highly reputable maintenance

The FAA Office of Chief Council did not answer the original question, but felt compelled to completely redefine how maintenance training and supervision would be carried out. The bottom line is that well over a half century of successful management of maintenance issues were thrown out An Aviation Maintenance Technician (AMT) in training or aircraft owner conducting preventive maintenance would no longer be able to undertake a maintenance task with a fully certified maintenance authority overseeing progress as required by the complexity of the task It has now been dictated by the FAA Office of Chief Council that such supervision must take place 100 percent of the time spent on the task, not periodically

This means that any procedure that previously required periodic supervision will now require two people to be present at all times, both the person being supervised and the certified individual observing the task Taking a broader view, the FAA has essentially concluded that the concept of “on the job” training or the historically old tradition of apprenticeship training are not applicable to aviation Once again, the FAA is coming out solidly against good training and aviation safety with a finding that defies all common sense

Once again, you say? Recall that in 2021 a finding by the FAA Aviation Safety Division, under the guidance of, and in collaboration with, the FAA Office of Chief Counsel, committed to reducing aviation safety by establishing significant impediments to persons who own or fly a Restricted, Experimental or Primary category aircraft. Owners of such aircraft were not allowed to receive dual instruction in such aircraft as the FAA Office of Chief Counsel had concluded that to do so would be “carriage of a passenger for hire ” It should be noted that this ridiculous finding was soon bypassed by FAA Flight Standards with a LODA (Letter of

Continued on Page 12

FAA ISSUES S TAY ON MISGUIDED LEGAL INTERPRETATION

The FAA has informed industry organizations that it is issuing a stay of its recently issued Moss letter of interpretation. In a letter dated Oct.15, 2024, the FAA responded to industry requests and “ is issuing a stay of the Legal Interpretation of 14 CFR § 43 3(d) dated Sept 3, 2024, while the Agency reviews its policies and regulatory options ” The Agency goes on to say that, “This stay does not represent a conclusion on the contents of that interpretation and will be effective until such time as the Agency issues new or supplemental guidance ”

EAA had joined with 15 other general aviation organizations in a letter asking the FAA to suspend a recently issued legal interpretation, known as the “Moss Interpretation,” and engage with industry on potential solutions. The interpretation addresses the application of the terminology in 14 CFR 43.3(d), which significantly changes the industry practice of supervising maintenance trainees, shop apprentices, and aircraft owners working on aircraft

The rule, whose original language predates the founding of the FAA in 1958, states the following:

A person working under the supervision of a holder of a mechanic or repairman certificate may perform the mainte-

nance, preventive maintenance, and alterations that his supervisor is authorized to perform, if the supervisor personally observes the work being done to the extent necessary to ensure that it is being done properly and if the supervisor is readily available, in person, for consultation [ ]

“Readily available, in person” has been applied in a variety of ways in practice over the past few decades by the maintenance community, especially since the regulation also contains the qualifier “to the extent necessary to ensure that it is being done properly ” That ensures that the work meets quality standards that can be signed off by the certificated supervisor who is overseeing the work This has included the recent rise of electronic video communication that enables effective remote supervision in the modern maintenance shop.

In 2022, a Flight Standards District Office requested a legal interpretation on the ability to use remote means to provide remote supervision The FAA’s Office of the Chief Counsel (AGC) offers a very broad interpretation in response, including the statement “The certificated mechanic must be available, not just to answer questions, but to notice mistakes and take over if necessary ” This, coupled with the initial question asking about the term “in person,”

appears to require the person supervising the maintenance to be physically present at all times. This is different from the decadeslong industry practice and understanding.

The industry letter that EAA joined highlights the industry’s concern that the FAA’s interpretation “goes beyond the simple questions asked” and “ is contrary to the plain language of the regulation ”

If not rescinded or amended, this interpretation will have long-lasting neg-

ative effects on all aspects of the aviation industry. This interpretation is an example of an interpretation, enforcement, or litigation from the agency that significantly disrupts operational practice and requires years of work from other FAA departments to correct – work that does little to increase safety and efficiency in the national airspace system

Learn more at EAA’s website, eaa org

P.O. Box 5402 • San

Founder Ciro Buonocore

Publisher/Editor ................................................................................................Victoria Buonocore

Managing Editor Annamarie Buonocore

Production Editors Anne Dobbins, Steve Pastis

Associate Editors Nicholas A Veronico, Sagar Pathak, Paul T Glessner

Staff Contributors ............................................S. Mark Rhodes, Larry Nazimek, Lea Buonocore

Columnists Stuar t Faber, Eric McCar thy, Ed Wischmeyer, Denise DeGregoire, Ed Downs

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WHERE AVIATION COMES TO LIFE

Editorial: Don’t Ask

Continued from Page 10

Deviation Authority) that could be easily obtained and was finally dumped by Congress, but it never should have happened in the first place.

It is easy to connect the dots and see that the FAA Office of Chief Counsel is meddling in issues about which it knows nothing, with the exercise of common sense apparently not an option Many will point to the FAA, in general, and blame an ill-defined “they” for such inappropriate, even stupid, findings But let’s take a look and put a name and face on the Moss Interpretation It is important to remember that the FAA Office of Chief Counsel has a “boss,” and it is that boss who sets the tone within the division managed under his or her jurisdiction Incompetence at the top trickles down quickly to those burdened with weak and poorly qualified leadership, the result being employee output that matches the “boss’s” degree of incompetence

That name is Marc Nichols, appointed Chief Counsel of the Federal Aviation Administration (FAA) by President Joseph R Biden and U S Secretary of Transportation Pete Buttigieg on Jan 5, 2022 The FAA Office of Chief Counsel organizational chart shows multiple internal departments associated with the administration and enforcement side of the FAA, but no obvious departments dealing with operations within the National Airspace System (NSA), such as pilot training, engineering, maintenance, flight standards or ATC operations Such activity may be buried within one of the subsets of departments, but one cannot help but conclude that front line aviation safety is NOT considered a priority within the FAA legal structure Chief Counsel Mark Nichols’ online bio (Marc Nichols/ Federal Aviation Administration (faa gov)) discloses no experience in the operational side of the National Airspace System While this writer could go on to rail against the ignorance displayed by the Moss Interpretation, I fear this would simply be “preaching to the choir ” Perhaps an open letter to the Chief Counsel might be more to the point, hopefully to be seen by someone who can deliver it to the intended recipient Here goes

To: Mark Nichols Chief Counsel FAA Office of Chief Counsel

Subject; Moss Interpretation, A Reduction in Aviation Training and Safety

Hi Mark,

My name is Ed, a 65-year aviation

professional, pilot, airline guy, aerospace flight test engineer, charter pilot, DC based lobbyist, former owner of an aircraft company, an active CFI and multiple airplane owner. Based on this experience, I must ask, why is the Office of the Chief Counsel so dedicated to making good training and maintenance so difficult to obtain? Knowledge and training are the foundation of the operational side of the FAA, but your team does not seem to agree Is this your idea of improving safety by decreasing the amount of activity in aviation? I am caused to wonder if you have a “slogan plaque” hanging on your office wall, mounted between the photos of Joe and Pete, which says, “A Law a Day – Keeps Aviation Away ”

Given the Moss Interpretation, it appears that your office does not understand that the very existence of our species (homo sapiens) is based upon the principles of on-the-job training and the concept of apprenticeship Do you really think that skilled hunters of pre-historic clans sat next to their children, observing every move as sticks were sharpened into spears and flint chipped into arrow heads? No instructions and examples were given; the experienced hunters stalked game, and the work of youth checked out upon returning with a dead thing to munch on Trust me on this, I am almost old enough to have been there!

The Moss interpretation deals with 14 CFR 43 3 (d) Flip a few more pages and look at 14 CFR 43 7 (7) Appendix A (c) Basically, an aircraft owner (at least a private pilot) is encouraged to participate in preventive maintenance. Is it my understanding you think this is a bad idea… based upon what? Do you know that the FAA Advisory Circular 43 13 series provides detailed guidelines for aircraft inspection and repair, specifically written for trainees in maintenance apprenticeship programs and aircraft owners? It’s a very positive approach to safety, highlighting the FAR requirements for a PIC to ensure the airworthiness of an aircraft and the owner/operator ’s responsibility to maintain the aircraft

This well-thought-out system has worked well for more than half a century Do you truly have the skill and experience to make legal decisions that completely change how training and maintenance take place? Marc, you are probably a pretty smart guy, just doing a poor job. One would not send a divorce lawyer to argue a Constitutional issue before the U S Supreme Court involving the Bill of Rights An administrative lawyer, such as yourself, should not be making decisions regarding the operation of the National

Continued on Page 13

FAA HEARS INDUS TRY C ALL, HOLDS CONTROVERSIAL MAINTENANCE INTERPRETATION

Editor ’s Note: While the FAA has placed a “stay” on their controversial in-person maintenance ruling (Moss Interpretation), it has not been rescinded as of In Flight USA’s press deadline

Recently, the FAA’s Office of Chief Counsel issued a stay of its legal interpretation regarding “in-person” maintenance supervision stating the interpretation was a sharp departure from previous applications and case law regarding that regulation.

The agency added, “This stay does not represent a conclusion on the contents of that interpretation and will be effective until such time as the agency issues new or supplemental guidance ”

The stay follows a letter from the NBAA and other associations requesting the interpretation be suspended The aviation groups cited “immediate detrimental impact on all persons subject to 14 CFR” and requested the interpretation be suspended

“The interpretation’s conclusion is contrary to the plain language of the regulation at issue and numerous agency

policies regarding use of remote technology,” the letter explained “The regulatory section at issue clearly states that the supervision need only be to the extent necessary to ensure the work is performed properly Further, the supervisor need only be readily available for consultation; there is no requirement that the certificated mechanic or repairman do the work for the non-certificated person The interpretation goes well beyond the simple language in the rule.”

The associations added that allowing remote supervision creates no safety risk, as any mistake made by the repairman can be rectified before the aircraft is approved for return to service

“If a person needs supervision, the oversight takes place as ‘necessary to ensure that it is being done properly ’ No matter the methodology or timing, if the supervisor can ‘personally observe the work,’ the expectation of the regulation is fulfilled If the supervisor cannot determine the work was performed correctly, an approval for

Continued on Page 14

Editorial: Don’t Ask

Continued from Page 12

Airspace System without the counsel and advice of those who use the system

Utilize experts from within the operational side of the FAA and experts from highly respected industry organizations. One must conclude that the Moss Interpretation was made without “shareholder” input, as required by Congressional law As it stands now, you have created another “don’t ask, don’t tell situation ” The finding that limited flight training in LSA, Experimental and Restricted aircraft did not stop training Those of us with real safety concerns saw to it that safety was maintained Do not think for a moment that proper maintenance and training will stop simply because an uninformed and ignorant division of the FAA says it should Once again, “don’t ask, don’t tell ” If that is the result you are looking for, you will get it. In the world of ATC, we pilots are encouraged to always seek clarification should an ATC instruction or request seem unclear, and we do so ATC is relevant Actions such as the Moss Interpretation are so far from logical that you simply render yourself, and the work of your staff, to be irrelevant

We aviators are required to pass

exams on many subjects, one of which is Aeronautical Decision Making (ADM), the psychology of flight An important element in ADM principles is the management of risk, an element that is increased by the Moss Interpretation. ADM defines risk management as situational awareness, problem recognition and good judgment Allow me to address these three jewels of wisdom in a manner that even a lawyer can understand Those who are easily offended should avert their eyes at this time

• Situational awareness – Get your head out of your ass and know what is going on around you

• Problem recognition – Solve the problems that will cause harm first, don’t waste your time solving problems that do not exist

• Good judgment – if it ain’t broke, don’t fix it.

Your failure to employ these simple three elements places those of us who actually fly in the National Airspace System at higher risk, with less respect for others within the FAA that are truly “on our side ” Your Pal, Ed

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FAA Hears Industry

Continued from Page 13

return to service cannot be issued under § 43 96 until on premises technical management is provided,” the letter said

The full letter is availabe at nbaa org or directly at: https://nbaa org/wp-con-

tions/maintenance/20241010-IndustryLetter-FAA-Moss-Interpretation-Title14-CFR1-43 3d pdf

In addition to NBAA, associations requesting the extension were the Aeronautical Repair Station Association,

Aerospace Industries Association, Aircraft Electronics Association, Aircraft Owners and Pilots Association, Aviation Suppliers Association, Aviation Technician Education Council, Cargo Airline Association, Commemorative Air Force, Experimental Aircraft Association, General Aviation Manufacturers Association, International Air Transport Association, Modification and Replacement Parts Association, National Air Carrier Association, National Air Transportation Association and Regional Airline Association

By Ken Wayne

I guess it was at 8,500 feet a little east of Yosemite, with Half Dome out my left seat window when I realized the peculiarity of my situation The sound was unlike anything I’d heard before and difficult to describe; something between fingernails on a chalkboard and an industrial grade metal grinder

“Do you think he can get out?” asked my wife Carole

“No”, I half lied I mean, it seemed highly unlikely But who knows

It was the sound of bear claws scratching the side of a solid steel crate The bear crate was jammed up against the back of my seat, and I was somewhat jammed against my yoke because that’s how tight the fit was. I envisioned the headline: “Bear Rampage in Small Plane.”

We were flying two bear cubs from Lake Tahoe Wildlife Care to the San Diego County Humane Society’s Wildlife Care Center in Ramona The bears’ mother had been hit by a car in Mariposa County and the cubs were too small to fend for themselves With winter coming on, wildlife experts decided the bears were too young to hibernate on their own in the high Sierra, so they wanted to send them to another bear rehab center in sunny Southern California for the winter

“They kinda stink,” Carole remarked, waving her hand in front of her nose We still had three hours to go to Ramona.

How did I find myself flying two bears across California? (Bear Cub Rescue Part One, youtube com)

It started after I got a little tired of the same old $100 hamburger runs When I purchased my Cessna 182, I wanted to do more than those flights I found out about Pilots ‘N Paws and started picking up some trips to the Central Valley, ferrying dogs and cats from kill shelters to places they could be adopted in the Bay Area

It’s a lot easier on the animal to fly Drive time is cut in half, and there are no winding, mountain roads and freeway traffic to contend with

It changed me Maybe it’s projec-

FLYIN G TAIL S

Ken Wayne and his wife Carole take to the skies to rescue animals in need through their non-profit, Flying Tails Animal Rescue of Sonoma County (Courtesy Ken Wayne, Flying Tails, Facebook)

tion, but I felt the animals seemed grateful after those trips. It could be 100 degrees in Fresno or Porterville, but after we climbed to 6,500 feet and with the air vents fully opened, it cooled down enough that invariably the dogs fell asleep The cats sometimes gave sideeye, as if to say, “You know how to fly this thing, right?”

On the receiving end I found dedicated rescuers who knew they faced an ever growing wave of unwanted, abandoned and suffering animals, but with smiles and grit, shouldered on It can be overwhelming, so they focus on each one You save one animal at a time Maybe you don’t change the world, but you change that animal’s life forever

Gradually, word began to spread in the animal rescue community and I had more than enough requests to stay busy.

“Can you fly a goat from LA?” Yes.

