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Volume 25, Number 29a
July 16, 2018
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Doc Cleared For Passenger Flights
Russ Niles

The FAA has cleared Doc, one of two flying B-29s, for passenger flights and they’ll start at the Heavy Bomber Weekend in Madison, Wisconsin, on July 20. Doc will be at AirVenture 2018 but so far no ride program has been announced. The big bomber has been on the airshow circuit for more than a year but only as a performer. Operators of such aircraft typically offer rides as a revenue generator for keeping the thirsty and maintenance-heavy warbird in the air. Until Thursday, the FAA insisted that only mission-critical crew be on board but finally approved the Living History Flight Experience program proposed by Doc’s Friends, the organization that owns and operates the aircraft.

The flight experience includes attendance at a crew briefing and a discussion of the historical role the aircraft type played in the Second World War and Cold War. Passengers then board the plane for the engine start and runup before taking off on a 30-minute flight. Ticket packages in Madison range from $600 to $1500. The low end of the range will get one of six seats in the rear of the fuselage and $1500 buys the bombardier’s seat in the glass nose of the iconic aircraft.



Hawaii Passes Bill To Decriminalize Airport Violations
Kate O'Connor

The governor of Hawaii signed a bill removing criminal penalties for many airport violations last week. Prior to the bill’s passing, Hawaii was the only state where violations unrelated to airport security could result in criminal misdemeanor charges. Many local and national pilot groups have been working toward decriminalization legislation, with AOPA calling it the organization’s “top legislative priority in Hawaii.”

“Even the smallest infraction can result in a misdemeanor charge, a gratuitous punishment that can have wide-ranging consequences in a person’s life, particularly in the case of pilots,” EAA wrote in a letter (PDF) in support of the bill. Examples given of actions that could result in criminal penalties included keeping a bicycle or golf clubs in a hangar or leaving an aircraft in the wrong parking spot.

The final text of the bill stated that the legislature found the criminal penalties for violations of some categories of airport rules to be “excessive and disproportionate,” citing the long-term effects a criminal conviction could have on an individual’s professional licenses, security clearances and career. The bill replaced misdemeanor penalties with civil penalties not to exceed $500 for everything except violations of airport security measures.

Teaching By Ambush
Jeff Parnau

I had an instructor who had a teaching technique unlike any other instructor I’ve flown with. Let’s call it teaching by ambush.

On this particular flight, we were in a non-pressurized twin, repositioning it to pick up our passengers. It was a cold morning, and I was a complete newbie to the multi-engine training. My instructor had no need for a copilot, and certainly not for a student, but the owner of the airplane felt it made passengers more comfortable if there were two people in the front.

I was in the left seat for the repositioning flight (free, loggable ME time). Shortly after takeoff, I could hear the dissonance of the engines going out of synch. I loudly asked, "What’s that?” (I confess to having used more colorful language in posting the question.) “Identify! Dead foot dead engine.” And thus, a flight lesson was commencing.

I was already well behind the cranial power curve. I had no idea what she was talking about. Like much of my training at that point, I was in the middle of a flight lesson that did not follow a lesson brief: What are we going to do, and how do we do it?

You can probably imagine the sequence of events that followed. She walked me through the process of confirming the failed engine, pulling back the throttle and mixture controls on that side, trimming to overcome the imbalanced thrust, etc. It was all SOP. Except, I had never read about MEL SOP.

This was to be a very short flight on a very cold morning. We had a minute or two to discuss what had gone wrong, and how we would attempt to correct it. She explained that I forgot to check something. Was the fuel turned off for one of the engines before we departed?  Which engine? The one that failed? Why didn’t I spot that before we departed? What should I do to attempt a restart?

And then, the show began. Fuel on. Mixture rich. Prop full. Power cracked. Primer. Starter. It didn’t start. We had barely warmed it up before takeoff, and it sputtered to idle during our climbout. So, for the next 10 minutes, my lesson in multi-engine management transitioned into “What happens when you generate a true engine failure while teaching how to manage an engine failure?”

Eventually, she started the engine and I was free to “relax” for the pickup at a nearby airport. I was then demoted to the status of passenger, regardless of the unwitting respect I might receive from the folks in the rear seats.

As you may have deduced, the “lesson” here was that the “instructor” turned off the fuel to one of the engines, either on the takeoff roll or immediately thereafter. But I did, in truth, learn a lot about “how to teach flying” during this circus. This was not how.

What did I learn? I learned that an arrogant instructor has a serious personality flaw. I learned that there is no logic or practicality in a one-hour flight lesson, because that lesson may require more than an hour pre-brief. I learned that it is wrong to present a “surprise” flight lesson.

