I like the protection of GA airports. However I feel the bill fell short. My GA airport in South Florida has expanded so much that it has become all corporate and GA has been priced out and not welcome. When the federal government “gave “ these WW II bases to the community it was for ALL people. Not just for the Uber wealthy!
The Federal Govt is WHY flying is so expensive today. Flying is inherently dangerous and the Socialists love to ban anything that is even slightly dangerous. Or even better the Socialist left forces us into the biggest Communist scam in human history, INSURANCE...
Understood. Florida has grown dramatically over the past century. From fewer than 1 million the population has ballooned to something like 20 million today. Aviation has played a role in that explosive growth, to both the benefit and detriment of those of us who were already here. There are several airports that were non-towered when I began my career that are now towered, densely populated with turbine powered machines, and surrounded by residential housing where there used to be swamps, forests, and groves. The times are indeed changing. We can only do our best to keep up as the transitions continue.
@@usaerospace6707 you're free to do that. As are the rest of us. Of course the purchase price is high, the infrastructure doesn't come cheap, and the odds of turning a profit are slim. That's a great reason to work hard to preserve the airports we have and make the best aeronautical use of them. Finding the space, the money, and the partnerships required to build a new airport anywhere is a steep hill to climb.
It took a long time for Pat and Jamie to get from the young-upstart category to the elder-statesman status they enjoy now. But we sure do appreciate it when the channel catches on with a new viewer. Thanks for the comment, @Eyemareader63.
Good episode and timely. As Pat knows, our flying club suffered a loss of our primary trainer, a C177, and simultaneously realized our LSA 1943 Cub was not really appropriate for our membership (most of us can neither fly it for lack of a tailwheel endorsement and lack of useful load to take instruction from a CFI). So the expansion of the LSA category will mean that our few LSA pilots would be able to fly almost anything we might obtain. So our options are much broader to serve our membership.
another problem, in my area there are no legal LSA aircraft available for people to get LSA licensed in, unless they buy their own airplane to train in. They want to get sport pilot, but can't find a plane to train in nor take the Checkride in.
@@SoloRenegade Yes, that's a common issue. I owned a flight school in the Houston area for several years. It was very, very successful and we specialized in teaching and renting light sport airplanes. I don't understand why more flight schools don't embrace it as another revenue stream.
I know 2 guys that have been waiting over a year for DPE approval. I think they are purposely not accepting DPEs to protect the current DPEs earnings. Because prices would definitely come down.
I appreciate you gentlemen bringing and discussing the subjects involved with this faa document. Thanks hopefully I can get to flying again after years of being out of it.
We certainly hope you get that chance, #sssigsauer2266. Consider seeking out a Rusty Pilot seminar near you, or take the online version to help you get back up to speed. Pat and Jamie have both been rusty and got back into flying in a big way. Hope springs eternal.
@@MadPropsAero and I’ll keep trying and will be on the lookout for my opportunity for sure.I still have the dream. You gentlemen have a great rest of the weekend.
@@OnceShy_TwiceBittenhe was flying an air show routine and a couple of the maneuvers were not well flown. Afterwards an observing FAA official questioned him, then grounded him due to diminished acuity, revoking his aviation medical. He fought them and won reinstatement, but took a couple of years.
Great episode! A reminder to those just getting into aviation, the positive changes outlined here took the GA community advocating to make the rules better or less onerous. Support the aviation groups that align with your flying. If you hear of a proposal that makes sense to you is being consider by the FAA and open for comments, send a comment - it doesn't have make the argument, just say I'm "A", I support "Proposal B" because it'll make my flying better/cheaper/safer. These changes are exciting. It's great time to be flying (as it always is!)
We couldn't agree more @Zaephyrs. Participating in the rule changing process is quick and easy. Supporting the organizations that go to bat for us in legislative circles is a huge help, too. Take your pick. AOPA, EAA, the Soaring Society of America, Seaplane Pilots Association, etc. They all carry weight and proudly carry the torch for General Aviation. If we continue to get behind them, they'll continue to stand up for us.
Very interested in what MOSAIC looks like in final form, and glad to see the LODA changes. My currency (to carry passengers) ended back at the start of the month, and the final rule is likely to influence how/when/if I return to the air as PIC.
You're not alone in being interested in the final MOSAIC ruling, @AnthonyMartinez. We suspect there are tens of thousands of pilots who will be watching that final rule closely.
@@MadPropsAero I haven’t looked at the proposed rule myself yet; do you know off hand if the proposal changes the requirements to be a light sport *instructor*?
@@AnthonyMartinez the final rule hasn’t been published yet. Congress has provided direction and ordered the rule to be issued but we’re not yet sure of all the specifics.
Looks like they are indeed changing some aspects, or have proposed to do so. Frankly makes a lot of sense. www.federalregister.gov/documents/2023/07/24/2023-14425/modernization-of-special-airworthiness-certification#h-88
As a commercial pilot (about to be a cfi) i agree with some of these rules coming..... though I will say I'm not on board with everything. For example Basic Med, im not so sure I am on bored with expanding the uses of basic med. I do love the idea of remote towers. I wish they would introduce these into class e and golf. And strengthen the regs for these airspaces. Though its "see and avoid" there are a lot of hazards that come from these smaller airports, like people flying around without coms or adsb & transponders Or For example, on my commercial checkride I had a guy inproperly enter the traffic pattern. He was shooting for runway 17 but entered a left down wind for rwy 35 to a left crosswind then left downwind for rwy 17.... after i announced I was departing rwy 17. Im a little excited to hear about the expiration date changing for a cfi. However i do believe it should be maybe an hour or 2 hour oral for the flight review to make sure we are still where we need to be with instructing
Why would they increase the pax from 5 to 6 and MTOW from 6,000lbs to 12,500lbs but not increase the 250kt, 18,000ft limit? That’s like saying “here u can drive a Lamborghini but not over 65mph or on a highway”. Kind of handicaps a PC12 or King Air 250. Nonetheless it’s going in a good direction.
The increase is in capacity, not performance, @matthewaucoin4824. A more apt analogy would be in allowing drivers to step up from a five passenger vehicle to a 7 passenger van, but the speed limit on the road remains the same. We agree with you that it's a step in the right direction, imperfect as some of us may find it to be.
The best thing they should do is revoke liability issues. We accept the risk and rewards that goes with flying or we stay on the ground. Liability has been the death of Aviation.
Yup. And stop sueing shops even when it wasn’t a maintenance issue. Seen several prelims just fresh out the gate and people already sueing 3 different shops. Then people wonder why it costs so much. Of course, there are definitely legit suits out there due to negligence
The Government regulate income for many industries. It should do the same for lawyers. They create bull$#/t court cases and get a quick payout or drag them on for years charging by the minute and taking at least a third of any award. That’s just criminal in itself. There should be a cap on case income of no more then $25.000 and penalties for cases not settled in two years from date if incident. Water dept workers don’t get 7 years to fix a water break and firefighters don’t get 5 years to put out a fire why should lawyers get that much time?
Low compression engines (and there are a lot of them) run just fine on unleaded premium fuel. Having said that, it's important to know the seals included in the fuel system may or may not react well to unleaded fuels. Rotax allows a percentage of ethanol in their engines, which were designed for unleaded fuels. Lycoming, Continental, Franklin and others may or may not do as well. Unleaded is a great option if your seals have been upgraded to survive the fuel the engine runs just fine on.
In the case of the reauthorization we dealt with here, these rule changes came from Congress with a signature from the President. There may be instances where the Chevron ruling may apply, but not here.
Cool to hear about remote towers- the airport in my hometown (KFNL) is one of the 2 airports that are part of the pilot program for remote towers. We have lost commercial service in the past because of our lack of a tower. Also interested to hear about the light sport rule changes. I haven’t pursued getting a PPL because I may or may not be able to get a medical certificate.
Rest assured we'll be posting additional content on both those issues as the remote towers roll out and the MOSAIC rule becomes finalized. It's good to have you on board, @kylewitter2806.
@@MadPropsAero I had a plane at Fort Collins Loveland Airport ( FNL) for just shy of 30 years. I witnessed the introduction of the new control tower and can’t say I am happy with it at all. I’m not afraid of towers as I’m an airline pilot and visit the busiest airports in the country on a routine basis. The problem with our new tower is that they have “rules of engagement” for lack of a better term that severely limit the carrying capacity of the airport. In addition, most of the controllers are substandard based on my experience with literally thousands of different tower controllers over the course of my 25 year airline career. They installed all of the cameras three or four years ago, but we’ve never made the jump to actual remote control. The controllers operate from a trailer near the edge of a ramp area. They have no radar and no ADSP. They also seemingly have no spatial or situational awareness. As far as I’m concerned, it’s been a failure. When we supposedly lost airline service due to no tower, it was really an excuse by the air carrier to pull out of an unprofitable market. Low cost carriers do this on a regular basis completely independent of the tower situation. Local bureaucrats jumped up and down and latched onto the airline excuse for pulling out to expand their empire at the expense of piston General aviation.
