Trees are turning in NC Mountains.

     Photo by: Don Cook

Flew with Phil and Dough to NC yesterday 10/18 to see if the trees were turning and they are. Good time to make a trip and see for yourselves.

"DRONES NOT WELCOME AT AIR SHOWS" - FAASafety.gov ‏

          

"DRONES NOT WELCOME AT AIR SHOWS" - FAASafety.gov

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From:	FAASafety.gov
Sent:	Wed 10/19/16 5:22 PM

	FAA Safety Team | Safer Skies Through Education
DRONES NOT WELCOME AT AIR SHOWS Notice Number: NOTC6750 DRONES NOT WELCOME AT AIR SHOWS,’ SAYS INDUSTRY TRADE ASSOCIATION Proliferation of privately-owned unmanned systems causing safety concerns at air show venues LEESBURG, Va. - Sept. 28, 2016 - Leave the flying to the professionals. That’s the message coming from The International Council of Air Shows (ICAS) out of concern for spectator safety and the safety of air show pilots who will fly nearly 10,000 performances at over 300 North American events this year. Carrying forward and supporting the Federal Aviation Administration’s (FAA) “No Drone Zone,” “Leave Your Drone at Home,” and “Know Before You Fly” initiatives, ICAS wants air show spectators and those in an air show venue’s surrounding area to understand that flying an unmanned aircraft in unauthorized air space is not just illegal, but unnecessarily puts people at risk. “Even one close call is too many,” said John Cudahy, ICAS president and CEO. “While performing, air show pilots require total concentration and precision. If a drone interferes with an aircraft’s flight path, that’s a distraction that could have disastrous consequences. If a drone actually collides with a plane while that plane is performing an aerobatic maneuver, the result could be catastrophic for the pilot and the viewing public.” North American air shows are highly regulated and regarded as the safest in the world. Air show pilots go through a battery of medical assessments, aerobatic competency evaluations and certifications before being able to perform. There hasn’t been a spectator fatality in North America since 1952. Pilot reports of unmanned aircraft increased dramatically in 2015, from a total of 238 sightings in all of 2014, to more than 650 by August of 2015. The FAA in recent months has sent out a clear message that operating drones around airplanes and helicopters is dangerous and illegal. Unauthorized operators may be subject to stiff fines and criminal charges, including possible jail time. “We want everyone at air shows to enjoy their experience without having to worry about or experience the repercussions of a drone-related accident,” said Cudahy. “There are plenty of outlets to see great air show video footage and photos taken by professionals. Leave the flying and photography to the professionals and come see the air show in person.” The FAA is leading a public outreach campaign to promote safe and responsible use of unmanned aircraft systems and offers a digital toolkit with downloadable outreach materials to federal, state, and other partners to educate unmanned aircraft operators that flying in certain areas is prohibited. About the International Council of Air Shows Headquartered in Leesburg, Va., ICAS was founded in 1967 as a trade and professional association by industry professionals to protect and promote their interests in the growing North American air show marketplace. For questions or comments please contact Matt Warnock, warnock@airshows.aero This notice is being sent to you because you selected "General Information" in your preferences on FAASafety.gov. If you wish to adjust your selections, log into https://www.faasafety.gov/Users/pub/preferences.aspx where you can update your preferences.
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Update on Ron Greenfield

Ron Greenfield update:  1:31 PM 10-17-216

I am doing better. Still not stable on my feet. Should be home in a couple days to recover with outpatient therapy. 

RG

10-1-2016  8:07 Pm
Pam Rice Tronco Greenfield

10 mins · West Columbia · 
UPDATE: we saw the doctor and he said the CT scan and MRI showed the brain bleed didn't bleed alot. That is great news! He said he has a malformation in some veins in the lower back part of his brain. Probably born with it.
The doctor said he probably won't have another bleed there. No reason for it to have happened, just a fluke.
They are moving him to a regular room and he will stay in the hospital 2 or 3 days so the brain can heal and so he can get his balance back.
Thanks for the thoughts and prayers.
Ron Greenfield is a lucky man.

