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ADS-B and TCAS will be disrupted during the whole month of September according to a NOTAM covering the U.S. Southeast. The FAA is warning all pilots flying from Virginia to Florida for the month of September that ADS-B and TCAS will be "unreliable" because of "military activities." The NOTAM was posted less than 24 hours before it was to take effect on Sept. 2 and gives only vague descriptions of what might happen. It also covers some of the most heavily traveled air corridors in the country and the announcement appears to have been a surprise to everyone who uses the routes outside of the military. NBAA is among the first to complain. "NBAA has voiced its concern to the FAA that these sort of significant impact tests need much more notice to operators in the NAS," the association said in a notice on its website.

The NOTAM says that the warning extends as far as 200 nm offshore but doesn't say precisely how the equipment might be affected. The NOTAM says that TCAS might fail to establish tracks on nearby aircraft and may not see aircraft that would normally trigger a TCAS resolution. It also says the first indication of nearby traffic might be a resolution alert. "False alerts are not expected to be generated by this military activity and any alerts shall be treated as real," the NOTAM says. To make up for when the TCAS may or may not be working, pilots "are advised to maintain an increased visual awareness in this area" and if they think they almost hit something without the TCAS activating to report the incident to ATC.

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NBAA this week filed its formal response to a recent announcement from the U.S. Environmental Protection Agency that it wants to regulate carbon emissions from airplanes. NBAA said it is not opposed to new regulations, but wants them to be standardized across the globe. The International Civil Aviation Organization already is working to develop a worldwide standard for aircraft emissions, with a study and a meeting in the works for next year. “Aviation is a global industry that regularly moves across regulatory boundaries,” NBAA said. “Arbitrarily setting a higher standard [in the U.S.] will have significant negative consequences that could result in a patchwork of uncoordinated standards, stifle innovation, increase costs, and harm U.S. exports.”

“As with nearly every aviation standard, coordinated implementation across all of ICAO's member states helps to ensure compliance while reducing confusion and unintended market impacts,” NBAA said in its comments. Also, the EPA’s aircraft-emissions policy should focus on improvements in the efficiency of operations, modernization of the air traffic control infrastructure, investment in new technology (including alternative fuels), and market-based measures, NBAA said. The EPA says aircraft are the single largest greenhouse-gas-emitting transportation source not yet subject to greenhouse-gas-emission standards. Aircraft operating from the U.S. emit 29 percent of GHG emissions from all aircraft globally, 3 percent of the total GHG emissions in the U.S., and 0.5 percent of total global GHG emissions, according to the EPA.

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The Legacy 450 business jet, an all-new mid-light design featuring fly-by-wire technology and sidestick controls, is now FAA-certified, the company announced on Monday. The jet was first certified in Brazil, a few weeks ago. Deliveries will start in the fourth quarter of this year, the company said. The jet has a top speed of Mach 0.83 and a range of up to 2,575 nm, and seats up to nine in the cabin. “The digital controls [in the cockpit] produce a smoother flight, improve performance, and reduce pilot workload,” said Marco Tulio Pellegrini, CEO of Embraer Executive Jets, in a news release.

The 450 is powered by two Honeywell HTF 7500E turbofan engines. The cockpit is equipped with a Rockwell Collins Pro Line Fusion avionics suite with four 15-inch LCD displays and a synthetic-vision system. A head-up display and enhanced-vision system are optional. The first delivery will take place from Embraer’s facility in Melbourne, Florida, according to Reuters. The mid-size Legacy 500, which shares much of the same design as the 450, started deliveries last year. At the NBAA convention in Orlando last year, Pellegrini talked with AVweb Editor-in-Chief Russ Niles about the new jet; click here for the video. The 450 sells for about $17 million.

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Researchers from NASA have been experimenting with a 150-year-old photography technique that captures dramatic images of the shock waves created when airplanes fly at supersonic speeds. The images, which NASA posted online last week, reveal the effect of supersonic flight on the air-density gradient. Simple equipment is used to capture the images, which then are subjected to advanced processing techniques developed by NASA to create the final result. The images will be used to validate or improve current designs and techniques, said Brett Pauer, manager for the project at NASA’s Armstrong Flight Research Center, in California. The goal, he said, is to help create future prototype low-boom aircraft.

images: NASA

The technique, known as schlieren imagery (for the German word for “streaks”), was developed in 1864 by German physicist August Toepler. He used the method to reveal images of very weak sound waves at the threshold of hearing. Schlieren imagery was later used by Ernst Mach and his team in their studies of shock waves. In these images, researchers digitally removed the desert background, then combined and averaged multiple frames to produce a clear picture of the shock waves. The airplane is a T-38C from the Air Force Test Pilot School.