“How about a Peregrine Falcon to Carlsbad?” You got it

“Know anyone who can fly a Leatherback Turtle from Vancouver to San Diego?” No But I’ll find out

Many of these flights turned into news stories I was the main evening anchor at KRON 4 TV in San Francisco and I started sharing the stories on the air I was a one-man flying production studio with cameras mounted inside and out of the plane to document the flight and spread awareness about this amazing animal rescue community

As a veteran, one of my proudest flights involved a Bald Eagle. It was found floundering in Lake Almanor in the Sierra, apparently injured after a fight with an Osprey Fully recovered, we parked the plane off the runway with the lake in view and set down the eagle’s crate facing the water After a dramatic pause it hopped through the door and took to the sky Carole let out a gasp and I instinctively raised my arms in celebration The symbol of freedom, free again (BALD EAGLE RESCUE, youtube com)

One story in particular got a lot of attention It was from one of my wife’s former colleagues at United The flight attendant had stayed in touch with a Ukrainian family who fled their home in Odessa and had settled in Sonoma County. Things were going well as they adapted to their new life, but the youngest daughter was crying herself to sleep every night because she missed her cat

The parents got her a new cat, but it wasn’t the same The little girl had already been through significant trauma and she was worried about her cat’s life in her war-torn country

Cue the flight attendants

Through their network and the help of the girl’s parents, they organized a delivery chain that would eventually get that little cat out of Ukraine on the back of a motorcycle to Moldova, to a station wagon ride to Bucharest, to a flight to Athens and then Seattle

I stood in the baggage area at SFO with dozens of people, surrounded by blue and gold Ukrainian flags and balloons, as that little cat was carried into the cheering crowd and handed into the arms of a tearful little girl

That story led to a documentary that is still making the film festival circuit and won the people’s choice award at the Sonoma International Film Festival (New documentary inspired by Flying Tails story on cat rescued from Ukraine, youtube com)

Just when I think there’s nothing new to fly, I get surprised The latest trip involved flying 37 Mexican Free-Tailed Bats Dozens of young bats were overwhelmed with soaring temperatures in Bakersfield this summer and simply lost their grip and fell to the pavement from their roost in a freeway underpass. The bats help local farmers by devouring bugs that threaten crops

The bats were rehabilitated in the Bay Area and my Flight Director Lou Rivas and I flew them to Bakersfield where they were returned to their roost and bug eating chores Another mission accomplished, almost

“Can you stop in San Luis Obispo on the way back and pick up a bobcat kitten and baby squirrel?” Of course

The work has been so rewarding I quit my TV job and turned Flying Tails into a non-profit Over the course of the summer we added three more planes and pilots I’ve been asked to do a TV series and we plan to shoot the first episode next Spring.

If you want to do more than a $100 hamburger run, contact us. And if you’d like to give other support, click on our donation button (Flying Tails Animal Rescue, Sonoma County, CA, https://flyingtails org/)

You won’t change the world But you’ll change one animal’s life forever

Ken Wayne and his wife Carole take to the skies to rescue animals in need through their non-profit, Flying Tails Animal Rescue of Sonoma County (Photo courtesy Ken Wayne, Flying Tails, Facebook)

FAA Selects University Team Finalists

Continued from Page 9

Advisor: Prof. John-Paul Clarke

Binghamton University

Flight Decisions based on Weather Prediction

Advisor: Dr Sang Won Yoon

University of North Texas

Weathering the Sky: GNNs for UAV Micro Forecasts

Advisor: Dr Kamesh Namuduri

Texas A&M University

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Minimizing Algorithm

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Embry Riddle Aeronautical University

SkyTwin A Digital Twin of the NAS for Air Traffic

Advisor: Prof Omar Ochoa

The 2024 FAA Data Challenge honorable

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Avionics Quick Reference

capacity to make meaningful, positive change in their community.

“We succeeded because we had capable and knowledgeable pilots who were willing to put the time and effort in locally, and a city government that was also willing to take the time needed to achieve a result that works for everyone,” Schuster said

To learn more, visit the AOPA website, aopa org or the Bend Municipal Airport at https://www bendoregon gov/governmen t / d e p

ment/bend-airport

Located on approximately 420 acres, five miles northeast of Bend, Oregon, the Bend Municipal Airport caters to the needs of general aviators, hosts two flight training schools, and is home to numerous businesses. It is home to some 300 aircraft. Combined operations make Bend the third busiest airport in the state in terms of takeoffs and landings Continued from Page 8

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By Mark Rhodes

DINTERVIEW: THE EVOLUTION OF AIRPORT DESIGN

oes the history of aviation take into full account the notion of aesthetics with regard to the airport? Author Robert Stewart’s work The Evolution of Airport Design (Routledge) takes a full historic, technical and artistic account of the transformation of airports from places like Wright Field which in 1904 was little more than a long dirt and grass landing strip outfitted with the most cutting edge technology of the time (i e a catapult tower) to the most sophisticated and sleek modern structures many seemingly dreamt up in the most fantastical science fiction

Author Stewart was gracious enough to be interviewed via email about his book and the past, present and future of Airport Design.

In Flight USA: When did the idea of designing airports in an aesthetic manner take shape?

Robert Stewart: “The idea of designing an airport in an aesthetic manner precedes the establishment of airports to serve scheduled services The origins of an aesthetic specifically to reflect the spirit of flight can be found in the Futurist Manifesto, published in 1909, by the leader of that Italian artistic group, Filippo Thomaso Marinetti He promoted a new design approach based on ‘the easy flight of aeroplanes ’ This placed an emphasis on the ‘attainment in maximum elasticity and lightness’ and an aerodynamic aesthetic that reflected the speed and movement of flight, and recognized the need for ‘expandability and transience ’ This philosophy was further developed by modern movement architects, including Le Corbusier and Walter Gropius in the 1930s, as they recognized that buildings would now have to be designed to be seen from the air

“Bauhaus architect, Frans Wittwer, introduced the cantilever roof form to an airport restaurant at Leipzig-Halle Airport (1929), which resembled a bird in flight that in combination with fully glazed elevations created the sense of lightness to which the Futurists aspired Another early airport design that sought consciously to reflect the spirit of flight was Le Bourget, Paris (1937). It was planned to mimic the shape of the Farman Goliath aeroplane and adopted the ‘Art Deco’ or ‘Streamlined Moderne’ aesthetic ”

“Minouru Yamasaki introduced the shell concrete structure at St Louis Lambert (1957) the first terminal where the walls did not reach the ceiling but where all the elements of the fit out were designed like a self-supporting stage set

The concept was revived by Eero Saarinen at the New York, JFK, TWA terminal (1962), where he desired one space to flow into another stating: ‘We wanted to reveal the terminal, not as a static enclosed space, but as a place of movement and transition ’

“Norman Foster reinterpreted this idea in steel with his design of Stansted Airport (1991), where the roof floated over a fully glazed façade He wrote ‘The principle of a single lightweight roof flowing freely over a multitude of different activities makes a quantum leap in the new generation of terminals ’ Renzo Piano introduced the soaring long span steel roof at Osaka, Kansai (1994)

“There have been a variety of responses to the need to find an appropri-

ate airport style, including Neo-Classical, Art Deco, International Style, High Tech, Contextual design, Expressionism and Mega Structuralism, the latter focussing on aerial and interior architecture No one style has prevailed, but architects have generally tried to reflect the modern era and capture the spirit of flight and the excitement of travel, most recently with floating long span steel roofs.”

IF USA: What concerns does the architect approaching airport design have that an architect designing a hotel (for instance) not have?

RS: “Airport design is unlike most other architectural design in that is on a dramatically different scale, more akin to city planning than a conventional large architectural project For example, large airports such as Dallas-Fort Worth or Denver cover a greater area than New York’s Manhattan Island The terminal also incorporates many complex processes not seen in other architectural projects including baggage handling, security, immigration, customs and can feature large scale retail malls and airside hotels. Some larger airports also have to incorporate both rail and road interchanges, landside and airside transits and coaching stations Complicated aircraft turnaround processes, with their associated passenger airbridges, also have to be integrated with the terminal Airports and their terminals also typically expand over time as traffic volumes increase or new processes are introduced, so planning for growth and change is of paramount importance from the outset

“Terminals are often now so large that they can only partially be understood by the passenger who can only make sense of the immediate surroundings In this regard they can be regarded as complex city systems. That makes for a particularly exciting and challenging design task: to make the terminal understandable, friendly and welcoming to both the seasoned traveler and the first-time user who may not even understand the language used throughout the complex, let alone the processes to which they will be subjected

“Benchmarking shows that variable success has been achieved in meeting these challenges. The terminals that typically score best are those that predict the need for growth and provide processing capacity and passenger facilities, in advance of demand and provide a range of leisure facilities to divert the passenger while waiting In this regard some Asian airports such as Singapore, Hong Kong and Seoul have been outstanding over a number of years

“For me the size and complexity of airports makes them the most exciting design challenge of any architectural project ”

IF USA: What airport (or airports) are considered great works of architecture/design?

RS: “Often the architects who are respected for their great airport architecture have typically achieved a worldwide architectural reputation before they are employed to design airports Examples include:

• Eero Saarinen – New York, JFK, TWA Flight Center & Washington Dulles

• Norman Foster – London, Stansted, Hong Kong International, Beijing Capital T3, etc

• Renzo Piano – Kansai International

• Richard Rogers – London, Heathrow T5, Madrid Barajas T2

• Zaha Hadid - Beijing Daxing

Each of these terminals has been innovative, carefully designed to evoke the spirit of flight. They have in turn influenced subsequent terminal designs and have been recognized with architectural awards ”

IF USA: Was there a “golden age” of airport design? How has this time affected airport design currently?

RS: “I would argue that the Jet Age of the 1960s is the closest to a ‘golden

Continued on Page 20

Leipzig – Halle Restaurant 1929 (Postales Inventadas)

Paris Le Bourget – 1937 (Aviationclub aero)

Osaka, Kansa (Fondazione Renzo Piano)

St Louis Lambert (Courtesy Landmarks Association of St Louis)

TWA Flight Center (PANYNJ Courtesy/John Bartelstone)

London, Stansted (Foster + Partners /Ken Kirkwood)

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Interview: The Evolution of Airport Design

Continued from Page 19

age ’ It is a period when with the advent of jet aircraft the world’s long haul routes opened up, promoting spectacular growth in air travel A number of new airports reached maturity in this era including New York JFK, Washington Dulles, Los Angeles and Amsterdam Schiphol However, this was before the threat of hijacking and terrorist attack necessitated the introduction of security controls Also, departing and arriving passengers could mix freely, and real people provided service at every stage At this stage capacity at these new airports exceeded demand

“As a child, I made my first long haul international flight from Heathrow to Nairobi, Kenya in 1967 in the then new Vickers VC 10, one of the quietest aircraft (for the passenger) that has ever flown, an experience that I still recall well However that very growth soon led to congestion at major airports, which then had to play catch up over the subsequent decades, never quite keeping up with demand Progressively self-service processes have been introduced that has de-personalized and removed the glamour of the experience ”

IF USA: Is it the case that some airports which were considered pioneering in their design now are considered dated or even a cliche in their “look”?

RS: “Growth and change is inherent in air travel, so smaller airports close to city centres have been particularly difficult to expand Berlin’s Tempelhof designed in the 1930s, was originally the largest airport (and largest building of

any sort until the Pentagon was built), and pioneered handling multiple aircraft turnarounds at one time under its giant cantilever roof It was built close into the city centre and admired for its excellent connections by both rail and road and provided a vital role during the Berlin Airlift of 1948 However, its very proximity to the city centre led to its closure in 2007 when the resultant aircraft noise became regarded as environmentally unacceptable

“New York, LaGuardia was also designed in the late 1930s and was, at the time, regarded as an exemplar airport with its curved Skywalk to access aircraft, two level forecourt separating arriving and departing vehicles, second Marine Air Terminal for flying boats and direct car access to Grand Central Parkway and Manhattan But the very small and congested site has frustrated subsequent expansion and despite rebuilding it has failed to keep up with modern expectations President Joe Biden has commented that his experiences at LaGuardia made him feel as though he were ‘in a third world country ’ The evolution of LaGuardia shows that ideas that were once considered forward-looking and avant-garde can easily become out of date with the growth of traffic requiring the airport to be reinvented for every generation ”

IF USA: What do you see the current state of and future of airport design at present?

RS: “My research, which is summarized in 42 case studies in my book ‘The Evolution of Airport Design,’ shows why,

where, and how new airport master planning and terminal concepts have arisen The drive for change has mainly been from the increasing size of aircraft and volumes of traffic The airports that have survived best are, arguably, those which combine careful site selection far away from, but with good connectivity to city centres, with the ambition to create an architectural landmark that celebrates the spirit of flight, as well as a planned approach to accommodating growth and change In this regard I would argue that Washington Dulles (1962), with its toast rack master plan, mid-field terminal and expressive but expandable architecture, is among the best to stand the test of time.

“Many observers have expected growth of secondary airports to become more prevalent with the introduction of new aircraft types, such as the B787 or A350, facilitating more point to point services However, with 80 percent of these aircraft being purchased by legacy airlines the greatest pressure is still for the major global hubs to expand We do need to remember that for all our best intentions to foresee the future, the level of investment in airports is such that longevity is a prerequisite

“New environmental awareness, combined with political and financial challenges have led to the cancellation or delay of some recent airport designs

These challenges have today generally restricted development of new airports and encouraged the expansion of existing airports in Europe and North America Major new airports continue to be built in Asia and the Southern Hemisphere as the

propensity to travel increases.”