Ron Greenfield

Pam Rice Tronco Greenfield

2 hrs · West Columbia · 
Last night Ron was admitted to the hospital. He had a bad headache, nausea, and he felt dizzy and unbalanced. The did a CT scan and found that he had a brain bleed. They are running test and did another CT scan and a MRI this morning. We do not know the results of either test and we have not seen the doctor yet.
He is resting and is comfortable. They gave him something for the headache and it is much better.
He is in ICU so they can monitor the bleed.
Thank you for the calls and text messages. I will give an update as soon as we know more.
We appreciate your prayers.

Labor Day Celebration at Whiteplains Plantation 2016

Old dog, new trick: Transponder use on the airport surface

 August 25, 2016

Mike Yodice

• Director of Legal Service Plans at Yodice Associates
• Counsels Legal Services Plan/Pilot Protection Services members on FAA compliance and enforcement
• Regularly flies a Piper J-3 Cub and a Cherokee 180

By now, many of you have heard or read that the FAA and air traffic control want us to ensure that our transponders are on and in the altitude reporting mode while operating on movement areas at all airports. If you’re like me and sometimes slow to adapt to change, particularly when it involves ingrained flying habits and procedures, it may take some getting used to. In the meantime, at least for most of us, noncompliance shouldn’t be an issue that leads to FAA enforcement.

If you learned to fly more than a few years ago, you were probably taught to turn your transponder on just prior to takeoff and to turn it off (or to standby) after landing and taxiing off the runway, whether at a towered or nontowered field. For many years this was the practice as promoted in the Aeronautical Information Manual (AIM). The language in the AIM changed in 2012, 2014, and then again in 2016. In the current chapter 4 of the AIM, it now reads “Civil and military aircraft should operate with the transponder in the altitude reporting mode and ADS-B Out transmissions enabled (if equipped) at all airports, any time the aircraft is positioned on any portion of the airport movement area.” It goes on to relate certain other details, but the basic takeaway is that ATC now wants the transponder on for all operations in movement areas, i.e. at airports with operating control towers.

The change is associated with the transition to the Next Generation Air Transportation System (NextGen) and includes the coordination of Automatic Dependent Surveillance-Broadcast (ADS-B) and Airport Surface Surveillance Capability (ASSC). The effectiveness of the system relies on participation. More and more aircraft equipped with ADS-B Out are coming out and according to the FAA website, the ASSC system is installed at 35 major airports. Why then does the FAA want the transponder on at all towered airports, even the ones without ASSC? For enhanced safety where transponders are readable, and I guess they want to re-train us in advance of the 2020 mandate.

So will you get into trouble for noncompliance—forgetting to turn on or off your transponder? For most of us, the answer is no. It’s not required if you’re not ADS-B Out equipped as the AIM guidance is nonregulatory. If you have ADS-B Out equipment installed, however, 14 CFR 91.225(f) requires that your transponder must be in transmit mode at all times. And, if ATC asks you to turn on or off your transponder, whether ADS-B equipped or not, you should comply—compliance with ATC operational instructions is required in accordance with 14 CFR 91.123(b).

I am still adjusting to the change and I sometimes revert to old habits by turning the transponder off and on at the wrong times. So far, neither the controllers at my home airport, Frederick Municipal Airport (no radar), nor the controllers at Potomac Approach seem to notice, or care, when my transponder is in the wrong mode while on the airport movement area in my non-ADS-B-equipped aircraft.

Link to AOPA; http://pilot-protection-services.aopa.org/News/2016/August/Old-Dogutm_source=ePilot&utm_medium=Content&utm_content=sap&utm_campaign=160908epilot#.V9Lc_uRH2p0.blogger

Video about Whiteplians Plantation.

Click on link below for video


 https://vimeo.com/181253459  

Homer Keisler - My Flying Experiences USAF

Homer asked me to share some of his Flying Experiences while in the Air Force. Below is a sample of some interesting stories from his past.  If you like them, make a comment and I'll post more as he gives them to me.

FIS-B advisory service adding data, curtailing older notams

U[date:

FIS-B advisory service adding data, curtailing older notams: AOPA is working with the FAA to make pilots aware of new weather products that will become available on the Flight Information Service-Broadcast (FIS-B) beginning next year. Pilots also should note new limitations in the delivery of notices to airmen that will take effect in September.

Aeronca &AC Champ T&GJim Mike 7 25 2016

FAA Medical Bill Goes To President Desk For Signing

“This is the most significant legislative victory for general aviation in decades,” said AOPA President Mark Baker. “These reforms will provide relief to hundreds of thousands of pilots from an outdated, costly, and unnecessarily burdensome system. This legislation will strengthen the private pilot-private physician relationship and improve awareness of medical issues throughout our community. It will help pilots save time, money, and frustration.”