Hoping to see some improvements to MOSAIC. As it’s written currently, I could fly my Stinson in utility category but not normal category under light sport because the stall speeds are different, which is ridiculous. Of course, the FAA could fix the light sport/basic med issue entirely by joining the 21st century with medical standards or making light sport have the same requirements that BasicMed has currently with no previous 3rd class required. Happy to hear about the inspection pass deal and protection for GA airports. I would also like to see more protection for GA, as some have mentioned GA getting pushed out in favor of corporate, and the ridiculous fees some FBOs charge. I do think that the 3rd class medical is not an issue with the DPE shortage and instead the issue is with the FAA creating so many obstacles for new DPEs to get certified. I have a friend who has been trying for years but due to local politics has been unable to get a DPE certificate. Definitely some positive changes here though
The comment period for MOSAIC runs through October 23, 2024. We should see the final ruling published some time after that. We're anticipating a big splash of a notice in 2025.
@@MadPropsAero I did leave a lengthy comment noting a couple of issues with it (such as the stall speed issue) hoping to see a few things corrected but I think it is a very good start.
Not qualifying for BasicMed at least implies you may not qualify for Sport Pilot either. Take care and check with a medical professional with an understanding of both programs just to be sure. You don’t want to be surprised to find out you weren’t legal after something happens.
@@MadPropsAero the medical bar to aviation seems much higher with BasicMed than Light Sport. While being denied an FAA medical is disqualifying for either construct, not needing an FAA medical in the first place (only a driver’s license) to operate under Light Sport is significantly less restrictive for a long list of medical situations.
@@samcooke3196 the Sport Pilot option requires self-certification. It is not an open door for anyone in any condition to fly. If the individual in question knows they have a medical deficiency, they are expected to ground themselves. Whether that is a temporary or permanent situation depends on the condition of the individual. The specifics are sketched out in 14 CFR 61.23 for your perusal.
What I find funny is due to a genetic blood vessel disorder the FAA says I'm unfit to get a 3rd class medical and fly 2 or 3 people around. I could , however, drive a school bus full of children. Same for some diabetics.
We as Americans have lost so much of our freedom to bureaucrats. They take constitutionally protected freedoms, like the freedom to freely travel…make it illegal…then act like they are doing us a favor by granting us a license (granting us the privilege to do something they have deemed illegal). These bureaucrats cannot make a constitutionally protected activity into a Crime. We are loosing our freedoms by our ignorance of our rights. The Wright brother’s didn’t ask anyone if they could “Please” try to fly. Anyone who gives up a little freedom for some perceived safety…deserves neither in our Constitutional Republic…sad to say…the people who hate our God given freedoms seem to be winning…we better stand up and say NO, before its too late! FAA…who are they?
But you are ok with the government telling my wife what she has to do with her body.. Good grief.. For the "Eff your feelings crowd" there sure is a lot of complaining going on.
@@ronmaxim8009 No one is telling women what to do with their bodies. People are concerned about the life of the child inside them. Educate yourself and learn the difference.
In my opinion, the 3rd class medical should be done away with. It really is useless to show what someone's medical condition is at any moment. It should be replaced with a simple note from ANY licensed doctor (most notably your primary care, not just a aviation specialist) that lays out what your most current physical says about you.
Exactly. Most any person can become incapacitated at any moment for various reasons without any warning signs. Most crashes are due to foolishness or inattention, not medical reasons.
I had to look it up. On the NTSB website there were eleven accidents from 2017 to 2022, with nine fatalities due to medical incapacitation. Barely a blip.
All of these are great developments, because it shows we're finally helping make the FAA accountable and responsible to the aviation community it regulates. But in terms of paperwork delays, that is just government inefficiency, reflecting a lack of solid management skills at the top.
Good to hear the LODA issue for limited is being solved. I was booked for an hour in the P40, and my flight was 4 days away when that pfft hit the fan and they had to cancel. Maybe I can re-up next year for that bucket list item.
Protecting GA airports from closure section 719. I want to know can this prevent the city of Santa Monica from closing Santa Monica Airport (SMO) in 2028?
That would be a question for the lawyers, @dmh54321. Because that process is so far along, we tend to doubt Santa Monica can be saved, but we would hope it could be. It's a wonderful field. Jamie has been there on site and truly loved it.
Nice video! I have a PPL but haven't flown in 20 years. I've been thinking about getting back into flying at a sport pilot level to keep it simple but I'm curious. When MOSAIC takes affect, will FBOs really rent a C172 to a sport pilot or will there be some hesitation? I've heard people say sport pilots aren't medically qualified. Your thoughts?
FBOs and flight schools are often privately owned entities. They decide for themselves whether or not to rent aircraft, who they'll rent to, and what their requirements are. There is no blanket statement about whether they will or won't rent to Sport Pilots. As for the medically qualified part, that's on the pilot. Sport Pilots self-certify their fitness to fly, as all pilots do to an extent. Even pilots with a Class 1 medical are expected to self-certify for any given flight. If they're not up to it, the pilot is expected to ground himself/herself until they are in acceptable shape. To date, there is no significant health deficiency that is leading to accidents for Sport Pilots.
We're all on the edge of our seats waiting to see the final ruling, @rickclayburn9111. From what we're picking up so far it's going to be a major step in the right direction for general aviation as an industry and pilots as active participants.
Down side to remote towers how can they see outside to see a error and fix it? Or help pilots if they need to look at the aircraft for a mechanical issue during a fly by
Remote towers have some impressive tech, @bsdontop1000. The controller captures each aircraft on a series of cameras which provide high resolution images. The cameras can track the aircraft as they move through the pattern. That allows the controller to have as clear a view of the aircraft as a controller in a physical tower would have. They've also got the benefit of ADS-B returns to work with. It's a real improvement in safety for a relatively low cost.
Would a remote tower really be able to flop to another tower? From listening to opposing bases it sounds like controllers need to know the specific airspace very well. (While it might be to a greater extent for radar). Perhaps controllers could know two airspace’s very well and switch as needed.
The technology has been tested well and the concept has been proven. It is indeed possible for a remote tower controller to shift to another remote tower in another airspace to help during times of heavy workload. It's new and unusual for now, but we suspect it will become fairly common in the years to come. The cost savings of a remote tower coupled with the enhanced safety of a controller on duty should make this a big step in the right direction for general aviation.
A 1000-page bill, what could possibly go wrong? The FAA like every other Federal bureaucracy will make the rules more draconian, convoluted, and anti-private property. Abandon all hope when it comes to the Federal government and the FAA.
What we need is airports getting faa money not being squandered and pocketed. We need more hangar space, t hangars etc….where in America is there not a hangar shortage?…everywhere. 2-5+ year waiting list while your airplane rots on the ramp when half of he hangars haven’t been opened in years. Guys… hangar space is one the many and probably the top 10 that is killing GA.
You're preaching to the choir, @dougg9448. Many airport managers don't seem to realize they are not really in the aviation business. They're in the commercial real estate business. With demand for hangar space at a premium nationwide, it does strike the average observer as peculiar that airports aren't building more space they could rent to achieve greater income. It's a head scratcher, for sure.
I’d like to see the Emergency Locator Transmitter requirement go away- ADS-B should supersede the old the ELT requirement that was established after two Congressmen went missing in 1972 in Alaska. (They were never found.)
To the best of our knowledge there is no initiative to eliminate the ELT requirement. Perhaps (and this is speculation on our part) because not all aircraft are required to have ADS-B. There are still many that never leave G or E airspace, which doesn't require ADS-B below 10,000 feet, and there are still a fair number of classic aircraft in the air that don't have electrical systems.
@@MadPropsAero Well, how about “One-or-the-Other”, then? That would really save the GA folks some money. In reality, they’re unnecessarily duplicative, and don’t even work all that well in some situations; Malaysia Airlines Flight 370 had four ELT’s on-board, and hasn’t been heard from since 2014.
Don't misunderstand us, @@edbenelli5374. We're not arguing against the suggestion. We're just saying that we're not aware of any movement inside the FAA or Congress to make that change.
I don't see how ADS-B alone can replace an ELT. The ELT is designed to detect the impact with terrain and send out a signal powered by its own battery so rescuers are aware someone needs help and can locate you. AFAIK no ADS-B system can do that and FAA towers often do not pickup the signals when you are at low altitude so they may only have a general idea of where you went down and have no way to precisely locate you. Lastly, with only ADS-B no one will know you went down unless you had flight plan or maybe flight following or you made a transmission on the radio and someone actually heard it and took action to help you. The ELT, being automatic, will not only alert but help rescuers locate you even if you are incapacitated. That said, I do like the idea of requiring less equipment and perhaps ADS-B could be enhanced to have an ELT mode or something. I wish ADS-B out was cheaper, especially for experimental aircraft. ADS-B in can be added to an android tablet for as little as $20. To get out add one or two higher digits and a couple of zeros. In the experimental I'm currently building my dual 12" screen, VFR only, glass panel complete with engine monitoring, AHRS, autopilot, synthetic vision, com radio and more will cost less than ADS-B out. I'm one of the open source Makerplane EFIS developers.
