Seeing Where Bird Strikes are a Threat

By Scott Spangler on November 24th, 2014 | What do you think? »

bam-1Bird strikes are perhaps the greatest unappreciated risk pilots face. There are a number of reasons for this, but among the primary contenders is the fact that most strikes result in expensive airframe and powerplant repairs rather than catastrophic conclusions. There was some attention paid to this important topic after some geese put US Airways Flight 1549 down in the Hudson River, but with no loss of life, that attention quickly faded.

The the threat remains, and it’s growing larger. A joint report from the FAA and US Department of Agriculture’s Wildlife Services, Wildlife Strikes to Civil Aircraft in the United States 1990-2013, notes that the number of reported strikes has increased more than six-fold, from 1,851 in 1990 to a record 11,315 in 2013. Birds accounted for 97 percent of them. The number of US airports where strikes occurred also increased over the same period, from 331 to 649.

Look at almost any airport listed in the Airport/Facility Directory, and its remarks will probably note: “Birds on and invof arpt.” No pilot would accept a weather report this vague, so why do they accept it for wildlife? And why is a pilot’s education lacking in wildlife knowledge? Do you know when and at what altitude most bird strikes occur?

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Droning on About UAS

By Robert Mark on November 19th, 2014 | 1 Comment »

drones-mashable

Dear Reader / Listeners – You now have the option to listen to The Aviation Minute podcast or read the text below. If you receive Jetwhine via e-mail, you can click here to listen as well.

At the risk of droning on about a topic my pals David and Max at the UAV Digest show are getting tired of hearing, I just think it’s time to come clean. I really do think drones, UASs, or RPVs or whatever you want to call them, are really pretty incredible technology. And like David and Max, I think their future is set in stone … even here in the United States.

There is just one teensy little piece of the conversation that drone builders and operators seem to be avoiding in the constant push to let the drones fly. How do we safely separate remotely-operated drones from people-carrying airplanes?

We expect a new rule on commercial drones from the FAA by year’s end. But my guess is that will only cover the barest minimums like operations below 400 feet and within line of sight of the operator. Those kinds of model-airplane like guidelines might work too if drones keep well clear of airports.

But what about the rest of the million or so drones sold around the world in the past few years, the ones that seem to be flying closer and closer to airplanes and airports? Read the rest of this entry »

Changing Aviation Interest & Participation

By Scott Spangler on November 10th, 2014 | What do you think? »

This past week the mailman delivered a reason to think about my unknown but rapidly approaching expiration date. Thanking me for my four decade membership tenure, EAA offered me a three-figure rebate if I bought a four-figure lifetime membership.

The numbers didn’t work out to my benefit. Weeks away from the conclusion of the first year of my seventh decade of repetitive breathing, I’ll count myself lucky if I’m still breathing 20 years from now. If that happens, family history suggests that something other than aviation will probably capture my daily interest.

And I’m okay with that. Thinking about it further, my aviation interest, which began in 1958 when I was 5, motivated me to participate, which I started in 1976 by earning my private ticket. Since then my participation, subject to more pressing priorities, has been less than continuous, but I’m thankful for every hour in my logbook.

As much as I’d like to add more entries in that log, to have at least one more adventure that involves a stick and rudder, I accept that this possibility diminishes with each day I breathe. And I’m okay with that, too. Preparing for my final days has taken precedence, but my interest in aviation, as it has since I was 5, will sustain me.

Of greater concern is the interest and participation of the generations that follow, and how aviation as an industry will adapt to their demographic nuances. If EAA’s rebate offer is any example, it will not fare well because the baby boomers in charge are making generation-centric decisions that are disconnected from the generations that are succeeding us.

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Time to Give ATC an “Atta Boy”

By Robert Mark on November 4th, 2014 | What do you think? »

Heurta

Dear Reader / Listeners – You now have the option to listen to the Aviation Minute podcast or read the text below. If you receive Jetwhine via e-mail, you can click here to listen as well.

Time to Give ATC an “Atta Boy”

Most aviation stories only seem to find their way on to the desks of those of us who devour industry news or consider themselves true aviation geeks, except when it’s about an accident, especially one involving an airliner. Those stories can remain in the public eye for weeks or even months.