On the day of that flight, I was ambushed by my instructor, humiliated for not knowing what she assumed I knew, and frightened at the thought of flying a multi-engine piston airplane. This was not the only arrogant, wild-west instructor I would meet. Eventually, about three decades after this incident, I decided to get my CFI, and to focus on effectively communicating with my students.  An example: When I teach aborted takeoffs, I explain that on this flight, I will be opening the door during your takeoff roll. You will need to decide whether to abort the takeoff, or continue and return for a landing. This airplane flies well with a door cracked. If you see that we don’t have enough runway to stop, you will need to continue the takeoff. Do you get that?

On a future lesson, I might remind the student that he or she should always be prepared to abort a takeoff. Saying no more than that, I might unhinge it, and I might not. I might do it at a point where the takeoff must continue, and I might not. But there will be no flat-out ambush.

European ADS-B Mandate Won't Be Met
Russ Niles

Many European operators say they won’t meet the European Aviation Safety Agency’s June 7, 2020, ADS-B mandate and EASA seems to be getting ready to cope with the patchwork of compliance that will result. “The retrofit of the complete European fleet is just impossible at this point in time to be completed in 2020,” Jurgen Lauterbach, manager of corporate aircraft purchasing at Lufthansa, told an industry workshop on July 4. “We will not be ready, it’s not possible, we’d like to support the project, no doubt about that, but we need to start with reliable plans from now,” Avionics Today reported. Only about 20 percent of the airline fleet is equipped now and EASA appears to be facing that reality.

Agency officials told the workshop that it wasn’t backing up the mandate but that it would work with non-compliant operators to get them in the system. That will likely include giving exemptions in exchange for firm plans for equipage. That’s in contrast to the FAA’s attitude about its Jan. 1, 2020, ADS-B mandate. The agency insists there will be no breaks for anyone who doesn’t meet the deadline.

Quest Kodiak 100 Flight Trial
Larry Anglisano

With its second-gen Series II Kodiak 100, Quest Aircraft reaches higher into the upscale turbine market. For 2018, the Kodiak has a more refined interior, upgraded Garmin avionics, plus an option for Aerocet two-piece carbon water floats. The company is also expanding its dealer support network, catering to Part 135 charter ops with specialty missions. In this video, Aviation Consumer Editor Larry Anglisano takes a close look at the new Kodiak 100 with Mark Brown, Kodiak's chief demo pilot. Filmed along the Connecticut River in Eastern Connecticut.


Top Letters And Comments, July 13, 2018
AVweb Staff

On the Way to OSH: U.S. Air Force National Museum

Thank you, Tom. Like you, I was a young admirer of the B-70. Today as an engineer that admiration has only strengthened. I remember the last (and only) time I saw this magnificent machine in person. Fifteen years ago, I spent two days at the museum. On the afternoon of the second day I stood under the nose of the B-70 looking at the signature of test pilot Joe Cotton below the cockpit. A docent approached and said, "You know, Joseph comes in here every once in a while and he stands right where you are and looks up at the airplane." If you're planning to visit Dayton I'd allow three days to see everything. Study up by all means but understand that nothing can prepare you for what you'll experience once you step inside.

Kim Hunter

Good article, Tom. I agree 100% with your assessment that the Air Force museum is a must see for any pilot. I was fortunate to spend a day there recently and did not see the full collection. The B-70 was my favorite as well. As a young teenager, I was fortunate to see it fly at an airshow at Carswell AFB in Fort Worth, Texas. That same day we came across an SR-71 left unguarded in a hangar. They both looked like something out of a sci-fi movie and it made a lifelong impression on me. Another great exhibit at the museum is the collection of former Presidential aircraft (Air Force One) from Franklin Roosevelt through JFK. You can walk through each to see how the Commander in Chief's personal plane has evolved. The museum has literally something for everyone from WWI biplanes to the space shuttle, all housed in air-conditioned comfort. Just take a good pair of walking shoes and your camera.

John McNamee

The Pilot’s Lounge #136: Ready for OSH?

"There's no need to tanker fuel to OSH; it's easy to buy it there and the price is not outrageous." But be sure you have enough fuel to execute your Plan B, C, D which may include some time spent in the holds while they drag that RV with a collapsed nosegear off the runway & do a FOD check ;).

Brock Boss

ForeFlight Introduces New ADS-B Receiver

You forgot to mention that the device can ONLY update and connect to The ForeFlight app. It is interesting and sad how ForeFlight develops hardware that is only compatible with their own software while all others (Seattle avionics with their Merlin device) are open to every EFB out there. Personally, I despise this type of Apple-style business model. Makes me wonder if they are worried about losing out on this market or if they are trying to push out the competition.

