Podcasts about avweb

Kevin Garrison grew up riding his bike to the local airport, then built time flying freight before enjoying a 30-year career as an airline pilot. In this honest (and hilarious) episode, he shares what he experienced along the way, including: what you learn when you scare yourself in an airplane, how to be a good airline captain, and why habit patterns matter. He also urges pilots to have fun when they fly and explains why many pilots talk too much on the radio. In the Ready to Copy segment, Kevin busts an airline pilot myth, shares his favorite Boeing model, and describes how to be a good airport bum. SHOW LINKS: Kevin's books: https://www.amazon.com/stores/Kevin-Garrison/author/B001KI6FCS Kevin's articles at Avweb: https://www.avweb.com/author/kevin-garrison/ Sporty's Pilot Training+ membership: https://www.sportys.com/sportys-pilot-training-plus.html

Welcome to your weekly General Aviation news update, and this week we have 4 stories for you; Phillips 66 pauses unleaded testing, Ural Airlines won't fly A320 from field, JetBlue & Spirit merger blocked, and a Balloon Crash in AZ. First up this week is Phillips 66, who has been working to create an unleaded Avgas Alternative. According to Avweb, a “major test failure” occurred and resulted in Phillips pausing the initiative. Details about the issues were not publicized by Phillips, but other sources with knowledge of the issue said the test fuel was powering a Lycoming Engine in a test cell. Sources said the engine failed due to a buildup of Manganese deposits that fouled the spark plugs and/or caused pre-ignition. We'll keep you updated if we see anything else! Next up this week is Ural Airline, who won't be flying the A320 out of that field after all. Instead Ural will scrap the A320 for parts starting next summer due to the unavailability of parts. If you're unfamiliar with this story, Ural intended to refuel the airplane and fly it out of the field where it crash landed due to fuel starvation in September of 2023. Probably for the better that the airplane is scrapped rather than risk flying out of a farm field. Third up this week is Jet Blue and Spirit Airlines. If you hadn't heard… About the bird-kidding, Jet blue was looking to purchase and basically absorb Spirit Airlines. A federal judge has blocked the 3.8 Billion take over saying it would reduce airline competition and increase fare prices. The judge said “Spirit is a small airline, But there are those who love it. To those dedicated customers of Spirit, this one's for you.” We'll keep you updated with what we see next from Spirit. Last up this week is a sad one, a hot air balloon crash in Eloy, AZ killed 4 people this week. The balloon, a Czech Republic BB 85, was initially carrying 13, however 8 folks were skydivers who exited the balloon prior to the crash. According to Police, the skydivers departure was planned and was not in response to any balloon problems. Witnesses said the copy was deflated and the balloon's basket hit hard in the desert. It's unclear what may have caused the crash but we'll keep you updated if we see anything else. Alright, that's it! Have a great week and we'll see you next week. https://www.avweb.com/aviation-news/290142/ https://www.avweb.com/aviation-news/phillips-66-suspends-unleaded-avgas-testing https://www.avweb.com/aviation-news/ural-airlines-scraps-plan-to-fly-a320-from-field https://www.avweb.com/aviation-news/judge-blocks-jetblues-takeover-of-spirit

First up this week in your “Don't be that guy” news update is a first officer for an airline who threatened to shoot the captain over a diversion. Jonathan J Dunn is an airline pilot an unspecified airline, who is a member of the Federal Flight Deck Officer program, this means he received training to carry a loaded pistol on the flight deck. He has been charged with interference with the flight crew for an incident that occurred in August of 2022, where Dunn and the captain (unnamed) had a disagreement about a potential diversion due to a passenger's medical event. According to the inspector general's office “Dunn told the Captain they would be shot multiple times if the Captain diverted the flight,” Dunn will be arranged in Utah on November 16th, 2023. We'll keep you updated when we see more. Next up this week is another case of “don't be that guy” with a student in Stuart, Florida who damaged 10 airplanes after being denied solo flights. 23 Year Old Sumebh Singh was arrested on felony criminal mischief after damaging throttles on 10 of the school's aircraft. Singh had allegedly paid $50,000 to Treasure Coast Flight Training and became angry after instructors told him he wasn't ready to solo. Reports say his goal was to cause $50,000 in damage to aircraft. The school said all flight school aircraft have been grounded until mechanics can evaluate the extent of the damage. Immigration and Customs Enforcement has also been notified according to Avweb. Last up this week is a city council in California who is trying to ban touch and gos. Zamperini field is an airport in Torrance, CA who hosts 10 flight school and a factory for Robinson Helicopters. Council member Asam Sheikh is quoted as saying “I believe we are here for the constituents, we represent them,” “We don't have to be expert on anything when we make decisions. We have to represent the community and that's the only thing we should be expert on.” The FAA however disagrees however saying the council there are ways they can minimize airport noice but their authority “does not extend to many aspects of aircraft operations, including route, altitude, time of operation and frequency.”. The FAA is reportedly working on a formal response, however Torrance has not received federal funds or airport grants. The council is also attempting to ban the use of 100LL, imposing landing fees, and capping the number of flight schools at the airport. Another one that we'll keep you updated about if we see more! That's it for this week, we hope it goes without saying but don't be that guy. Have a great weekend, and we'll see you next week on Monday for our live Q&A! https://www.avweb.com/aviation-news/indictment-alleged-fo-threatened-to-shoot-his-captain-over-flight-diversion/ https://www.avweb.com/aviation-news/aircraft-damage-after-student-denied-solo/ https://www.avweb.com/aviation-news/torrance-council-trying-to-ban-touch-and-goes/

Paul Bertorelli from Aviation Consumer and AVweb joins us for a discussion about his personal aviation story, and how he became one of the most prolific aviation journalists of all time! “SocialFlight Live!” is a live broadcast dedicated to supporting General Aviation pilots and enthusiasts during these challenging times. Register at SocialFlightLive.com to join the live broadcast every Tuesday evening at 8pm ET (be sure to join early because attendance is limited for the live broadcasts).

Finding a replacement for 100LL has been a "galactically slow train wreck," according to longtime aviation journalist Paul Bertorelli. In his famously blunt way, he explains what's going on with GAMI's unleaded fuel candidate, when you might be able to pump some of it, and why he thinks the FAA has dropped the ball. He also speculates on the future of electric airplanes following Textron's purchase of Pipistrel, plus what he thinks of the latest eVTOL concepts from Joby and Archer. In the rapid-fire "Ready to Copy" segment, Paul comments on everything from the Cirrus parachute to whether the Air Force has seen alien spacecraft. If you know Paul's work, you know he doesn't lack opinions, but he always backs it up with facts learned from a long career of covering aviation. Paul's blog at Avweb: https://www.avweb.com/author/paulb/ Paul's videos: https://www.youtube.com/user/AVweb/videos Shop headsets at Sporty's: https://www.sportys.com/aviation-headsets.html

