The FAA has launched a rebate program that will help general aviation pilots equip their aircraft with NextGen technology.
“To further demonstrate our commitment to NextGen, we will soon offer some general aviation aircraft owners a $500 rebate to help defray some of the cost for purchasing ADS-B Out avionics,” said U.S. Transportation Secretary Anthony Foxx.
Automatic Dependent Surveillance-Broadcast, or ADS-B, is the foundation of the FAA’s NextGen program to modernize the nation’s air traffic control system. ADS-B transforms aircraft surveillance using satellite-based positioning.
The FAA published a final rule in May 2010 mandating that aircraft flying in certain controlled airspace be equipped with ADS-B Out by Jan. 1, 2020. That airspace is generally the same busy airspace where transponders are currently required, FAA officials note.
“Under a new rule released today by the FAA, student pilots will no longer get their student pilot certificate from an aviation medical examiner. Instead, they can apply in person at a FSDO, through a designated pilot examiner, with a Part 141 flight school or a CFI. The TSA will vet the application, and then a plastic certificate will be sent to the student by the Civil Aviation Registry…Student pilots still will have to visit an AME to acquire a separate medical certificate. The new rule takes effect April 1.”
The FAA Safety Team is hosting another free Seminar:
What: Pilots want to avoid surface and airborne deviations. Understanding the controller is essential. When:Tuesday, September 29, 2015 at 6:30pm Where:The Hangar Restaurant at Downtown St. Louis Parks Airport
6208 Archview Dr.
East Saint Louis, IL 62206
“NASA’s orchestrated crash of a Cessna 172 on Wednesday, the last in a series of impact tests, completed the data-gathering phase of research aimed at improving the performance of ELTs. The agency’s Search and Rescue Mission Office completed the last of the three drops from NASA’a Langley Research Center in Virginia to simulate severe but survivable impacts in which ELTs would operate. Wednesday’s guinea pig, a 1974 Cessna, was equipped with five ELTs, two crash test dummies, cameras and sensors.”
From the description: “Are you or a student of yours getting ready for a checkride? It can be intimidating if you don’t know what to expect. Mr. Reed gives you tips on how to prep.”
Who: Designated Pilot Examiner Dan Reed
What: What the DPE looks for on a Check Ride’ with Dan Reed
Where: 18600 Edison Avenue, South Hangar, Chesterfield, MO 63005
When: Thursday, September 3rd at 7pm.
“Private pilots are about to get a little help from someone they didn’t know was a friend: Google. The Internet search giant announced last March that it plans to develop very, very, very cheap ADS-B transceivers, little avionics boxes that tweet “I am here!” The Federal Aviation Administration has decreed that ADS-B squawkers (the acronym stands for automatic dependent surveillance-broadcast) must be installed in all U.S. aircraft by 2020. (Well, all aircraft flying in controlled airspace.) Those position squawkers enable air traffic controllers and other aircraft with receivers to know an airplane’s location with a GPS-based precision that radar can’t match. But because of its high purchase and installation costs—estimates range from $4,000 to $7,000—many private aircraft owners are resisting adopting the technology as long as possible. Google plans to squeeze that cost way down.
Why is Google bothering with ADS-B hardware? Drones. Lots of drones….”
Another contribution from Air Facts Journal…for all Instrument or aspiring Instrument pilots in the club.
“Approach lights matter. I once knew the difference between REIL, MALSR and all the rest of the approach lighting systems, but I long ago forgot the particulars. These may seem like academic nuances, but on a low approach, briefing the approach lighting system and knowing what to expect can make a big difference. In my case, the runway only had the two REILs, which are not nearly as visible as a full “rabbit.”
Climb and maintain control; the rest can wait. When you decide to execute the missed approach, it’s time to climb – now. Don’t mess with the GPS and don’t look at the approach chart. The essential first step is to add power and climb out quickly, while keeping the airplane under control. If you’ve briefed your approach (and your missed approach), you already know what to do. ATC can wait, your passengers can wait and even your avionics can wait until you’ve started climbing and are stabilized.”
“Those who know me know that I scare easily. I’m pretty much a straight-and-level kind of guy, and I am not comfortable when tilted more than 30 degrees in any direction. Those who really know me know how traumatized I was after I got into an unintentional spin while practicing for my private pilot check ride. But along with my phobias (of which there are many), I have a strong desire to overcome my fears, which sometimes requires revisiting them. (As an aside, try bungee jumping as a treatment for acrophobia—it works)!
…One fine day, without so much as an introduction, he signed off on the tailwheel endorsement, and added, “I thought today we would begin unusual attitude recoveries, and transition into spins and spin recovery.” I was torn between saying, “No thanks, I only came here for the tailwheel endorsement,” and saying, “That’s exactly what I need to work on!” So I said nothing, climbed in, and fastened my seatbelt, perhaps just a little tighter than usual.”