In late September though, a local Chicagoland story made it to the front pages … and it had absolutely nothing to do with an accident. September 26th was the day a deranged Harris Corp employee – a guy I won’t dignify by mentioning his name – contracted to work for the FAA at Chicago’s massive enroute ATC center in Aurora Illinois reported for work in the early morning hours and went right to his mischief. Shortly after reporting for work about 5 am, he ignited a fire that demanded the building be evacuated. Unfortunately, in addition to lots of center radio frequencies going dead, the fire also destroyed much of the enroute ATC system radar and radio infrastructure. That meant hundreds of airplanes and thousands of people sat on the ground around the nation eventually while the FAA tried to figure out what to do next.

Surprising to many people, me included actually, the FAA brought center traffic back at ZAU, the center’s identifier … slowly at first by sending hundreds of controllers to nearby terminal radar facilities like O’Hare, Rockford, South Bend, Milwaukee and dozens of others. They also sent another few hundred people to adjoining centers like Minneapolis, Kansas City, Cleveland and Indianapolis where traffic was kept moving … slowly.

No doubt the cost to the airlines for the delays and cancellations was massive as was the inconveniencing of hundreds of thousands of airline and business aviation passengers. But it all worked … and it all worked safely.

I think it’s time to recognize the men and women of the FAA, the National Air Traffic Controllers Association and the Professional Aviation Safety Specialists and everyone else who worked around the clock to restore ATC service in a mere two weeks.

To all of the FAA controllers and PASS technicians and yes, probably even a few managers who probably haven’t heard it yet, thank you. Thank you for getting air traffic moving again in Chicago and around the country. And thank you for working without a safety net or even a plan for the most part.

If you find yourself flying through Chicago Center’s airspace one of these days, or those adjoining centers that lent a hand to make this work too, be sure and say “Nice job fixing that ZAU mess guys. We appreciate what you did.”

I’m Rob Mark. See you next time.

Caught In the (P-61) Black Widow’s Web

By Scott Spangler on October 27th, 2014 | What do you think? »

Image16zxcA side benefit of visiting Reading, Pennsylvania, where two of my wife’s three sons (and 6.5 of her 11.5 grandchildren) reside is catching up on the Mid Atlantic Air Museum’s restoration of its P-61 Black Widow. When I first saw the airplane in 1995, just before we got married, its bent and corroded pieces were not long removed from a New Guinea mountaintop where it crashed during World War II. As we approach our 20th anniversary, the P-61 is on its gear and ever closer to flying again.

There aren’t words to describe my attraction to this airplane. With a lifelong affinity for aircraft of this era, America’s first purpose-built, 4,000-hp night fighter that’s as big as a B-25, caught my attention as a youngster. Another part of it is its rarity. Northrup built 750 of them. Only four survive worldwide, all of them in museums. MAAM’s will be the only one destined to fly again. An equal measure of attraction is the unrelenting passion and determination of the volunteers who have spent decades to achieve that goal by restoring the airplane, complete with all of its systems, and returning the Widow to its intended environment—the sky.

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Have You Seen a Baumann Brigadier?

By Scott Spangler on October 13th, 2014 | What do you think? »

As the photo here shows, it looks like an old Aero Commander, and when I first saw this photo that was my initial identification. And then I noticed that the tail feathers were lower, and that the horizontal stab didn’t have the Commander’s dihedral, and, oh yeah, it has pusher props.

Knowing me as a dedicated airplane geek, a friend at Addison Airport sends me photos of airplanes that catch her attention and asks me to tell her more about them. The Baumann Brigadier stumped me, and after nearly a half-day of research online and in my library, I had to admit defeat.

A coworker she next shared the photo with was able to identify the airplane, and he provided the Wikipedia link. In our e-mail exchange, we wondered if any examples of the airplane still exist. Only two prototypes were built, and a search of the FAA registry provided no joy. Neither did an afternoon dedicated to finding an example on museum display.

So I’m turning to the collective knowledge of JetWhine’s legions of fellow airplane geeks. Have you seen a Baumann Brigadier, and where can you still see one?