Phil Maschke

FAA Proposes New Bird-Strike Test Rules

Yeah, sure. Somebody please be sure to get the word out to the bird population: only one raptor per engine.

Tom Yarsley

Lycoming 'When can an engine give you 200 extra flying hours?'
Vaping Pilot Triggers Emergency Descent
Russ Niles

Air China will take a “zero tolerance” approach to its investigation of a first officer’s apparently bungled attempt to sneak an in-flight vape aboard one of its Boeing 737s last Tuesday. The FO is reported to have meant to shut off the air recycling system aboard the aircraft while it was at cruise to cover his tracks. Instead, he killed the air conditioning and that triggered a pressurization alarm that released the cabin oxygen masks and prompted an emergency descent. Once the cockpit crew figured out what happened, the switches were moved to their appropriate positions and the Boeing happily inflated itself again. That’s where the pilots may have made their biggest mistake, however

With the masks still dangling from the overhead consoles, they climbed back to their assigned altitude and continued to their destination of Dalian from Hong Kong. But those masks, once activated, use a chemical reaction to generate oxygen for about 15 minutes, normally plenty of time to get an airliner down to breathable air in a pressurization emergency. That means the crew elected to carry on the flight without at least some of the mostly full aircraft’s emergency oxygen supply, a serious breach of the regs and likely to involve some government investigation. There were 153 passengers and nine crew aboard.

Industry Round-up, July 13, 2018
AVweb Staff

This week, AVweb’s news roundup found reports of a new aerobatics show at Oshkosh, the purchase of four simulators by Kent State University, a facility upgrade for Pro Star Aviation and new authorized dealers for Whelen Engineering aircraft lighting products. With AirVenture 2018 right around the corner, Aero Sport Power has announced that aerobatic performer Kyle Fowler from Rocky Mountain House in Alberta, Canada, will make his Oshkosh debut this year. Fowler, who is sponsored by Aero Sport Power, flies a 1986 Long EZ homebuilt. The exact times and dates of his performances have yet to be determined.

Alsim has sold two AL250 and two AL172 simulators to Kent State University. The simulators will be installed in the university’s new 18,000-square-foot Aeronautics Academic Center, which is scheduled to open in mid-2019. Also with new facilities, Pro Star Aviation LLC announced that it has successfully moved into its newly constructed hangar at Manchester-Boston Regional Airport (MHT) in Londonderry, New Hampshire. Pro Star is also celebrating its 20th anniversary.

Finally, Florida-based Gulf Coast Avionics and Pacific Coast Avionics, located in Oregon, have been appointed authorized dealers of Whelen Engineering exterior and interior aircraft lighting products. The companies will begin selling will Whelen lighting solutions immediately.

Picture of the Week, July 12, 2018
A sunset flight with Kyle Bushman, his 1943 N3N-3, and good friend Bryan Harper outside of Creswell, Oregon. The photoship was piloted by Jonathan Apfelbaum. Copyrighted photo by Distant Thunder Aviation Photography, LLC/Julia Apfelbaum.

See all submissions

Trump Buzzed By Paraglider
Russ Niles

A 55-year-old man has been arrested in Scotland after a Greenpeace protester flew a powered parachute within a few hundred feet of U.S. President Donald Trump on Saturday. The unidentified man is accused of buzzing the crowd watching as Trump toured his golf resort in Turnberry. The pilot unfurled a banner that read “Trump Well Below Par” before buzzing away. Trump and his security detail headed for the resort building hurriedly on foot as the paraglider passed as close as 200 feet of the president. Greenpeace immediately took responsibility for the stunt, which could have had a lot worse consequences for the pilot than the charges he potentially faces.

It took authorities about 24 hours to track the alleged pilot down. The protest was an embarrassing security breach and a clear violation of the TFR that follows Trump wherever he goes. The incident took place as thousands of British residents took part in protests and marches in opposition to the president’s two-day visit to the U.K., which precedes his summit with Russian President Vladimir Putin on Monday.


Ryanair Passengers Hospitalized In Emergency Descent
Russ Niles

At least 33 passengers on a Ryanair flight to Croatia were treated in hospitals for bleeding ears, mouths and noses when the packed Boeing 737-800 was put into an emergency descent for a pressurization problem. The aircraft was carrying 189 passengers when it dove for breathable air early in the flight from Dublin to Zadar. The aircraft dropped 26,000 feet in seven minutes and then landed normally at Frankfurt-Hahn Airport. All the passengers who went to the hospital were released on Saturday.