As part of its Fly Safe campaign aimed at general aviation pilots, the FAA on Tuesday posted information and links about the effect of drugs on flying skills — including prescription and over-the-counter medications, as well as illegal drugs. A 2011 study by the FAA found that 42 percent of toxicology reports from pilots who died in crashes showed the presence of some kind of drug or medication. Most of those drugs were not illegal, and the most common ones were antihistamines. While the NTSB seldom cites these drugs as a causal factor in fatal crashes, the FAA says pilots should be aware that even common medicines — and the interaction of multiple drugs — can impair performance.

The FAA said pilots should assume that any drug that warns against operating machinery or motor vehicles, or performing tasks that require alertness, will impair their ability to fly, even in simple aircraft like a glider or a hot-air balloon. Also, prescription drugs may impair pilot capabilities, and doctors may not emphasize this to a patient, especially if the doctor is unaware you are a pilot. Medications taken in combination can cause side effects that may not be expected. Pilots should consult their Aviation Medical Examiner or a Regional Flight Surgeon if they have any questions about the safety of their medications, the FAA said. They also should read labels and be sure to let their doctors know they fly. More information, advice, and links are posted at the FAA website.

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Daily news comes fast and furious in the aviation world, but some stories deserve a second chance to reach your eyeballs. Below are stories you may have missed recently.

Premier Aircraft, a well-known Florida aircraft sales and modification house, is offering a diesel 172 with a diesel conversion. AVweb took a test flight in it recently and prepared this video report.

Kitplanes magazine editor Paul Dye is a former NASA flight director, but he's also a passionate homebuilder, currently working on a Dream Tundra.  At AirVenture 2015, he gave us his six top reasons for joining the homebuilt community.

Lockheed Martin Flight Services is stepping up UAS awareness with its recently introduced unmanned traffic management (UTM) service.  Aimed at increasing situational awareness when it comes to sharing the airspace with commercial drone operations, UTM includes an evolving set of functions and services — including a simplified and automated UAS NOTAM filing process, online graphics (which show their operating position and altitude) — plus plans for future services in preparation for a growing number of drone operations.  In this podcast, Aviation Consumer editor Larry Anglisano speaks with Lockheed Martin's chief architect Mike Glasgow about UTM and what it means for pilots and UAS operators.

Jeff Herold has helped to establish a new nonprofit group, the Catalina Island Aviation Foundation, to preserve and promote the island's traditional air show, which is held above the harbor at the tourist mecca of Avalon, 26 miles off the California coast.  Organizing a show on a small, remote island comes with unique challenges, and Herold explains to AVweb's Mary Grady why he thinks it's well worth the effort.

Elliot Seguin, who works as an engineer at Scaled Composites by day and designs and flies his own racing planes at night, won this year's Spirit of Flight Award, given by the Society of Experimental Test Pilots at EAA AirVenture.  After flying home to Mojave, Sequin talked with AVweb's Mary Grady about what it meant to him to win the award, what he's working on now, and a glimpse of what's coming up on the horizon.

AVweb is the world's premier independent aviation news resource, online since 1995. Our reporting, features, and newsletters are brought to you by:

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I get a certain perverse pleasure out of fishing for stupidity and not to make light of my fellow aviators’ misfortunes, the Grand Banks of stupidity is found in the NTSB accident database. Here, you will find a vast and ever varied trove of trained, government-certified airmen enlisting the aid of perfectly serviceable airplanes to commit appalling acts of incompetence.

Some of these are truly 10-9 random events that no one could have avoided, but just as many are palm-slap-to-forehead triple gainers into an empty pool. That suggests there really ought to be a check box on the NTSB 830 form that says “What The ^%& Was I Thinking?” The honest and self-aware among us should admit that in a long flying career, we’ve come perilously close to our own entry in the Darwin sweepstakes once or twice. Maybe more. I certainly know I have and, unfortunately, quite recently. And not for a reason I would have ever imagined possible. On any metric of stupid acts, the guys who let an airplane they’re propping get away from them are your 90th percentile in brain numbness. How hard is it to keep this from happening, right? Yet it happened to me and I’m still not certain why. On to the gory details.

Propping is an act that tempts fate in the way that dancing on thin ice or squirting lighter fluid on smoldering charcoal does. I have a love-hate relationship with the process. I love it because it means I’m about to fly an airplane reduced to its most basic elements; no farting around with master switches, batteries, lights, glass gizmos and all the other peripherals that don’t relate to just flying. I hate it because as much as I realize the previous sentence is utter bulls&^t, no matter how careful you are, propping is flat out dangerous for reasons I needn’t enumerate.

I am, therefore, obsessively careful when propping. I double chock the wheels, tie down the tail and I’m acutely aware of throttle and switch position before I touch the prop. And as a crusty old instructor whose name I have forgotten taught me 40 years ago, I always assume the mags are hot. And I never, ever pull the prop through to clear the cylinders with the throttle wide open, whether the switch is hot or off, whether it’s tied down or with someone in the airplane. I’d rather let it sit until the next day than take that risk. Last, if I have a choice, I don’t use the self-serve pumps so I can avoid at least one start cycle. I call the fuel truck or use the gas cans in the hangar. Like an extra $1.60 on a fill-up isn’t worth avoiding propping a hot engine?