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Chasing Ghosts at NAS Brunswick Maine

By Scott Spangler on October 1st, 2014 | What do you think? »

IMG_3899On Monday, September 29, I completed a lifetime quest of visiting all 50 states by chasing ghosts at Brunswick Executive Airport (BXM), the former Naval Air Station Brunswick Maine. I chose it because my late father, a naval aviator, served here as an SB2C Helldiver (below) pilot at the war’s end. In seeking the ghost of my dad’s aviation past I wandered unmolested with the ghost of aviation’s present and saw glimpses of what may be the ghost of aviation’s future.

The Navy commissioned NAS Brunswick in 1943, two years before my dad arrived with his squadron, which was transferred from NAS Fallon Nevada when the bomb made the invasion of Japan unnecessary. I didn’t take the time to explore each of its 1,487 acres, but I found no evidence from my father’s aviation era. The ghost of aviation present speaks with a loud silence on the airport’s parallel 8,000-foot runways and 103 acres of taxiways and ramps that were once covered with P2v Neptunes and then P-3 Orions. No one was flew during my afternoon sojourn, and the only airplanes I saw were two Cirrus SRs and four amateur-built experimental aircraft tied down around the the old Navy tower and ops building. The only people I ran into was the lineman/counterman at the FBO and a steady stream of moms and their offspring at the daycare center. This, I think, could be the ghost of aviation’s future.

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Flying a Seaplane

By Robert Mark on September 29th, 2014 | 13 Comments »
@jetwhine discovers seaplane flying

The classroom was a 150 hp PA-12 Super Cruiser on floats

How many times during an airline pre-takeoff briefing have you heard the flight attendant say, “In the event of a water landing …”

Trust me, there ain’t no such thing as a water landing in an airplane with traditional landing gear.

 

An airplane touching down on the water is a crash plain and simple … EXCEPT, when you’re learning to fly a seaplane like I did last week. My instructor, Tom Brady at Traverse Air near KTVC, probably thought there were a few times when my efforts were a bit crash like, but luckily I improved enough to pass the checkride a few days after we started. Not bad for an old guy.

@jetwhine discovers seaplane flying

Not much need to look at the panel very often

I first became fascinated with the idea of these aircraft after visiting a seaplane mecca a few years ago in Vancouver where I spent the afternoon watching floatplanes of all sizes come and go. Then a local Jetwhine reader here in Chicago, Dave Montgomery, offered up some encouraging nudges until I knew I needed to make room for this in my schedule. Last week I did with my friend Matt Desch. We arrived in TVC for five hours of training in this PA-12 Super Cruiser. For a guy who’s become pretty comfortable with a glass cockpit, this was a pretty simple airplane to work with. A stick, a throttle and a couple of basic instruments. We never did turn on the radio.

Before the first lesson, CFI Tom Brady mentioned that Matt and I would never again look at water the same way. That turned out to be true. The preflight alone was different … especially for a guy like me who can’t swim.

We learned there’s a difference between glassy water and the surface when there’s even just a minor wind. Who would have thought taking off and landing on glassy water was actually more challenging than when there’s a breeze? Plow taxiing now makes sense, as does realizing when the airplane’s on the step. We learned how to take off from a confined space … seaplane talk for a short field. Water rudders? I thought those were a bit like water wings at first, but I learned when to use them and when to make sure I retracted them. Finally, there came the realization that when the engine quits on a seaplane, those floats add more drag than even I was prepared for at first. This is all the book learning part of course.

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Aviation Writers I Read

By Robert Mark on September 22nd, 2014 | 6 Comments »

Note to the World’s Best Readers / Listeners – You now have the option to listen to the Aviation Minute podcast or read the text below. If you receive Jetwhine via e-mail, you can click here to listen as well. 

I wouldn’t be much of an aviation writer if I didn’t read. And I don’t think you can be much of an aviation enthusiast if you don’t read either, so I do my part by strumming through a bunch of aviation magazines, online pubs and a couple of newspapers each week to stay in touch with the industry. Here are some of the folks I read, no matter what they write. You’ll also find most of them on Twitter.

