Touring Machine Company

A recent Opinion by the FAA Office of the Chief Counsel, changes my understanding of when you can file an IFR flight plan. I had been under the impression that both the plane and a pilot had to be IFR rated to file and fly under IFR, but his opinion states,

The FAA has issued an advisory circular that provides aircraft owners, operators, and pilots operating aircraft under Title 14 of the Code of Federal Regulations (14 CFR) part 91, with information for removal of paper aeronautical charts and other documentation from the cockpit through the use of either portable or installed cockpit displays (electronic flight bags (EFB)). It can be found at this link.

It references AC 120-76A that defines the EFBs that it references.

It’s not very long so you should read it, but the relevant part is as follows:

The in-flight use of an EFB/ECD in lieu of paper reference material is the decision of the aircraft operator and the pilot in command. Any Type A or Type B EFB application, as defined in AC 120-76A may be substituted for the paper equivalent. It requires no formal operational approval as long as the guidelines of this AC are followed.

Foreflight supports these three GPS units at this time. They all retail for around $99.

Bad Elf GPS for iPad

Nobody has anything bad to say about it. Rated 4 or 5 stars by all but one or two people on Amazon and Sporty’s. I’ve used this one in two planes and it works fine. The only downside is that it is attached to the iPad, so it gets in the way if the iPad is mounted sideways in the Cherokee.

Buy it at Sporty’s or Amazon.

Dual Bluetooth GPS for iPad

Buy it at Sporty’s or Amazon.

A couple of people on Amazon had problems with their first unit, but not with the replacement. Otherwise absolutely no complaints about the performance.

They liked the glare shield mat. A firmware update fixes the problem with getting a signal above 25,000′.

GNS 5870 with Bluetooth

Buy it at Sporty’s or Amazon.

Lots and lots of people complained about how hard it is to turn off and on. It also turns on in your flight bag so you have a dead battery when you go to use it. Lots of people had trouble keeping it synched. The suction cup mount doesn’t work so it slides around on the glareshield.

Foreflight website Update: 6/1/2011 – we have added another external GPS to our list of supported devices – the XGPS150 from Dual. We prefer this Dual bluetooth device over the GNS 5870.

A recent Opinion by the FAA Office of the Chief Counsel, changes my understanding of when you can file an IFR flight plan. I had been under the impression that both the plane and a pilot had to be IFR rated to file and fly under IFR, but his opinion states,

Q: What do you get when you cross an ape with a pilot?
A: An ape with a big watch.

The FAA publishes lots of interesting info, but sometimes it’s hard to find. So I’m reposting this email for your edification.

Runway Status Lights Are Coming to an Airport Near You
Notice Number: NOTC3171

Runway Status Lights

What Are Runway Status Lights?
Runway Status Lights (RWSL) are a series of red in-pavement lights that warn pilots of high-speed aircraft or vehicles on runways. They operate independently of Air Traffic Control. Runway Status Lights have two states: ON (lights are illuminated red) and OFF (lights are off) and are switched automatically based on information from the airport surface surveillance systems. RWSL will improve airport safety by indicating when it is unsafe to enter, cross, or takeoff from a runway.
 
The RWSL system has two types of lights. Runway Entrance Lights (RELs) are installed at taxiways and Takeoff Hold Lights (THLs) on runways.
 
Runway Entrance Lights
Runway Entrance Lights (RELs) are a series of red in-pavement lights spaced evenly along the taxiway centerline from the taxiway hold line to the runway edge. One REL is placed before the hold line and one REL is placed near the runway centerline. RELs are directed toward the runway hold line and are oriented to be visible only to pilots entering or crossing the runway from that location. RELs that are ON (illuminated red) indicate that the runway ahead is not safe to enter or cross. Pilots should remain clear of a runway when RELs along their taxi route are illuminated. Lights that are off convey no meaning.
 
The system is not, at any time, intended to convey approval or clearance to proceed into a runway. Pilots remain obligated to comply with all ATC clearances, except when compliance would require crossing illuminated red RELs. In such a case, the crews should hold short of the runway for RELs, contact ATC, and await further instructions.   
 
Takeoff Hold Lights
The Takeoff Hold Light (THLs) system is composed of red in-pavement fixtures in a double row on either side of the runway centerline lighting. Fixtures are focused toward the arrival end of the runway at the “Line Up and Wait” point and extend in front of the holding aircraft beginning 375’ beyond the runway threshold and extending for 1,500’. Illuminated red lights provide a signal, to an aircraft in position for takeoff or rolling, that it is unsafe to takeoff because the runway is occupied or about to be occupied by another aircraft or ground vehicle. THLs that are ON (illuminated red) indicate that the runway ahead is not safe to takeoff. Pilots should refuse takeoff clearance if THLs are illuminated. Red THLs mean do not takeoff. Whenever a pilot observes the red lights of the THLs, the pilot will stop or remain stopped. The pilot will contact ATC for resolution if any clearance is in conflict with the lights. Lights that are off convey no meaning. The system is not, at any time, intended to convey approval or clearance to takeoff. Pilots must still receive an ATC clearance to takeoff. 
  