Yet when you fly an old airplane like our Cub and you fly alone, you make certain compromises. You can’t, contrary to what’s wisely recommended, have an experienced hand in the cockpit to handle the switch and throttle. That means you have to reposition the prop with the mags hot between swings or else do a hell of a lot of walking. No one I know does that. Where to stand when propping is negotiable. I like to stand in front because that’s what I learned and my swing through ends with a vigorous backwards step. Some people like to prop from the rear, standing between the strut and prop; others stand to one side. Whatever works. It’s a comfort-level thing that I don’t think matters much in the absolute.

All airplanes have a propping personality of sorts and all are probably different. Our Cub, with a 75-hp Continental conversion, likes two shots of prime and three pull throughs with the switch off. Then it will start on the second or third blade when the switch goes hot. A cracked throttle gives it a brisk enough idle to run with a will. But the day it got away, it didn’t behave that way. Ten blades into the effort, not even a pop. Odd.

Switch off, another shot of prime and a couple of pull throughs. Switch back on, throttle cracked and it fired on the first blade. Then came the surprise. After a shaking, snorting idle, it roared to, if not full power, pretty close to it. No risk to me, I was 10 feet away and to one side. But the Cub jumped the chocks and headed straight for the shade hangars across the alley for a line of new sun hangars. Would have made it, too, but the tail tie did its job and stopped it cold, but not without pulling the hangar door off its track, which is how the tie was secured. By the time I got around to snap the throttle back to idle, it was already at near idle. WTF? (And by the way, I know the trick of turning the fuel off for starting; wouldn’t have made a difference here.)

I ran this scenario by a couple of friends, both of whom suggested the extra shot of prime may have caused this. But that’s not possible. Engines need fuel and air to generate power and one without the other generates nothing. In other words, to roar up to near full power, the throttle had to be open or at least more than cracked. How it got that way, I haven’t a clue. Just as I always do, after the prime, I pushed it back to the closed stop, then cracked it off the stop. I know I didn’t intentionally advance the throttle beyond that, but it sure as hell got advanced somehow. I was the only mook on the ramp.

The reason it jumped the chocks is that we have several pairs; a jet-sized pair normally used for starting and a smaller set that goes in the baggage compartment. That set was missing, so I used another small set in the hangar because I knew I’d need them for starting at the field where I was planning some photography and wanted to take them with me. Those chocks, clearly too small, went to the scrap heap and I replaced them with a pair suitable for securing an F-18 at takeoff thrust. These consume the entire baggage compartment, but desperate times call for desperate measures. Also, returning home with unsoiled underwear has a price that might include no room in your already minimal baggage compartment.

Other than the bigger chocks, I haven’t changed anything about how I prop the airplane much. I can’t be any more careful with the throttle and switch because prior to this fiasco, I was being as consciously careful as I knew how. One small change, I guess. I discovered that the engine will start with the throttle fully closed. It kicks over in a clanky idle that keeps the impulse coupling banging away, but it runs and it’s altogether less frantic.

Summing all this up, more good than bad came of it. We got a set of ass-kicking chocks and the hangar door, which used to be slightly off kilter and stiff to operate, now works better than ever. Best of all, thanks to a presciently placed length of ¾-inch Dacron, I avoided becoming just another hapless mullet in the NTSB’s remorseless list of idiocy. Close may count only in horseshoes and hand grenades, but I’m gonna go with this: It counts in propping, too.

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Pratt & Whitney's venerable PT-6 turbine is one of the marvels of aviation.  But like everything else in aviation, it requires overhaul.  In this engaging video, AVweb's Paul Bertorelli gives us a tour of Continental Motors' United Turbine division, which specializes in the PT-6.

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The Garmin Flight Stream wireless data hub connects the Pilot tablet computer app with a variety of onboard avionics systems, including the Garmin GTN and GNS panel navigators and the GDL88/84 ADS-B transceivers.  In this video, Aviation Consumer editor Larry Anglisano, along with Garmin's Jessica Koss, goes flying with the system in the company Cirrus for a  hands-on demo.

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EAA's Give Flight program has five sets of kit wings under assembly on the AirVenture grounds this week. Ron Wagner explains that they will go to five EAA chapters across North America with the goal of launching flying clubs.

Avidyne's IFD540/440 || Buy It, Fly It, Love It!

EAA this week announced it will fund a $25,000 innovation prize that aims to encourage the development of new ideas to help reduce the number of loss-of-control accidents in the GA fleet. Sean Elliott, EAA's vice president for advocacy and safety, talks with AVweb's Mary Grady about the rationale behind the prize, the results he is hoping for and how you can participate.

What Everybody Ought to Know About the CGR-30P from Electronics International

We caught up with Swift Fuels' Chris D'Acosta at AirVenture to discuss the latest developments in the quest for a viable 100LL replacement.  D'Acosta also brought us up to speed on his company's efforts toward providing low-octane fuels for underserved portions of the current GA fleet.

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