I’ve known most of them for years so trust me, if you have the opportunity to say hi at a show when you see them, don’t be shy. They all like to schmooze about the industry no matter where you come from … except maybe for helicopters. I’m not sure they count since we all really know those things fly using wires and magic anyway.

rob, dan & Jon at MDW

author with Dan Webb (C) & Jon Ostrower (R) at MDW

Jon OstrowerThe Wall Street Journal – I first learned about Jon when he started writing his 787 blog. Right from the start I realized he had a flare for digging deep for the inside details on every single issue relevant to the extra years it took Boeing to kick that new bird of theirs out the door. He spent a few years at Flight Global before heading out the door to DC to work for the WSJ. There’s even a pic around the net somewhere of Jon at his first AirVenture sporting a Jetwhine button. I have to find that one. @jonostrower

Molly McMillianThe Wichita Eagle – Molly’s one of the few working journalists who still covers aviation for a general readership newspaper, The Wichita Eagle. Really nice, smart lady. Find her on Twitter @mmcmillin   

Matt Thurber – Aviation International News & Business Jet Traveler - Matt’s a versatile writer, pilot and even an A&P technician so he’s the guy I go to with nuts and bolts questions when I get stuck. And the guy writes 24 hours a day I think since his byline is everywhere.

Tom HainesAOPA Pilot’s – Tom’s the soft spoken editor of AOPA Pilot magazine and the guy who gets to file some of the coolest pilot reports around, so I’m extremely envious. Despite the fact that he flies a Bonanza rather than a Cirrus, I still respect him a bunch. He also hosts AOPA Live, every week, another cool job. @tomhaines29

Pia

Flying’s Pia Bergquist

Pia BergqvistFlying – I remember back in the old days when Pia worked in PR at Cessna. She gave me my first demo ride in a Cessna Corvalis before she moved on to Flying magazine. She loves the Cirrus like I do and there is no truth to the rumor that I only admire her because she’s Swedish. I’m half on my dad’s side. @piapilot

John CroftAviation Week – John’s Av Week’s safety geek so we see eye to eye on many things in this industry, although AvWeek gives him way more space each week to write than I do at AINSafety … not that I’m complaining Charlie, just comparing. We actually met up at a safety conference in DC some years back when he introduced himself only by his Twitter handle, @avweekjc

Mike CollinsAOPA Pilot’s Technical Editor - Mike earned my undying admiration when he came to Chicago a few years ago to shoot the photos for an AOPA Pilot story I wrote about flying the L-39 at Gauntlet Warbirds at KARR. We flew in January and Mike spent half a morning hanging out of the back of a T-6 shooting the photos. The way he was dressed, he looked like a big bear at the back end of that airplane. He also climbed on board an MU-2 for a quick ride around the world earlier this year. What a guy. Read the rest of this entry »

The Bottom Line on Airline Reclining Rage

By Scott Spangler on September 15th, 2014 | 1 Comment »

There are many ways to look at the recent spate of passenger confrontations resulting from one reclining into the knees and face of another. The confrontations have been occurring for years, ever since the airline MBAs started shrinking the seat pitch, the distance between rows, and width. They are news now because the stories are sensational and easy to report, and they seem to be more common because flight crews are tired of dealing with these confrontations, so they are resolving them with unscheduled landings, which shares the physical pain with everyone on board and the economic pain with everyone who flies the airlines.

Others, such as the New York Times, has examined one of the underlying causes of airline reclining rage. “The Problem With Reclining Airplane Seat Design” provides the specifics on what any airline passenger has known for years: today’s airline seats are not designed to accommodate the full range of human dimensions. It introduces us to Dr. Kathleen Robinette, an Oklahoma State University professor who was the lead author of 2002’s Civilian American and European Surface Anthropometry Resource. A U.S. Air Force project conducted with a consortium of 35 organizations, it measured the bodies of 4,431 people in America, the Netherlands, and Italy.