Episode 225 Show Notes   Topic of the show: Today's show is all about going “down the tubes”.  What is going on in the tracon to create the feeling that you are behind, unable to get a second to think, and too busy to do even one more thing?  AG and RH discuss the tasks that make us feel like we are slammed in the radar room.  We also discuss a recent laser light illumination police encounter, an approach minimums response from the Terps Elf, and more of your awesome aviation questions and feedback!  This episode is packed, don't skip it!   Timely Feedback: 1. Patron HTV sent in fantastic context for our discussion about “IFR qualified but not IMC capable”. Patron CKA sent a link to an awesome episode of “I Learned About Flying From That”: Close Encounter with Wake Turbulence. Check it out! 3. Patron DE wants all his club members to listen to our ODP episodes: Obstacle Departure Procedures and ODP's, Part 2. Thanks for the invite to speak at your club!   Feedback The Badger Pilot asked if he can fly an “ADF required” ILS approach with a WAAS GPS. Mike Golf sent in a question we sent to the TERPS Elf about approach minimums.     Mentioned on the show: article by Paul Berge at AvWeb.com “The History of Going Down The Tubes”: https://www.avweb.com/insider/the-history-of-going-down-the-tubes/ Have a great week and thanks for listening!  Visit our website at OpposingBases.com You can support our show using Patreon or visiting our support page on the website.  Keep the feedback coming, it drives the show! Don't be shy, use the “Send Audio to AG and RH” button on the website and record an audio message. Or you can send us comments or questions to feedback@opposingbases.com. Find us on twitter @opposing_bases.  Music by audionautix.com.  Third party audio provided by liveatc.net.  Friends of the show and maker of bags to protect your ATC headset from dust and germs: ATCSaks.com. Keep the gunk and funk away from your most valuable pilot gear: https://pilotsaks.com/. Legal Notice  The hosts of Opposing Bases Air Traffic Talk podcast are speaking on behalf of Opposing Bases, LLC.  Opposing Bases, LLC does not represent the Federal Aviation Administration, Department of Transportation, or the National Air Traffic Controllers Association.  All opinions expressed in the show are for entertainment purposes only.  There is no nexus between Opposing Bases, LLC and the FAA or NATCA.  All episodes are the property of Opposing Bases, LLC and shall not be recorded or transcribed without express written consent.  For official guidance on laws and regulations, refer to your local Flight Standards District Office or Certified Flight Instructor.  Opposing Bases, LLC offers this podcast to promote aviation safety and enhance the knowledge of its listeners but makes no guarantees to listeners regarding accuracy or legal applications.

225 Why Textron Purchased Pipistrel with Paul Bertorelli +GA News Your Cirrus Specialist. Call me if you're thinking of buying a new Cirrus SR20 or SR22. Call 1-650-967-2500 for Cirrus purchase and training assistance, or to take my online seminar: So You Want to Fly or Buy a Cirrus. Join now as a member to support the show with a donation via PayPal or Patreon. Send us an email If you have a question you'd like answered on the show, let listeners hear you ask the question, by recording your listener question using your phone. Summary 225 Max talks with Paul Bertorelli about why Textron purchased Pipistrel. Textron Aviation owns Cessna and Beechcraft, but Textron plans to form a new business segment, Textron eAviation, focused on the development of sustainable aircraft, to manage Pipistrel. Hence, the merger seems less about selling more Pipistrel electric aircraft to flight schools, and more about leveraging their other assets. News Stories Textron to Acquire Electric Aircraft Pioneer Pipistrel Boeing ex-pilot's trial starts on fraud charges over 737 Max New Airport Alerts Show Danger Hot Spots Commercial pilot course with reduced hours introduced Cirrus SR22 crash in the Alps Seaplane service returns between Boston and New York Drugs Smuggled in Airliner Avionics Bays Missouri pilots come together for the first annual Food Flight Jackson WY Airport to be closed for 78 days this Spring World View shows off passenger capsule for strato-tourism Mentioned in the Show TextronPipistrel Avweb.com AvWeb's YouTube channel Max's Books – Order online or call 800-247-6553 to order. Max Trescott's G3000 and G5000 Glass Cockpit HandbookMax Trescott's G1000 & Perspective Glass Cockpit Handbook Max Trescott's GPS and WAAS Instrument Flying Handbook If you love the show and want more, visit my Patreon page to see fun videos, breaking news, and other posts in the Posts section. And if you decide to make a small donation each month,  you can get some goodies! So You Want To Learn to Fly or Buy a Cirrus seminars Online Version of the Seminar Coming Soon – Register for Notification Check out our recommended ADS-B receivers, and order one for yourself. Yes, we'll make a couple of dollars if you do. Check out our recommended Aviation Headsets, and order one for yourself! Get the Free Aviation News Talk app for iOS or Android. Check out Max's Online Courses: G1000 VFR, G1000 IFR, and Flying WAAS & GPS Approaches. Find them all at: https://www.pilotlearning.com/ Social Media Like Aviation News Talk podcast on Facebook Follow Max on Instagram Follow Max on Twitter Listen to all Aviation News Talk podcasts on YouTube or YouTube Premium Max Trescott is a participant in the Amazon Services LLC Associates Program, an affiliate advertising program designed to provide a means for sites to earn advertising fees by advertising and linking to amazon.com.

In Episode 4 I talk about our own personal attitude to aviation safety and how some of our traits could be hazardous to us and others.  I look at how to avoid letting these traits define a poor outcome. I also mention Angle of Attack's podcast and Chris's explanation of his 10 Aviation Commandments - serious stuff but fun! I finish with a round-up of aviation snippets that have caught my eye recently, in particular some articles by AvWeb's Paul Bartorelli and a quick chat about Zara Rutherford's Fly Zolo round the world flight in a Shark ultralight.  I ask about drones and conflicts with GA and your experience/concerns - please use the podcast comments or drop us a line on the website. All this and more at our website and blog, www.busyaviation.co.uk  

Episode 186 Show Notes   Topic of the show: A recent video on the internet sparked a conversation about Class Delta air traffic services, a pilot's responsibility to see and avoid other traffic, and the primary job of air traffic controllers.  In this week's episode, we will add our thoughts to the conversation.  A link to the video can be found in the show notes.   Timely Feedback: 1. SGAC Patron Darth Pilot responds to OB185 and vectors to final for an RNAV approach. 2. PATRON Sierra India (fellow controller) shares audio on what his center does everyday. 3. Romeo Alpha shares some audio about a random run in with ATC.   Feedback PATRON Echo Mike sent audio about facility changes and how it effects controllers. PATRON Juliet Echo Foxtrot asks about atrocious settings on the radar scope. PATRON Delta Hotel asks about non-ADSB radar identification and traffic alerts.   Mentioned on the show: AvWeb's Paul Bertorelli: https://youtu.be/FM3dmaC4z8E.  A reminder to our listeners: AG and RH do not speak on behalf of the FAA, Department of Transportation, or NATCA.  AG and RH are both rated flight instructors and air traffic controllers.  The hosts of this show express their own opinions.  The follow up blog can be found here. Have a great week and thanks for listening!  Visit our website at OpposingBases.com You can support our show using Patreon or visiting our support page on the website.  Keep the feedback coming, it drives the show! Don't be shy, use the “Send Audio to AG and RH” button on the website and record an audio message. Or you can send us comments or questions to feedback@opposingbases.com. Find us on twitter @opposing_bases.  Music by audionautix.com.  Third party audio provided by liveatc.net.  Friends of the show and maker of bags to protect your ATC headset from dust and germs: ATCSaks.com. Keep the gunk and funk away from your most valuable pilot gear: https://pilotsaks.com/. Legal Notice  The hosts of Opposing Bases Air Traffic Talk podcast are speaking on behalf of Opposing Bases, LLC.  Opposing Bases, LLC does not represent the Federal Aviation Administration, Department of Transportation, or the National Air Traffic Controllers Association.  All opinions expressed in the show are for entertainment purposes only.  There is no nexus between Opposing Bases, LLC and the FAA or NATCA.  All episodes are the property of Opposing Bases, LLC and shall not be recorded or transcribed without express written consent.  For official guidance on laws and regulations, refer to your local Flight Standards District Office or Certified Flight Instructor.  Opposing Bases, LLC offers this podcast to promote aviation safety and enhance the knowledge of its listeners but makes no guarantees to listeners regarding accuracy or legal applications.

