View of Whiteplains Plantation

View of Whiteplains Plantation
Over Head View - Taken May 8, 2011 Photo By: Phil Rainwater

Saturday, March 18, 2017

BasicMed Update

View Online Version Here.
BasicMed: What it means for you
Wed, March 22, 2016 8:00 PM EDT
With BasicMed set to go into effect May 1, you'll need to be ready to take full advantage of the new regulations. Listen to AOPA staff Gary Crump, Director, Medical Certification Services, Jared Allen, Legal Services Plan Attorney, and Ferdi Mack, Senior Manager, Pilot Information Center discuss the details of BasicMed; who can fly under the rules, what qualifying pilots need to do, and which aircraft qualify.

About the Presenters
jared-allen(2).jpgJared Allen 
Jared is AOPA's Legal Services Plan (LSP) senior staff attorney and is an instrument-rated private pilot. He provides initial consultations to pilots through the LSP when the FAA has contacted them about potential FAR violations. Jared has helped numerous pilots successfully navigate through compliance actions.
FerdiGary Crump
Gary is the Director of Medical Certification Services at AOPA and holds a commercial pilot certificate with instrument, multiengine, and single-engine sea ratings. He has more than 20 years of experience in dealing with FAA medical certification issues and stays in contact with all the key players in the FAA aeromedical community. 

Ferdi Mack, Senior Manager of the Pilot Information Center will be moderating.
© Aircraft Owners and Pilots Association
421 Aviation Way Frederick, MD 21701
301.695.2375 Fax

Monday, March 13, 2017

FAA Safety Team | Safer Skies Through Education

FAAST Blast – SAFO on ADS-B Out Testing, GA Activity Survey, Maneuvering Flight, Ins and Outs of ADS-B
Notice Number: NOTC7077

FAAST Blast — Week of Mar 06, 2017 – Mar 12, 2017
Biweekly FAA Safety Briefing News Update 
FAA SAFO Covers Proper Procedures for ADS-B Out Equipment Testing
            The FAA recently issued a Safety Alert for Operators (SAFO) which informs personnel involved with ground testing of aircraft ATC transponders and ADS-B Out equipment of the importance of adhering to proper test procedures and the hazards associated with improper testing. The FAA has received reports of transponder and ADS-B Out system ground test events in which information, including simulated altitude, was transmitted from the test aircraft and received by aircraft inflight. The FAA recommends that anyone performing these tests evaluate the adequacy of their procedures and adhere to proper test procedures to prevent uninhibited system transmission that may affect ATC operations or airborne aircraft.
            For more information on this SAFO, click here.

GA Activity Survey
The 39th annual General Aviation and Part 135 Activity Survey (GA Survey) for reporting on calendar year 2016 has officially launched. As always, your participation is important. The GA Survey is the FAA’s primary source of information about the size and activity of the GA and on-demand part 135 fleet. It includes a wide range of aircraft, aircraft operations, and types of ownership. If you receive a survey, please complete it, even if you did not fly in 2016. Information gathered will be used only for statistical purposes and will not be released in any form that would reveal an individual participant. If you have any questions, please call 1-800-826-1797 or email

 #FlySafe Topic of the Month – Maneuvering Flight
               This month, we’re focused on how you can maintain safety during the maneuvering phase of flight, which is during take-off, landing, and while you are maneuvering in the traffic pattern. For details, see the FAA Safety Team (FAASTeam) flyer here. The flyer also mentions a FAASTeam “Let’s Take a Minute for Safety” video on moose stalls:

The Ins and Outs of ADS-B
The March/April 2017 issue of FAA Safety Briefing focuses on Automatic Dependent Surveillance-Broadcast (ADS-B) technology, a foundational component of the FAA's NextGen system for improving the safety and efficiency of the NAS. Articles cover the myriad safety and technology benefits ADS-B offers, as well as provide important details on the purchase, installation, and operation of ADS-B equipment. For a basic overview of ADS-B, see the article “ADS-B 101: What It Is, and What It Means to You” at
Produced by the FAA Safety Briefing editors,
Address questions or comments to:
Follow us on Twitter @FAASafetyBrief or

Thursday, March 02, 2017

Yard Sale for Whiteplains Plantation

Correction..... Contact Lynn Mestler (Seabee Steve's wife). Phone number is correct on last email. Didn't realize I had their name wrong in my contacts.