(The TWA Flight Center at John F Kennedy International Airport in Queens, New York is listed on both the National and State Registers of Historic Places In 1966, Dulles International Airport Terminal Building received the Honor Award from the American Institute of Architects for its “vigorous, free and graceful movement which we associate with flight, while avoiding literal and obvious analogy ” Norman Foster ’s Beijing International Airport is one of the most prominent airports in the world and won the 2009 – RIBA International Award Madrid Barajas T2 has won the UK’s highest architectural honor the Stirling prize, while Renzo Piano has won the international Pritzker prize for Kansai The prize is awarded annually ‘to honor a living architect or architects whose built work demonstrates a combination of those qualities of talent, vision and commitment which has produced consistent and significant contributions to humanity and the built environment through the art of architecture ’ This year Zaha Hadid’s Beijing Daxing has been named as one of the world’s most beautiful airports by the Prix Versailles, which is organized in association with UNESCO and the International Union of Architects (IUA) )

In Flight USA thanks author Robert Stewart. Readers can find his book, The Evolution of Airport Design, at Routledge Publishing (https://www.rout ledge com/) or on Amazon (amazon com)

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WITH NEW RULE, FAA IS READY FOR AIR TRAVEL OF THE FUTURE

The Federal Aviation Administration (FAA) is ready for powered lift, which will be the first completely new category of civil aircraft since helicopters were introduced in the 1940s Powered lift operations include air taxis, cargo delivery and a variety of operations within urban and rural areas

The agency on Oct 22 issued a final rule for the qualifications and training that instructors and pilots must have to fly aircraft in this “powered-lift” category, which have characteristics of both airplanes and helicopters The rule also addresses their operational requirements, including minimum safe altitudes and required visibility The rule is the final piece in the puzzle for safely introducing these aircraft in the near term The opportunities for the use of powered lift operations are far reaching, from transporting passengers in urban areas and short-haul operations such as air ambulance services and cargo operations to potentially serving smaller communities over time

“The FAA will continue to prioritize the safety of our system as we work to seamlessly integrate innovative technology and operations This final rule provides the necessary framework to allow powered lift aircraft to safely operate in our airspace,” said FAA Administrator Mike Whitaker “Powered lift aircraft are the first new category of aircraft in nearly 80 years and this historic rule will pave the way for accommodating wide-scale Advanced Air Mobility (AAM) operations in the future ”

The FAA previously determined it could certify powered-lift using existing regulations and updated other regulations so air taxis could be used commercially Last year the agency released a blueprint for how Urban Air Mobility vehicles will operate, which is a key element in maturing the overall AAM concept

A new pilot-training and qualifications rule was needed because existing regulations did not address this new category of aircraft, which can take off and land vertically like a helicopter and fly like an airplane during cruise flight The rule provides a comprehensive framework for certifying the initial cadre of powered-lift instructors and pilots

The rule:

• Makes changes to numerous existing regulations and establishes a Special Federal Aviation Regulation (SFAR) with new requirements to facilitate instructor and pilot certification and training

• Applies helicopter operating requirements to some phases of flight and adopts a performance-based approach to certain operating rules

• Allows pilots to train in powered-lift

The FAA on Oct 22, issued the first completely new category of civil aircraft since helicopters were introduced in the 1940s Powered lift operations include air taxis, cargo delivery and a variety of operations within urban and rural areas (Courtesy FAA)

with a single set of flight controls; legacy rules require two flight controls – one for the student and one for the instructor

Upon release of the new rule, NATA issued the following statement:

NATA welcomes the Federal Aviation Administration’s (FAA) timely release of the final rule for the “Integration of Powered-Lift: Pilot Certification and Operations” Special Federal Aviation Regulation (SFAR), a productive first step in the deployment of AAM technology within the general aviation landscape and a powerful compliment to aviation industry goals “The release provides a pathway to open dialogue between operators, OEMS, and other industry stakeholders with FAA regulators NATA continues to support the AAM industry’s push towards aligning certification, training, and requirements with ICAO standards and recommendations The Association will analyze the rule and looks forward to continuing collaboration with our members and the Agency on next steps,” stated NATA President and CEO Curt Castagna. “NATA’s collaborative work with our Board and committee network across all aviation business sectors allows us to maintain a leadership role in the industry’s push for investment in infrastructure necessary to support innovation development ”

General Aviation Manufacturers Association (GAMA) President and CEO, Pete Bunce, issued the following statement regarding the release of the SFAR:

“Industry stakeholders have long been anticipating the release of the SFAR as it will have a substantial impact on enabling initial electric vertical takeoff and landing (eVTOL) powered-lift operations and the overall trajectory of the advanced air mobility sector. We will work with our membership to evaluate the SFAR policies fully and examine how our collective, thorough safety-based comments, that were provided last year following the release of the Notice of Proposed Rulemaking, were incorporated into the final rule We are encouraged by the agency’s commitment to maintaining the timeline for this critical regulatory frame-

NBAA-BACE: Government Leaders Discuss New AAM Rules, Integration of Emerging Industries

The always popular Meet the Regulators session gave 2024 NBAA Business Aviation Convention & Exhibition (NBAA-BACE) attendees an opportunity to hear directly from top regulators about their priorities for business aviation – and this year, further discuss the newly released publication of operational rules for advanced air mobility (AAM)

The session came on the heels of the publication of the Special Federal Aviation Regulation (SFAR), Integration of Powered-Lift: Pilot Certification and Operations The rule provides initial operational rules and pilot qualifications requirements for powered-lift aircraft, which are integral to AAM operations

David Boulter, associate administrator for aviation safety at the FAA, spoke to the SFAR, saying, “Ultimately, it’s the foundation for AAM moving forward It’s the start; we aren’t done It’s really important for the United States of America to get out there and put these rules in place for these operations.”

Meanwhile the FAA is also working on beyond visual line of sight (BVLOS) for drones, with an Aviation Rulemaking Committee’s report complete and the agency moving forward to proposed rulemaking

“Today is a celebration of the final rule for AAM, but we’re also moving forward with a foundational rule for BVLOS,” said Boulter

The regulators pointed to the importance of data from industry and federal agencies, as well as collaborative relationships between industry and regulators, in ensuring the best tools are in place to support a vibrant aviation industry. Collaboration also is key to ensuring U.S. leadership in both traditional and emerging segments

Paul Fontaine, assistant administrator for NextGen at the FAA, shared goals to transform the nation’s airspace to more automation and efficiency The NextGen office is working on integration of AAM into the airspace as aircraft certification and operational rules are now determined

work, and the FAA’s stated openness to examine additional means where operational and performance data and analysis are still being studied and gathered or where agreement has not been reached on the regulatory approach It will be absolutely critical that the FAA work with industry to find practical pathways to alternative solutions in these cases Our guiding principles for the advanced air mobility sector will continue to

Meet the Regulators session gave 2024 NBAA Business Aviation Convention & Exhibition (NBAA-BACE) attendees an opportunity to learn more about the newly released publication of operational rules for advanced air mobility (AAM) ( NBAA)

Timothy Arel, chief operating officer of the FAA’s Air Traffic Organization, described the organization’s goal of achieving equitable access to the airspace, using data-based decisions

Boulter pointed to a declining fatal accident rate in general aviation, though lossof-control inflight (LOC-I) and controlled flight into terrain continue to be the leading causes of general aviation accidents

“We have an opportunity with safety technology to prevent LOC-I,” said Boulter, explaining the FAA shouldn’t stand in the way of getting this life-saving technology into not only new aircraft but retrofit into older aircraft

“We have to lean into the technology and the data to prevent those tragic accidents. We cannot be afraid to use technology to improve safety,” he added.

Chad M Gorman, deputy executive assistant administrator at the Transportation Security Administration, noted the record number of operations across the system and investment in emerging industry sectors

“We are seeing continual evolution in the industry,” said Gorman “Our goal is to make sure we’re linked up with our safety partners at the FAA and we’re committed to making sure as we bring online operating models [like AAM,] we are implementing security end-to-end without hindering those models or being a roadblock ”

Gorman said the agency will soon share with industry a roadmap to securely integrating AAM operations into the system, requesting feedback to ensure risks are accurately identified and appropriately mitigated

be focused on ensuring safety and facilitating industry growth in the U.S. and worldwide.”

To learn more, read the FAA’s Medium blog (https://medium com/faa/faacompletes-framework-for-air-taxis-to-takeoff-8cc2621bcfd8) and visit their Advanced Air Mobility website (https://www faa gov/air-taxis) For general information, visit the FAA website, faa gov

Cover Story

Continued from Page 4

2017 to 2020, I served in a variety of positions and did retention and compensation consulting on the side.

Sheryl Barden from API and I worked together on quite a few different occasions, and then in 2020, when Covid hit, my employer at that time furloughed me I realized that God was sending me a message about my future and it was time to take my practice to the next level I wanted to make compensation data more accessible to people, so I took the methodology that I had developed and automated it

The online calculator has developed a following, and it has processed thousands of reports Aviation managers will buy a membership, subscription, or package of reports, and they will use it to run reports for their team. Other users are just individuals who want to check the compensation of their current job, or they want to check and are negotiating for a new job The way the data is presented, you can’t argue with the methodology There are aviation people and executives who have taken exception to the data, but the people who don’t argue with it are the HR professionals

Every single time I have had a compensation conversation with an HR compensation professional, I have explained the methodology, and they are like, “Wow, that is good, that is sound!” They don’t contest it I still perform deep-dive compensation studies, to date I’ve done over 300 of them for flight departments of every size across the country. In the past, it was nearly always the aviation manager that hired me These days, I am increasingly hired by the HR compensation professionals to perform these studies They get tired of delving into the weeds and trying to understand the data at the grandular level They need to be focused on other things, so they trust me to do it They are pretty objective; the data is the data My biggest advantage in these studies is that I am a disinterested third party without a dog in the fight That helps them trust the data even more I spoke in front of the pilot’s round table at the end of the leadership conference recently, and afterward more than one of the attendees came up and told me how great it has been that I have been able to increase the transparency piece of compensation and make it so democratized and accessible to anyone who wants to find out this information It has been great to not only perform services for the aviation managers and HR professionals but also for the individual professionals

IF USA: Right, so this is for anyone

that is working in the industry who wants to understand what their compensation should be and for HR departments to better understand what their employees should be paid Is that correct?

CB: Yes, that is correct, and the interesting thing is that I am in the process of trying to get my Certified Comp Professional credential I have taken several of the courses and have several more to go It has caused me to develop a new respect for comp professionals because they really have to be a jack-of-all trades, compensation wise They have to understand how financial people are paid, and they have to understand how IT people are paid, and many other jobs throughout their companies They have to understand how executives are paid There is a whole raft of areas, and aviation is just so darn arcane. You would know that you not only need to understand what position somebody is in; you would have to know what the difference is between a captain and a senior captain or a maintenance technician and a maintenance supervisor; and why does it make a difference how big the airplane is and how do you regionally correct for where you are and that sort of thing It has been a journey, but it is something that anybody can use

IF USA: That is great How long has it been around? When did you get started with this?

CB: I started the consulting work in 2017 As for the calculator, the first edition of it came online in the summer of 2020 Since then, the calculator has been in existence for about four years, or it will be four years this summer. I upgrade it continually, and I change the way in which it analyzes and what features it has, so now it does some big salary total cash comp, plus base, plus bonus It does 401K management and total compensation, and it also looks at bonus target percentages and that sort of thing It just gives you four different snapshots of what compensation level should be for different jobs

I’ve got 14 different positions that I can work with, and those are the 14 different positions that I could map across the surveys that I use: captain and senior caption positions, first officer, and chief pilot Then I have director of aviation flying and not flying, director of maintenance, maintenance supervisor, maintenance technician, line service technician, flight coordinator/office manager, scheduler, senior flight attendants, and flight attendants Then I’ve got different jet classes that I have used as well, and I parse out data from the surveys I can pull out more jet classes than the surveys depict because I’ve got a proprietary way

that I can go in and structure the data

IF USA: What doesn’t it do? For example, if somebody is looking for an aircraft appraisal it does not provide a value, just to be clear, it does not do that?

CB: No, all it is, is business aviation compensation

IF USA: Does it really do its own thing? Can somebody go in there and plug in all the numbers and get an assessment or do you have to go in there and make it work?

CB: We offer two different levels of service They can have us run the reports, to make sure they get it right For an additional cost, we can provide compensation comparisions and I provide observations and recommendations about where input compensation is versus the data But many users just buy packages, and they have their own access code, their own login credentials, they run their reports, and they log off.

IF USA: Right, and that is what people are looking for nowadays, a very convenient option like that So, shifting gears, going back to your background in aviation, you’ve had a lot of jobs in this field You’ve been in the military What prompted you to get started in aviation, was your family in aviation, and were you always fascinated by flight?

CB: Yes, I have always wanted to be a pilot When I was in sixth grade, my dad had a small private plane, and I got to fly in that I got to see the Air Force Thunderbirds in high school, but I wanted to go to the Air Force Academy since I was like 10 or 12, and I just worked really hard and was fortunate enough to get to go there.

IF USA: That is awesome! What business aircraft do you enjoy flying the most? What is your plane?

CB: The one I have enjoyed flying the most is the Falcon 7x I’ve got over 1,000 hours in it, and I have actually taught in it I just like it because I am a former fighter guy I like the side-stick control, and I like the digital flight control system It just feels very natural to fly, and it is a very smooth-flying airplane I like the EASy (advanced flight deck system) cockpit It is very intuitive Of the jets I have flown, it is the one I have enjoyed the most

IF USA: That is a cool aircraft. You mentioned that you worked in corporate aviation, like at Clay Lacy and some of the big corporate flight departments What was that experience like? You mention that there was a lack of transparency What problems do you think the calculator can solve in those environments?

CB: What happens is there are two different ways to look at this First of all,

you have HR, whether it is a corporation or a management company, you’ve got the HR people that sit off in their own little world

Even if the ones in a management company are little bit more attuned to the aviation compensation, the HR folks in corporations have a lot of other customers to deal with, so if you are a business aviation professional, or you are an aviation manager in a flight department, and you don’t necessarily trust the numbers that you are getting from HR, or you don’t think HR is keeping up with the trends of what is going on compensation wise in our industry, my data offers you the ability to present data to them and say, “Hey, listen, this is what the expert says about compensation levels and where they should be,” and like I said, the data is the data I don’t enhance it I have ways that I regionalize it, but the data is the data It is a tool for business aviation managers and professionals to get some transparency of what their compensation should look like.

IF USA: Does it get into anything like insurance benefits or 401Ks, or is it strictly about pay?

CB: Yes, it does look at 401K match I can map out what someone is getting for a 401K match versus what someone else is doing at the different percentage levels When you get the HR perspectives that are involved in management companies, they have a dog in the fight in terms of what compensation levels are going to be, because they have to maintain happy aircraft owners, so they are going to downplay compensation any way they can to keep the aircraft owner happy Again, that is where my data comes in The data is the data Sometimes my best clients are the people who are the lead pilots who are in charge of management accounts because they don’t trust the numbers that are being given by the management companies They take my data and go to the aircraft owners They say, “Hey, this is what this guy says He is an expert, and this isn’t us talking, this is him ” Again, this is where me being an

and compensation diagram. (Stock photo) Continud on Page 29

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FAA REMOVES THE CFI EXPIRATION DATE

The FAA on Oct. 1 published new rules for CFIs removing the expiration date on flight instructor certificates

This action removes the expiration date on flight instructor certificates to align with other airman certificates Additional amendments include updating renewal requirements to recent experience requirements, introducing a new method for establishing recent flight instructor experience, and allowing instructors with a lapse of no more than three months to reinstate privileges via an approved flight instructor refresher course instead of a practical test

This final rule also adds two new methods for flight instructors to qualify to train initial applicants. Specifically, the FAA is updating the existing qualification method by adding two new options

The first new option is based on training and endorsing successful applicants for practical tests The FAA is also introducing a second new option as a method of qualification by completion of a new training program designed to prepare flight instructors to train initial flight instructor applicants

The flight instructor certificate renewal requirements will become recent experience requirements, which flight instructors must establish at least once every 24 calendar months The final rule also adds a new method for flight instructors to establish recent experience by serving as a flight instructor in an FAAsponsored pilot proficiency program. Additionally, while the FAA is not removing any existing allowances to renew a flight instructor certificate, this final rule amends reinstatement requirements by allowing flight instructors to reinstate their flight instructor privileges by taking an approved flight instructor refresher course (FIRC), provided their recent experience has not lapsed for more than three calendar months

Finally, this rule relocates and codifies the requirements for relief for U S military and civilian personnel who seek to renew their expired flight instructor certificate

The FAA has identified an unintended omission in the NPRM regarding a reference to flight instructor certificate expiration in §61 51(h)(2)(ii) To correct this, the FAA will implement a two-phased amendment to this rule The first phase will ensure that flight instructors who hold a flight instructor certificate with an expiration date and flight instructors who hold a flight instructor certificate without

The Federal Aviation Administration’s final rule regarding flight instructor certificates signals an important change for certificated flight instructors across the nation With the removal of expiration dates, the rule aims to streamline the certification process

(Courtesy AOPA and FAA)

an expiration date will remain compliant with the requirements of §61.51 when logging training time in pilot logbooks after the effective date of the final rule

The second phase will begin 27 months after the effective date of the final rule

This second amendment will remove references to the flight instructor certificate expiration date from §61 51

This final rule is effective Dec 1, 2024, except that amendatory instruction 10 is effective March 1, 2027

According to AOPA, which had a strong voice in the new rulemaking, the key differences for certificates issued before Dec 1, 2024 and certificates issued on or after Dec 2, 2024 are as follows:

• CFI certificates issued before Dec. 1, 2024, will have expiration dates printed on the certificate that remain in effect until the end of the expiration calendar month CFIs will then receive a certificate without an expiration date printed on it and must comply with the recent experience end date requirements every 24 calendar months

• CFI certificates issued on or after Dec 1, 2024, will not have an expiration date printed on the certificate Instead, CFIs must comply with the recent experience end date requirements every 24 calendar months

• In addition, effective Dec 1, 2024, all CFIs will benefit from a 3-calendar month reinstatement period This 3-calendar month reinstatement period will be granted once the recent experience end date (or expiration month) has passed and the CFI did not comply with the 24month recent experience end date (or 24month renewal) requirements During this reinstatement period, the CFI will not hold instructional privileges but will have the opportunity to reinstate instruc-

Continued on Page 26

NEED BETTER PICTURES? LOOK TO RUKO F11PRO 2 FOR ALL YOUR PHOTOGRAPHY NEEDS

Are you a photographer? Are you always looking for a clearer image? Do you use photography in your day-to-day operations? If you answered “yes” to any of these questions, the F11PRO 2 is for you Perhaps you have taken aerial photos from the heavens while flying in your airplane, or maybe you have jumped on the drone bandwagon Drones provide a fun flying experience It’s like being a kid all over again, with the ability to take professional photos and videos that can serve a number of purposes from surveying to publication to capturing precious moments of historic landmarks

The F11PRO 2 is a powerful drone that can achieve the best photography and videography in the business and has some of the latest features The F11PRO 2 is designed to elevate aerial photography and videography with its advanced features, including:

• 4K Video Recording at 30fps and 6K Photo Capture: Coupled with a 3-axis brushless gimbal, this drone ensures professional-grade image quality

• Extended Flight Time: With up to 35 minutes of flight time for each battery and totally 70 minutes for two batteries, it’s perfect for long outdoor shoots

• Impressive 10,000-Foot Image Transmission Range: Ideal for those who

The Ruko F11PRO 2 drone provides users the opportunity to take professional photos and videos for many purposes

(Courtesy Ruko)

need extensive coverage, particularly in large, open areas

• Stable Digital Image Transmission: More reliable than traditional Wi-Fi links, ensuring consistent connectivity

• Sleek Design with Unique LED Decorative Lights: Combining functionality with style

With so many impressive points, how can you go wrong? If you are a pilot with an adventurous spirit who desires to see the world from a clearer, broader point of view, the F11PRO 2 is for you For more information, visit the purchase link at: https://amzn to/3U3ir8J

FAA Removes the CFI Date

Continued from Page 25

tional privileges via a flight instructor refresher course If the 3-calendar month period passes without completing a flight instructor refresher course, the CFI will need to take a practical test to have their instructional privileges reinstated

• NOTE: If your certificate expires Nov 30, 2024, or sooner you MUST comply with your expiration date Do NOT wait to renew until 12/1/2024 or you will have to take a practical test

AOPA also notes that all CFIs will still be required to complete and submit an 8710 application in IACRA to track their recent experience every 24 calendar months. This form must be processed by an FAA certifying officer. If a CFI forgets their recent experience end date, they can easily verify it by checking the FAA Airmen Registry (https://amsrvs registry faa gov/airmeninquiry/) where their information is publicly available Additionally, CFIs have the option to contact the FAA Airmen Certification Branch (https://www faa gov/licenses

certificates/airmen certification/contact airmen certification) for assistance AOPA members may also seek information by contacting AOPA at 800-8722672 or by visiting the AOPA website, aopa org

The FAA estimates this rule to result in $5 6 million, discounted over five years, in cost savings to FAA and industry, which includes removing the expiration date on the flight instructor certificate as well as allowing flight instructors whose recent experience has lapsed by no more than three calendar months to reinstate flight instructor privileges by taking a FIRC These cost savings are driven primarily by cost savings to the industry by removing the expiration date on the flight instructor certificate. More information is available on the FAA website, faa gov and at the Federal Register at: https://www federalregister gov/docume nts/2024/10/01/2024-22018/removal-of-

Part Two of a Three Part Series:

THE S TORY OF PIONEER AVIATOR RUTH BANCROFT L AW OLIVER

By David Langley

In November of 1916, Pioneer Aviation

Ruth Law executed the greatest flying feat of her career to that date A Law biographer, Billie Holladay Skelley, reports that – to prepare for her flight –Law tried to buy an airplane from aviation pioneer Glenn Curtiss that would be bigger and more powerful, as well as equipped with larger gas tanks than was her existing plane However, Curtiss refused to sell her one, claiming that he was too busy making planes for the military and that the craft that she wanted “was too much for a girl to handle ”1

Despite Curtiss’s oppostion and that of other people around her, Law again remained undeterred. To illustrate, Skelley reports that although “her attempt was sanctioned by the Aero Club of America, the governing body of American aviation, many had their doubts as to whether a woman could make such a flight Some felt she would not have the endurance to withstand the cold that would numb her limbs Others felt the prolonged confinement in cramped quarters and its resulting fatigue could not be tolerated by a female ”2

On Nov 19 – The New York Times reports – Law boarded her older, oneseat, Curtiss pusher biplane (a plane that followed her two-seat Wright Flyer B), and took off at 7:25 a m , Central Time, in Grant Park, Chicago. Running out of fuel, she landed on the fair grounds of the small city of Hornell, NY at 2:10 p.m.,

Eastern Time. The flight covered 590 miles. Law’s distance broke the record of 452 miles, previously set by Carlström

Skelley also reports that, at 3:24 p m , after refueling, Law took off from Hornell and headed east across the southern tier of New York State Unfortunately, she had to land again, this time in Binghamton, because night was coming At 7:23 the next morning, she took off for her final time and headed for New York City, flying southeast She followed the Susquehanna River, then the Delaware River, then flew over Port Jervis, NY, then Greenwood Lake, NY, and then the Ramapo Mountains at the western edge of Rockland County From the mountains she headed east to the Hudson River. It was smooth flying from there down to Manhattan Island. However, she again started running low on fuel To force gasoline into her carburetor, she waggled her wings, and then glided the last three miles before landing at Governors Island, just off the southern tip of Manhattan, at 9:37 a m 3 The distance from Grant Park to Governors Island totaled 884 miles and took an overall time of 8 hours and 55 minutes

Law’s record flight was even more amazing because of the preparations she undertook just to survive it For example, Skelley reports that for days before the flight, the flier took to sleeping on the roof of a Chicago hotel to accustom herself to the cold weather she would encounter at altitude. For the flight itself, she dressed herself in “two woolen suits and two

leather suits, a leather and wool helmet with a wool face mask, and goggles. . . . The layers of heavy clothing at times made it difficult to move her arms and complicated the job of handling the controls, but they did provide essential protection ”4

During the next few days or weeks, Law was very busy Aerial Age Weekly reports that, just three days after Law completed her flight to Governors Island, the Aero Club of America held an impromput reception for her at its New York City headquarters Famous pioneer aviators who attended included the aforementioned Carlstrom, “boy aviator” Farnum T Fish, and airplane maker Glenn Martin 5

On December 2, President Woodrow Wilson was in New York City to turn on the first lights to illuminate the Statue of Liberty at night. The New York Times reports that Law flew her airplane over and around the statue, “sending off great long streamers of yellow fire It seemed that fire was spurting from every corner of the little aeroplane [S]he swept down over the Mayflower [the boat carrying the president], her aeroplane spelling the message of Liberty ”6

On December 18, both the Aero Club and the public-service organization called the Civic Forum held a formal dinner at the Hotel Astor to honor Law The New York Times reports that she sat on the dais between two world-famous polar explorers, Rear Admiral Robert Peary and Norway’s Captain Roald Amundson. Peary reportedly told the gathering that Law had “accomplished more toward the

Ruth Law becomes the first enlisted Army aviatrix June 30, 1917 Ruth Law enjoyed one of the longest and most colorful careers of early female aviators (Lt H M Benner, Hammondsport, N Y/Courtesy Hill Air Force Base)

advancement of aviation than any man could have done ” Playwright Eleanor Gates and actress/suffragist Beatrice Forbes also attended, and praised the flier as an emancipator of women.7

Editor’s Note: This is the second of a three part series on pioneer aviator Ruth Law Oliver In Flight USA will publish the third part of the series in December To read part one of the series visit In Flight USA’s website, www inflightusa com and go to the October edition or directly at https://issuu com/inflightusa/docs/infoct24

1 (Skelley n d , par )

2 (Skelley n d , par 3)

3 (Skelley n d , par 16),

4 (Skelley n d , par 7)

5 (“Reception for Miss Law,” 1916, 304)

6 (“Signal by President Bathes Liberty Statue in Flood of Light,” 1916, 1)

7 (“Explorers Honor Miss Law at Dinner,” 1916, 5)

REMEMBERIN G C HARLES THOMAS COLEMAN

Chuck Coleman, who was a friend to the Flight Test Historical Foundation, Flight Test Museum, and an associate fellow of the Society of Experimental Test Pilots has passed away

Charles Thomas Coleman was an incredibly accomplished pilot with many achievements and contributions to the Aerospace and movie industries As an aerospace engineer and flight test pilot, his early career started out at the University of Michigan working and developing aircraft for McDonnell

Douglas, Bede Jet Corporation, Bede Aircraft, Vision Aire, Toyota Air Sports, Above and Beyond Aviation, Scaled Composites, Virgin Atlantic Global Flyer, Proteus aircraft test pilot, profiles and training for Spaceship 2 and White Knight 2 and ICON Aircraft He was a member of Team Oracle and was the aviation consultant and flight training instructor for the actors in “Top Gun Maverick.” Chuck was a significant part of the aerospace community. Chuck had 10,500 hours of total

time flying, according to his website He had more than 4,300 hours in the Extra Flugzeugbau 300 series aircraft alone He had performed in hundreds of air shows around the U S

Tragically, Chuck was killed on Oct 20 when his Extra EA300 crashed during an event in Las Cruses, New Mexico He was 61 years old

Remembering accomplished aviator Charles Thomas Coleman. (CTColeman com website)

FAA ANNOUNCES FIRS T T WO SC HOOL S FOR ENHANCED AIR TRAFFICCOLLEGIATE TRAININ G INITIATIVE PROGRAM

The Federal Aviation Administration (FAA) has signed agreements with Tulsa Community College and the University of Oklahoma to become the first two schools for the Enhanced Air Traffic –Collegiate Training Initiative (AT-CTI).

This new program will provide the same thorough curriculum and advanced technology offered at the FAA Air Traffic Controller Academy at Oklahoma City

These programs will increase the controller-training pipeline and ensure graduates have the necessary skills to begin immediate facility training

Cover Story

Continued from Page 22

unbiased third party comes in handy. Right now, I have three national management companies that are using my data, and I’ve got a host of smaller management companies that are using the data, as well The smaller management companies will actually generate reports and take them to the aircraft owners and say, “This is what you need to be paying because you want to do the right thing ” It has kind of helped all facets of our industry

IF USA: It sounds like a very helpful tool What do you think is the biggest crisis facing aviation today: is it the pilot shortage, is it the fuel crisis we have going on?

CB: I just wrote an article about this. I think it is very tempting to think that the airlines are slowing down and that they are not hiring as many people, but some of them are still hiring American is going to hire 1,300 pilots a year for the foreseeable future I think it is very tempting for us to say, “Hey, this pilot shortage thing is kind of easing up; we are going to be just fine, but all the conditions we have that fueled the pilot shortage from 2016 and 2017 are still there

We are still not producing pilots; the airlines are still hiring In 2024, the delivery of new business aviation jets is going to be among the highest ever They are going to deliver more than 700 aircraft, and you are going to need pilots to fly them. I still see ads for management companies offering jobs on a daily basis for people to fly this airplane or that airplane to this location or that location My point is, as for the pilot shortage or pilotdemand aspect, none of the original conditions have changed It is still there and is going to be there for a while, so if you try to say, “Ok, we are done having to worry about this,” and it is still going to

“The FAA is working to hire and train more air traffic controllers, in order to reverse the decades-long decline in our workforce and ensure the safety of the flying public The Enhanced AT-CTI program is an important part of that effort,” said FAA Administrator Michael Whitaker.

“We’re excited to have these schools become pioneers in this initiative and look forward to seeing more applications from schools as we build out these partnerships ”

Graduates that receive an official endorsement certificate from an Enhanced AT-CTI school will go straight to an FAA

facility for training This is different than the Standard AT-CTI program, where graduates will still need to go to the FAA Academy in Oklahoma City but can bypass the introductory Air Traffic Basics Course Enhanced AT-CTI graduates will still need to pass the Air Traffic Skills Assessment (ATSA) exam and meet medical and security requirements.

Interested schools can continue to submit applications online year-round at https://www faa gov/air traffic/air-traffic-collegiate-training-initiatives-cti

The agency will continue to take aggressive action to increase the controller

workforce In 2023, FAA hired 1,500 controllers and this year they hired more than 1,800 The agency began a new application period on Oct 11, 2024 The October extended hiring window will allow more time for future controllers to submit their applications and prepare for a future in the agency. The agency has a yearround hiring opportunity for experienced controllers from the military and private industry They are enhancing training with modernized simulators to help get new hires through training more efficiently Learn more at faa gov

be with us for a while, it will be a problem. I think complacency is what the biggest crisis is I think a lot of people want this pilot thing to be over, and it’s not going to be over for a while

IF USA: That is true There are a lot of pilot shortages and mechanic shortages My next questions is, everyday last week we saw a problem with a United Airlines flight being diverted They are falling apart This is a labor and mechanic crisis I am wondering what your thoughts are on this

CB: The mechanic crisis is certainly with us as well, and it is just as big of a deal as the pilot shortage It is just that we don’t talk about it as much because it is perhaps not as visible as it should be. I was asked to speak at a Service Elements coffee chat and I was asked, “We are trying to get our principals to pay more for their mechanics and give them a higher hourly rate How should we inspire them to do that? What can we use?” I said this is easy Just go down to your nearest luxury car dealership and ask what the mechanics there are making on an hourly basis, because a lot of mechanics in our industry are going to the luxury car industry For one, they will make more money per hour, and secondly, they don’t have nearly the liability to worry about when working on an airplane And do you really want the guy or gal turning wrenches on your jet to be paid less than the person working on your car?

I think that is a big deal. We have created a culture where we make people feel ashamed if they want a career working with their hands We tell everybody to get a college degree, but there are lots of people out there where college is not what they want or what they need They just want to go somewhere and work with their hands, and that is a very honor-

able way to make a living. Some of the coolest people I have known are business aviation professionals who are mechanics Between the societal pressures of it and the fact that we are probably not paying enough to keep them, and the fact that the airlines are hiring too, it is a multifaceted problem for technicians and the population as well

IF USA: This mechanic and technician shortage is clearly leading to problems with airplanes, and it is very concerning What advice would you give to those seeking employment in business aviation, like people who are thinking about getting into it, whether through the trade side or the more white-collar side?

CB: I would say know what you want. If you are getting into aviation, and your goal is to simply make as much money as you can, you need to go right to the airlines Just be mindful of the fact that you are going to be a number, not a name, and you are going to be trotting through airports your whole life, just going to and fro If you want to make money, and that is all aviation is about to you, then the airlines are where you belong But if you love aviation and you like interacting with people, and you want a flying job that is going to be more rewarding, then lean more towards business aviation It has the edge by far It is a personal job You interact personally with the people You get to fly with the same people on a regular basis instead of someone new every time you get into a cockpit. It is a much warmer environment, and don’t get me wrong, we have our fair share of crazy people in our industry, but it is a much warmer environment What I would say is just do the math and make sure that you know what you want do Do you want to make the most money you can by flying airplanes

or do you want to enjoy the experience and meet a lot of cool people?