This week is the anniversary of the grounding of the Boeing MAX 8. We read the debacle in light of sociological research. And I talk with Hope Harvey, Ph.D., a post-doctoral scholar at Cornell University, about some interesting results reported in her recent Social Forces paper titled “Forever Homes and Temporary Stops: Housing Search Logics and Residential Selection” The paper is co-authored by Kelly Fong, Kathryn Edin, and Stefanie DeLuca. Segment 1 -- Hope Harvey on "Forever Homes and Temporary Stops: Housing Search Logics and Residential Selection" Segment 2 -- "The insider story of MCAS: How Boeing's 737 MAX system gained power and lost safeguards"; Seattle Times and "Stick Shaker Disagreement Threatens MAX Consensus"; AVWeb

Episode 73 Show Notes Topic of the show: Patron Charlie Hotel sent in some feedback about an upcoming stage check! We are going to talk about our experiences on check rides. Timely Feedback:  Hotel Golf responds to OB71. Thank you, HG! Patron JR sent a link to an episode of Podcasting On A Plane. Thank you, JR!  Feedback ABM asked if filing IFR bogs down controllers? Thank you, ABM! HG from University of Dubuque sent in feedback about OB71. Feedback from aviation student about OB19. Feedback from aviation student about OB10. Feedback from aviation student about OB49. Patron Golf Zulu Romeo sent in a great piece from AvWeb. Thank you! Delta Tango asks what happens when a plane is too big for an airport? Check out this link to the Boeing 747-8 Airport Compatability. Hotel Mike Bravo sent in some great audio! Thank you, HMB! Have a great week and thanks for listening!  Visit our website at OpposingBases.com You can now support our show using Patreon or visiting our support page on the website. Keep the feedback coming, it drives the show! Don’t be shy, use the “Send Audio to AG and RH” button on the website and record an audio message. Or you can send us comments or questions to feedback@opposingbases.com. Find us on twitter @opposing_bases.  Music by audionautix.com. Legal Notice The hosts of Opposing Bases Air Traffic Talk podcast are speaking on behalf of Opposing Bases, LLC.  Opposing Bases, LLC does not represent the Federal Aviation Administration, Department of Transportation, or the National Air Traffic Controllers Association.  All opinions expressed in the show are for entertainment purposes only.  There is no nexus between Opposing Bases, LLC and the FAA or NATCA.  All episodes are the property of Opposing Bases, LLC and shall not be recorded or transcribed without express written consent.  For official guidance on laws and regulations, refer to your local Flight Standards District Office or Certified Flight Instructor.  Opposing Bases, LLC offers this podcast to promote aviation safety and enhance the knowledge of its listeners but makes no guarantees to listeners regarding accuracy or legal applications. Support the show

Image from the YouTube video: A Sarcastic View of Pattern Flying. AVweb's Paul Bertorelli explores the question in this not-so-gentle but humorous video NEWS [25:01] Crash: Ethiopian B38M near Bishoftu on Mar 10th 2019, Impacted Terrain after Departure [38:34] Accident: Piper PA-25-235 Pawnee B N145AB, 01 Mar 2019 [46:28] Greensboro men recount Cirrus SR22 plane crash into Atlantic [56:17] THY B773 near Boston on Mar 9th 2019, turbulence injures 29 people on board [58:23] Air Transat B738 near Newark on Mar 9th 2019, cargo smoke indication [1:05:37] Laudamotion A320 at London on Mar 1st 2019, rejected takeoff after loud bang, evacuation [1:15:48] United Airlines fires 35 employees for abusing travel benefits [1:22:47] Update: Atlas 3591 FEEDBACK [1:26:24] Alun - Fear of Flying [1:34:29] Brian - You Get Out Of It What You Put Into It [1:42:58] Kosly - BA492 - Airbus 320 [1:56:06] Anaru - Question re: Gibraltar Flight [1:59:13] Plane Tales - The Short Life of Neerja Bhanot [2:20:34] Reuben - More Courchevel Feedback [2:27:26] John - Best Headwind and Tailwind Stories Plus a Few More [2:46:11] Fitz-James - Dancing Ground Marshals [2:50:24] Cameron - Did Airbus Break Even on the A380? [2:55:28] Ham Radio Jim - NF-104 [3:00:56] Diarmuid - How to Pronounce my Name! [3:04:23] Rachel - Training/Maintenance Quality of non-US Partner Airlines [3:11:32] Brian - Best Educational Path to Become a USAF Pilot? [3:20:19] Ryan - What Small Gift Could He Bring On-Board for Pilots? [3:25:49] Gus - USAF Patch VIDEO Audible.com Trial Membership Offer - Get your free audio book today! Give us your review in iTunes! I'm "airlinepilotguy" on Facebook, and "airlinepilotguy" on Twitter. feedback@airlinepilotguy.com airlinepilotguy.com ATC audio from http://LiveATC.net Intro/outro Music, Coffee Fund theme music by Geoff Smith thegeoffsmith.comDr. Steph's intro music by Nevil BoundsCapt Nick's intro music by Kevin from Norway (aka Kevski) Doh De Oh by Kevin MacLeod is licensed under a Creative Commons Attribution license (https://creativecommons.org/licenses/by/4.0/)Source: http://incompetech.com/music/royalty-free/index.html?isrc=USUAN1100255Artist: http://incompetech.com/ Copyright © AirlinePilotGuy 2019, All Rights Reserved Airline Pilot Guy Show by Jeff Nielsen is licensed under a Creative Commons Attribution-NonCommercial-ShareAlike 4.0 International License