When a tower is in operation, the airport will be a towered airport. Just like any other towered field. When the tower isn't in operation (assuming it's not operating on a 24 hour schedule), the airport will become a non-towered airport. It's pretty self-explanatory.
The biggest issue with the registration delays is if you want or need to fly internationally. I fly a 30 million dollar corporate jet and we had to jump through every hoop trying to get a registration after 8 months to do an international trip.
they completely ignored the fact that they don't have any examiners for new pilots. and they are forcing people to use DPE they charge more than $1,000 pair test
The FAA is working toward a solution for the DPE issue. In some parts of the country there are quite a few. In others they are few and far between. We can understand the frustration applicants have as they seek out a check ride opportunity.
We anticipate an increase in safety and an improvement in pilot communication skills as a result. Like you we're looking forward to them going into operation.
Extremely interested in this topic as I currently am going for my light sport license. I am just saddened by the fact that the FAA had to crush the Rc hobby that leads to pilots to accomplish other goals.
Search up “Remote ID” on RUclips and there are tons of detailed videos that can explain it better than me! Essentially any toy airplane that weighs more than 249g requires a registration and a module onboard the model that transmits its location info. This added cost and hassle is leading to people either not complying or just leaving the hobby.
We do not have a specific date on that as of yet, @kenhickey5843. At least not a date we are aware of. However, the Reauthorization Bill suggests it will be in a matter of months, not years.
Surprisingly enough,@@kenhickey5843 some of the fastest and most efficient resolutions come during AirVenture and Sun 'n Fun when FAA staff facilities on site. We've seen folks walk in to check on their months long medical review issues and walk out with a new medical. Jamie just had a great experience with the FAA at Sun 'n Fun 2024 in regard to the purchase of an airplane that had never been registered by the current owner - and had been deregistered by the FAA a decade ago. Great folks. They really can help under the appropriate circumstances.
We're in agreement on that, @joshgarlick185. The new technology of remote towers should increase safety while keeping costs lower than they could be when building traditionally manned towers.
From what I can tell, if your aircraft has standard airworthiness certificate, you are still going to need an annual inspection by someone with an IA. There is not going to be any way around that and it really sucks.
@@MadPropsAerothe IA requirement for annuals is one that has always made me laugh. I work on large aircraft on approved inspection programs. If I had an A&P, I could sign off one of these as airworthy, but could not sign off a J-3 or 172 for annual. I do think the IA requirement for major alterations should stay, but for annuals, it doesn’t make much sense when you consider that an A&P can sign off a Citation or Falcon but not a Cub. Will be interested to see how they address light sport repairman certs with the expansion of MOSAIC though
@@thatstinsongirl you make an interesting observation. An A&P can sign off a 100 hour inspection, but cannot sign off an annual inspection. It takes an IA to do that. Yet, the annual inspection and 100 hour inspection are identical in all ways except who can sign them off. We're not arguing one way or another on that ironic little twist to the regulations, but we've noticed as you have.
@@VoluntaryPlanet we’re guessing it would be unimaginable innovation coupled with a shockingly high accident rate. For all their bureaucratic bloat the feds make it possible for us to operate at a high level of safety. Being occasionally aggravated is a reasonable trade off.
@@MadPropsAero Yeah in the absence of government people wouldn’t care for their own safety and the safety of their inventions, only the wise and omnipotent overlords in the FAA are capable of ensuring our collective safety 😉.
We appreciate the sarcasm,@@VoluntaryPlanet but even a cursory look at the industry prior to the establishment of the FAA in 1958 shows a history of risky behavior, questionable building practices, and a lack of standardized procedures that led to chaos and worse. You don't have to love government to recognize that having an agency that can publish and enforce standardized policy from pilot certification, to aircraft and accessory certification, to airspace specific procedures has saved lives while expanding the utility of the industry. That's not in question. Not for a minute.
when it comes to remote control towers does that have anything to do with remote CTAF operators? The red tape comes into play when you put that base station radio(s) on a "Public switch"/Internet service provider.... meaning using the internet to key up the radio(s) and talk on those frequencies. This leads to computer hackers getting on the air! When in fact the FCC highly suggest "Closed Switches" Peer to Peer interconnect.
Those are details to be worked out at a higher level than our crew is privy to, @cmritchie04. The system appears to be worked out well as it currently stands, but we're don't have the insight to be able to explain the inner workings of this new technology beyond the basics.
As current remote operators they will most likely have to show up to work at the closest brick and mortar radar facility-NOT controlling with a tablet on the toilet bowl from their personal home.
@@BLAMBERRY you're on target. The remote tower operators do not work from home using a tablet. They're at a remote facility (hence the name "remote tower") which offers a significant array of technological tools that will allow them to manage the airspace safely and efficiently.
This will be drawn out process. FAA has to write the rules and publish them. With chevron deference thrown out by supreme court, where the FAA had ultimate power in their rules, that no longer exists. If one group doesn't like it and sues over a rule, it will be tied up in courts for years. Judges don't have to follow FAA's reasoning behind rules they wrote any more. A defendant can bring in their own experts to challenge and face it, most people in the federal government are not the brightest in the cookie jar.
Allowing aircraft up to 12,500 is a mistake. The current weight rule is good the way it is. Hope this will be a non issue. My gut says the insurance companies will have the last say on this.
If your comment is in reference to Light Sport, it would appear the weight increase will be well under 12,500 lbs. If you're referring to something else, well, without knowing what that might be it is difficult to replay with any specificity.
I may not be 100% familiar with the idea of LSAs, but I'm not sure I'm fond of the idea of light GA planes being flown under light sport certificates. Private pilots have a much higher training standard and lower accident rates than LSA pilots. With an already dwindling supply of aircraft and insurance rates being high, I'm not sure less-trained pilots flying these planes is the best idea. Again, I could be wrong and I'm willing to hear people out, but it's just my opinion at this present time.
The issue is fairly complex. Private Pilots and Sport Pilots have different areas of training required of them due to the limitations on Sport Pilot that do not exist for Private Pilots (flying at night, in IMC, above 10,000', etc.) However, the training standard for the tasks that are common to both certificates are identical. There is some evidence that Sport Pilots have a higher accident rate than Private Pilots, although Private Pilots have a higher incidence of fatal accidents than Sport Pilots. The key to keeping everyone safe can be found in training, recurrent training, and establishing a culture of safety that permeates the general aviation community at all levels. That's a component of what we seek to do here at Mad Props Aero. Hopefully, the quest for an increased level of safety at all certification levels will become more and more desirable to those of us who fly in the future.
There’s a little more to it than that. But we can understand how that misconception might creep into one’s thought process. In truth DPEs have an extraordinary level of experience. That matters.
Great stuff for sure. I wish they would require all aircraft to have radios and all aircraft have to use them We still have morons flying around here at untowered airports not talking to anyone and just flying any pattern they want.
The advent of remote control towers will encourage (or require) more pilots to use a radio, whether hand-held or panel mounted. That's a step in the right direction, surely.
Correct, it's not the medical. FAA has plenty of DPE candidates, what they lack is supervisory staff to manage more DPEs. One FAA staff person can only manage 5 DPEs.
The Reauthorization BIll was signed into law after the mayor of Banning had announced the airports closure, after years of effort to bring that to pass. It's a sad thing to lose an airport, but at least in this case that loss was not because of or in spite of the Reauthorization Bill. That ship had unfortunately sailed before the bill was in place. Our sympathies go out to you and the other users of that formerly proud field.
@@MadPropsAeroCity of Banning has been trying to close the airport for over 25 years and has signed multiple documents in the process. Recently, Morongo Indian reservation took an interest in the airport closing so they can develop some of their land that’s under short final. The FAA wouldn’t allow the airport to be closed in part because CalFire utilizes the airport and some FAA loans. Between the two parties, they reached out to Our representatives in Senate and Congress to sneak in some vocabulary into the reauthorization bill on top of getting a letter from someone in CalFire that has nothing to do with Air Attack saying they don’t utilize the airport anymore. City of Banning has a track record of questionable paperwork involving the airport, including not notifying the FAA they closed the runway to host drag racing events. If you have information contradicting this, I would love to read it. The above information I got from people that work for the city and news articles.
@@ShaneAffsa we've seen nothing that would contradict anything you've shared. Our earlier point was simply that this Reauthorization Bill was signed into law after Banning announced the closure was a done deal. Hence, this Reauthorization Bill plays no role in the closure, as sad as that may be. We regret the loss of your airport. As we regret the loss of all general aviation airports. It is often clear years later that the closure was an unpopular, unproductive mistake.
They're an outstanding, time tested platform that's excelled as a trainer and an economical personal transport. Jamie owned one and still speaks well of it. Placing C-150, C-152, C-172, and the PA28 series into the Light Sport category should have a profoundly positive impact on general aviation and aviators.
You may reevaluate that perspective should you consider the experience and effort required to become a DPE and maintain that status. When you consider that you’re buying 6 or more hours of a professional’s time while exposing them to significant potential liability, that fee becomes very reasonable. Painful perhaps, but not unwarranted.