The report has become the go-to source for seat designers who, the article said, assume that their designs will accommodate almost everyone if they dimension it for a man in the 95th percentile. Being vertically over endowed, I’m in the 5 percent the designers exclude, in league with women. While seats short me in leg room, females are shorted on width. Collecting dimensions from the world’s airlines, SeatGuru.com shows that the average airline seat is 17-18 inches wide, adequate for the 17.15-inch span of the 95th percentile North American male. The 95th percentile North American female measures 19.72 inches. Exacerbating the airline space conflict is the reality that the shoulder width of most humans is greater than their hips.

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Flying Car Variable Not Considered: Demand

By Scott Spangler on September 1st, 2014 | What do you think? »

Over the past century dreamers have invested in their vision of a flying car. There’s a good catalog of them in a recent New York Time article, “Why We’re Not Driving the Friendly Skies.”

Expanding on the article’s headline, the author, Stuart F. Brown, steps through the engineering challenges of melding the particular demands of aerial and terrestrial transportation in a single vehicle. Then there are the FAA type and production certification requirements and the federal highway safety requirements.

Then there’s pilot certification, and the reality that flying cars will transition from earth to sky not from roads but at airports. “A final impediment to swarms of flying cars filling the skies is the existing air traffic control system, which isn’t set up to keep track of low-flying aircraft that don’t have a flight plan and may impulsively change course.”

And here the author falls victim to the variable few flying car dreamers seem to consider: demand. Are there really enough rich people willing to invest mid-six-figures in a VFR vehicle of middling aerial performance? And will they invest the time and money to earn the pilot certification needed to operate it?

The answers to these questions can be derived from the decades long decline in student pilot starts and the car selling points ads touting new cars have focused on for the past few years. In short, not only are people not interested in learning to fly, they are growing too busy to drive.

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Superior to Build Aviation Utopia in China

By Scott Spangler on August 18th, 2014 | What do you think? »

Idealists in 18th and 19th century America founded a number of utopian communities. Falling victim to their cultural and social ideals, they rarely lasted into the 20th century, and in the 21st century the Amana Colonies, Shakers, and Oneida Community, among others, are historic tourist destinations. Some may see it as an aviation utopia, but given its scope and thoughtful integration of elements, the recently approved Superior Aviation Town is a purposeful and pragmatic utopia with a better than good chance of long-term survival.

As Superior Group CEO Tim Archer described the town and its components, my initial impression changed. A global interface and cultural translator might be a more apt description than utopia. Located about 11 miles east of Beijing Capital International Airport, the 1,236-acre town will be built around the executive airport’s 7,800-foot runway (with a second runway planned for the future). Dedicated exclusively to business and general aviation, it should be operational in about three years.

The executive airport will be tower controlled with ILS and GPS instrument approaches. It will be surrounded by a GA manufacturing center, duty-free zone, exhibition center, living facilities, and a flying club. It will be the model for similar towns the group foresees as China’s GA infrastructure. More importantly, the towns will mitigate the differences between Chinese and Western cultures, said Archer. Here, it seems, is the key to the project’s success.

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AOPA’s 152 Reimagined

By Robert Mark on August 7th, 2014 | 56 Comments »

152 jetwhine.comNote to the World’s Best Readers / Listeners – You now have the option to listen to the Aviation Minute podcast or read the text below. If you receive Jetwhine via e-mail, you can click here to listen as well.

One obstacle to learning to fly these days is that so many of the GA training fleet is old … and many definitely look their age. It wasn’t that long ago that I cancelled a nighttime demo flight for a prospective student because I noticed that some of the old Cessna’s interior lights were inoperative. And early Cessnas didn’t offer much cockpit lighting to begin with to see the instruments.

Then I found a few bruises outside that had been covered with Duct-Tape and I just said no. A few years earlier, I’d tried to check out in an old Piper down in Florida that looked like it hadn’t been washed in 20 years. It flew OK, but after spending the money to fly it, I decided to pass on putting my family into it.

I’m not the only instructor nor renter that’s ever faced this situation either.