Medical Reform Highlights Aircraft Specifications - Up to 6 seats, up to 6,000 lbs (no limitations on horsepower, number of engines, or gear type) Flight Rules - Day and night VFR and IFR Passengers - Up to 5 passengers Aeromedical Training - Pilots must take a free online course every 2 years Altitude Restrictions - Up to 18,000 feet msl Speed limitation - 250 knots indicated airspeed Pilot limitation - Cannot operate for compensation or hire For complete details, see AOPA's Third Class Medical Reform FAQ page.

For the full story click on the link below.
Baker message

General Aviation ADS-B Rebate Program

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Starting this Fall, the FAA is offering a monetary incentive to help owners of less-expensive general aviation aircraft equip with the required avionics that comply with the ADS-B Out rule that will take effect Jan. 1, 2020. The agency will offer a $500 rebate to eligible aircraft owners.

Are you eligible for a rebate?

Eligible aircraft: Defined as U.S.-registered, fixed-wing, single-engine piston aircraft, first registered before Jan 1, 2016.

Eligible equipment: Avionics that are certified to FAA Technical Standard Orders and meet the program rules (software upgrades of existing equipment are not eligible). Rebates are not available for aircraft already equipped with rule compliant ADS-B or for aircraft the FAA has previously paid or committed to pay for upgrade(s) to meet the ADS-B mandate.

Read the full program rules. (PDF)

Start the Rebate process now by doing the following:

• Validate: Review and validate the aircraft owner information and aircraft-specific information contained within the Civil Aircraft Registry. The FAA will determine rebate program eligibility using the information in the Civil Aircraft Registry, and all rebates will be mailed to the aircraft owner as recorded in the registry. Visit the FAA Registry.
• Research: Go to the Equip ADS-B website to research eligible equipment. This website includes additional information about ADS-B mandate airspace.
• Plan: Locate a certified installation location, if required, and determine the specific aircraft requirements to ensure the installation is performed in accordance with applicable FAA regulations and meets the requirements identified in the General Aviation ADS-B Rebate Program Rules. While you may purchase the equipment now, your installation must occur after the program website is opened to rebate reservations to qualify for the rebate. The anticipated timeframe is estimated as Fall 2016.

Preview the ADS-B Rebate Process with our infographic (PDF).

Have questions? Get answers from our ADS-B Rebate Frequently Asked Questions.

Save $500 on ADS-B This Fall From FAA

General Aviation ADS-B Rebate Program

• Print
• Share
• Subscribe

Starting this Fall, the FAA is offering a monetary incentive to help owners of less-expensive general aviation aircraft equip with the required avionics that comply with the ADS-B Out rule that will take effect Jan. 1, 2020. The agency will offer a $500 rebate to eligible aircraft owners.

Are you eligible for a rebate?

Eligible aircraft: Defined as U.S.-registered, fixed-wing, single-engine piston aircraft, first registered before Jan 1, 2016.

Eligible equipment: Avionics that are certified to FAA Technical Standard Orders and meet the program rules (software upgrades of existing equipment are not eligible). Rebates are not available for aircraft already equipped with rule compliant ADS-B or for aircraft the FAA has previously paid or committed to pay for upgrade(s) to meet the ADS-B mandate.

Read the full program rules. (PDF)

Start the Rebate process now by doing the following:

• Validate: Review and validate the aircraft owner information and aircraft-specific information contained within the Civil Aircraft Registry. The FAA will determine rebate program eligibility using the information in the Civil Aircraft Registry, and all rebates will be mailed to the aircraft owner as recorded in the registry. Visit the FAA Registry.
• Research: Go to the Equip ADS-B website to research eligible equipment. This website includes additional information about ADS-B mandate airspace.
• Plan: Locate a certified installation location, if required, and determine the specific aircraft requirements to ensure the installation is performed in accordance with applicable FAA regulations and meets the requirements identified in the General Aviation ADS-B Rebate Program Rules. While you may purchase the equipment now, your installation must occur after the program website is opened to rebate reservations to qualify for the rebate. The anticipated timeframe is estimated as Fall 2016.

Preview the ADS-B Rebate Process with our infographic (PDF).