Meanwhile, many of the other passengers were critical of the airline, saying it failed to provide accommodations, food and other forms of support. Ryanair said it would have put them up in hotels but there weren’t enough rooms available and while some got military cots, some had to sleep on the floor at the airport. “Customers boarded a replacement aircraft which departed to Zadar the following morning and Ryanair sincerely apologized for any inconvenience,” Ryanair said in a statement.

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General Aviation Accident Bulletin

AVweb’s General Aviation Accident Bulletin is taken from the pages of our sister publication, Aviation Safety magazine, and is published twice a month. All the reports listed here are preliminary and include only initial factual findings about crashes. You can learn more about the final probable cause in the NTSB’s website at Final reports appear about a year after the accident, although some take longer. Find out more about Aviation Safety at

April 8, 2018, Lowville, N.Y.

Cirrus SR22

At about 1653 Eastern time, the Canadian-registered airplane was substantially damaged during a hard landing following deployment of its airframe parachute. The Canadian-certificated private pilot and two passengers were not injured. Instrument conditions prevailed; the flight operated on an IFR flight plan.

The airplane was in cruise at 9,000 feet MSL, 1,000 feet above clouds, when ATC requested a temporary heading change. After the flight was cleared back on course, the pilot reportedly had difficulty configuring the autopilot. By the time he returned his attention to the flight instruments, the airplane was descending out of control through clouds. The pilot also reported the glass panel’s depicted horizon did not appear correct. The pilot activated the Cirrus Airframe Parachute System.

The airplane descended via parachute and landed upright in a field, sustaining substantial damage. After all occupants egressed, wind gusts filled the parachute and inverted the airplane.

April 9, 2018, Scottsdale, Ariz.

Piper PA-24-260 Comanche 260

The airplane was destroyed when it impacted terrain at about 2048 Mountain time, shortly after taking off. The airline transport pilot, student pilot and four passengers were fatally injured. Night visual conditions prevailed. The inbound flight earlier that evening was the pilot’s first in the airplane.

Video surveillance footage appeared to indicate the airplane’s wings were rocking during and shortly after lifting off from Runway 3. A traffic camera about a half-mile northwest of the end of the departure runway recorded the airplane in a left bank. As the turn progressed, the bank angle increased and the airplane started to descend. The wings became nearly vertical and view of the airplane was lost. A witness did not hear any unusual sounds or see the airplane emitting smoke, fire or vapors, and stated the engine’s sound was typical.

April 15, 2018, San Antonio, Texas

Wittman Tailwind Experimental

At about 1032 Central time, the airplane impacted terrain. The solo commercial pilot was fatally injured; the airplane was destroyed during a post-impact fire. Visual conditions prevailed.

A friend of the pilot reported the flight’s purpose was to accumulate additional time on an overhauled engine installed in September 2017. A witness saw the airplane flying at about 1,500 feet AGL with no appreciable engine issues. As he continued to watch the airplane, its engine began to “struggle” for about 10 seconds before a total loss of power. The witness remarked that the airplane was already engulfed in flames as it descended rapidly into terrain. The airplane impacted in a 20-degree nose-down attitude.

April 15, 2018, Colorado Springs, Colo.

Cessna T210 Turbo Centurion

The airplane lost engine power during a visual approach at about 1048 Mountain time. The pilot made a forced landing in a residential area three miles from the airport. During the landing, the airplane struck an embankment and was substantially damaged. The pilot and one passenger were not injured, but another passenger received a serious injury. Visual conditions prevailed.

The airplane was at 9,500 feet MSL when its engine lost power. The pilot switched to the right tank and the engine regained power. The pilot climbed back to 9,500 feet. The engine lost power again, resulting in the forced landing. Examination revealed the left tank was empty, but the right tank contained 25 gallons of fuel.

April 15, 2018, Crozet, Va.

Cessna 525 CitationJet

At 2054 Eastern time, the airplane was destroyed when it impacted terrain. The solo private pilot was fatally injured. Night instrument conditions prevailed; the flight was not operating on an IFR clearance.

While flying a relatively short route, the airplane climbed to 11,500 feet MSL before descending to 4,300 feet at 2044. The airplane remained at 4,300 feet MSL until 2053, when it entered a descending left turn. Radar contact was lost at 2054. Weather recorded about 13 miles northeast of the accident site included wind from 020 degrees at four knots, visibility of 2˝ miles in rain and mist, and broken clouds at 700 feet. The pilot did not contact Flight Service or DUATS for the accident flight.

This article originally appeared in the July 2018 issue of Aviation Safety magazine.

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