64 New Book on Engines, General Aviation Maintenance – Interview with Mike Busch of Savvy Aviation Your Cirrus Specialist. Call me if you're thinking of buying a new Cirrus SR20 or SR22. Call 1-650-967-2500 for Cirrus purchase and training assistance. 64 Max interviews Mike Busch, 2008 National Aviation Maintenance Technician of the Year about his new book, Mike Busch on Engines. Mike founded Savvy Aviation, Inc, which includes a concierge maintenance management service, a prebuy management service, an engine monitor data analysis service, and a new 24/7 fast-response breakdown assistance service. His latest book, Mike Busch on Engines: What every aircraft owner needs to know about the design, operation, condition monitoring, maintenance and troubleshooting of piston aircraft engines, was published in March 2018. His first book was Manifesto: A Revolutionary Approach to General Aviation Maintenance. Mike was born in New York City and grew up in the northeast. After majoring in math in college, he did graduate work in math and business, and soon after moved to the West coast, where he’s been ever since. After college, he worked in the computer industry as a software developer, and he managed major software development projects for corporations including Computer Sciences Corporation, General Electric, Honeywell, NCR, Phillips, and Visa. In 1995, he began working fulltime in the aviation industry, when he cofounded AvWeb.com, a well known aviation news web site. He’s also a prolific writer of articles on maintenance that have appeared in many General Aviation magazines including his monthly maintenance column, “Savvy Maintenance” in AOPA PILOT magazine. Mentioned in the Show Order Mike's New Book on Amazon: Mike Busch on Engines Order Mike's 1st Book on Amazon: Manifesto: A Revolutionary Approach to General Aviation Maintenance Mike Busch's 70+ EAA Webinars on YouTube Savvy Aviation - Mike Busch's main web site Please visit my new Patreon page and make a contribution to help me with my goal of improving the AviationNewsTalk.com website. Check out our recommended ADS-B receivers, and order one for yourself. Yes, we'll make a couple of dollars if you do.  Check out our recommended Aviation Headsets, and order one for yourself! Send us an email - http://www.sjflight.com/Forms/inquiry.htm If you have a question you'd like answered on the show, let listeners hear you ask the question, by recording your listener question using your phone. Max Trescott is a participant in the Amazon Services LLC Associates Program, an affiliate advertising program designed to provide a means for sites to earn advertising fees by advertising and linking to amazon.com.

GA News,fuel exhaustion tips & listener question on autopilot use for GPS approach to LP minimums. How do you fly a GPS Approach with an advisory glide path, such as an LNAV+V or a LP+V using an autopilot? APR, or Approach mode works great with an LPV approach, but it won't level off the aircraft when flying a non-precision approach. After the news, we answer a listener question about a WAAS GPS instrument approach with LP approach minimums. He was flying the RNAV (GPS) X Runway 31 approach into Hailey, Idaho. He said, “on final, I hit APR on my S-TEC 2100 and yes, it captured ‘the glide slope,’ I put GS in parenthesis because it’s a non-precision approach, so technically there is no GS, but yes, the S-Tec capture it. Ok, here is the rub: I’m descending down and sure enough, the autopilot takes me BELOW 6180’ MSL, the MDA for this approach. And yes, it’s snowing and full disclosure, I can’t see the runway environment but it does pop into view at about 6000’MSL (roughly 750’ AGL). My bad. My fault. “So here is the mistake I think I made: 1. I should NOT have hit the APR button on the S-TEC 2100. It captured the GPS GS, when in truth, there is none on an LP approach. And it lulled me into thinking I was safely on a GS. Is this correct? 2. In other words, I turned a non-precision approach into a precision approach when it does not exist. I should have NOT hit the APR button. 3. Having hit the APR button, I noticed on the S-TEC, that any ALTITUDE numbers were erased. Second question: could I have hit the ALT button when I noticed I had slightly descended below the MDA of 6180? Would that have stopped my decent? “Lastly, when I got home I researched LP approaches AND looked at both the JEPP chart of the RNV (GPS) X 31 and the Government Charts. Interestingly, the JEPP charts shows a dotted line of the what I will call, “GS guidance,” and it shows a dotted line BELOW the MDA. The Government chart does not. I’m not looking for excuses, but it seems to me the JEPP chart in this case, almost encourages you to get on the GS, rather than ‘dive and drive.’ ” My response, in part, to his question includes: You fell into one of the WAAS traps that I’ve discussed with others, but I haven’t seen documented anywhere. The issue is that the APR key of most autopilots will couple to any glide slope (ILS) that’s present, or any glide path (for GPS) that the GPS manufacturer has included in their database for a particular approach. This works great for ILS and LPV, where you have a DA and can descend below minimums while making your decision to land or go around. It works poorly for any LNAV+V, or in your case, LP+V advisory glide path. With the advisory +V glide paths, autopilots don’t know to level off at the MDA for these approach types, and they continue through minimums as if these approaches have DAs, which they don’t. So you should monitor the approach and plan to push the autopilot’s autopilot just before you reach the MDA, so that you don’t descend below the approach minimums. For this and more about GPS approaches, I recommend my Max Trescott’s GPS & WAAS Instrument Flying Handbook. General Aviation Flying Tips We share some thoughts about how to avoid fuel exhaustion (running out of gas) and fuel starvation (gas not making it to the engine) type accidents. It’s important to know before you depart how much fuel you have using more than one source of information. For example, you should ALWAYS visually inspect the fuel in the tanks. In addition, you could look at fuel gauges, see how many gallons were added if you’re present during refueling, or if it’s a rental aircraft, see how long plane was flown on previous flight. If you use a fuel stick, may sure you put it straight down into the tank, and not at an angle. For some planes like the Cessna 210, the fueler has to put the last few gallons in slowly, otherwise the tanks won’t be completely filled. Some things that could happen in the air which might lead to fuel starvation include: Faulty gauges, Plugged fuel vents, Gas cap comes off in flight, Blocked fuel filter, Ice in fuel lines, Vapor lock, Failed fuel pump, or Failure to lean, which uses more fuel. Some pilots like to run a tank dry in flight. I don’t, as sometimes the aircraft won’t start immediately after you switch tanks. Therefore, if you do plan to run a tank dry, switch it at altitude; don’t wait to switch until your low in the pattern, where if the tank runs dry you might not have time to restart the engine. Cessna started installing “LOW FUEL” annunciator lights in their C172s, 182s, and 206s beginning in 1997. The annunciator turns on whenever there is less than 5 gallons in a tank in a C172. At one point Cessna claimed that they have had no fuel incidents since these fuel annunciator were added. In older Cirrus, the fuel annunciator sensors in the tanks are connected in series. For example, in older SR20s, the sensor doesn’t come on until the fuel quantity in both tanks drops below approximately 8.5 gallons (17 gallons total with tanks balanced in level flight). Since both tanks must be below 8.5 gallons to illuminate the light, it might not illuminate until there is as little as 8.5 gallons total on board, if one tank was allowed to run dry. General Aviation News NATCA, the National Air Traffic Controllers Association honored controllers at the 13th Annual Archie League Medal of Safety Awards banquet in Las Vegas. The awards are named for Archie League, who was the first air traffic controller. We play the ATC audio from an accident involving a Piper Aztec. According to an NTSB report, on March 27, 2016, the aircraft departed Charlestown, SC for Baltimore. The pilot stated that the flight departed with 5 hours of fuel onboard for the estimated two and a half hour flight. After about one hour the pilot reported to air traffic control that he had lost his directional gyro and attitude indicator. While diverting to Roanoke-Blacksburg Regional Airport (ROA), Roanoke, Virginia, the right engine abruptly lost power. After switching fuel tanks, power was briefly restored to the right engine, followed by an abrupt loss of power in both engines. Our next story comes from the Wichita Eagle with the headline “FAA forecasts decline of 17,500 piston airplanes” “The FAA’s 20-year forecast expects the general aviation fleet to increase from 209,905 airplanes and helicopters in 2016 to 213,420 in 2037, a weak 0.1 percent annual increase. During that period, turbine aircraft – business jets and turboprops – are expected to grow at an annual clip of nearly 2 percent a year. Offsetting turbine growth (and helicopters’ annual growth rate of 1.6 percent) are piston airplanes. The piston airplane fleet is expected to shrink 0.8 percent annually, the FAA forecast said, or by 17,500 aircraft over the next two decades. The FAA uses input for its forecast from sources including its 2014 General Aviation and Part 135 Activity Survey, as well as discussions with industry experts. Earlier this month, investigators were confused by the crash of a Cessna in the woods earlier this month just before midnight near Manitouwadge, Canada, which is just north of Lake Superior. At the crash site, they found the Cockpit was empty and there were no footprints in snow around the wreckage. Earlier in the day, the Cessna 172 had been rented by a 27-year old experienced pilot who was also a PhD candidate at the University of Michigan. He was from, China, studied artificial intelligence at the university's School of Information, and hoped to one day work in aviation safety. Please believe he committed suicide by jumping from the plan in mid-flight.  In an ironic twist, officials at Hartsfield-Jackson Atlanta International Airport are now using drones to inspect runways and document pavement issues for future maintenance. Traditionally, the FAA works hard to keep drones away from airports. The FAA granted a waiver to the airport and a surveying contractor to allow drones to be flown in the restricted airspace of the airport. The aircraft will be used to make accurate surveys of areas of the airport that are slated for changes in the $6 billion ATLNext construction project, AvWeb reports “Boom Technology Raises Additional Capital To Support Supersonic Demonstrator” Boom Technology, which is developing a supersonic airliner has raised an additional $33 million to fund development of its one-third-scale demonstration aircraft. Boom CEO and founder Blake Scholl says “our mission is to make supersonic flight a reality,” and expects to see the XB-1 fly in 2018. If successful, Boom says the XB-1 will be the first independently developed and privately funded supersonic jet. The company indicates the final production aircraft will be capable of carrying passengers at costs comparable to business-class on modern wide-body jets. EAA Announces VMC Club First there were IMC Clubs, now EAA introduces VMC Clubs for non-instrument rated pilots who want to improve their proficiency. The VMC Club is modeled after the popular IMC Club concept, which provides organized “hangar flying” focused on building proficiency in instrument flying. The VMC Club will do the same, but for pilots who are not instrument rated and fly primarily under visual flight rules and under VMC. The VMC Club offers monthly meetings in which pilots can network and share knowledge and experience. Earlier in the year, Harrison Ford mistakenly landed on a taxiway at John Wayne Airport, after being cleared to land on a runway. TMZ released the audio from his phone call to the tower immediately afterwards. He starts off by saying “I’m the Schmuck who just landed on a taxiway.” We disagree. Everyone makes mistakes, and he owned up to his. A Schmuck would have said, “it wasn’t my fault, and nobody got hurt so what’s the big deal?” Hopefully, all pilots, including Harrison Ford, learn from their mistakes and avoid making any of the fatal ones!