IF USA: Yes, that is always the trade off Do you want to enjoy it or do you want to make more money? Thank you for that advice Who should buy a subscription to Air Comp Calculator?

CB: It is pretty much for everybody who wants information about their compensation The tool is for aviation managers and HR departments, but what I am finding increasingly is that there are many individual professionals who want to be able to check up on their compensation That is why I created the Air Comp Club It is a pretty low-budget plan It is about $300 a year, and you get discounted reports and one free report per year, so I think everybody should take advantage of it and plug in, because one day you are going to want to know the yearly basis when your comp review comes up You will want to know what you are getting paid is fair and what independent data source are you going to have to measure that against It is for everybody It is meant for managers, and it is meant for individuals It will help anybody, depending on what their needs and goals are

IF USA: On the consulting side, when you work one-on-one with people, do you deal with people who are in a dispute with an employer or feel that they are being underpaid?

CB: Typically, when I do the deepdive studies, I am hired by the aviation managers or HR departments. If the aviation managers are involved, they want the data to go to their HR with and say, “Here are your numbers; here are these numbers Let’s talk about the difference in data ” It is usually used as an independent review tool to help with the use of data

IF USA: Thank you!

OODIES

One of the truly great things about being an aviation buff is the number of “Goodies and Gadgets” available to play with. Here In Flight USA has collected a few new ones worthy of your consideration.

A N D A N D

ADGETS

Aircraft Spruce & Specialty Co has been the supplier that aircraft builders, owners, pilots, and aviation businesses have depended on since 1965 They carry a wide selection of aircraft parts, building materials, avionics, and pilot supplies, all of which are offered on their website (www aircraftspruce com) and in the famous Aircraft Spruce catalog, now over 1,000-pages available for download or for free in print You can depend on Aircraft Spruce for prompt shipping and competitive pricing on all orders

THANK S FROM AIRCRAFT SPRUCE

Aircraft Spruce has everything you need for autumn flying and holiday gifting This might be a great time to take a look at some new avionics or refresh your learning and practicing If you have a child in the mix, consider a headset just for him or her Aircraft Spruces is thankful for your business this holiday season and wishes all a Happy Thanksgiving!

Pilot USA ProMax ANR Headset With Bluetooth

The ProMax ANR Bluetooth Aviation Headset is one of the lightest and costfriendly ANR headset available! The technology and comparison testing show it to be an unbeatable value It contains more features than any other ANR headset currently available

• Connect to two devices at the same time!

• Record out capabilities to camera/digital recorder or smart phone

• USB -C external power source input

• AUX input capabilities, dual volume control

• Two AA batteries 20-25 hour continues usage.

• Detachable comm cord for different applications (GA, Heli, 6 pin lemo)

• ANR attenuation 19-21 db @ 150 Hz

• 5-year warranty

The ProMax headset comes in three different variations Select form the Dual GA for $449, the 6 Pin Lemo for $479 or the U-174 Heli for $469

Digital 3 Channel Clock / Timer

Digital 3 channel timer with large LCD screen with magnetic back and battery included

Great 3 Dual Count Up/Down Timer:

It has three separate timers allowing you to use it for three separate events. 3 channels can be counted up & down simultaneously and turn them off individually Time can be set with a wide range from 00:00:00 to 99 :59 : 59

Flashing Red Light Alarm 3-Level Adjustable Volume:

Our Multi-channels electronic timer

with adjustable volume with flashing red light alarm. You can adjust the volume (high/low/mute) according to your requirement.

Digital Timer With Memory Function & Easy To Use:

On/Off Switch to save battery life, Set a re-use time as memory time Press “M” button to bring up the memory time Meanwhile, press “Clear” to reset when the timer goes off If you don’t shut it off, it will beep with red flashing light for one minute, and it changes to a stopwatch. It is very easy to set with a separate hour, minute, and second button

A great little stocking stuffer at $15 50!

Hobbs Flyer My Little Eagle Youth Aviation Headset

This headset will comfortably fit kids two years old up to adulthood With an insanely comfortable fit, your little one will enjoy all-day comfort while flying

Insanely comfortable head cushion and ear seals:

The pillow-cell foam head cushion is exceptionally soft and conforms to the shape of the head. High-density acoustic foam and gel-filled ear cushions are soft and extremely comfortable

Crystal clear communication:

An electret noise-canceling microphone filters out unwanted ambient noise for crisp, clear, and quiet communication

Passive noise reduction:

Passive Noise Reduction Rating (NRR) of 23dB for hearing protection and a quieter flight experience The ear cups are designed to further block unwanted ambient noise

Audio input:

The 3 5mm input jack and the included stereo music cable for connecting iPads, portable game consoles, or any portable media device to the headset for endless entertainment.

Stereo audio with dual volume controls:

Take advantage of stereo-equipped intercoms for rich, crisp audio

The headset sells for $168 and includes its own little carrying case It comes in your choice of Fighter Jet Blue, Camo Green, Sakura Pink or Afterburner Red

Direct Tailwinds Far/Aim Flags: Private Pilot

Maximize your study time and focus on preparing for your checkride with Tailwinds patent pending FAR/AIM Private Pilot Flags

• Flags are pre-printed with standard FARs all private pilots are required to learn

• Double-sided flag technology allows you to view information on both sides of the logbook

• Perforated to allow easy fold and alignment

• Designed with rounded edges to keep flags from getting caught in books/bags

• Uniquely color coded flags based on requirements for easy identification

• Repositionable adhesiveadjust/remove flags as and when needed

• Includes portable review card to aid memorization of frequently used acronyms and test questions

• Includes a list of essential acronyms and note for study and review

All products are designed and manufactured in the United States.

The set sells for $22.85. Aircraft Spruce also carries Direct Tailwinds Logbook Flags ($11 50) and FAR/AIM Flags for Instrument/CFI or Commercial Pilot (each $22 85)

The Jay By Redbird (Simulator)

Start Up-procedure

1 Put it on a table

2 Turn it on

3 Fly

Practicing at home is a great idea for pilots You can keep your skills sharp and your mind in the cockpit even when you can’t make it to the airport.

In reality, however, two obstacles deny a majority of pilots effective home flight simulation: purchasing and assembling the right hardware requires a PhD in computer know-how, and after flying around the virtual world for a bit, most pilots get bored Redbird Flight Simulations, the world

leader in FAA-approved flight simulators for general aviation, has addressed both these issues with the Jay

The Jay contains the monitor, speakers, computer and flight controls all-inone unit that is ready to fly right out of the box It boots up directly to a launch screen where you can select your airplane, airport and weather conditions Push the green button and you’re on a runway and ready to go

Scenario-based training?

It’s built in.

The Jay is more than a simulator it’s a flight experience device supporting training, proficiency, and just plain fun! In addition to the free flight mode where you select the aircraft and conditions, the Jay has a scenario mode where you can load a preset scenario and fly it

A scenario could range from a simple flight challenge to a complex flight with multiple potential outcomes For example, a magazine article on an aircraft accident could be linked to a mission where the Jay owner flies that scenario Redbird Media, a company specializing in curriculum for simulation, will create many of these scenarios in partnership with AOPA Pilot and other training outlets and magazines

The scenario exchange will be open to any company wishing to create scenarios for the Jay. A one-button update on the Jay will load the latest scenarios available for free or that the owner has purchased

The Jay home screen also has a built-in web browser to access scenario add-ons, such as video, or download simulator extensions such as additional aircraft or scenery

The Jay chassis is metal, not plastic Control smoothness is paramount The parts should last indefinitely In addition, there are pilot-centric touches For example, the yoke travel is equivalent to a typical Cessna or Piper single about three times as far as most plastic flight sim yokes move

The software powering the Jay is Lockheed Prepar3D (pronounced “prepared”). Prepar3D is an evolution of Microsoft’s FSX, enhanced and expanded for professional-level simulation, including Redbird’s full-motion simulators

This means most of the many plugins, aircraft and communities designed for FSX will work flawlessly on the Jay The unit sells for $2,995

This month, find Aircraft Spruce at:

• NAAA Ag Aviation Expo in Fort

WITH BOUNDLESS ENTHUSIASM AND OPPORTUNITIES, NBAA-BACE WAS THE PL ACE TO BE

The National Business Aviation Association (NBAA) on Oct 24 concluded an electrifying week at its 2024 Business Aviation Convention & Exhibition (NBAA-BACE), bringing together the industry’s top names, latest innovations and biggest news, ushering in the next era of aviation.

“Business aviation is transforming with new technologies and bold ideas,” said NBAA President and CEO Ed Bolen “NBAA-BACE celebrated all our industry is today, and how we are shaping the future ” Headline-making moments defined the show from the very start At the opening keynote, Federal Aviation Administration (FAA) Administrator Michael Whitaker unveiled a long-awaited regulatory framework for electric air taxis and other advanced air mobility (AAM) operations Immediately after the keynote, Whitaker signed the SFAR (Special Federal Aviation Regulation) surrounded by the CEOs and leaders with top AAM companies, including BETA Technologies, Electra aero, Joby, Textron eAviation, Wisk, Archer Aviation, Lilium and Supernal.

Along with the FAA’s historic news, NBAA-BACE hosted a slate of major announcements, including Bombardier ’s planned production of the all-new Global Express 8000 and Textron Aviation’s unveiling of its new line Gen3 of Cessna Citation M2, CJ3 and CJ4 aircraft The upgraded CJ4 is equipped with the Garmin G3000 PRIME all-touchscreen flight deck, released in time for the show At the convention, Wheels Up touted a $300 million fleet modernization with acquisitions of Embraer Phenom 300 and Bombardier Challenger 300/350 jets

The exhibit hall was packed with more than 800 of the industry’s leading companies showcasing the latest aircraft, avionics and propulsion technologies. Bombardier displayed its prototype smallscale demonstrator aircraft, the EcoJet, which uses revolutionary blended wing body designs and other technologies that could reduce business jet emissions by 50 percent A record 450 volunteers joined the

10th annual YoPro Networking Reception & Helpy Hour – nearly double previous years’ participation

The show featured pioneers, industry leaders and policymakers alike

Acclaimed astrophysicist Neil deGrasse Tyson thrilled a standing-roomonly audience in a discussion with pilot, Olympian and Joby Aviation executive Bonny Simi. Business aviation visionaries

Laurent and Pierre Beaudoin were honored with NBAA’s Meritorious Service to Aviation Award for championing new markets, safety and sustainability at Bombardier for more than 60 years

The show provided a unique platform for the industry to meet face-to-face with top regulators from the FAA and Transportation Security Administration at NBAA-BACE’s always-popular Meet the Regulators session

Safety, the industry’s core value, took center stage, with important sessions led by Dr Susan Northrup, U S federal air surgeon at the FAA, and National Transportation Safety Board Member Todd Inman. The two were among the many prominent officials part of the show’s National Safety Forum, SinglePilot Safety Standdown and Small Operators Symposium

Several congressional leaders joined the convention, including Reps Sam Graves (R-6-MO) and Rick Larsen (D-2WA), who spearheaded this year ’s FAA reauthorization, as well as Reps Dina Titus (D-1-NV) and Ron Estes (R-4-KS)

The show’s all-new Flight Deck on the exhibit floor drew packed crowds to hear from the industry’s top aircraft brokers, market experts and entrepreneurs on the most timely issues, such as artificial intelligence in business aviation, security in a flight tracking age and trends propelling aircraft sales and deliveries.

Leading off the week, a record-setting 350 people attended the NBAA Tax, Regulatory & Risk Management Conference – attorneys, accountants and other professionals

The full diversity of business aircraft

was on display at Henderson Executive Airport (HND) – from piston-engine airplanes, to long-range, large-cabin business jets, to helicopters An all-new lineup of McLaren supercars showcased the latest engineering and design, on the ground and in the air

Also on the display: The Pink Jet, a symbol of community, resilience and hope for breast cancer survivors and families. BLADE Air Mobility offered per-seat helicopter flights between the Las Vegas Convention Center and HND, previewing a future of on-demand aerial transportation

Excellence was recognized throughout the show week The National Aviation Hall of Fame announced its 2025 Enshrinement class, including former NBAA board chair, decorated veteran and iconic aviator Gen Lloyd “Fig” Newton The seventh class of NBAA’s 40 Under 40 emerging leaders were honored along with industry legends, and the National Aeronautic Association awarded the Clifford Henderson Trophy to MedAire founder Joan Sullivan Garrett and CEO Bill Dolny for the company’s groundbreaking medical service.

At a special luncheon, Bolen bestowed NBAA’s Above and Beyond Award for Heroic Achievement to flight attendant Sydney Bosmans, whose professionalism and teamwork with passengers saved lives in the aftermath of a fatal business aircraft accident Earlier, Bolen presented NBAA’s John P “Jack” Doswell Award to Gray Stone Advisors Founder Jim Lara for his lifetime of service to business aviation

The industry’s mission to achieve net-zero carbon emissions by 2050 was in sharp focus at NBAA-BACE Three Las Vegas-area airports offered sustainable aviation fuel, which can reduce aircraft emissions by up to 80 percent The fourth Business Aviation Sustainability Summit convened experts on thinking globally and acting locally. One of the Department of Energy’s top officials for renewables, Jeff Marootian, outlined what the federal government is doing to foster sustainable aviation

A host of companies signed the NBAA-BACE Exhibitor Sustainability Pledge, underscoring their commitment to lowering the show’s carbon footprint The industry’s CLIMBING FAST advocacy campaign kicked off its second year by welcoming a new association partner, the Canadian Business Aviation Association, to the international coalition.

NBAA-BACE also opened doors for a new generation of leaders, with a training course hosted by Bombardier for 80 students at the airport Planned by Guinness World Record-breaking pilot and educator Barrington Irving, the special training gave students hands-on experience with a Bombardier aircraft and time to network with prospective employers

The job-matching and educational opportunities continued with Collegiate Connect, the second-annual Career Fair at NBAA-BACE, both attended by hundreds students, and a dozen scholarships presented at the show, including NBAA’s inaugural Young Professionals in Business Aviation Scholarship

“This NBAA-BACE offered a thrilling look at where our industry is headed,” Bolen said. “It was an incredible week where history was made and amazing technologies showcased an industry coming together to reach new heights ”

NBAA-BACE will return to Las Vegas next year from Oct 14-16, 2025 Learn more about 2025 NBAA-BACE

Founded in 1947 and based in Washington, DC, the National Business Aviation Association (NBAA) is the leading organization for companies that rely on general aviation aircraft to help make their businesses more efficient, productive and successful The association represents more than 10,000 company and professional members and provides more than 100 products and services to the business aviation community, including the NBAA Business Aviation Convention & Exhibition (NBAA-BACE), the world’s largest civil aviation trade show Learn more about NBAA at nbaa org

NBAA-BACE: ANALYS T S EXPECT CONTINUED SHIFT FROM AIRCRAFT OWNERSHIP

With multiple factors conspiring against the use of business aircraft – from IRS audits and new fuel taxes to cyberstalking operator movements – it may seem the market for such aircraft is poised for a slip in demand

TO FRACTIONAL USE

That would be wrong, noted Brian Foley of Brian Foley Associates, moderator of a panel on the Flight Deck at the 2024 NBAA Business Aviation Convention & Exhibition (NBAABACE) discussing trends in the current

market But the industry shouldn’t expect a radical surge, either

“Back in 2007-2008, [we] set an alltime record of around 1,300 deliveries worldwide,” he noted “But we’ve been stuck in quicksand since 2012 at around

700 units a year You could be a rocket scientist by predicting it’ll be 700 units two years from now ”

What has changed, he continued, is who’s buying and flying on those jets

Continued on Page 34

e-off Every action after take-off involves the skillful management of safe landing

iation professionals to share experiences in a frank, non-punitive manner. The ASRS structure allows pilots and other aviation professionals to file an anonymous report of an incident, error or occurrence that the contributor feels might be of value to others. These reports are gathered, analyzed and data based by NASA experts and made available to all interested parties as a tool for creating proactive aviation safety programs Additionally, NASA distributes an electronic publication, CALLBACK, which contains selected, de-identified, reports on a free subscription basis In Flight USA is proud to reprint selected reports, exerpted from CALLBACK, for our readers to read, study, occasionally laugh at, and always learn from Visit http://asrs arc nasa gov/ to learn how you can participate in the ASRS program

Controller Pilot Data Link Communications (CPDLC) is a means of communication between pilots and Controllers using data link to exchange short messages, most notably clearances It is a relatively new capability in domestic aviation and has experienced rapid advancement and acceptance, but has also exhibited some growing pains.