RWSL are in operation at DFW, SAN, LAX, BOS, and MCO. The system will be operational at PHX, IAH, SEA, IAD, and LAS in 2012 and will be installed at 23 major airports nationwide by 2016.
 
Pilots are encouraged to learn more about RWSL at: http://www.faa.gov/air_traffic/technology/rwsl/

See this Notice in living color at https://www.faasafety.gov/files/notices/2011/Aug/RWSL.pdf
 

The note beside this Class Delta airspace says See NOTAMs/Directory for Class D/E (sfc) eff hrs. From the A/FD AIRSPACE: CLASS D svc (1400–0400Z‡) other times CLASS G. Unfortunately, this isn’t as clear as it seems. The entire Class D airspace (to 2,700′ MSL) doesn’t revert to Glass G because as the AIM states:

3.1.3.a When overlapping airspace designations apply to the same airspace, the operating rules associated with the more restrictive airspace designation apply.

So the airspace above 1,200′ is going to be Class E. This part is fairly obvious if you think about it. What’s not obvious is that at the end of the section of the AIM on Class D airspace it says:

3.2.5.b2 At those airports where the control tower does not operate 24 hours a day, the operating hours of the tower will be listed on the appropriate charts and in the A/FD. During the hours the tower is not in operation, the Class E surface area rules or a combination of Class E rules to 700 feet above ground level and Class G rules to the surface will become applicable. Check the A/FD for specifics.

The A/FD doesn’t really go into specifics but it will indicate whether the airspace reverts to Class E or G.

I can’t find any mention of the change in the FARs, but it could be there.

Notice that there is an extension to the Class Delta surface area. From the AIM 3-2-6.e.2

There are Class E airspace areas that serve as extensions to Class B, Class C, and Class D surface areas designated for an airport. Such airspace provides controlled airspace to contain standard instrument approach procedures without imposing a communications requirement on pilots operating under VFR.

The extension always Class E.

Pipistrel has introduced a 4-seat electric aircraft. The Taurus G4 holds four people in twp pods with a center mounted engine. Aero News has a good article about the details.

The design of this UAV isn’t particularly unusual, but its construction method is. It was printed on a 3d printer. Engineers at the University of Southampton designed and printed the craft.

And here’s one that I saw on the ramp this weekend. It’s Burt Rutan’s Boomerang. Tres Clements is flying it now after getting it back in flying condition. A team of volunteers brought it back to flying condition after nine years in storage. Tres did most of the restoration work on the airframe and Ryan Malherbe put in a whole new panel. Their story is here.

You’re supposed to say the first part of this to all passengers, especially examiners. The last part just makes sense to me.

As PIC I am responsible for the safety of the passengers and the safe operation of the aircraft. Please keep your seatbelt tightly fastened at all times during the flight. The harness slides into the buckle and by pulling on the buckle you can release both. You can remove the shoulder restraints during the flight, but I don’t recommend it. You can adjust your seat now, but do not adjust it during the flight, unless you ask first, because it can slide rapidly forward or backward. The door latches at the top. I’ll make sure it is latched before we take off. If there is an emergency and we need to leave the aircraft, push the latch forward and then pushing up on the lever in the door to open it. Do not leave the plane while the engine is running. Do not touch anything during the flight, especially do not grab the yoke to steady yourself if we encounter turbulence. Yours is connected to mine. The only thing in the front that you can touch is the air vent on the side of the door. If you are hot or starting to become airsick, turn it so that the outside air streams over your face. Look ahead at a point. Airsick bags are in the glove compartment. We are flying under Visual Flight Rules, which means that we are responsible for seeing and avoiding other aircraft. If you see a plane, please point it out to me using the hands of a clock as reference. We also get help in locating other aircraft and get instructions from ATC over the radio. If you hear talking on the radio, stop talking.

§ 91.107 Use of safety belts, shoulder harnesses, and child restraint systems.

(a) (1) No pilot may take off a U.S.-registered civil aircraft…unless the pilot in command of that aircraft ensures that each person on board is briefed on how to fasten and unfasten that person’s safety belt and, if installed, shoulder harness.

(a) (3) …each person… must occupy an approved seat or berth with a safety belt and, if installed, shoulder harness, properly secured about him or her during movement on the surface, takeoff, and landing.

Runway Heading

The magnetic direction that corresponds with the runway centerline extended, not the painted runway numbers on the runway. Pilots cleared to “fly or maintain runway heading” are expected to fly or maintain the published heading that corresponds with the extended centerline of the departure runway (until otherwise instructed by ATC), and are not to apply drift correction; e.g., RWY 4, actual magnetic heading of the runway centerline 044.22°, fly 044°.

I knew we aren’t supposed to apply drift correction when flying headings, but I didn’t know we were supposed to fly the actual runway heading not the runway number.

Sources: Pilot Controller Glossary
and Instrument Procedures Handbook.