The Federal Aviation Administration performs the essential work of keeping airplanes from crashing into each other in the sky; in this episode, we take a look at the new law that temporarily funds the FAA and makes some important changes to aviation law. We also travel back in time to the week after 9/11 to examine the origin of the Transportation Security Administration (TSA) and we examine some ideas that the current leaders of Congress have for the future of air travel in the United States and beyond. Please support Congressional Dish: Click here to contribute with PayPal or Bitcoin; click the PayPal "Make it Monthly" checkbox to create a monthly subscription Click here to support Congressional Dish for each episode via Patreon Mail Contributions to: 5753 Hwy 85 North #4576 Crestview, FL 32536 Thank you for supporting truly independent media! H.R. 636: FAA Extension, Safety, and Security Act of 2016 Title I: FAA Extension Funding Extends FAA funding through September 30, 2017 Extends fuel and ticket taxes through September 30, 2017 Title II: Aviation Safety Critical Reform Safety Establishes a deadline of April 30, 2017 for the FAA to have a pilots records database online and available for use. Creates a maximum $25,000 fine for pointing a laser pointer at an aircraft or in the path of an aircraft. Prohibits the FAA from hiring newly trained air traffic controllers over the age of 35 The FAA must make sure that each employee of repair stations outside of the United States are given pre-employment background checks Drone Safety Over the next two years, the FAA and industry will have two work together to develop a method of remotely identifying drone operators. Starting in three years, drone manufacturers will have to include safety notices informing customers of drone safety laws and regulations. The FAA will work together with the Secretary of the Interior and the Secretary of Agriculture to authorize drone use for firefighting and utility repairs. A person who uses a drone to interfere with firefighting operations, law enforcement, or emergency response can be fined up to $20,000. The FAA will conduct a pilot program testing unmanned aircraft detection systems. In the next year, the FAA and NASA will conduct tests of drones crashing into various sized airplanes and helicopters. Time Sensitive Aviation Reform By July 2017, regulations must be in effect requiring airlines to automatically refund bag fees to anyone whose bags are not delivered within 12 hours after the arrival of a domestic flight or 15 hours after the arrival of an international flight. FAA needs to submit a report, including public comments, about the risks of eliminating contract weather observer service at 57 airports and can not discontinue contract weather observer service before October 1, 2017. FAA must enact regulations requiring pilots of small airplanes to have driver's licenses and pass all medical tests required for a drivers license, completes a medical education course, Airlines will have to let passengers off a plane if it's waiting on the tarmac for 3 hours of a domestic flight or 4 hours for an international flight. Title III: Aviation Security TSA PreCheck Expansion TSA will add "multiple private sector application capabilities" for citizens to use to enroll including online enrollment, kiosks, tablets, or staffed laptop stations. Private sector will collect biometric identification information with "comparable" privacy standards to the standards developed by the National Institute of Standards and Technology Private risk assessments will be used instead of fingerprint-based criminal history records checks Private administrators will be allowed to charge fees in excess of the costs of administering the program. Securing Aviation from Foreign Entry Points and Guarding Airports Through Enhanced Security TSA Administrator will be allowed donate security screening equipment to foreign airports with direct flights to the United States TSA must create an international training program to train authorities of foreign governments in air transportation security. Aviation Security Enhancement and Oversight Enacts stricter vetting requirements for people granted access to secure sections of airports Checkpoints of the Future Creates a new pilot program at between 3 and 6 airports that will test new technologies and new baggage and personal screening systems. Services, supplies, equipment, personnel, and facilities can be obtained from the private sector for the pilot programs. Sound Clip Sources: Hearings Hearing: Aviation Security, Joint House Appropriations Subcommittee on Transportation and Senate Appropriations Committee, September 20, 2001. Witnesses: Gerald Dillingham, Associate Director of the General Accounting Office Jane Garvey, Administration, FAA Kenneth Mead, Inspector General of the Department of Transportation Norman Mineta, Secretary of the Department of Transportation Hank Queen, Vice President of Boeing’s Engineering and Product Integrity division Timestamps and Transcripts {54:15} Kenneth Mead: Given the scope and complexity of the security challenge as we know it now, coupled with the long-standing history of problems with the aviation security program, I think the time’s come to revisit the option of vesting governance of the program and responsibility for the provision of security in one federal organization or not-for-profit federal corporation. This doesn’t mean that everybody has to be a federal employee, but it does mean a much more robust federal presence and control. That entity would have security as its primary and central focus, profession, and mission. Under our current system, we’ve asked FAA to oversee and regulate aviation security, and those charged with providing the security—the airlines and the airports—themselves face other priorities, missions, and indeed, in some cases, competing economic pressures. And I think a centralized, consolidated approach with a security mission would require passenger and baggage screeners to have uniform, more rigorous training, and performance standards applicable nationwide, and I think that would result in more consistent security across this country and have higher quality also. {1:22:46} Harold Rogers: Now, I want to ask you about Dulles. Did you check on the employees of the screening operation at Dulles Airport?Kenneth Mead: Yes. We’re checking on the citizens— Harold Rogers: Tell us the makeup of the staff there, in terms of their citizenship in the U.S., for example. Kenneth Mead: Yes. A substantial percentage of them are not U.S. citizens. Harold Rogers: What percent? Kenneth Mead: I think it’s about 80%. It may be somewhat more. {1:26:40} Harold Rogers: What about the turnover rate, Mr. Dillingham? I’ve been reading the GAO’s report on aviation security, issued June of 2000. I think you’re the principal author, are you not?Gerald Dillingham: Yes, sir. Harold Rogers: Tell us about the type of personnel that’s screening companies you’re hiring around the country at the airports to screen for terrorists. Gerald Dillingham: Let me go back just a little bit to the point you raised before. Screeners don’t have to be U.S. citizens. They can have a resident alien card as well. The other point you raised with regard to Argenbright, I think Argenbright is also a foreign-owned company as well. And with regard to the types of personnel that are being hired, one of the requirements is that you have a high school diploma or a GED. We have not checked the records of individual companies, but in the course of doing our work, we clearly got the idea that this was not a job where you would find the most skilled workers. Harold Rogers: They’re minimum-wage jobs, are they not? Gerald Dillingham: Yes, sir. Harold Rogers: And the turnover rate is exorbitantly high, is it not? Gerald Dillingham: Yes, sir. Harold Rogers: In one airport the turnover rate is 400% a year, correct? Gerald Dillingham: Yes, sir. Harold Rogers: In Atlanta it’s 375% a year. At Baltimore-Washington, 155; Boston Logan, 207; Chicago O’Hare, 200; and Houston, 237% a year; at St. Louis, 416% a year. Is that correct? Gerald