Reports suggest that culpability for CPDLC operational errors may be distributed between hardware and software glitches and human factors When hardware or software glitches do occur, aircrew confusion often results Similarly, misunderstanding, expectation bias, and complacency continue to challenge aircrews during CPDLC operations, while displayed message formats can be overly

CPDLC ISSUES

complex and spread out, also contributing to crew miscues

As CPDLC adapts and matures, this month CALLBACK presents Part 121 incidents that highlight CPDLC hardware glitches, software bugs, and familiar aircrew missteps Ponder how you might mitigate these interesting scenarios.

Keep It Simple for Safety

After observing a deviation following a CPDLC issued track change, this Center Controller resolved the problem with the crew and then candidly addresses some CPDLC drawbacks

• Aircraft X departed Portland and was handed off to the Sector [Controller] on a 200 [degree] heading [The warning

area] complex was in use, and the heading was enough to clear it I wanted to give a fix to route [Aircraft X] around it so I could hand [Aircraft X] off to High Altitude without releasing control The next fix on Aircraft X’s flight plan was ONP, but going direct would still conflict with airspace, so I sent a new route of COGOK…ONP as filed via CPDLC to go around the airspace Aircraft X turned direct ONP, then, about 15 seconds later, acknowledged the CPDLC route They then called and asked about the free text in the message that had COGOK in it and stated they didn’t know what that meant I turned them back to a heading of 190 to remain clear of airspace and explained that the route should be COGOK and then ONP, not direct ONP The message

out on my CPDLC menu stated, “Cleared to ONP via COGOK, due to airspace restriction ”

Pilots still seem to be struggling with these reroutes and just seeing the fix they are cleared to and disregarding how they are cleared to it Airspace was never violated, and the situation was okay, but I want CPDLC to be a tool that I can use to help when I’m busy Instead, it seems that for the more complex functions, it turns more into something that I need to constantly watch to make sure the pilots are doing it correctly I would recommend either better training for pilots on how to read and load these routes or a change to how the routes are displayed It seems like it would make more sense to

Continued on Page 35

Part 91 flight movements in September 2024 were down 4 percent compared to the same period in 2019, while Part 135 charter was up seven percent and fractional operations by a notable 56 percent

That marks continuation of a shift that began during COVID, when “people discovered fractional ownership and they

liked it,” said Ronald Epstein, managing director for aerospace and defense for Bank of America Global Research. “It’s not a huge commitment. It’s not a flight department It seems like a secular shift in the industry ”

AeroDynamic Advisory Managing Director Richard Aboulafia doesn’t expect that shift from ownership to char-

ter and fractional use to ebb anytime soon, in part because the latter options shield the identities of those traveling onboard.

“It’s not just anonymity that’s a virtue,” he added “You also deal with a lot less oversight from pesky activist investors or government regulators who might be inclined to put an end to your

business jet use I’m hard pressed to think of what would move us away from these trends and quite a lot that would keep us going along this path.”

“Business aviation is an easy target, right?” added Laurence VigeantLanglois, managing director for AE Industrial Partners “But business aviation is [also] a productivity tool for many who [don’t want to] appear ‘on the radar ’”

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Supply constraints continue to weigh down the market, she continued, with the “silver tsunami” of experienced worker retirements further hampering aircraft production “There’s a lack of transfer of skill set,” Vigeant-Langlois added “It’s a long cycle I think we’re facing for the next few years, if not in the next decade.”

That said, Epstein pointed to one benefit of such limitations. “It’s forcing industry to be very disciplined about delivering airplanes,” he said “With very few exceptions, every airplane going down those lines has owners today,” versus producing unsold ‘white tails ’”

Reported shortages of pilots, maintenance personnel and others across the industry also limit the potential for growing business jet deliveries, although Aboulafia took a slightly contrarian view on the issue

“There are no shortages There are markets set by demand and price,” he said “If you accept the thesis we’re going to have a better and more sustainable recovery, partly due to the discipline brought by supply chain snafus and whatever, then I think we’ve got a really good runway ahead ”

Learn more about NBAA and it’s convention at nbaa org

Safe Landings

have the route come across in plain language like a verbal clearance would be given, such as, “Cleared direct COGOK, direct ONP, rest of route unchanged ” However it is resolved, there still seems to be confusion that needs to be straightened out

Who Got the Clearance?

This B737 First Officer experienced two major flight safety risks rooted within the CPDLC framework of clearance reception and confirmation between aircraft and ATC

ance I wanted to manually program the FMC with the direct [route] in order to utilize the ‘abeam waypoints’ function. It was expectation bias In the future, I will read all of the incoming CPDLC message, ask for confirmation from the other pilot, and use the ‘load new route’ function, and then reverify the clearance from the CPDLC against the FMC before executing the new route in the FMC, using the pilot monitoring to verify that the new clearance loaded correctly

“Thanks, Tower!”

gave us direct to an arrival fix We continued to a normal landing

Multi-Tasking Hazards

This air carrier Captain experienced difficulty with CPDLC messages during the descent Human factors and specific CPDLC peculiarities are noted in the self-critique

Recommendations regarding CPDLC: The ATC message should remain or flash if a message is not acknowledged, and if there is any way that the audible chime could be different from an ACARS chime, that would also be helpful Continued from Page 32

• Level at cruise and FL380, Center stated he uplinked a clearance for us to descend and maintain FL340 The clearance showed ‘accepted’ on Center ’ s system. We never received, and therefore never accepted, any descent clearance After being informed of the discrepancy, both pilots double-checked the CPDLC log, and there was no descent clearance in the log This highlights the issue that CPDLC clearances do not contain an aircraft call sign There is no way for pilots to ensure the communication was intended for their aircraft Either a different aircraft somehow received our CPDLC clearance and accepted it, or Center ’ s system showed ‘accepted’ for a clearance that we never received Either is a major safety issue

Reread if You Reroute

This B737 Captain received a revised CPDLC clearance. Familiarity, complacency, and expectation bias are implicated in the situation that developed :

• ATC issued a revised clearance via CPDLC Clearance was, “Load new route to LEV Rest of route unchanged ” Free text stated, “GLADZ LEV /IAH ” I did not notice the route portion of the message because it was so short, and thought the clearance was only to proceed direct to ZZZ The First Officer did not notice the error either and programmed the FMC for direct LEV with abeams as I directed, without GLADZ ATC noticed we had turned to LEV and not GLADZ, and asked if we were proceeding direct to LEV He stated that he must not have sent the message correctly and then verbally cleared us direct to LEV I believe he was trying to be kind and let us off the hook In seeing the CPDLC message, “Load new route to LEV,” I simply assumed it was to go just direct LEV and failed to read all of the message, and used the LOAD prompt to load the FMC from the CPDLC clear-

This Tower Controller resolved a B737 crew’s CPDLC question prior to departure Although CPDLC format is well-defined, complexity and confusion were culprits nonetheless.

• This was a CPDLC clearance issue where the crew was confused by the format Aircraft X called me at Clearance Delivery asking why they had ‘climb via SID’ and no SID I explained to them the format and hypothesized exactly what they had, describing the three pages, and where each element lies They said they saw it then, had both missed it, and thanked me for clarifying

The difference in what is presented to us (ATC) versus what is presented to them (flight crews) is as varied as a child’s knowledge and a post-graduate degree There is inherent risk in overcomplicating technology in a safety related system when a very large gap in technology and trainability exists… Change the CPDLC departure clearance format so it is intuitive and makes sense for the flight crews ’ flows, not for the engineers who designed it

Loading Trait or CPDLC Glitch?

When a CPDLC issued clearance was loaded per procedure and didn’t look right, this B737 Captain contacted ATC

• At cruise, we were given a CPDLC clearance that read, “BLD ZZZ ” Per the recent pilot bulletin, we loaded the route using the LOAD prompt All the FMC loaded was direct BLD That was a strange clearance, so we questioned ATC … ATC explained it was supposed to be direct BLD, rest of route unchanged. We told ATC that we did not see that on the CPDLC clearance ATC thanked us and said they have had some weird instances with their CPDLC Later with a separate Controller, ATC was going to hand us off and asked what we were navigating to We said, “Direct BLD like the last Controller said ” ATC

• In our descent to Chicago Midway (MDW), we were handed off to a new ATC frequency via CPDLC We acknowledged and checked in Center then sent us three CPDLC messages in less than two minutes We received and acknowledged the first message to descend and maintain FL210 We heard the chime again and saw, “Cross MEGGZ at 11,000 feet ” I verified MEGGZ at 11,000 feet in the FMC and on the Mode Control Panel and thought that I acknowledged the CPDLC We did not see the clearance to proceed direct MEGGZ, which was sent also, but in a separate message We also had the ACARS chime in the midst of this for landing data, as we were late to accomplish the Descent Checklist As we were

descending through FL200, ATC inquired if we had received the direct MEGGZ and the cross MEGGZ at 11,000 feet messages, because ATC was not showing an acknowledgment from us We responded that we had received the crossing MEGGZ at 11,000 feet, but not the direct to MEGGZ When we reviewed the CPDLC log page, we saw the direct to [MEGGZ] message, which we had not acknowledged, and we saw that we had not actually acknowledged the descent to cross MEGGZ at 11,000 feet, either First, with expectation bias, I was not thorough, when I heard the chime and saw the ATC message, to ensure I did not have more than one open ATC message I also missed verifying on the second page of the notification that I accepted We should have been finished with receiving landing data prior to this stage of flight

a Air Museum, Castle ye oa est C W air

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Castle Air Museum, adjacent to Castle Airport (MER) is in its 41st year of operation, and has become the West Coast’s largest static display of vintage military aircraft dating back from the late 1930’s. With over 80 aircraft in the collection and more due soon, such as the Lockheed F-117 Nighthawk and FA-18 Blue Angel Aircraft, the Museum is situated on 31 acres, 25 of which are currently occupied by aircraft. The most comprehensive collection of WWII Bombers, from the Douglas B-18 Bolo to the mammoth Convair RB-36 Peacemaker, B-52D Stratofortress

view aircraft from the Lockheed F-80 to the General Dynamics F-16A Fighting Falcon.

air s.1930’ s e due soon, mor A-18 and F situated on 31 acr ently occupied by air curr ehensive collection of compr om the fr eacem onvair RB-36 P C om t fr crafair -1 al Dynamics F Gener t in craf r air -117 ockheed F such as the L the Aircraft, 8 Blue e which ar 25 of es, on 31 acr he most T craft. y air WWII Bombers, ction 8 Bolo to the mammoth tratofortress B-52D S maker, -80 to ockheed F L alcon. ighting F F 16A

The Museum is located at 5050 Santa Fe Dr., Atwater, CA 95301, and open daily 9 am to 4 pm, with last admission to the Aircraft Exhibit Grounds at 3:15 daily.

For more information, please call 209-723-2178 or visit www.castleairmuseum.org.

y he Museum is located at 5050 Santa F T an 95301, CA Atwater, siadmis ounds at 3:15 daily Gr e information, or mor F .castleairmwww g g ., e Dr ed nd open tAircraf on to y ase call 209-723-2178 ple n, museum.org. F-15 -16AF 5A

AH-1W Cobra Boeing B-52D

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Convair RB-36H Peacemaker

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LOS AN GELES COUNT Y SUPERVISORS APPROVE L AND USE S TUDY FOR WHITEMAN AIRPORT

Los Angeles County-owned Whiteman Airport will be the subject of a $1 9 million economic impact analysis and land use study for the purpose of potentially repurposing it following approval by the county board of supervisors on Oct 22

The board of supervisors is signaling their desire to consider alternative uses for the 184-acre airport in the heart of the San Fernando Valley

A letter to the board by four aviation organizations urged the supervisors to not to proceed with the study and claimed the airport’s use of Airport Improvement Program (AIP) federal grants makes it illegal to use the land for anything other than the airport.

The letter states: “The Aircraft Owners and Pilots Association (AOPA), the National Air Transportation Association (NATA), the National Business Aviation Association (NBAA) and Vertical Aviation International (VAI) are deeply concerned about the efforts to close Whiteman Airport (WHP) despite the County being federally obligated to keep the airport open in perpetuity ”

The group’s letter continues: “(It) appears to be that the obligations associ-

Vista Aviation is based at Whiteman Airport, where LA County Supervisors recently approved a land use study to potentially “ repurpose ” the airport. (Courtesy Vista Aviation)

ated with Airport Improvement Program (“AIP”) grants that Los Angeles County has accepted from the Federal Aviation Administration (“FAA”) to fund improvements at WHP expire in 2040, and that thereafter the airport could be closed at the discretion of the Board That assumption is incorrect for several reasons Most notably, we have confirmed that Los Angeles County previously accepted an AIP grant to fund the addition of real property to WHP ”

Whiteman Airport is publicly available to general aviation aircraft 24-hours a day seven-days a week and is home to more than 600-based aircraft and numerous aviation-related businesses, includ-

ing Vista Air (flight training and rentals), Vista Aviation (avionics maintenance and sales), Blu Ventures Helicopters (flight training) and Fox Jet (aircraft sales) among others. Whiteman averages about 82,000 general aviation aircraft takeoffs and landings annually

Whiteman Airport “safely and efficiently” accommodates a wide range of fixed-wing and rotary-wing general aviation aircraft ranging from small two-seat, single-engine propeller aircraft up to much larger and higher capacity turbo-prop or jet aircraft, according to the airport website (which is managed by the Los Angeles County Public Works department: https://dpw lacounty gov/avi/airports/whit

eman.aspx). Among other features, the airport has an Air Traffic Control Tower operating daily, a single 4,120-foot by 75foot runway equipped with runway end identifier lights (REILs), pilot controlled medium-intensity runway lighting (MIRLs) and a precision approach path indicator (PAPIs), full- and self-service fueling services (JetA and 100LL) available around the clock, and advanced weather reporting equipment such as the recently installed state-of-the-art Automated Weather Observing System (AWOS)

The website continues to praise the airport: “Whiteman Airport truly is a great place for pilots to base, operate and/or service their aircraft. Overall, the airport plays a vital role in the nation’s integrated system of thousands of general aviation airports and is also a valuable asset to the local community, serving the diverse constituents of the City of Pacoima, the San Fernando Valley and the broader County of Los Angeles ”