Have questions? Get answers from our ADS-B Rebate Frequently Asked Questions.

Koncert for Kids! June 5th

Bring the kids and grandkids to a concert just for them!   Lake Murray Symphony Orchestra presents Koncert for Kids! An special program to introduce children to the symphony and all of its instruments. Sunday, June 5th, 3:30pm Cornerstone Presbyterian Church 5637 Bush River Rd  (next to Saluda Shoals Park)

Featuring Music from Frozen Pirates of the Caribbean Skyfall and some popular classical favorites!

Join us for cookies and lemonade following the concert !   Like us on facebook!   Follow us on twitter! P.O. Box 1093,  Irmo  SC  29063 For more information LMSO.org or (803) 400-3540 Lake Murray Symphony Orchestra . . . Just for the Love of It!

Don't Miss Our Next Concert - Star Spangled Symphonic Salute Sunday, July 3rd, 8:00pm at Saluda Shoals Park Copyright © 2016  Lake Murray Symphony Orchestra, All rights reserved. update your preferences    unsubscribe from this list

New FAA Safety Briefing Online

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New Technologies for Pilots, Planes, and ’Ports | May/June 2016

The May/June 2016 issue of FAA Safety Briefing focuses on the rapidly changing world of technology and the important role it plays in general aviation safety. Articles in this issue cover everything from unmanned aircraft to commercial space operations, to how the FAA helps champion the power of technology in making flying safer and more efficient. We also discuss some of the possible pitfalls of technology, including its ability to distract and disrupt our decision-making skills.

Download

• May/June (PDF) For any compatible viewer
• May/June (EPUB) For iPad/Nook/Android
• May/June (MOBI) For Kindle

 

Whiteplains Plantation SCBC 5-1-2016

                                                   

Nice turnout for this years SCBC despite the wet weather that we had that morning.  Over 70 people managed to show up in the huge downpour.  Thanks to EAA 242 for cooking the breakfast, and the Whiteplains Plantation Pilots Association for hosting the event.   Hope to see you all next year.  Maybe it won't rain. 