Dillingham: Yes, sir. Harold Rogers: So these are untrained, inexperienced, the lowest-paid personnel, many of them certainly noncitizens, and by a company that got the contract by the lowest bid. Gerald Dillingham: Yes, sir. Harold Rogers: Now, what’s wrong with this picture? Gerald Dillingham: I think the picture is clear to everyone. {2:28:58} Carolyn Kilpatrick: This company that’s in 46 airports, that had the low-bid contract, that’s noncitizens, that handles securities, and has criminal convictions, who hired them?Norman Mineta: The airline is the one that contracts with each… Carolyn Kilpatrick: An airline. One airline. So did they all go together and hire them, or each airline hires them on its own? Norman Mineta: The airline hires the company and then the airlines—well, let me have Ken maybe go into that because he’s maybe got the list of airports with the contractors. Kenneth Mead: Yeah. The different airlines can hire the same security company, and that does happen. Carolyn Kilpatrick: Obviously. Low bids, so they’re going for cheapness. Kenneth Mead: Right. And some airports, Dulles, for example, you have the airlines get together there, and they hire one vendor, and in the case of Dulles, it’s Argenbright. In the case of other airports, where you have an airline, say, that has a dedicated concourse, and you have two or three concourses at that airport, you may have, in fact, three different firms providing the security— Carolyn Kilpatrick: Okay, thank you. Kenneth Mead: —each hired by a separate airline. Hearing: Review of ATC Reform Proposals, Committee on Transportation and Infrastructure, February 10, 2016. Transcript Witnesses: Mr. Paul Rinaldi, President, National Air Traffic Controllers Association Written Testimony Mr. Nicholas E. Calio, President and Chief Executive Officer, Airlines for America Written Testimony Mr. Ed Bolen, President and CEO, National Business Aviation Association Written Testimony Mr. Robert Poole, Director of Transportation Policy, Reason Foundation Written Testimony Timestamps and Transcripts {13:00} Bill Shuster: A key reform in this bill takes the ATC out of the Federal Government, and establishes a federally chartered, independent, not-for-profit corporation to provide that service. This corporation will be governed by a board representing the system’s users. {17:55} Bill Shuster: But I just want to say that August of this year, Canadians will launch their first satellites into space, and by the end of 2017, they will have over 70 satellites launched. They will have their GPS system up in space. Currently, today, we can only see 30 percent of the airspace on our current technology. When they deploy those 70 or so satellites, they will be able to see 100 percent of the airspace in the globe, the Canadians. I am told there’s already 15 or 16 countries that have signed up for their services. So Canadians, the NAV CAN, and their partners, they’re developing this system. I believe they are going to become the dominant controller of airspace in the world. They’re going to be able to fly planes over the North Atlantic and over the Pacific, straighter lines, closer together, more efficiently; and that’s when we’re going to really see our loss in leadership in the world, when it comes to controlling airspace and being the gold standard. {19:10} Bill Shuster: Again, this corporation we’re setting up is completely independent of the Federal Government. This is not a government corporation, a quasi-governmental entity, or a GSE. It is not that. The Federal Government will not back the obligations, the financial obligations, for this corporation. The corporation will simply provide a service. {27:27} Pete DeFazio: We’re talking about an asset—no one’s valued it—worth between $30 billion and $50 billion that will be given to the private corporation free of charge. That’s unprecedented. There have been two privatizations: one privatization in Canada—they paid $1.4 billion; it was later found that it was undervalued by about $1 billion. I believe in Britain they paid a little over $1 billion for it. We’re going to take a much larger entity, controlling a lot of real estate, some in some very expensive areas like New York City, and we are going to give it to a private corporation, and the day after they establish, they can do with those assets whatever they wish. They can sell them, and we have no say. {30:11} Pete DeFazio: If someone controls the routes, and they control the conditions under which you access those routes, and they control the investment in the system itself, which means maybe we don’t want to invest in things that serve medium and small cities—they aren’t profit centers; why should we be putting investment there—you know, we are keeping control of the airspace? I guess there’s some technical way we’re keeping control of it, but none of that will be subject to any elected representative. {1:00:05} Ed Bolen: Our nation’s air traffic control system is a monopoly, and it will stay a monopoly, going forward. The airlines, for 30 years, have been lobbying Congress so that they can seize control of that natural monopoly and exert their authority over it. We think that is a fatally flawed concept. The public airspace belongs to the public, and it should be run for the public’s benefit. Do we really think that, given control of this monopoly, the airlines would run it for every American’s benefit? Reading the headlines over the past year would suggest that’s probably not the case. ‘‘Airline Consolidation Hits Small Cities the Hardest,’’ wrote the Wall Street Journal; ‘‘Justice Department Investigating Potential Airline Price Collusion,’’ wrote the Washington Post; ‘‘Airline Complaints on the Rise’’ was a headline in the Hill; ‘‘Airlines Reap Record Profits and Passengers Get Peanuts.’’ That appeared in the New York Times this past weekend. {1:02:30} Ed Bolen: We’re talking about giving them unbridled authority to make decisions about access, about rates, charges, about infrastructure. This is a sweeping transfer of authority. {1:31:12} Don Young: Will the gentleman yield? Let’s talk about the board.Bill Shuster: Certainly. Don Young: You got four big airlines board members. Bill Shuster: Right. Don Young: NATCA now is supporting it. And I question that, by the way. I fought for you every inch of the way, and we want to find out what is behind that. General aviation has one. Unknown: Two. Don Young: Two? Unknown: General aviation has two. Don Young: OK, two. Where’s the other one? Bill Shuster: Two to the government. Don Young: Two—and who are they going to be? Do we have any input on that? No. We do not. The president has—— Bill Shuster: The Department of Transportation will have it. Don Young: The president. And we’re the Congress of the United States. I’d feel a lot better if we were to appoint them. Why should we let a president appoint them? This is our job as legislators. If we’re going to change the system, let us change it with us having some control over it, financially. And the board members should be appointed from the Congress. I am not going to give any president any more authority. That is the wrong—we have done this over and over again. We give the president—we might as well have a king. I don’t want a king. Hearing: Airport Security Wait Times, House Homeland Security Committee, May 25, 2016. Witness: Peter Neffenger, Administrator of the Transportation Security Administration (TSA) Timestamps and Transcripts {09:20} Bennie Thompson: In fiscal year 2011, there were approximately 45,000 TSOs screening 642 million passengers. In FY 2016, TSA had 3,000 fewer TSOs screening roughly 740 million anticipated passengers, almost 100 million more passengers and 3,000 fewer screeners. {11:11} Bennie Thompson: TSA should have access to all of the aviation security fees collected by the flying public to bolster security. Yet, the passage of the Budget Act of 2013, TSA is required to divert $13 billion collected in security fees toward the deficit reduction for the next 10 years. This year alone, 1.25 billion has been diverted. {29:40} Michael McCaul: And finally, do you