The Oct 22 approval authorizes the Director of Economic Opportunity for Los Angeles County to execute the $1 9 million contract with Trifiletti Consulting based in Los Angeles

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PHOTO CREDIT CORRECTION

In Flight USA would like to make the following correction concerning our September 2024 edition. The cover photo and other photos in the Zenith Aircraft front cover story are courtesy of Richard Souza, not Zenith Aircraft We thank Richard Souza for his remarkable photography work and contribution to our September 2024 edition Please see his photographs in the accompanying photos Learn more about Richard’s work, including his company – Zulu Xray Photography – on the website, Full Disc Aviation (a partner website page) at fulldiscaviation com/richardsouza Or contact him directly by email at 2211zuluxray@gmail com Richard sells prints of his work through his email address

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GAMA OPENS REGISTRATION FOR 2025 AVIATION DESIGN CHALLENGE

The General Aviation Manufacturers Association (GAMA) has officially opened registration for the 2025 Aviation Design Challenge. This annual competition, now in its 13th year, promotes careers in aviation in U S high schools through aviation-focused and Science, Technology, Engineering and Mathematics (STEM) education curriculum

“GAMA is excited and proud to cultivate exciting aviation learning experiences through our annual Aviation Design Challenge This program provides a great introduction for students to learn more about aviation and the diverse career opportunities that the industry has to offer We continue to upgrade and refine the experience so that we can further engage both students and teachers Each year, we are awed by the creativity

and devotion to detail from each team’s submissions and we look forward to seeing what they come up with for this year ’s challenge,” said Pete Bunce, GAMA President and CEO

The Aviation Design Challenge is open to the first 150 schools that register to participate Registered schools will receive free “Fly to Learn” curriculum, which is aligned with national STEM standards, to facilitate the learning of flight and airplane design principles

Teachers can guide their students through the curricula in approximately four to six weeks The teams will then apply their knowledge to virtually modify an airplane design and complete a mission in a fly-off using X-Plane software

Completed challenge submissions will be scored by GAMA judges based on

the fly-off and other performance parameters. The winning team will receive an all-expenses-paid general aviation experience, which includes a CubCrafters Manufacturing Experience The secondplace team will receive a Redbird Flight STEM Lab and the third-place team will receive one-year ForeFlight Performance Plus subscriptions

Since its inception in 2013, the Aviation Design Challenge has had more than 900 teams participate, representing 475 high schools from all 50 states and Washington, D C The Aviation Design Challenge has inspired many students to get involved in general aviation and/or pursue a college degree or career path related to general aviation

To register and to learn more about the challenge, please visit the GAMA

Aviation Design Challenge webpage (

ga/aviation-challenge/) Registration closes on Dec 20, 2024, or once all available slots are filled

OHIO RIVER HOME AND HANGAR: WHERE FUNCTIONALIT Y MEETS ELEGANCE WITH SCHWEISS DOORS

The hydraulic door on the front of the home measures 26 feet wide by 8 feet tall The custom door is surrounded by the Western Cedar planks and Ohio Field Stone which features the traditional Japanese drainage system Directly above the door is one of the two outdoor atriums (Courtesy Schweiss Doors)

Near Ohio’s southern border, Brad and Jenny (last name withheld per request) are proud owners of two exceptional buildings: a five-sided hangar and a newly constructed home which both feature doors from Schweiss Doors

insulated with closed-cell foam covered by grey powder-coated aluminum sheeting The exterior is clad in grey steel, matching the siding of the hangar

Brad installed the hangar doors with the help of a few subcontractors “I hired a welder to handle welding the door hinges to the building, who brought in a crane operator for the heavy lifting,” he says “Once the doors were hung, a licensed electrician installed the electrical components and completed the final wiring for the door Then, I completed the remainder of the installation myself

Adjacent to the Ohio River stands Brad’s hangar, recognized as the fivesided hangar The unique hangar was the first project where Brad utilized Schweiss products, incorporating two liftstrap bifold doors Brad originally came across Schweiss Doors at the Experimental Aircraft Association (EAA) AirVenture show in Oshkosh, Wis. He says he was immediately interested in the doors and was ultimately recommended to use Schweiss Doors by Chuck Wiplinger from Wipaire

The unique hangar is home to Brad’s two planes, an Aviat Husky A-1C-200 and a Cessna 208B Grand Caravan EX

The A-1C-200 has a wingspan of 35 feet and is 22 feet long The 208B has a wingspan of 52 feet and is 37 feet long

The larger door on the front of the hangar measures 75-feet wide by 18-feet tall

The smaller door on the back of the hangar measures 50-feet wide and 16-feet tall The Schweiss bifold doors ensure ample space for Brad’s planes to maneuver in and out of the hangar safely

Both hangar doors operate with bottom-driven liftstraps and automatic strap latches providing safe and efficient operation The hangar encompasses roughly 10,000 square feet, providing Brad with additional space that allows him to rent to local pilots Due to the hangar ’s location, there is a specific building code mandating materials resistant to organic growth As a result, the insides of the doors are

“It was a process at first, but once the first one was up, the second one came easily.”

Brad says he is very happy with how the bifold doors turned out and that everything about them is great They seal well, operate smoothly and look wonderful, which was a huge factor in incorporating Schweiss doors into his residence

Not long after completing the hangar, Brad and Jenny began the process of designing and constructing a new home overlooking the Ohio River In designing the home, they wanted the residence to be both modern and elegant, prompting them to seek out only the finest architectural elements with the help of architect and builder Jose Garcia Design of Cincinnati.

When Brad saw the initial architectural renderings of the house, he mentioned Schweiss doors because of their functionality with sophistication Brad knew Schweiss Doors would be the perfect choice He chose to go with a hydraulic garage door which is positioned at the front of the home with the

Continued on Page 40

AIR DREAM COLLEGE EXPANDS FLEET WITH TECNAM P2006T N G

Tecnam and Air Dream College announced on Oct. 11, during the Portugal Air Summit, the purchase agreement for one Tecnam’s, P2006T NG twin engine for its fleet expansion program More aircraft have been optioned to sustain Air Dream College growth

The aircraft will be used for both PPL – Private Pilot License – up to the MCC/JOC – Multi Crew Cooperation Course/Jet Orientation Course, modules for ATPL courses

In business since 2020, today Air Dream College operates six Tecnam aircraft, among single and twin-engine aircraft training 200 pilots and 150 operations officers

“As we continue to grow our international training programe, we count on

Tecnam’s aircraft fleet solutions as one of the key partners in our strategy. In addition, we are also asking Tecnam to option more aircraft in the same period to meet our additional needs,” said Aurélio Almeida, Air Dream Colleges Accountable Manager “We are now ready to support the training needs of the airline industry ”

The P2006T NG, Next Generation is the latest version of the P2006T, one of the smartest twin engine aircraft on the market today, offering unbeatable value and innovative design with a modern Garmin avionics suite, integrating all primary flight, navigation, communication and terrain data on two high-definition LCDs

The aircraft is also equipped with

two-axis autopilot, for the most efficient MEP complex training.

Fitted with two Rotax 912iSc3 injected engines, the Tecnam P2006T exhibits remarkable fuel savings and can be operated on AVGAS and MOGAS fuel, leading to huge cost savings, offering the best training for Multi Engine, Variable Pitch and Retractable Landing Gear ratings The advanced avionic system offers VFR/ VFR Night, MEP, IR, PBN (LNAV, VNAV, LPV)

“We are delighted to support Air Dream College in its continued growth Tecnam’s fleet solutions innovate the market, keep costs down and help more students start their aviation careers in a sustainable way,” said Walter Da Costa, Tecnam Chief Sales Officer

A Tecnam’s P2006T NG twin engine was bought by Air Dream College for its fleet expansion program (Courtesy Tecnam)

To learn more about the P2006T NG, visit Tecnam’s website at https://tecnam com/aircraft/p2006t-ng/

To learn more about Air Dream College, go to https://airdreamcollege com/

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Ohio River Home And Hangar

Continued from Page 38

hydraulic pump, reservoir and controls located on a lower level of the foundation This makes the door operation silent inside and outside and leaves a clean look in the garage

The door measures 27 feet wide and 8 feet tall, with no internal or external trusses on the lower edges of the door for an exceptionally clean architectural look The door is also equipped with a battery backup, allowing it to operate during a power outage with the push of a button Western cedar planks make up the exterior of the door to match the exterior of the home.

“Schweiss Doors was able to, once again, provide everything I needed in a

door, offering a perfect combination of design and functionality,” Brad says

The hydraulic door seamlessly integrates with the extraordinary home, bringing functional elegance to a residential garage door

There is a wide range of captivating architectural elements that were incorporated into the home by Jose Garcia Design The driveway leading up to the home is made of hand-cut Ohio field stone and features a traditional drainage system from Kyoto, Japan Beneath the driveway is a heating system to effectively prevent the accumulation of snow and ice. A heated ramp to the front door is constructed from stone imported from

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Durango, Mexico

Throughout the first floor of the home, the luxurious theme of Durango stone extends across both the walls and the floor Incorporating these materials provided an additional layer of sophistication, enhancing the overall elegance of the home The 14-foot ceilings on the second floor have fluted support columns, resembling tree trunks

“The second-floor ceilings reach 14 feet high with two exterior atriums surrounded by windows,” Brad says “For the second-floor atrium over the garage, the Schweiss door frame is integrated into the building structure to help support the 40,000 pounds of dirt and topsoil. The

outlets, JSfirm com continues to expand its reach in the industry VATH, In Flight USA, and JSfirm com work together to facilitate the connection of aviation employees and employers,” Laurie Elliott, Partnership Manager for JSfirm com, shared Aviation schools, programs, associations, or media outlets interested in becoming a JSfirm com Job Distribution Partner can contact Laurie Elliott directly at laurie@jsfirm com

idea was to bring nature into the design of the house, which is exactly what Jose Garcia Design did, along with bringing a variety of unique architectural elements that make the home truly one of a kind ”

Over the years, across two projects, Brad has had great experiences working with Schweiss Doors “I have worked with both David Schweiss and Jeremy Reike and they are both excellent,” Brad says “There were times when I had questions and was able to call on the weekend and still receive support

“Schweiss engineers great doors and I think our doors are going to last a lifetime.”

For more information about Schweiss Doors visit www.bifold.com.

SCHEDULERS & DISPATCHERS CONFERENCE

Dispatc et the Good L

March 25–27, 2025 New Orleans, LA

our logistical planning and e ate y v ht. Ele re of e ou’ y to ensure y toda

w Orleans, where timeless c e pment

xplore the latest in dispatc al xceptional harm where timeless c our el h

Let the Good Times Fly… Navigating Tomorrow, Today! The 2025 NBAA Schedulers & Dispatchers Conference (SDC2025) is where your journey towards success takes flight. Elevate your logistical planning and explore the latest in dispatch technologies and innovative equipment designed to propel your flight department operations to new heights. In the spirit of New Orleans, where timeless charm meets innovation, start planning today to ensure you’re part of this exceptional event you won’t want to miss!

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March 25–erence y hers Conf c Fly ood N 27, h our journe 2025) Th Toda Tomorrow, Tomor ing ards success w y to ne hedulers AA Sc e 2025 NB LA rs ou w ent y ev meets inno operations to ne hnologies inno tec es Ele ak t ant to miss! t w ’ on u art toda ation, st nov w Ne s to ne e y vativ gies

UNMATC HED AVIATION TRAININ G: JANUARY 2025 PRESENTED BY CONCORDE BATTERY CORPORATION

Registration is open for Concorde’s Virtual IA Renewal Series Now in its 5th year, the Virtual IA Renewal Series features maintenance training seminars focused on three disciplines: Piston Engine Starting, Turbine Engine Starting and Rotorcraft These courses are geared to engage and educate attendees worldwide

The FAA approved sessions accommodate an international audience by broadcasting over two time slots Each session runs four hours over two days for a total of eight hours of training

Attendees can earn up to eight hours of IA (Inspection Authorization) Refresher Training and AMT (Aviation Maintenance Technician) Credit.

Experts from respected associations, agencies and companies will present including DynaVibe, Leonardo, Collins Aerospace Goodrich De-Icer, PAMA Professional Aviation Maintenance Association, Dassault Falcon Jet, Textron Aviation, Helicopter Maintenance Magazine, Hartzell Aerospace Welding & Hartzell Engine Tech, Airbus Helicopters, Sikorsky A Lockheed Martin Company, FAA Federal Aviation

Administration, and others

Concorde Battery Corporation, with the support of AOPA Aircraft Owners and Pilots Association (Piston), NBAA National Business Aviation Association (Turbine) and VAI Vertical Aviation International (Rotorcraft), is proud to bring you these events free of charge It’s free to attend but you must be pre-register Registration is now open at https://www concordebattery com/trainin g/ia-renewal-2025 html

Concorde prioritizes safety in aviation and the importance of training Anyone working in an aviation related field, beginning their aviation careers, or with an interest in aviation can benefit from the information presented – IA Status is not required

Concorde Batteries are engineered and manufactured by a staff with decades of experience in aircraft systems and the aircraft battery industry Built in the U S A , Concorde Batteries are the choice of airframe manufacturers for Original Equipment, adapted by militaries worldwide, and preferred by operators worldwide

JOIN FL ABOB'S ANNUAL VETERANS CELEBRATION

Join Flabob Airport’s annual Veterans Celebration on Nov 9 featuring vintage aircraft, fly-bys, a climbing wall, re-enactor activities, live music, a skydiving demonstration, and a magic show

Flabob Airport’s heartfelt tribute to our veterans at the Annual Veterans Celebration will allow visitors to experience the thrill of vintage aircraft soaring through the skies during their exhilarating fly-bys, showcasing the rich history of aviation that has shaped the Flabob community and the nation

For those seeking adventure, test your skills on a climbing wall, where fun and camaraderie await Engage with passionate re-enactors who bring history to life, sharing stories that connect us to our past. Enjoy the soulful sounds of So Petty, a Tom Petty cover band, as they fill the air with nostalgic melodies, creating an atmosphere of joy and remembrance And don’t miss the breathtaking skydiving demonstration that will leave you in awe! This is more than just an event; it’s a celebration of community spirit and a

tribute to the brave men and women who have s e r v e d Come and be a part of this unforg e t t a b l e day!

In conjunction with the airshow (same time and place), the Airport is also hosting Hornets Car Show and a Toy Drive benefitting soldier’s children at the Fort Irwin National Training Center near Barstow, Calif Guests may wish to donate a new unwrapped toy valued at $10 or more.

Flabob Airport’s Veterans Celebration on Nov. 9 runs form 9 a.m. to 3 p.m and has free entry and free parking Flabob Airport is a small public-use airport located in Jurupa Valley, in Riverside County, California, at 4130 Mennes Ave , Jurupa Valley (Riverside) Visit Flabob Airport’s website (https://www flabobairport org/) for more information

AIRCRAFT FOR SALE

American Aircraft Sales, Livermore Airport, CA, americanaircraft.net, cell (510) 783-2711, (925) 449-5151.3/13

From Trade-ins to Aircraft Management, financing and appraisals. T.J. Aircraft Sales, Novato, CA, (415) 8985151, tjair.com.3/13

AirplanesUSA Aircraft Sales, San Carlos, CA, Airport, (650) 394-7610, airplanesusa.com.1/16

Quality aircraft since 1948 Volare Air, a TECNAM dealership, (940) 800-8020, volareair.aero. 1/23

Historically significant 1950s-era aircraft for sale or trade All in restorable condition with minimum corrosion. Inventory includes a Piasecki XHJP-1 and a Sikorsky S-55. American Helicopter Museum, West Chester, PA. Contact info@americanhelicopter.museum for more information.231000.TFN

1968 Nanchang CJ-6 Chinese warbird. Reliable Day/VFR, light weight. Apollo GX-65 nav/com, Digital Xpndr., intercom, Delco alternator. New seat cushions and canopy glass. Includes all support equipment, wing jacks, manuals, spare parts. Much more! $70,000.