DEPs are almost universally talented folks who really want to see you do well,@@johnamin7858. They're the gatekeepers who make sure those of us who have the privilege to fly know how to maintain a level of safety while to do it. Good luck to you. Please let us know how your ride turns out.
I like much of this; but I want to be clear, I DON'T want more towered airports. I prefer flying into and out of non-towered airports where I don't have to worry about talking to a tower. I prefer uncontrolled fields.
Pat and Jamie are both based at non-towered fields and like them very much. There's nothing wrong with having a preference. However, it is important to have the skills to function safely in either flight environment, whether there is a tower or not.
The remote tower is a less expensive method of providing a safer airport environment for pilots and their passengers. They're only installed at airports that request them and can justify their necessity due to density of traffic. They're not coming to get us, they're trying to help us.
Never memorize. It's useless. It's better to learn and understand. Actual knowledge lasts longer and can be applied better than simple facts memorized in an attempt to pass a test.
@@MadPropsAero I absolutely agree, and thats what I do for most aviation stuff, anything that applies to me specifically, absolutely. But when it comes to basicmed and medicals that i wont need to know about until 4 years from now, I am just going to do short term memorize. Why do I need to know what is involved in a class 1 medical exam and how long it is valid for if your over or under 40 if I’m just getting my PPL? Not useful at all for me, but I do understand the class III and how it applies to me and when I need to get another check up, and if I ever do commercial training ill do the same for class II. But I do agree, in fact I’m really putting effort into understanding weather, that has been the most difficult for me tho
@@gamertardguardian1299 you should be aware that during written and oral testing the tests won't limit their questions to your choice of medical certification. The written test (FAA knowledge test) and your DPE when conducting your oral exam will ask about medical certification as a topic. You'll be responsible to understand all three classes of medical certificate, and may be asked about Basic Med and even the requirements for Sport Pilot. If you take the shortcut you're suggesting that may end up causing you far more difficulty than simply studying to understand the material in the first place.
You don't need a pilot certificate because it's tricycle gear. You need a pilot certificate for an aircraft that doesn't fit the ultralight category. In either case it's wise to get good flight training before you attempt to fly anything. History has proven that those with training tend to live longer than those who just give it a go.
You make it sound like BASIC MED is a way around a MEDICAL deficiency that would keep them from 3rd class? Why would BASIC MED bring back old retired DPE's? They are healthy or not.
I fly under Basic Med, @gmcjetpilot. Although I can pass a Class 1 medical exam and have done so in the past. My decision to go the Basic Med route was rooted in its simplicity and my ability to work specifically with my general practitioner, whom I think highly of. There is no suggestion or recommendation on my part or Pat's that folks try to hide a medical deficiency by taking the Basic Med route. We've never implied that or said that outright. I'm genuinely sorry if you inferred something that we never intended.
@jamiebeckett9994 I hold 1st class cfi, cfi-i, cfi-me ATP 4 types and going to basic med as well when I retire from airline (maybe) I took the AOPA test, and my personal MD signed me off at the last physical just to see the process. I'm still sitting on it. Yes, 5 yrs is nice. Cheaper. Not really. I still teach and basic med works. But can't ferry planes, or get paid to drive King Air, act as crew on biz jet. So I'll likely maintain 2nd class. I get simplicity, but is a 3rd class difficult or expensive? No. It's a way for some pilots to mask health issues (possibly). Be honest older pilots see the aero med doc as threatening as health declines. The way it came off in video is DPE's are retired due to the low bar of 3rd class medical, and basic med is all they need to go back to work. OK. My point is you have to be fit for flight, basic med or not. It came off Basuc Med folks flying with known issues, and a 3rd class is an issue. Also now they will allow PIC in larger faster aircraft w/ more Pax under basic med? We don't need geriatric pilots in large aircraft. A Baron is big enough to kill yourself in. Hard truth we all slow down. One day we all need to stop flying. I'm sad to see a significant percentage of accidents are guys in their 60's, 70's, and 80's. I know how basic med is supposed to work, so no lectures are needed. Yes I like option but you should easily pass a 3rd if you hold basic med.
7:35 No No NO!!! Remote towered airports? I am against creating towered airspace at our class G airports.. if run improperly like our local North Las’s Vegas tower, it does NOT make it safer, it is way more unsafe when the tower here is in operation, the inefficiencies are out of control, 30 plus minutes to get airborne… whenever the tower here is closed either due to staffing or such, the airport here is SAFER, and more efficient. Look at the midairs and near collisions that only occur at VGT when the tower is open.. be careful what you wish for, going towered, or remote towered is giving up your freedoms for the illusion of safety, when in reality it’s less efficient and less safe..
Understand @thomasaltruda we're not cheering or jeering about remote towers. Our role is merely to point out that they're coming. Slowly at first, but we suspect the pace will pick up over time. It would be expected that oversight would be sufficient to ensure safety and efficiency since that's the point of installing a tower and associated staff in the first place. If your airport runs less efficiently and less safely due to a poorly managed tower, that's a great reason to contact local media to get some press about the problem. Nothing motivates a government employee (or pretty much anyone else) like public embarrassment.
If all the boomer DPEs were to give up and go home there would be very few DPEs left to work with. There is a shortage of qualified personnel now. We're not inclined to beat up on the folks doing the heavy lifting in the industry no matter what their age might be. You lost us with this comment.
Give me a break, trent palmer knew he screwed up, his lawyers come up with that bull excuse, he was still with in 500' of a residential home, what, 250 feet? His excuse smelled.
Did he screw up? Probably, yeah. But in the same thread, I regularly fly out of both private strips and property that I have permission to land on that is within 500’ of residential homes and businesses, where a low pass is absolutely necessary. One location in particular I drive by on my way to my airplane to inspect, but still do an inspection pass or two pretty low when I get there an hour later in the airplane to ensure that no farm equipment has been left out in the time I’ve been gone (and sometimes it has!) done my one pass, and left. Under the Trent Palmer ruling, the FAA could absolutely suspend my certificate for that, even though it is required for safe flight. There are many areas in the PNW where an inspection pass to scare wildlife off the runway / landing site is also a necessity, and if a camper or hiker decided they didn’t like that and to report it to the FAA, pilots would get in trouble. I fly a very recognizable airplane with 18” numbers on the wings - I do worry about getting reported to the FAA despite being technically legal on occasions where I land in these places.
Two viable options for cutting cost include the Flying Club model, and a co-ownership agreement. Both can cut the cost of accessing an airplane by a substantial margin while simultaneously providing a social connection that you may find valuable. If you're intrigued by either option @cavsh00ter, we can share information that will ease the process for you.
revamp the A&P ratings and ease off the maintenance and repair restrictions that prevent certified aircraft from being maintained, and being upgraded, and being maintained affordably.
Jamie is fond of saying, “Flying is optional, maintenance is mandatory,” @@SoloRenegade We’ll have to wait and see if maintenance rules are relaxed in the future.
@@MadPropsAero Also, they need to open up more aircraft for use in flight training. With more and more homebuilts and fewer certified, and the certified are aging out, the non-141 flight schools and part 61 CFIs operating on their own are running out of options.
Jamie used to operate in Connecticut where the original Pratt &Whitney facility hosted Rentschler Field, the second largest airport in the state. Unfortunately that field is now closed. A football stadium took its place. SMH.
I like the protection of GA airports. However I feel the bill fell short. My GA airport in South Florida has expanded so much that it has become all corporate and GA has been priced out and not welcome. When the federal government “gave “ these WW II bases to the community it was for ALL people. Not just for the Uber wealthy!
The Federal Govt is WHY flying is so expensive today. Flying is inherently dangerous and the Socialists love to ban anything that is even slightly dangerous. Or even better the Socialist left forces us into the biggest Communist scam in human history, INSURANCE...
Understood. Florida has grown dramatically over the past century. From fewer than 1 million the population has ballooned to something like 20 million today. Aviation has played a role in that explosive growth, to both the benefit and detriment of those of us who were already here. There are several airports that were non-towered when I began my career that are now towered, densely populated with turbine powered machines, and surrounded by residential housing where there used to be swamps, forests, and groves. The times are indeed changing. We can only do our best to keep up as the transitions continue.
@@BetterisAlwaysBetter Thats a good reason to build new smaller airports for the rest of us.
@@usaerospace6707 you're free to do that. As are the rest of us. Of course the purchase price is high, the infrastructure doesn't come cheap, and the odds of turning a profit are slim. That's a great reason to work hard to preserve the airports we have and make the best aeronautical use of them. Finding the space, the money, and the partnerships required to build a new airport anywhere is a steep hill to climb.
Capitalism, baby!!
Old guys rule!! Thank you for your time and experience.
It took a long time for Pat and Jamie to get from the young-upstart category to the elder-statesman status they enjoy now. But we sure do appreciate it when the channel catches on with a new viewer. Thanks for the comment, @Eyemareader63.