Lynn Messler would like to coordinate a community yard sale. She is thinking of one maybe in fall or possibly spring time if there is enough interest. I have shared some ideas with her to protect the runway environment etc from the potential buyers. If you think you would like to participate in this event please call Lynn at 803-446-1223. She has many places to advertise for "Free".


Wednesday, March 01, 2017

Soup Off - Results

Greetings !  Just wanted to share a portion of the Thank you note I received from the Director of Food Service and Nutrition for Lexington School District One.  She wanted to share a huge "Thank You" for the generous donation of over $450 from the Soup Off that is providing meals for 47 children in the Gilbert schools.  Jack's contribution of wooden bowls for a blind auction also provided funds for this donation for meals for the children. 
Her words were .."An angel has blessed our community!"
I hope everyone in this great neighborhood can be a part of this the next time we have the Soup Off.
Have a great evening!  Jean Moore

Saturday, February 25, 2017

Airline Pilots story MD-80

Since Mr. J. shares a story so will I.  Unlike Ken however, my personal experiences were more intimately involved with the only airplane I am embarrassed to say I’ve flown…the venerable, hypercritical laminar flow winged, later variant DC-9, the mid 1970’s technology MD-80.  Same airframe, just a more critical and much higher loaded wing.  The higher wing loading insured even more violent stall behavior.  My 6 years 3 months and 8 days on that POS at Continental, was by far the most challenging in so far as maintaining a determination to continue to work as a pilot.  I held the mission in disdain and to this day jokingly ask, “You know what I miss about that airplane?”  after a bit of comic delay, I offer “Absolutely nothing”.   

Our fleet had -80s built for 7 different airline configurations!  Keeping differences straight was a full time task for the training department folks, not to mention the line pilots.  The airline had chosen to relegate the old hulks primarily to shuttle flying (DCA ATL and BOS from EWR) as we were taking delivery of better, newer, all Boeing equipment.  This "mission evolvement" happened shortly after I got comfortable with the tasks required of me and of course got myself locked into a 3 year training freeze...  Gone were the nice 4 day, west coast and Mexican riviera trips that lured me to bid it.  5 and 7 leg days, populated with endless ATC delays became my norm.  Occasionally I would see a Florida trip.  Being junior as a First Officer, I got to fly the garbage trips nobody else wanted (6 AM departures every Saturday morning, long sits between flight segments, lower productivity) with the Captains nobody else wanted to fly with, always on holidays and weekends, in weather other pilots had called in sick because of.   

As our fleet was improving, the -80 became the lowest rung on the technology ladder too.  Captains who had a hard time with mastery of the fully automated flight guidance equipped flight decks of the newer 737-300s, deemed the terminator by those who couldn’t check out on it, were often offered a 2nd chance to return to the -9/-80 community, rather than the unemployment line.  Watching that demographic flying the first generation, digital flight guidance system, was often like watching a High School wrestling match.  Yep, Good ol First Officer XXXXXX was out there with these bozos on a regular basis.  If a guy had nervous tick, or particularly poor personal hygiene, or a human resources folder as thick as the NYNEX yellow pages, perhaps they had been protected from discipline(s) by Frank Lornezo, because of their choice to break ALPA’s 1983 strike, in spite of a long documented history of sexually harassing flight attendants, or having an arrest record as an arsonist, tax cheat or pedophile, you can bet I was jerking gear for him/her on a weekend.

But I digress, back to the airplanes miserable stall characteristics… 

In stone were the weight limits for high altitude and temperature.  YOU COULDN”T DO IT (climb to that next Flight Level above  certain weight, in those days it was 4000’ between same direction flight levels) if you weighed more than the numbers.  The big ones were 132,000 pounds or less to go to FL350 and 117k for FL370.  Yet it was just too tempting for some.  That was often enough to get you on top of the biggest weather, so the decision was often based in an unrealistic fear of deviating or an outright fear of the weather itself.  If you went too high, you’d stall or vacillate between mach tuck and stall with no real assurance which phenomenon you were currently experiencing.  Everybody knew it, but yet several times a year one of our finest would try anyhow…the video speaks for itself as to what the expected results are, just add flight attendants in the aisle with beverage carts and little old ladies standing in line for the lav.   Been there done that, refused to defend those that did it and often offered the chance of a ramp side fist fight, assuming we survived the stupidity, if a guy had that “look”, like he was going to disregard the hard fast limits of that airplane’s stall character. 


Alf In The Wake Over VINAX

Alf In The Wake Over VINAX from AA Productions on Vimeo.