Editor’s Log

When comparing new personal aircraft to old ones, there are two major developments that stand out to me: Using composite materials to construct airframes and the proliferation of advanced, GPS-driven avionics in their panels. Eventually, these developments will be joined by modern powerplants to truly revolutionize how and what we fly, but the technology and economics for advanced engines aren’t quite there yet. In the meantime, using composites and installing advanced avionics result in aircraft lighter and more efficient than ever, plus they’re easier and safer to fly, thanks to the automation.

Asizable number of pixels have been consumed recently in lamenting the slow rate of ADS-B OUT installations in advance of the January 1, 2020, deadline. On that date, operators will need ADS-B OUT to operate in airspace where a Mode C transponder is presently required. For most FLIB drivers, that means within the existing 30 nm-radius Mode C veil around Class B airports, within Class C airspace, and when at or above 10,000 feet msl.

A close friend, pilot and former aircraft owner is fond of reminding me that general aviation “as we know it” is going away. He laments losing the GA industry as it existed in the last 20 or so years of the previous century, mainly because fewer pilots today use their airplanes for personal transportation. (Business use of GA continues, of course, with its fortunes tightly tied to the overall economy, which is another topic.)

Thankfully and at least in the U.S., we can still fly around in a lot of airspace without showing up on ATC radar screens or talking to anyone. In fact and as a testament to private aviation’s anonymity, more than a few pilots in recent years have made a point of flying from one coast to the other in aircraft lacking electrical systems. It’s a privilege that should be preserved, though it probably won’t be.

In February’s issue, I used this space to discuss efforts to deregulate FAA requirements for some pilots to hold a medical certificate while serving as pilot in command. After the FAA failed to act on a 2012 petition from AOPA and EAA, the two organizations began working with interested members of Congress to develop appropriate legislation. That bill, H.R. 3708, was introduced in the U.S. House of Representatives in December, and presently enjoys 93 cosponsors. On March 11, 2014, companion bill S. 2103, was introduced in the U.S. Senate. It has nine cosponsors.

Several of our previous issues have included articles about the benefits of angle-of-attack (AoA) indicators, including discussions of how and why to install them, and how to fly with them. In recent years, reduced costs for many of their components—including processors and displays—has increased their popularity.Several of our previous issues have included articles about the benefits of angle-of-attack (AoA) indicators, including discussions of how and why to install them, and how to fly with them. In recent years, reduced costs for many of their components—including processors and displays—has increased their popularity.

Sport pilots don’t have to have an FAA medical certificate to serve as pilot in command (PIC) of a machine meeting the light sport aircraft (LSA) definition. Instead, they must only carry a valid driver’s license. Since the sport pilot and LSA rules went into effect in 2004—10 years ago—the affected aircraft have not been falling out of the sky because their operators aren’t physically fit. We call that a success.

I hope you’re sitting down for this: The U.S. House of Representatives actually passed some legislation a few weeks ago. Even more amazing is that the bill, the Small Airplane Revitalization Act (SARA), now has been signed into law. The new law requires the FAA to implement recommendations made by the agency’s Part 23 Reorganization Aviation Rulemaking Committee (Part 23 ARC) before December 31, 2015.

As you may know, Congress recently demanded and the FAA implemented changes to rules on the training and experience required before someone can become an airline transport pilot. The new rules go into effect August 1, 2014, and perhaps have created an unintended side effect: Since they impose additional requirements for the knowledge (written) test, if you ever wanted it, now’s a good time to knock out the ATP.

I hesitate to use this month’s space to discuss the U.S. government’s shutdown since it’s likely to be concluded by the time you read this, so I’ll keep the following focused on aviation-related issues and the potential long-term impact.