Good episode and timely. As Pat knows, our flying club suffered a loss of our primary trainer, a C177, and simultaneously realized our LSA 1943 Cub was not really appropriate for our membership (most of us can neither fly it for lack of a tailwheel endorsement and lack of useful load to take instruction from a CFI). So the expansion of the LSA category will mean that our few LSA pilots would be able to fly almost anything we might obtain. So our options are much broader to serve our membership.
another problem, in my area there are no legal LSA aircraft available for people to get LSA licensed in, unless they buy their own airplane to train in. They want to get sport pilot, but can't find a plane to train in nor take the Checkride in.
@@SoloRenegade Yes, that's a common issue. I owned a flight school in the Houston area for several years. It was very, very successful and we specialized in teaching and renting light sport airplanes. I don't understand why more flight schools don't embrace it as another revenue stream.
More examiners hopefully means checkride fees are less. $1500 in my area
Ouch, that's confiscatory.
$2500 in my area
For a non cfi?!
for 1500 you might as well travel to florida, find one for 900 and use the rest on a hotel as a treat to passing lmao
I know 2 guys that have been waiting over a year for DPE approval. I think they are purposely not accepting DPEs to protect the current DPEs earnings. Because prices would definitely come down.
I don’t have the forecast ahead, but I predict sunshine and tailwinds for all…awesome info. Thanks 👏🏻👏🏻👍🏻
I appreciate you gentlemen bringing and discussing the subjects involved with this faa document. Thanks hopefully I can get to flying again after years of being out of it.
We certainly hope you get that chance, #sssigsauer2266. Consider seeking out a Rusty Pilot seminar near you, or take the online version to help you get back up to speed. Pat and Jamie have both been rusty and got back into flying in a big way. Hope springs eternal.
@@MadPropsAero and I’ll keep trying and will be on the lookout for my opportunity for sure.I still have the dream. You gentlemen have a great rest of the weekend.
Thank you guys for your insight on gemeral aviation. Good stuff keep is coming ... God bless each of you!
Thank you very much, @jimfurman3145. We'll continue to do our best to earn your trust.
never forget what the FAA did to Bob Hoover
Yes that was a travesty they got but hurt and went after him.
@@davidalderman9547 What did they do to him?
@@OnceShy_TwiceBittenhe was flying an air show routine and a couple of the maneuvers were not well flown. Afterwards an observing FAA official questioned him, then grounded him due to diminished acuity, revoking his aviation medical. He fought them and won reinstatement, but took a couple of years.
Great episode!
A reminder to those just getting into aviation, the positive changes outlined here took the GA community advocating to make the rules better or less onerous.
Support the aviation groups that align with your flying. If you hear of a proposal that makes sense to you is being consider by the FAA and open for comments, send a comment - it doesn't have make the argument, just say I'm "A", I support "Proposal B" because it'll make my flying better/cheaper/safer.
These changes are exciting. It's great time to be flying (as it always is!)
We couldn't agree more @Zaephyrs. Participating in the rule changing process is quick and easy. Supporting the organizations that go to bat for us in legislative circles is a huge help, too. Take your pick. AOPA, EAA, the Soaring Society of America, Seaplane Pilots Association, etc. They all carry weight and proudly carry the torch for General Aviation. If we continue to get behind them, they'll continue to stand up for us.
Very interested in what MOSAIC looks like in final form, and glad to see the LODA changes. My currency (to carry passengers) ended back at the start of the month, and the final rule is likely to influence how/when/if I return to the air as PIC.
You're not alone in being interested in the final MOSAIC ruling, @AnthonyMartinez. We suspect there are tens of thousands of pilots who will be watching that final rule closely.
@@MadPropsAero I haven’t looked at the proposed rule myself yet; do you know off hand if the proposal changes the requirements to be a light sport *instructor*?
@@AnthonyMartinez the final rule hasn’t been published yet. Congress has provided direction and ordered the rule to be issued but we’re not yet sure of all the specifics.
Looks like they are indeed changing some aspects, or have proposed to do so. Frankly makes a lot of sense.
www.federalregister.gov/documents/2023/07/24/2023-14425/modernization-of-special-airworthiness-certification#h-88
As a commercial pilot (about to be a cfi) i agree with some of these rules coming..... though I will say I'm not on board with everything. For example Basic Med, im not so sure I am on bored with expanding the uses of basic med.
I do love the idea of remote towers. I wish they would introduce these into class e and golf. And strengthen the regs for these airspaces. Though its "see and avoid" there are a lot of hazards that come from these smaller airports, like people flying around without coms or adsb & transponders
Or For example, on my commercial checkride I had a guy inproperly enter the traffic pattern. He was shooting for runway 17 but entered a left down wind for rwy 35 to a left crosswind then left downwind for rwy 17.... after i announced I was departing rwy 17.
Im a little excited to hear about the expiration date changing for a cfi. However i do believe it should be maybe an hour or 2 hour oral for the flight review to make sure we are still where we need to be with instructing
Keep it up guys. Love my plane and praying it becomes LSA as age keeps coming. Excellent presentation for all.
Thanks for the encouragement, @skycop3855. We appreciate it.
Thanks for the update. Great video and very informative. I'm very excited about a lot of these changes.
It's our pleasure to keep you in the loop, @steveconaway774. We're pretty excited about some of these changes, too.
Thanks for the video guys. Very informative.
Why would they increase the pax from 5 to 6 and MTOW from 6,000lbs to 12,500lbs but not increase the 250kt, 18,000ft limit? That’s like saying “here u can drive a Lamborghini but not over 65mph or on a highway”. Kind of handicaps a PC12 or King Air 250. Nonetheless it’s going in a good direction.
The increase is in capacity, not performance, @matthewaucoin4824. A more apt analogy would be in allowing drivers to step up from a five passenger vehicle to a 7 passenger van, but the speed limit on the road remains the same. We agree with you that it's a step in the right direction, imperfect as some of us may find it to be.
The airport in perpetuity is definitely of interest giving KBDU is under threat for shutting down…
The best thing they should do is revoke liability issues. We accept the risk and rewards that goes with flying or we stay on the ground. Liability has been the death of Aviation.
Yup. And stop sueing shops even when it wasn’t a maintenance issue. Seen several prelims just fresh out the gate and people already sueing 3 different shops.
Then people wonder why it costs so much.
Of course, there are definitely legit suits out there due to negligence
The Government regulate income for many industries. It should do the same for lawyers.
They create bull$#/t court cases and get a quick payout or drag them on for years charging by the minute and taking at least a third of any award. That’s just criminal in itself. There should be a cap on case income of no more then $25.000 and penalties for cases not settled in two years from date if incident. Water dept workers don’t get 7 years to fix a water break and firefighters don’t get 5 years to put out a fire why should lawyers get that much time?
Thanks for the summaries!
My Cessna 175 has the GO-300 engine with low, 7.3/1, compression. Runs just fine on unleaded gas.
Low compression engines (and there are a lot of them) run just fine on unleaded premium fuel. Having said that, it's important to know the seals included in the fuel system may or may not react well to unleaded fuels. Rotax allows a percentage of ethanol in their engines, which were designed for unleaded fuels. Lycoming, Continental, Franklin and others may or may not do as well. Unleaded is a great option if your seals have been upgraded to survive the fuel the engine runs just fine on.
Need to see the Chevron ruling applied to the FAA.
In the case of the reauthorization we dealt with here, these rule changes came from Congress with a signature from the President. There may be instances where the Chevron ruling may apply, but not here.
Cool to hear about remote towers- the airport in my hometown (KFNL) is one of the 2 airports that are part of the pilot program for remote towers. We have lost commercial service in the past because of our lack of a tower.
Also interested to hear about the light sport rule changes. I haven’t pursued getting a PPL because I may or may not be able to get a medical certificate.
Rest assured we'll be posting additional content on both those issues as the remote towers roll out and the MOSAIC rule becomes finalized. It's good to have you on board, @kylewitter2806.
@@MadPropsAero I had a plane at Fort Collins Loveland Airport ( FNL) for just shy of 30 years. I witnessed the introduction of the new control tower and can’t say I am happy with it at all. I’m not afraid of towers as I’m an airline pilot and visit the busiest airports in the country on a routine basis. The problem with our new tower is that they have “rules of engagement” for lack of a better term that severely limit the carrying capacity of the airport. In addition, most of the controllers are substandard based on my experience with literally thousands of different tower controllers over the course of my 25 year airline career.
They installed all of the cameras three or four years ago, but we’ve never made the jump to actual remote control. The controllers operate from a trailer near the edge of a ramp area. They have no radar and no ADSP. They also seemingly have no spatial or situational awareness. As far as I’m concerned, it’s been a failure. When we supposedly lost airline service due to no tower, it was really an excuse by the air carrier to pull out of an unprofitable market. Low cost carriers do this on a regular basis completely independent of the tower situation. Local bureaucrats jumped up and down and latched onto the airline excuse for pulling out to expand their empire at the expense of piston General aviation.
*ADSB
Hoping to see some improvements to MOSAIC. As it’s written currently, I could fly my Stinson in utility category but not normal category under light sport because the stall speeds are different, which is ridiculous. Of course, the FAA could fix the light sport/basic med issue entirely by joining the 21st century with medical standards or making light sport have the same requirements that BasicMed has currently with no previous 3rd class required.