40th Anniversary of Callback

Issue 435 April 2016 Safety Depends on Lessons Learned On April 16, 2016, the NASA Aviation Safety Reporting System (ASRS) celebrated its 40th year of continuous operation in service to aviation safety. The longevity and success of the ASRS program are remarkable examples of how aviation system users can contribute their “lessons learned” to a safety program that collects and analyzes this information to resolve issues associated with our modern aviation system. The Origin of ASRS On December 1, 1974, TWA Flight 514 was inbound through cloudy and turbulent skies to Dulles Airport in Virginia. The flight crew misunderstood an ATC clearance and descended to 1,800 feet before reaching the approach segment to which that minimum altitude applied. The aircraft collided with a mountaintop, killing all aboard. A disturbing finding emerged from the ensuing NTSB accident investigation. Six weeks prior to the TWA accident, a United Airlines flight crew had experienced an identical clearance misunderstanding and narrowly missed hitting the same Virginia mountaintop. The United crew discovered their close call after landing and reported the incident to their company. A cautionary notice was issued to all United pilots. Tragically, there existed no method of sharing the United pilots’ knowledge with TWA and other airlines. Following the TWA accident, it was determined that safety information must be shared with the entire aviation community. Thus was born the idea of a national aviation incident reporting program that would be non-punitive, voluntary, and confidential. On a snowy morning in ‘Seventy Four A plane crashed near D.C. The weather was bad, but there was more, According to the NTSB. Human factors played a role in the tragedy, That could‘ve been prevented, So the FAA worked hard on a remedy, And the ASRS was “invented.” The FAA and NASA Collaborate The first step in establishing a national aviation incident reporting program was to design a system in which the aviation community could place a high degree of trust. The FAA Administrator recognized that the regulatory and enforcement roles of the FAA would discourage the aviation community from using a new safety program that depended on voluntary sharing of safety events. The FAA therefore assumed a sponsorship role for the new program, but turned to a neutral and highly respected third party – NASA – to collect, process, and analyze the voluntarily submitted reports. Under a Memorandum of Agreement between the two agencies in August 1975, the blueprint for operating the newly designated Aviation Safety Reporting System was set in place: the FAA would fund the program and provide for its immunity provisions, while NASA would set program policy and administer operations. The ASRS program began day-to-day operation in April 1976. Safety reporting wasn’t something new; It just needed amplification, With a more inclusive, systemic view, And NASA’s collaboration. It would have to be confidential and voluntary, The researchers concluded, And lest flight crews, techs and others be wary, Limited immunity was included. The ASRS Concept is Proven The ASRS program has continually demonstrated the value of “safety lessons learned.” If a system’s users are encouraged to report the safety problems they encounter to a program they can trust, safety goals will be reached much sooner than if we never hear the stories of those lessons learned. With a growing cache of valuable lessons learned, Program success was assured, And since reports covered many safety concerns, It was time to get out the word. ASRS Safety Products Benefit the Aviation Community The ASRS concept embodies a circle of information feedback that begins with pilots, controllers, maintenance technicians, flight attendants, dispatchers and others who voluntarily report their safety experiences to the program. During its 40-year history, the ASRS has processed over 1.3 million reports and returned valuable information to the aviation community through a wealth of safety products. ·         More than 6,200 Safety Alert Messages have been provided to government and aviation industry decision makers. Alert Messages highlight critical matters, And include information, On parts, procedures and emerging patterns, That need amelioration. Examples include RNAV STAR confusion, And similar fix names, The growing issue of UAV intrusions, And flammable battery claims. Also glare from a solar power array, And automation dependency, Problems with fusion radar display, And approach chart complexity. Teleconferences address Alert observations, In substantial detail, Exploring everything from dangerous operations, To aircraft parts that fail. ·         There have been 7,100 database Search Requests to support aviation community efforts, research studies, publications, safety promotion activities, accident investigations, and more. Search Requests are custom compilations, Of ASRS reports, For targeted research, investigations, And training support. ·         435 issues of ASRS’s award-winning monthly safety bulletin, CALLBACK, have been produced. CALLBACK is now electronically delivered to more than 30,000 individuals and viewed by more than 35,000 readers on the ASRS website every month. Back in ‘Seventy Eight CALLBACK was proposed, In a monthly format, To share valuable lessons learned by some of those, Who’ve “been there; done that.” CALLBACK’s status became monumental, According to the editor, By staying relevant and non-judgmental, With no real competitor. ·         More than 60 topical Research Studies have been published, including completion of more than 124 Quick Response efforts examining all aspects of human and system performance. Special Studies take a closer look at an issue, Such as wake turbulence, To identify the factors involved and to review, The related incidents. ·         The Database Online (DBOL) was developed in response to popular demand for access to the ASRS Database to retrieve incident reports for use in research, safety promotion, and task force efforts. Use of the Database Online or DBOL, Available since Two Thousand Six, Confirms that it’s working very well, For researchers and academics. ·         Public access to program information, publications, immunity policies, database report sets, reporting forms, and more can be found on the ASRS web site at: http://asrs.arc.nasa.gov. ASRS Future Developments As the ASRS moves into its fifth decade of service, it will continue to prevail as the premier industry-wide safety reporting program. ASRS has collected, analyzed, and responded to voluntarily submitted reports from all corners of the National Aviation System. The program has undoubtedly strengthened the foundation of human factors safety research, as well as identified deficiencies and discrepancies in training, equipment, and procedures that may otherwise have led to aviation accidents. Ever increasing report volumes from individuals who work in ever changing operating environments will require more of the ASRS in the future. To remain relevant to these demands, ASRS seeks ways to integrate its information in a complementary manner with Safety Management Systems (SMS) and other aviation data sources, and also to produce an increasing number of safety information products. The key to what ASRS does, And will always do, Is that it only works because, Of reports from you. The ASRS Database is a rich source of information for policy development, research, training, and more. Search ASRS Database » CALLBACK Issue 435 Download PDF & Print View HTML ASRS Online Resources CALLBACK Previous Issues Report to ASRS View ASRS Report Sets ASRS Homepage Special Studies In cooperation with the FAA, ASRS is conducting an ongoing study on wake vortex incidents, enroute and terminal, that occurred within the United States. Learn more » ASRS, in cooperation with the FAA, is gathering reports of incidents that occurred while pilots were utilizing weather or AIS information in the cockpit obtained via data link on the ground or in the air. Learn more » Read the Interim Report »

A Monthly Safety Newsletter from The Office of the NASA Aviation Safety Reporting System Issue 435