I was pretty excited last week to see a canary yellow Cessna 152 sitting outside of the south door of the AOPA building at AirVenture. The airplane was part of AOPA’s 152 reimagined project to encourage more people not only to learn to fly, but to also get back into the air at a relatively low cost. The airplane at Oshkosh had been rebuilt inside and out … new paint, new interior – even those cheapie plastic parts Cessna used were all new. The engine had been rebuilt and reset to zero time and the airplane had new Garmin avionics including a GPS installed.

This practically new Cessna 152 can be had for $99,000, or $89,000 for a Cessna 150. AOPA chose Aviat in Afton Wyoming to handle the refurbishment work and you can pick the color scheme when you order one. Read the rest of this entry »

AirVenture Reflections: Contraction, Consolidation, and Concentration

By Scott Spangler on August 4th, 2014 | What do you think? »

“What’s the coolest thing you’ve seen at AirVenture this year?” For the past 15 or 20 years, this is the question I dread because I never have an answer for my interlocutors. Don’t get me wrong, I find many things interesting at AirVenture every year, but it’s been some time since I’ve seen something that’s sub-zero awesome.

TextronWhat’s most interesting to me are the changes that come with time. AirVenture is the showcase for all aspects of aviation. It is the international stage on which industry and consumer alike must appear to be considered among the the aviation faithful (and hopeful). The scope and diversity of their participation is, for me, a good measure of aviation’s vitality.

Light-sport aircraft (LSAs) celebrated their first decade of existence at AirVenture 2014. Since their introduction 134 different makes and models have been introduced at Oshkosh. In their early years they lined both sides of the diagonal road that connected the main gate to the forums area.

Not this year. But that’s not a bad thing because the LSA manufacturers that have survived now exhibit with all the other airframe OEMs in the outdoor exhibit areas. Tecnam was across from the new TBM 900. Flight Design greeted people at the main gate, with the Beech and Cessna airplanes (and the lonely Bell 407 helicopter) of Textron Aviation on the other side of Main St. AirVenture.

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Can This Reduce the Number of GA Accidents?

By Robert Mark on July 23rd, 2014 | 8 Comments »

TAM-Final-LogowithJetwhine

Click play below to listen to this program 

 If you receive Jetwhine via e-mail, click here to listen to the program.

____________________________

I was working on a couple of a stories related to the Malaysian Airlines tragedy over the weekend when an idea popped into my head. The Nall Report AOPA publishes each year tells us the GA accident rate isn’t improving much these days, but thankfully is not getting any worse either.

I wondered if there were other parts of the industry we GA folk might be able to model to create a system that might actually reduce the number of GA accidents. The airlines and their FOQA program came to mind. That stands for Flight Operational Quality Assurance.

FOQA is all about capturing operation data and digging deeply to understand the stories that information tells us.

Before you go data privacy on me though, give this episode of The Aviation Minute a listen and tell me what you think.

Rob Mark, Publisher

MH17 Flight Recorders and Evidence

By Robert Mark on July 20th, 2014 | 3 Comments »
MH17 site

AP photo of the MH17 site in eastern Ukraine

The trouble with an aircraft accident that happens on the other side of the world for we Americans, especially one that occurs in a battle zone, is understanding which source speaks the truth about what’s happening on the ground.

Right now the MH17 crash is one of those kind of accidents. The Ukrainians say the Russians and the separatists were behind shooting down the Boeing 777 while the Russians either point the finger at the Ukraine government or simply refuse to answer at all.

For us over here, reports vary from “people are wandering all over the MH17 accident site and have already given the black boxes to the Russians,” to the alternative I heard this morning, “the site is completely intact and nothing valuable has been removed.” So who do we believe? Our only official source in the U.S. is the White House press secretary of the State Department and they say the site’s been compromised.

While I do agree that the first 24-48 hours worth of accident information almost always seems to be tainted with rumor more than anything else, it does make it pretty tough to relate the story without a journalist or government source we can trust to tell us what they see on the ground.

That said, I thought you might find this Saturday evening interview from Fox News about the potential implications of the data recorders and evidence being removed from the MH17 site of interest. It runs about 5 minutes.

Rob Mark, Publisher

If you receive Jetwhine by e-mail, click here to listen in.