Happy to hear about the inspection pass deal and protection for GA airports. I would also like to see more protection for GA, as some have mentioned GA getting pushed out in favor of corporate, and the ridiculous fees some FBOs charge.
I do think that the 3rd class medical is not an issue with the DPE shortage and instead the issue is with the FAA creating so many obstacles for new DPEs to get certified. I have a friend who has been trying for years but due to local politics has been unable to get a DPE certificate.
Definitely some positive changes here though
The comment period for MOSAIC runs through October 23, 2024. We should see the final ruling published some time after that. We're anticipating a big splash of a notice in 2025.
@@MadPropsAero I did leave a lengthy comment noting a couple of issues with it (such as the stall speed issue) hoping to see a few things corrected but I think it is a very good start.
Great episode!
Thanks, @AllAmericanAviation. We appreciate you taking the time to watch and comment.
I’m waiting for MOSAIC to fly the local rental 172. I currently don’t qualify for BasicMed, but am legal for Sport Pilot. Thanks for this video.
Not qualifying for BasicMed at least implies you may not qualify for Sport Pilot either. Take care and check with a medical professional with an understanding of both programs just to be sure. You don’t want to be surprised to find out you weren’t legal after something happens.
@@MadPropsAero the medical bar to aviation seems much higher with BasicMed than Light Sport. While being denied an FAA medical is disqualifying for either construct, not needing an FAA medical in the first place (only a driver’s license) to operate under Light Sport is significantly less restrictive for a long list of medical situations.
@@samcooke3196 the Sport Pilot option requires self-certification. It is not an open door for anyone in any condition to fly. If the individual in question knows they have a medical deficiency, they are expected to ground themselves. Whether that is a temporary or permanent situation depends on the condition of the individual.
The specifics are sketched out in 14 CFR 61.23 for your perusal.
What I find funny is due to a genetic blood vessel disorder the FAA says I'm unfit to get a 3rd class medical and fly 2 or 3 people around. I could , however, drive a school bus full of children. Same for some diabetics.
We as Americans have lost so much of our freedom to bureaucrats. They take constitutionally protected freedoms, like the freedom to freely travel…make it illegal…then act like they are doing us a favor by granting us a license (granting us the privilege to do something they have deemed illegal). These bureaucrats cannot make a constitutionally protected activity into a Crime. We are loosing our freedoms by our ignorance of our rights. The Wright brother’s didn’t ask anyone if they could “Please” try to fly. Anyone who gives up a little freedom for some perceived safety…deserves neither in our Constitutional Republic…sad to say…the people who hate our God given freedoms seem to be winning…we better stand up and say NO, before its too late! FAA…who are they?
Lol
But you are ok with the government telling my wife what she has to do with her body.. Good grief.. For the "Eff your feelings crowd" there sure is a lot of complaining going on.
@@ronmaxim8009 No one is telling women what to do with their bodies. People are concerned about the life of the child inside them. Educate yourself and learn the difference.
@@rhone733 Ah, you don't seem to give a crap about those babies once they are born and start putting a drain on the welfare system.
Thanks for the synopsis.
It’s our pleasure.
Glad I found your channel, great stuff. Subed and keep it up 👍
Thanks, @AlphaKilo.Warrior. We're pleased to have you aboard for the ride.
Great briefing, thanks.
We're glad you got something out of it, @sumtingwong8768. Thanks for watching.
Keep up the great work! Thank you!!!
We appreciate your viewership and confidence, @RabbitHoleAdventures. Thanks for watching.
In my opinion, the 3rd class medical should be done away with. It really is useless to show what someone's medical condition is at any moment. It should be replaced with a simple note from ANY licensed doctor (most notably your primary care, not just a aviation specialist) that lays out what your most current physical says about you.
Exactly. Most any person can become incapacitated at any moment for various reasons without any warning signs. Most crashes are due to foolishness or inattention, not medical reasons.
I had to look it up. On the NTSB website there were eleven accidents from 2017 to 2022, with nine fatalities due to medical incapacitation. Barely a blip.
It took me two and a half years to successfully fight for mine. I'd have my PPL now if it weren't for this stupid process.
Thank you guys
It’s our pleasure. Truly it is.
All of these are great developments, because it shows we're finally helping make the FAA accountable and responsible to the aviation community it regulates. But in terms of paperwork delays, that is just government inefficiency, reflecting a lack of solid management skills at the top.
Good to hear the LODA issue for limited is being solved. I was booked for an hour in the P40, and my flight was 4 days away when that pfft hit the fan and they had to cancel. Maybe I can re-up next year for that bucket list item.
We would love to do the same thing, @@RebeccaCarey-bj3jk . We’ll keep our fingers crossed for you.
Thank you for your analysis
It’s our pleasure, @FarmerTed
Protecting GA airports from closure section 719. I want to know can this prevent the city of Santa Monica from closing Santa Monica Airport (SMO) in 2028?
That would be a question for the lawyers, @dmh54321. Because that process is so far along, we tend to doubt Santa Monica can be saved, but we would hope it could be. It's a wonderful field. Jamie has been there on site and truly loved it.
Nice video! I have a PPL but haven't flown in 20 years. I've been thinking about getting back into flying at a sport pilot level to keep it simple but I'm curious. When MOSAIC takes affect, will FBOs really rent a C172 to a sport pilot or will there be some hesitation? I've heard people say sport pilots aren't medically qualified. Your thoughts?
FBOs and flight schools are often privately owned entities. They decide for themselves whether or not to rent aircraft, who they'll rent to, and what their requirements are. There is no blanket statement about whether they will or won't rent to Sport Pilots. As for the medically qualified part, that's on the pilot. Sport Pilots self-certify their fitness to fly, as all pilots do to an extent. Even pilots with a Class 1 medical are expected to self-certify for any given flight. If they're not up to it, the pilot is expected to ground himself/herself until they are in acceptable shape. To date, there is no significant health deficiency that is leading to accidents for Sport Pilots.
@MadPropsAero thanks
Thanks for the info….still waiting on MOSAIC.
We're all on the edge of our seats waiting to see the final ruling, @rickclayburn9111. From what we're picking up so far it's going to be a major step in the right direction for general aviation as an industry and pilots as active participants.
I’m a recreational flyer with an Archer, all this sounds very good
The Archer is a fantastic platform to perform aviation with. Carry on. General aviation is a wonderful way to go.
Down side to remote towers how can they see outside to see a error and fix it?
Or help pilots if they need to look at the aircraft for a mechanical issue during a fly by
Remote towers have some impressive tech, @bsdontop1000. The controller captures each aircraft on a series of cameras which provide high resolution images. The cameras can track the aircraft as they move through the pattern. That allows the controller to have as clear a view of the aircraft as a controller in a physical tower would have. They've also got the benefit of ADS-B returns to work with. It's a real improvement in safety for a relatively low cost.
It's water under the bridge but would these new rules prevented the destruction of Meigs Field?
That’s an interesting question. If only that field could have been saved. It is missed.
That whole thing was illegal in the first place. Politics and corrupt courts prevented any justice.
Great job! I promise I will not read the document and point out anything you said wrong😆
Bless you, @frankloy2701.
1,000 pages? We launched D-Day with less verbiage.
It does boggle the mind, doesn't it?
Would a remote tower really be able to flop to another tower? From listening to opposing bases it sounds like controllers need to know the specific airspace very well. (While it might be to a greater extent for radar). Perhaps controllers could know two airspace’s very well and switch as needed.
The technology has been tested well and the concept has been proven. It is indeed possible for a remote tower controller to shift to another remote tower in another airspace to help during times of heavy workload. It's new and unusual for now, but we suspect it will become fairly common in the years to come. The cost savings of a remote tower coupled with the enhanced safety of a controller on duty should make this a big step in the right direction for general aviation.
Thank you!
You are most welcome, @gregsmith1116.
A 1000-page bill, what could possibly go wrong? The FAA like every other Federal bureaucracy will make the rules more draconian, convoluted, and anti-private property. Abandon all hope when it comes to the Federal government and the FAA.
What we need is airports getting faa money not being squandered and pocketed. We need more hangar space, t hangars etc….where in America is there not a hangar shortage?…everywhere. 2-5+ year waiting list while your airplane rots on the ramp when half of he hangars haven’t been opened in years. Guys… hangar space is one the many and probably the top 10 that is killing GA.
You're preaching to the choir, @dougg9448. Many airport managers don't seem to realize they are not really in the aviation business. They're in the commercial real estate business. With demand for hangar space at a premium nationwide, it does strike the average observer as peculiar that airports aren't building more space they could rent to achieve greater income. It's a head scratcher, for sure.
When does this come in effect?
It would appear much of these changes will roll out in 2025, although some details may go into effect before that.
Mosaic will likely cause even more demand for light Trainers creating an even tighter market with more ridiculous prices sadly
Or...increase the production of new trainers which would enlarge the fleet and stabilize prices, or even lead them downward over time.
I’d like to see the Emergency Locator Transmitter requirement go away- ADS-B should supersede the old the ELT requirement that was established after two Congressmen went missing in 1972 in Alaska. (They were never found.)