Located N. Calif., text/cell (530) 9579760, dennis@nickson.biz.24900:11

1966 Piper PA30 Twin Camanche for sale near Oceanside, CA. Call for pricing. Andrew Wignot, (760) 717-0640. 241100:12

JETS

Small Manned Aerial Radar Target, Model 1. Tiny jet aircraft, long-range tank. SMART-1, Tucson, AZ, (202) 2132400, smart-1.us.5/21

SPORT/ULTRALIGHTS

RV12i5 Total performance perfected. Easy to build, fly and own. Van's Aircraft www.vansaircraft.com.11/18

Bristell LSA 915 Turbo, 180 mph @18,000. Bristell Aircraft, (516) 6581847. bristellaircraft.com.2/24

STOL

The STOL Super Breezy with fully covered fuselage. Yakima Aerosport, (509) 453-3412, superbreezy.com.5/23

AIRCRAFT SALES AIDS

Aviation Sales & Marketing by ABCI

Ideal for a startup or side hustle in the aviation industry. (702) 987-1679 or aviationsalestraining.com/startup.1/21

FLIGHT INSTRUCTION

Sunshine Flyers Flight & tailwheel instruction, rentals, mountain flying, and aerobatics., Auburn, CA, (530) 820-3442, sunshineflyersaviation@gmail.com.3/20

Arizona Type Ratings

CE-500/CE-525 type ratings or recurrent. Insurance approved, staff examiner. arizonatyperatings.com, (602) 614-7994. 9309:TFN

Recurrent pilot training and services. L/D Aerospace, Grace Passmore, (916) 790-0501, ldaerospace.com.1/22

Fly for fun or career Discovery flights, pilot training, AOPA Distinguished Flight School & Cessna Pilot Center. Smith Aviation, Napa County Airport, (707) 345-6526, mikesmithaviation.com.4/22

MAINTENANCE/INSPECTIONS

XL Aviation - Aircraft Maintenance.

Custom-tailored programs for all aircraft. Livermore, CA, (925) 961-6135, xlaviationtailwheel.com.8/20

Iconic Aircraft Restoration Repairs, refurbishments, parts fabricated, consulting at reasonable rates. The Wright Experience, (540) 379-9092.8/21

Custom aircraft & high-quality composite parts. Aviation Composites, Sandersville, GA, (937) 243-7303.1/22

parts available to rebuild 1936 Rearwin Sportster. In Northern California. Contact Sue Harmuth at suewilldooo@

Serving the GA Community since 1981 Wisconsin Aviation, Watertown Municipal Airport, WI, (920) 261-4567, WisconsinAviation.com.3/13

World's largest network of FBOs with over 200 locations offering consistent, exceptional service. Signature Flight Support, signatureflight.com.4/23

Full-service center. Vista Aviation, Whiteman Airport, Pacoima, CA, (818) 896-5224, vistaair.com9/23

AVIONICS

Avionics for Every Mission. All major brands.Airtronics, Calaveras County Airport, CA, airtronicsavionics.com, (209) 736-9400.11/14

Basic installs to complete panel and glass retrofits. Pacific Coast Avionics, (800) 353-0370, PCA.aero.7/15

Update your avionics FAA-Certified repair station. Treasure Coast Avionics, Ft. Pierce, FL, (772) 464-3148, treasurecoastavionics.com.2/23

AIRCRAFT PARTS

Keeping "classic" aircraft flying since 1946 Univair Aircraft Corp., Aurora, CO, (888) 433-5433, univair.com.3/21

Iconic Aircraft Restoration for all the classics. Reasonable rates. The Wright Experience, (540) 347-1909.2/23

SAVAGE Magneto Service since 1946. Hayward, CA, (510) 782-7081,2/23

Wingtips with total lighting solutions, aveoengineering.com.9/23

PROPELLERS

Aviation wood, composite or metal propellers Sensenich, (813) 752-3711, (717) 569-0435 or sensenich.com.4/21

OXYGEN SUPPLIES

Cannula or Mask? For aicraft service ceilings to FL180 & FL250. Ask "The Oxygen Lady," info@aviationoxygen.com2/23

FUEL

Fuel Cells Repair, overhaul or new with 10-year warranty. Hartwig Aircraft Fuel Cell Repair, hartwigfuelcell.com.2/09

Home of GAMIjectors® fuel injectors! STCs and PMAs on over 300 different engine models! General Aviation Modifications, Ada, OK, (888) 3594264, (580) 436-4833, gami.inc.3/23

Insurance Center, (650) 593-3030, (888) 723-3358.10/06 Insurance solutions for all aviation-related services. Business Aviation Insurance, bizavins.com, (925) 825-1900.7/20

Informed, accurate aircraft appraisals. jetvaluesjeremy.com, (636) 751-3987.7/20

Complete Aviation Sales & Marketing Services Use Promo Code "INFLIGHT" to save 10%. AviationBusinessComsultants. com/Lab, (702) 987-1679.4/23 PILOT SUPPLIES

No cheap imitation watches at HME! Special pricing on ATP series multifunctional watches with Altimeter. To order or for information, (323) 464-6660 or hmewatch.com.11/16

Aircraft Spruce & Specialty Free 700page catalog, Corona, CA, & Peachtree City, GA, aircraftspruce.com.10/06

Protective covers for every make and model. Bruce's Custom Covers, Morgan Hill, CA, (800) 777-6405, (408) 7383959, aircraftcovers.com.10/19

Apparel as unique as your journey Discounts to members. AOPA Pilot Gear, aopapilotgear.com.9/21

Mountain Bike, Full-size, pilot-friendly, rugged. FLATBIKE, flatbike.com.10/18

AVIATION RESOURCES

Emergency services, group trips, consulting services. BizAvJets, Inc., Business Aviation Services, bizavjets.com, (702) 465-2027.10/20

Wherever business takes you Navigate It. (575) 615-2091, vatit.com.10/21

Scheduling Software that connects to your flight department. Simple, affordable. airplanemanager.com.9/22

(916)

aeromarinetaxpros.com.18500:TFN

confidential solution for pilot medical certification. Free FAA medical consultations. Left Seat, (800) 699-4457.1/21

Global Aircraft Group USPAP bank values for all aircraft, aircraft management, insurance claims & certified aircraft appraisals. Mark Parry, (855) 6GBLAIR, (413) 335-7507.4/22

At Thirty1 Hybrid we help aviation companies, including flight schools, manufacturers, mechanics, brokers, and more, build a cohesive website that positively impacts their bottomline. And it’s not just a website — it’s an Experience.

We’ll take your prospects on a journey they’ll love (and you’ll love, too — because the final destination is a new client and more money in your pocket). It’s a win-win for everyone! Contact us today at hello@thirty1hybrid.com or by visiting thirty1hybrid. com.24500:6

HANGARS/TIEDOWNS

One-piece doors Hydraulic or bifold. Schweissdoors.com, (800) 746-8273.1/15

Aviation Building Systems, custom designed hangars. R&M Steel Co., Caldwell, ID, (208) 454-1800, aviationbuildingsystem. com, (866) 454-1800.51217:TFN

HOMES/AIRPARKS

New Runway & Taxiway Homesites Available in amentity-rich community, Granbury, TX. From $179,900. Pecan Plantation, AviationHomesites. com, (833) 273-2159.2/24

BUSINESS OPPORTUNITIES

Become an Aircraft Broker — #1 Largest USA Network of Aircraft

Start with USA’s proved system for listing and selling everything from highperformance single-engine airplanes, cabin class through jets, and helicopters & jet fractional shares. Includes multi-million-dollar inventory to start. Complete turn-key proved system. No experience necessary. Will train. Licensed USA Aircraft brokerage. Call (504) 723-5566 orvisit Business Opportunity Section at usaaircraft.com 4208:TFN

Free avgas 100LL and free tie-down parking in exchange for help with projects for an airport in Southern California. Email: wignot@hotmail.com.23600:TFN

ART/VIDEOS/GIFTS

Specializing in aviation photography horizontalrain.com.1/15

Need a gift? Give a ride in an open cockpit biplane. WACO Air Museum, Troy, Ohio, wacoairmuseum.org, (937) 335-9226.20601:TFN

Fly By Wire Air a one-stop site for aviators. flybywireair.com.4/21

Aces High Aviation & Military Art (800) 528-0887, aceshighgallery.com.10/21

Shirts Made to Fly Unique, original fabrics embedded with your sectional chart. Save 20% with "INFLIGHT20" code. PilotQuarters.com. 2/24

PUBLICATIONS

Avionics Checklists & Quick Reference gudes Available in book, card & new iPad editions. qref.com.8/14

SEAK, Expert Witness Directory, by Bert Botta for aviation accidents and incidents. (415) 320-9811, bert@bertbotta. com, bertbotta.com.4/22

Vacaville, CA, (707) 449-3402 rowlandfreedomcenter.org Castle Air Museum Atwater, CA, (209) 723-2178 castleairmuseum.org

Oakland Aviation Museum Oakland, CA, (510) 638-7100 oaklandaviationmuseum.org

American Helicopter Museum West Chester, PA, (610) 436-9600 americanhelicopter.museum

Aerospace Museum of California McClellan, CA, (916) 643-3192 aerospaceca.org

Florida Air Museum (Aerospace Discovery) Lakeland, FL, (863) 904-6833 floridaairmuseum.org, flysnf.org

War Eagles Air Museum Santa Teresa, NM, (575) 589-2000 wareaglesairmuseum.com

Warhawk Air Museum Nampa, ID, (208) 465-6446 warhawkairmuseum.org National

Sweetwater, TX (325) 235-0099, waspmuseum.org

Airport, Mount Hope, Ont. (905) 679-4183, warplane.com

By Mike Heilman

DHONORIN G VETERANS WITH DREAM FLIGHT S AND A UNIQUE LEGACY AIRBASE

arryl Fisher is on a mission, one that combines his love for aviation and his passion to give back to those who gave so much for their country Fisher founded Ageless Aviation and Dream Flights, which is a non-profit organization that provides flights for veterans at no cost Dream Flights is dedicated to honoring those who served by giving them a flight in a Boeing Stearman biplane Dream Flights is not only giving flights to veterans, but it’s also giving the veterans a chance to preserve and honor their experiences

The experiences of Dream Flights have led the organization wanting to expand their reach to honor veterans by starting on an idea called Legacy Airbase What is Legacy Airbase and what is its mission? Fisher explains: “The concept for Legacy Airbase is not based on the typical museum It is not a static museum where people go to simply look at old relics and then leave Legacy Airbase will be a place where veterans, their families and the public will have the opportunity to experience a working Airbase The base will have working vehicles, aircraft, mess hall, barracks, and equipment for visitors to experience Legacy Airbase will also be a repository to protect, preserve and proudly display the history and sacrifices of our veterans. Legacy Airbase will be an extension of Dream Flights that provides no cost flights to veterans.”

Legacy Airbase, which will provide a World War II-styled airbase, will be dedicated to protecting, preserving and showcasing WWII, Korea and Vietnam veterans The Airbase, as proposed, will ultimately include a WWII era Operations Tower, Mess Hall, Barracks, and Hangars Equipment will include WWII training aircraft such as the Boeing Stearman BiPlane, the AT-6 Texan and the P-51 Mustang just to name a few Ground based equipment will include an operational tank, WWII 1942 Jeep, military motorcycle with a side car and other historical vehicles, equipment and uniforms

Fisher explains how the idea of Legacy Airbase came about: “You have to go back to Dream Flights. In 2011, I founded Dream Flights, where we give flights to veterans living in nursing homes, assisted living centers and retirement centers with the Stearman We travel all over the country and we are giving our 7,000th flight this year We have given flights in 49 states My first crew

for Dream Flights worked with me for three years and his dad was a B-17 pilot I gave him a Dream Flight and he loved it, and he started traveling with me It was his brainchild, he said, ‘Darryl we need to build to an airbase ’”

The co-founders wanted to create an activity museum as Fisher explains: “We wanted to create a miniature replica World War II airbase, for two reasons One, we are not serving younger veterans and secondarily, when (we) are giving Dream Flights, people are giving us memorabilia and we need a place to tell their story and honor them; hence, the name Legacy It was his brainchild and I started working on this nine years ago. We finally got our first building permit. We are going to build a working airbase where we can honor Dream Flyers and (their) Legacy with the things they have donated ” Fisher continues to travel the country providing Legacy Flights for veterans at air shows In June, Dreams Flights took place at the 2024 Dayton, Ohio Air Show Fisher and his volunteers were promoting Legacy Air Show as he explains: “We will do four Legacy Flights around the country Dayton, we have a big relationship with, it’s the birthplace of aviation and there are a lot of military veterans because of Wright-Patterson Air Force Base Last year we flew 16 flights out of WrightPatterson We will do four events this year to tell the story of Legacy Airbase and point people back to our airbase and do some fund raising.

“At the air shows, we load people into the T-6 and let them set in it,” he continued “When we are at Legacy Airbase we are working with no barriers Our volunteers are trained to load people in and out of the airplanes We want people to touch the planes We want them feeling them and to sit in them We want them to understand what people used to secure our freedom, which is very different from most museums It’s not a museum in that sense, it’s an active working thing, and I want John Doe public to be able to experience it to the fullest extent possible They can sit in the Jeep; they can sit in the tank and the airplanes and get a sense of what people went through.”

The plans for the base are starting to take shape according to Fisher: “The Legacy Airbase is located in Dayton, Nevada about 25 miles south of Reno We have ten acres of land at the airport in Nevada and are in the process of building our first hangar It will be ultimately the Vietnam hangar and we are going to start fulfilling our mission and see

where it takes us

“We are starting small, and money is an issue,” he said That’s what we did with Dream Flights, we started with one little flight and now we are 7,000 flights in. We have seven airplanes and it’s just this wonderful thing We are going to do the same thing with Legacy Airbase The unique thing you have to understand is the principle that we don’t own these airplanes, we are custodians,” added Fisher

“Dream Flight is 100 percent donor (funded) There are philanthropic people

out there that love veterans and they want to do something for them that’s meaningful and this is meaningful This led to our mission honoring veterans, preserving history and giving back. We just have to put it all together and we are in the process of doing that When you hear the stories that I hear from these veterans, we don’t have bad days,” said Fisher

There are several options if interested in donating or wanting to request a Legacy Flight Please visit legacyairbase org to get more information

Founder of “Dreams Flights” and Co-founder of Legacy Airbase Darryl Fisher is on a mission to honor veterans through aviation (Mike Heilman)

“Dream Flights” 1935 built Boeing Blue Stearman has been a part of the Fisher family for four generations The Blue Stearman was part of the 2024 Dayton, OH Air Show The Stearman I packed in of the U S Air Force KC-10 from Travis Air Force Base, Ca (Mike Heilman)

The North American AT-6 “Texan” a WW II trainer was know as the “Pilot Maker ” The aircraft will be part of the Legacy Airbase in Dayton, NV (Mike Heilman)

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