support—well, I can’t say—do you support the concept of expanding TSA’s pre-check program, which, I think, would move a lot of people in the long lines into the pre-check lines, which, I think, would solve many of these problems as well.Pete Neffenger: Absolutely. In fact, that’s one of my fundamental priorities is to dramatically expand the pre-check population and dramatically expand the capability to enroll people in pre-check. {48:30} Pete Neffenger: Right now we do not seem to have trouble meeting our recruiting targets. We have a large pool of people that have been pre-vetted. That’s why we were able to rapidly begin to hire that 768 because we had a large pool of available applicants that had been screened that were looking for work. I still want to work on bringing more of that back in house than is currently done. As you know, we work through a private contractor to do our hiring and recruiting right now. {49:53} Mike Rogers: I plan to introduce legislation to transform TSA from an HR nightmare to a security-focused organization by reforming and greatly expanding the Screening Partnership Program. Having worked on these issues for more than a decade, I’ve seen that TSA can do a mission when it’s given a clear, succinct mission. My bill is going to allow more airports to hire qualified private contractors, capable of managing day-to-day operations, and make TSA the driving force to oversee intelligence-based security strategies. {1:41:30} Buddy Carter: You and I have spoken before about privatization, and as you know, in full disclosure, I’m really big on privatization. Atlanta and the bigger airports are indicating to us, or at least to me, that it’s beyond the scope of a bureaucracy to be able to do this, and I just don’t get a warm and fuzzy feeling that you’re embracing privatization here. Congress passed the Screening Partnership Program. Tell me what you’re doing to implement that? We need to get to a point where you’re on the other side of the table; you’re asking the questions and overseeing this as opposed to being here answering the questions from us.Pete Neffenger: We’ve made a lot of changes to streamline that process. I was concerned that it takes a long time because it has to go out on bid, it has to go out on contract and the like. I have said repeatedly that the law allows for this. I will work with any airport that’s interested. In fact, I have directed airports like Atlanta to go out and talk to San Francisco because that’s the only large category x airport that has a contracted screening force, and we’ll continue to work with them. I think that there are things that we can do. We are somewhat hampered by the way the federal acquisition rules work. Remember, that’s a workforce that’s contracted to the Federal Government, not through the— Buddy Carter: Hold on. I don’t mean to interrupt you, but I want to know. You say you’re hampered. I want to know how I can help you to become unhampered, if that’s a word. Pete Neffenger: Well, as I said, we follow the contracting rules under the Federal Government contracting requirements. It’s a contract to the Federal Government, so I want to make sure that it’s fair and is open competition and you have to give people the opportunity to participate in that. We’ll work with anybody who wants to do that. Buddy Carter: Well, understand that I want to work with you so that we can streamline that process. I still don’t get the feeling that you’re embracing it, and I want to know what you’re doing to encourage it, to the privatization of it. Pete Neffenger: Well, again, it’s up to the airport to determine whether they want to do it. We advertise its availability, we make available information about it. There’s a screening private partnership office that manages that. Additional Sound Clips Video: People Lay on the Floor at JFK Airport as Police Team Search, Daily Mail, August 21, 2016. Video: JFK Airport Shooting Evacuation After Shots Fired JFK Terminal, YouTube, August 15, 2016. Television News Clip: JFK Airport Scare, CBS New York, August 14, 2016. Television News Clip: Nightmarish Lines Continue At Airport Security Checkpoints, CBS Chicago, May 16, 2016. Television News Clip: Passengers Stranded at O'Hare Airport Due to Long TSA Lines By John Garcia and Laura Podesta, ABC News Chicago, May 16, 2016. Television News Clip: Drones Interfere With Wildfire Battle in California, CBS This Morning, July 20, 2015. Television News Clip: American Airlines Passengers Stuck on Tarmac for Several Hours, ABC News, March 2, 2015. Additional Reading Article: Scenes From the Terrifying, Already Forgotten JFK Airport Shooting That Wasn’t By David Wallace-Wells, New York Magazine, August 15, 2016. Article: FAA Reauthorization Protects Weather Observer Program, Spokane International Airport, Aviation Pros, July 14, 2016. Article: Senate Overwhelmingly Passes Bipartisan FAA Bill Without Air-Traffic Control Privatization By Andy Pasztor, The Wall Street Journal, April 19, 2016. Article: FAA Seeks To Cut Airport Weather Observers By Elaine Kauh, AVWeb, February 5, 2016. Article: Republican House Measure Seeks Independent Air-Traffic Control Board By Andy Pasztor, The Wall Street Journal, February 3, 2016. Article When Retirement Becomes a Crisis By Joseph Coughlin and Luke Yoquinto, Slate, February 2, 2016. Article: The Disturbing Truth About How Airplanes Are Maintained Today By James B. Steele, Vanity Fair, December 2015. Article: Union: Chronic Shortage of Air Traffic Controllers a Crisis By Joan Lowy, PBS Newshour, October 14, 2015. Article: TSA Body Scanner Lobbyist Now Overseeing Spending on TSA Security By Lee Fang, The Intercept, May 27, 2015. Press Release: Appropriations Committee Releases Fiscal Year 2015 Homeland Security Bill, The U.S. House of Representatives Committee on Appropriations, May 27, 2014. Article: ‘Naked Scanner’ Maker OSI Falls After Losing TSA Order By Jeff Plungis. Bloomberg, December 6, 2013. Article: FAA Plan to Terminate Airport Weather Observers Raises Travel Safety Concerns By Jason Samenow, The Washington Post, May 1, 2013. Article: Airlines Reluctant to Pay $6.6B for NextGen Air Transportation System By Jill R. Aitoro, Washington Business Journal, April 9, 2013. Article: Efforts Grow To Convince Airlines Of NextGen Worth By John Croft, Aviation Daily, October 5, 2012. Article: This Week in History: Ronald Reagan Fires 11,345 Air Traffic Controllers By Cody Carlson, Deseret News, August 5, 2012. Article: Obama Signs Bill Ending Partial FAA Shutdown By The CNN Wire Staff, CNN, August 5, 2011. Article: Everything You Need To Know About the FAA Shutdown In One Post By Dylan Matthews, The Washington Post, August 3, 2011. Article Congress Heads Home Without Extending FAA Funding By Ashley Halsey III, The Washington Post, August 2, 2011. Article: Partial FAA Shutdown Cripples Operations for Third Day By Ashley Halsey III, The Washington Post, July 25, 2011. Article: New Air Traffic Control System At Crossroads By Joan Lowy, Yahoo News, July 5, 2011. Article: Fear Pays: Chertoff, Ex-Security Officials Slammed For Cashing In On Government Experience By Marcus Baram, The Huffington Post, November 23, 2010. Article: The Airport Scanner Scam By James Ridgeway, Mother Jones, January 4, 2010. Article: DHS and TSA Have Researched, Developed, and Begun Deploying Passenger Checkpoint Screening Technologies, but Continue to Face Challenges, U.S. Government Accountability Office, October 7, 2009. Additional Information Open Secrets: Representative Bill Shuster Career Profile 9-11 Commission Report, National Commission on Terrorist Attacks Upon the United States, July 22, 2004. Chapter 1: "We Have Some Planes" Reports FAA Continues To Face Challenges in Ensuring Enough Fully Trained Controllers at Critical Facilities, Federal Aviation Administration, U.S. Department of Transportation, January 11, 2016. Federal Civil Aviation Programs: In Brief By Bart Elias, Congressional Research Service, December 16, 2013. Music Presented in This Episode Intro & Exit: Tired of Being Lied To by David Ippolito (found on Music Alley by mevio) Cover Art Design by Only Child Imaginations