Aviation Fences Past, Present, and Future

By Scott Spangler on July 14th, 2014 | Comments Off

On a two-wheeled vagabondage adventure, I reunited with my riding buddy in Seattle, and he’s leading us east toward Oshkosh. For those unfamiliar, vagabondage has a direction of travel, like east, but no route or itinerary. Except for one must-see stop: the concrete arrow that pointed air mail pilots toward Boise. Yes, we’re aviation geeks.

IMG_3400Almost a century ago, these arrows, situated with a lighted beacon, guided pilots along the nation’s network of airmail routes. Then radio navigation made them obsolete, and they started to disappear. There’s no small measure of irony involved here that we found our way to this surviving arrow with GPS. Heading to Boise, Idaho, in I-84, it’s off the Simco exit, which leads to the apex of Desert Wind and Regina roads.

As most of us already inside already know, aviation’s present has a problem with fences. Signs warning of federal penalties and security requirements, not to mention locked gates that require secret pass codes, exist to keep people out. They typically overwhelm the signs that attempt to lead aviation wannabes, newcomers, and the aerially curious through the security maze to the knowledge and answers they seek. I didn’t, however, expect aviation’s past to present similar circumstances.

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Rethinking Aircraft Accident Stories

By Robert Mark on July 8th, 2014 | 2 Comments »

TWA 800 smallI had an opportunity to visit the normally closed-to-the-public NTSB Training Center near Leesburg Virginia a few weeks ago as a guest of director Paul Schuda assisted by Senior Air Safety Investigator Bill English.

To say my visit was eye opening would be quite an understatement. Schuda’s briefing detailed the thought processes behind the NTSB’s recent decision not to reopen the TWA 800 investigation. There was much more too, including a look see at the TWA 800 fuselage reconstruction.

The entire Friday afternoon event gave me pause to think about how I write about an aircraft accident, with the insight that perhaps too many of us our jumping to indict the pilots when there may be more to the probable cause to consider.

I hope you’ll give this episode a listen.

If you’re receiving this Jetwhine/ Aviation Minute post via e-mail, click here to listen to the program.

Rob Mark, Publisher

Is Fresh Evidence About MH370 Another Wild Goose Chase?

By Robert Mark on June 23rd, 2014 | 2 Comments »

fresh evidence in the disappearance of MH370 - The Aviation Minute

Fresh evidence has been uncovered in the disappearance of Malaysian flight 370 (MH370) according to The Telegraph of London. To date, there hasn’t been one single shred of physical evidence that proves any of the dozen or so theories about what happened aboard that airplane less than an hour after it departed Kuala Lampur in March. The mystery was never solved, just put on hold.

Then last Friday, a media note surfaced in Australia that said MH370 searchers were again altering the search area for the airplane to another part of the South Indian Ocean based on some undefined new analysis. Yesterday’s Telegraph story again pointed the possible finger of responsibility at the captain of the 777,  Zaharie Shah and his flight simulator.

The Aviation Minute @jetwhine.com

Listen to the latest Aviation Minute to learn more about new evidence in the MH 370 mystery. 

Rob Mark, Publisher

If you received this Jetwhine story via e-mail, click here to listen to the program.

 

 

Building a Positive Aviation Future

By Scott Spangler on June 16th, 2014 | Comments Off

At American airports these days is hard to find a good word from pilots about their aviation future. After covering the 57th Sonex Aircraft Builder’s Workshop at the company’s Oshkosh, Wisconsin, hangars it seems clear I’ve been looking in all the wrong places and talking to the wrong people.

From as far away at Guam, the Netherlands, and the four compass quadrants of America, 21 people attended the workshop, and 14 of them brought guests—wives, sons, brothers, and building buddies—who attend the workshop free of charge and learn metal working by building an abbreviated metal wing section.

Most were first-time builders. Some already had Sonex kits at home, awaiting the courage the new workshop skills would give them to open the boxes. Others were still deciding on the model that best met their needs, and their future flights guided their decision making.

Most remarkable is that not once did I hear a work-shopper complain about anything aviation related. And all of them, except for one who was a student in training, were pilots. The closest one of them came was criticism of his own work; “I can do better,’’ he said.

Can’t we all.

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