To the best of our knowledge there is no initiative to eliminate the ELT requirement. Perhaps (and this is speculation on our part) because not all aircraft are required to have ADS-B. There are still many that never leave G or E airspace, which doesn't require ADS-B below 10,000 feet, and there are still a fair number of classic aircraft in the air that don't have electrical systems.
@@MadPropsAero Well, how about “One-or-the-Other”, then? That would really save the GA folks some money. In reality, they’re unnecessarily duplicative, and don’t even work all that well in some situations; Malaysia Airlines Flight 370 had four ELT’s on-board, and hasn’t been heard from since 2014.
Don't misunderstand us, @@edbenelli5374. We're not arguing against the suggestion. We're just saying that we're not aware of any movement inside the FAA or Congress to make that change.
@@MadPropsAero ADS-B is only needed where Mode-C used to be needed. you can go into D as well.
I don't see how ADS-B alone can replace an ELT. The ELT is designed to detect the impact with terrain and send out a signal powered by its own battery so rescuers are aware someone needs help and can locate you.
AFAIK no ADS-B system can do that and FAA towers often do not pickup the signals when you are at low altitude so they may only have a general idea of where you went down and have no way to precisely locate you. Lastly, with only ADS-B no one will know you went down unless you had flight plan or maybe flight following or you made a transmission on the radio and someone actually heard it and took action to help you. The ELT, being automatic, will not only alert but help rescuers locate you even if you are incapacitated.
That said, I do like the idea of requiring less equipment and perhaps ADS-B could be enhanced to have an ELT mode or something.
I wish ADS-B out was cheaper, especially for experimental aircraft. ADS-B in can be added to an android tablet for as little as $20. To get out add one or two higher digits and a couple of zeros. In the experimental I'm currently building my dual 12" screen, VFR only, glass panel complete with engine monitoring, AHRS, autopilot, synthetic vision, com radio and more will cost less than ADS-B out. I'm one of the open source Makerplane EFIS developers.
I want to know what tech these remote controlled towers are using!!
A little research will answer that question. The cameras are 4K. Very impressive stuff.
How will remote tower affect Nontower operations?
When a tower is in operation, the airport will be a towered airport. Just like any other towered field. When the tower isn't in operation (assuming it's not operating on a 24 hour schedule), the airport will become a non-towered airport. It's pretty self-explanatory.
Anything in there about getting the FAA to respond to special provision applications within,....oh, say two years?
It sounds like there’s a story that goes along with this comment. We’re curious.
What services do these remote towers actually provide? Are they the exact same services as a manned tower at the airport provides?
From the perspective of the pilot in the cockpit a remote tower is indistinguishable from a traditional manned tower.
I just want a small grass strip and a Tiger Moth haha, this stuff looks promising!
We’d be pretty darned pleased with that too, @@ryanking1595
The biggest issue with the registration delays is if you want or need to fly internationally.
I fly a 30 million dollar corporate jet and we had to jump through every hoop trying to get a registration after 8 months to do an international trip.
It’s been a serious issue since they limited registrations to 3 years, @@chrisanderson4799. Extending them to 7 years will hopefully help.
@@MadPropsAero true but what if you buy a new airplane like in our case? Waiting months is ridiculous
Hence the change, @@chrisanderson4799. Even the feds know the current backlog is unacceptable.
So ready for GIf to have a tower!!!
What rating are you working on?
they completely ignored the fact that they don't have any examiners for new pilots. and they are forcing people to use DPE they charge more than $1,000 pair test
The FAA is working toward a solution for the DPE issue. In some parts of the country there are quite a few. In others they are few and far between. We can understand the frustration applicants have as they seek out a check ride opportunity.
Where are we with allowing ADSB-out on far part 103 vehicles ?
We're not aware of any changes to Part 103 at this time. Perhaps in a future ruling that change will come.
Remote Tower operations sounds great.
We anticipate an increase in safety and an improvement in pilot communication skills as a result. Like you we're looking forward to them going into operation.
Extremely interested in this topic as I currently am going for my light sport license. I am just saddened by the fact that the FAA had to crush the Rc hobby that leads to pilots to accomplish other goals.
We're unaware of the FAA crushing the RC industry, @NB-mn4tv. Can you elaborate?
Search up “Remote ID” on RUclips and there are tons of detailed videos that can explain it better than me!
Essentially any toy airplane that weighs more than 249g requires a registration and a module onboard the model that transmits its location info. This added cost and hassle is leading to people either not complying or just leaving the hobby.
Do you know when the 7-day registration will go into effect?
We do not have a specific date on that as of yet, @kenhickey5843. At least not a date we are aware of. However, the Reauthorization Bill suggests it will be in a matter of months, not years.
Who in the FAA can get things rapidly accomplished?
Surprisingly enough,@@kenhickey5843 some of the fastest and most efficient resolutions come during AirVenture and Sun 'n Fun when FAA staff facilities on site. We've seen folks walk in to check on their months long medical review issues and walk out with a new medical. Jamie just had a great experience with the FAA at Sun 'n Fun 2024 in regard to the purchase of an airplane that had never been registered by the current owner - and had been deregistered by the FAA a decade ago. Great folks. They really can help under the appropriate circumstances.
I have the same issue as Jamie as registration. I can't even fly my plane to get anywhere. Who can help?
@@kenhickey5843 you should go to the source. Email the FAA at 9-AMC-AFS750-Aircraft@faa.gov or call 405-954-3116 to explore options.
If my 182 is designated as light sport, would that lower the cost of an avionics upgrade?
No. Not unless you decide to make your 182 "Experimental"
@@SaintChesty that is tempting!
The remote towers will be so helpful. My airport is so busy.
We're in agreement on that, @joshgarlick185. The new technology of remote towers should increase safety while keeping costs lower than they could be when building traditionally manned towers.
From what I can tell, if your aircraft has standard airworthiness certificate, you are still going to need an annual inspection by someone with an IA. There is not going to be any way around that and it really sucks.
We haven’t seen anything that would suggest annual inspections would be affected one way or another.
Shoot, we can’t just run our planes until they fall from the sky.
@@TheReadBaron91 If an A&P restores something like a J-3, he should not need an AI to sign it off every year.
@@MadPropsAerothe IA requirement for annuals is one that has always made me laugh. I work on large aircraft on approved inspection programs. If I had an A&P, I could sign off one of these as airworthy, but could not sign off a J-3 or 172 for annual. I do think the IA requirement for major alterations should stay, but for annuals, it doesn’t make much sense when you consider that an A&P can sign off a Citation or Falcon but not a Cub.
Will be interested to see how they address light sport repairman certs with the expansion of MOSAIC though
@@thatstinsongirl you make an interesting observation. An A&P can sign off a 100 hour inspection, but cannot sign off an annual inspection. It takes an IA to do that. Yet, the annual inspection and 100 hour inspection are identical in all ways except who can sign them off. We're not arguing one way or another on that ironic little twist to the regulations, but we've noticed as you have.
There needs to be more examiners. That is the bottle neck in pilot shortage
It is a problem in some areas more than others. Thankfully, this Reauthorization bill takes at least some steps to correct that shortfall.
Awesome
Thanks, @bennietipton2820.
One could only imagine what aviation would look like in the absence of the FAA.
@@VoluntaryPlanet we’re guessing it would be unimaginable innovation coupled with a shockingly high accident rate. For all their bureaucratic bloat the feds make it possible for us to operate at a high level of safety. Being occasionally aggravated is a reasonable trade off.
@@MadPropsAero Yeah in the absence of government people wouldn’t care for their own safety and the safety of their inventions, only the wise and omnipotent overlords in the FAA are capable of ensuring our collective safety 😉.
We appreciate the sarcasm,@@VoluntaryPlanet but even a cursory look at the industry prior to the establishment of the FAA in 1958 shows a history of risky behavior, questionable building practices, and a lack of standardized procedures that led to chaos and worse. You don't have to love government to recognize that having an agency that can publish and enforce standardized policy from pilot certification, to aircraft and accessory certification, to airspace specific procedures has saved lives while expanding the utility of the industry. That's not in question. Not for a minute.
We need the FAA especially for those people who don’t think that we need the FAA
@@Timberns we can't think of a better way to make that point than you just did. Brilliant. Thanks very much.
when it comes to remote control towers does that have anything to do with remote CTAF operators? The red tape comes into play when you put that base station radio(s) on a "Public switch"/Internet service provider.... meaning using the internet to key up the radio(s) and talk on those frequencies. This leads to computer hackers getting on the air! When in fact the FCC highly suggest "Closed Switches" Peer to Peer interconnect.
Those are details to be worked out at a higher level than our crew is privy to, @cmritchie04. The system appears to be worked out well as it currently stands, but we're don't have the insight to be able to explain the inner workings of this new technology beyond the basics.
As current remote operators they will most likely have to show up to work at the closest brick and mortar radar facility-NOT controlling with a tablet on the toilet bowl from their personal home.