Rick Durden started flying in junior high school. He became a flight instructor during his first year of college and helped pay for college and law school by flight instructing and hauling air freight.  Holding an ATP with type ratings in the Douglas DC-3 and Cessna Citation 500 series. Rick splits his time between practicing aviation law and as an editor of Aviation Consumer magazine and AVweb, the Internet aviation magazine.  Rick has been a volunteer pilot for LightHawk, a public benefit flying organization that supports conservation efforts in North and Central America for 25 years and is also the author of the book The Thinking Pilot's Flight Manual or, How to Survive Flying Little Airplanes and Have a Ball Doing It, Vol I. Volume 2 will be released shortly.   You can also leave a comment for Rick , just below the show notes for this episode and for the other guests, on their pages at http://www.inspiredpilot.com

Jeb Burnside from the UCAP Podcast. Tells us about his time in working in Congress, his time as Editor-In-Chief at Avweb and Aviation Safety and some reflections about UCAP.

This poem has been around the internet a while and probably on paper longer. Just a quick search I found it on AvWeb in 2006 and on an Airline forum in 2003. Another had posted it again this year and it made my smile so I thought I'd recored it here. I got bored and added the links in below.T'was the night before Christmas, and out on the ramp,Not an airplane was stirring, not even a Champ.The aircraft were fastened to tie downs with care,In hopes that -- come morning -- they all would be there.The fuel trucks were nestled, all snug in their spots,With gusts from two-forty at 39 knots.I slumped at the fuel desk, now finally caught up,And settled down comfortably, resting my butt.When the radio lit up with noise and with chatter,I turned up the scanner to see what was the matter.A voice clearly heard over static and snow,Called for clearance to land at the airport below.He barked his transmission so lively and quick,I'd have sworn that the call sign he used was "St. Nick."I ran to the panel to turn up the lights,The better to welcome this magical flight.He called his position, no room for denial,"St. Nicholas One, turnin' left onto final."And what to my wondering eyes should appear,But a Rutan-built sleigh, with eight Rotax Reindeer!With vectors to final, down the glideslope he came,As he passed all fixes, he called them by name:"Now Ringo! Now Tolga! Now Trini and Bacun!On Comet! On Cupid!" What pills was he takin'?While controllers were sittin', and scratchin' their heads,They phoned to my office, and I heard it with dread,The message they left was both urgent and dour:"When Santa pulls in, have him please call the tower."He landed like silk, with the sled runners sparking,Then I heard, "Left at Charlie," and "Taxi to parking."He slowed to a taxi, turned off of three-oh,And stopped on the ramp with a "Ho, ho-ho-ho..."He stepped out of the sleigh, but before he could talk,I ran out to meet him with my best set of chocks.His red helmet and goggles were covered with frost,And his beard was all blackened from Reindeer exhaust.His breath smelled like peppermint, gone slightly stale,And he puffed on a pipe, but he didn't inhale.His cheeks were all rosy and jiggled like jelly,His boots were as black as a cropduster's belly.He was chubby and plump, in his suit of bright red,And he asked me to "fill it, with hundred low-lead."He came dashing in from the snow-covered pump,I knew he was anxious for drainin' the sump.I spoke not a word, but went straight to my work,And I filled up the sleigh, but I spilled like a jerk.He came out of the restroom, and sighed in relief,Then he picked up a phone for a Flight Service brief.And I thought as he silently scribed in his log,These reindeer could land in an eighth-mile fog.He completed his pre-flight, from the front to the rear,Then he put on his headset, and I heard him yell, "Clear!"And laying a finger on his push-to-talk,He called up the tower for clearance and squawk."Take taxiway Charlie, the southbound direction,Turn right three-two-zero at pilot's discretion"He sped down the runway, the best of the best,"Your traffic's a Grumman, inbound from the west."Then I heard him proclaim, as he climbed through the night,"Merry Christmas to all! I have traffic in sight." Author Unknown

Mike Busch, the Savvy Aviator tells us about the early days of Avweb, his Savvy Aircraft Maintenance Management program, his aircraft maintenance webinar and announces the launch of the SavvyAnalysis website.

We talk this time with Jeb Burnside about aviation safety. Jeb is an editor at Belvoir Publications, the folks who bring you Aviation Safety Magazine (of which Jeb is editor), KitPlanes, AvWeb, Aviation Consumer, IFR, IFR Refresher, and Light Plane Maintenance. Many of you know him as a third of the regular occupants of the Uncontrolled Airspace Podcast's virtual hangar. He's also a longtime pilot.Jeb's website is at http://www.jeburnside.com/, where there's a pretty complete account of the partial engine failure in he experienced in 2003 along with pictures.You can reach him at jeb@uncontrolledairspace.com.