@@BLAMBERRY you're on target. The remote tower operators do not work from home using a tablet. They're at a remote facility (hence the name "remote tower") which offers a significant array of technological tools that will allow them to manage the airspace safely and efficiently.
The President signed......but has no clue what's in it.
Waaaaa... Biden has done more for aviation than the fat felon who flies around in a 757 crapping in gold plated toilets.
This will be drawn out process. FAA has to write the rules and publish them. With chevron deference thrown out by supreme court, where the FAA had ultimate power in their rules, that no longer exists. If one group doesn't like it and sues over a rule, it will be tied up in courts for years. Judges don't have to follow FAA's reasoning behind rules they wrote any more. A defendant can bring in their own experts to challenge and face it, most people in the federal government are not the brightest in the cookie jar.
They should combine private and instrument ratings and require 100 hours to get a license.
Okay, we'll play. What are you basing that massive change in aeronautical training on, @topofthegreen? Curious minds want to know.
No sir. Many pilots, like me, have absolutely no interest in instrument flying.
Bad idea.
@@kenthompson3730your safety would increase and everybody else’s also
Allowing aircraft up to 12,500 is a mistake. The current weight rule is good the way it is.
Hope this will be a non issue.
My gut says the insurance companies will have the last say on this.
If your comment is in reference to Light Sport, it would appear the weight increase will be well under 12,500 lbs. If you're referring to something else, well, without knowing what that might be it is difficult to replay with any specificity.
I may not be 100% familiar with the idea of LSAs, but I'm not sure I'm fond of the idea of light GA planes being flown under light sport certificates. Private pilots have a much higher training standard and lower accident rates than LSA pilots. With an already dwindling supply of aircraft and insurance rates being high, I'm not sure less-trained pilots flying these planes is the best idea.
Again, I could be wrong and I'm willing to hear people out, but it's just my opinion at this present time.
The issue is fairly complex. Private Pilots and Sport Pilots have different areas of training required of them due to the limitations on Sport Pilot that do not exist for Private Pilots (flying at night, in IMC, above 10,000', etc.) However, the training standard for the tasks that are common to both certificates are identical. There is some evidence that Sport Pilots have a higher accident rate than Private Pilots, although Private Pilots have a higher incidence of fatal accidents than Sport Pilots. The key to keeping everyone safe can be found in training, recurrent training, and establishing a culture of safety that permeates the general aviation community at all levels. That's a component of what we seek to do here at Mad Props Aero. Hopefully, the quest for an increased level of safety at all certification levels will become more and more desirable to those of us who fly in the future.
Examiners are really just passengers that know the requirements to fly…
But still need to be able to take over and fly
There’s a little more to it than that. But we can understand how that misconception might creep into one’s thought process. In truth DPEs have an extraordinary level of experience. That matters.
@@MadPropsAero every examiner I’ve had has said this… every check ride for 47 years
Great stuff for sure. I wish they would require all aircraft to have radios and all aircraft have to use them We still have morons flying around here at untowered airports not talking to anyone and just flying any pattern they want.
The advent of remote control towers will encourage (or require) more pilots to use a radio, whether hand-held or panel mounted. That's a step in the right direction, surely.
I'm not convinced that the 3rd class medical is keeping the DPE pool suppressed, so I don't expect that change to have a meaningful impact.
Correct, it's not the medical. FAA has plenty of DPE candidates, what they lack is supervisory staff to manage more DPEs. One FAA staff person can only manage 5 DPEs.
Yet the same bill approved the closure of my local airport, KBNG.
The Reauthorization BIll was signed into law after the mayor of Banning had announced the airports closure, after years of effort to bring that to pass. It's a sad thing to lose an airport, but at least in this case that loss was not because of or in spite of the Reauthorization Bill. That ship had unfortunately sailed before the bill was in place. Our sympathies go out to you and the other users of that formerly proud field.
@@MadPropsAeroCity of Banning has been trying to close the airport for over 25 years and has signed multiple documents in the process. Recently, Morongo Indian reservation took an interest in the airport closing so they can develop some of their land that’s under short final. The FAA wouldn’t allow the airport to be closed in part because CalFire utilizes the airport and some FAA loans. Between the two parties, they reached out to Our representatives in Senate and Congress to sneak in some vocabulary into the reauthorization bill on top of getting a letter from someone in CalFire that has nothing to do with Air Attack saying they don’t utilize the airport anymore. City of Banning has a track record of questionable paperwork involving the airport, including not notifying the FAA they closed the runway to host drag racing events.
If you have information contradicting this, I would love to read it. The above information I got from people that work for the city and news articles.
@@ShaneAffsa we've seen nothing that would contradict anything you've shared. Our earlier point was simply that this Reauthorization Bill was signed into law after Banning announced the closure was a done deal. Hence, this Reauthorization Bill plays no role in the closure, as sad as that may be. We regret the loss of your airport. As we regret the loss of all general aviation airports. It is often clear years later that the closure was an unpopular, unproductive mistake.
BasicMed is no different from 3rd Class. It's the same standards. If you can't pass a 3rd Class, you can't pass BasicMed.
And the knee jerk reaction to a condition they haven't dealt with is to deny.
Cessna 150C is baller
They're an outstanding, time tested platform that's excelled as a trainer and an economical personal transport. Jamie owned one and still speaks well of it. Placing C-150, C-152, C-172, and the PA28 series into the Light Sport category should have a profoundly positive impact on general aviation and aviators.
Keep in mind the loss of Chevron Deference. Expect a lot of capricious goobermint BS to disappear in the coming years.
With how much a checkride costs, DPEs should be required to have third class medicals and to bring their own pens.
You may reevaluate that perspective should you consider the experience and effort required to become a DPE and maintain that status. When you consider that you’re buying 6 or more hours of a professional’s time while exposing them to significant potential liability, that fee becomes very reasonable. Painful perhaps, but not unwarranted.
@@MadPropsAeroas a student with a checkride on the horizon, I never thought about it that way. Makes perfect sense.
DEPs are almost universally talented folks who really want to see you do well,@@johnamin7858. They're the gatekeepers who make sure those of us who have the privilege to fly know how to maintain a level of safety while to do it. Good luck to you. Please let us know how your ride turns out.
I like much of this; but I want to be clear, I DON'T want more towered airports. I prefer flying into and out of non-towered airports where I don't have to worry about talking to a tower. I prefer uncontrolled fields.
Pat and Jamie are both based at non-towered fields and like them very much. There's nothing wrong with having a preference. However, it is important to have the skills to function safely in either flight environment, whether there is a tower or not.
Neat
We thought so too. Thanks for the confirmation, @plotholedetective4166. We appreciate you.
Aren't remote towers another Big Brother expansion? How long before they start using them for enforcement actions against pilots?
The remote tower is a less expensive method of providing a safer airport environment for pilots and their passengers. They're only installed at airports that request them and can justify their necessity due to density of traffic. They're not coming to get us, they're trying to help us.
When, when , when are they going to allow 150, 152, 172 to LSA pilots yo fly these aircrafts???
Old Guys Rule. I agree!
I hope the FAA can get Boeing to stop making aircraft until it gets its act together.
I should probably take my written now huh so i dont have to re memorize medical stuff
Never memorize. It's useless. It's better to learn and understand. Actual knowledge lasts longer and can be applied better than simple facts memorized in an attempt to pass a test.
@@MadPropsAero I absolutely agree, and thats what I do for most aviation stuff, anything that applies to me specifically, absolutely. But when it comes to basicmed and medicals that i wont need to know about until 4 years from now, I am just going to do short term memorize. Why do I need to know what is involved in a class 1 medical exam and how long it is valid for if your over or under 40 if I’m just getting my PPL? Not useful at all for me, but I do understand the class III and how it applies to me and when I need to get another check up, and if I ever do commercial training ill do the same for class II. But I do agree, in fact I’m really putting effort into understanding weather, that has been the most difficult for me tho
@@gamertardguardian1299 you should be aware that during written and oral testing the tests won't limit their questions to your choice of medical certification. The written test (FAA knowledge test) and your DPE when conducting your oral exam will ask about medical certification as a topic. You'll be responsible to understand all three classes of medical certificate, and may be asked about Basic Med and even the requirements for Sport Pilot. If you take the shortcut you're suggesting that may end up causing you far more difficulty than simply studying to understand the material in the first place.
I just want to have a tri gear hummel ultracruiser instead of tail dragger due to you needing a license for tri gear
You don't need a pilot certificate because it's tricycle gear. You need a pilot certificate for an aircraft that doesn't fit the ultralight category. In either case it's wise to get good flight training before you attempt to fly anything. History has proven that those with training tend to live longer than those who just give it a go.
Thanks guys...
It’s our pleasure @@chriswagoner5406. Truly it is.
You make it sound like BASIC MED is a way around a MEDICAL deficiency that would keep them from 3rd class? Why would BASIC MED bring back old retired DPE's? They are healthy or not.
I fly under Basic Med, @gmcjetpilot. Although I can pass a Class 1 medical exam and have done so in the past. My decision to go the Basic Med route was rooted in its simplicity and my ability to work specifically with my general practitioner, whom I think highly of. There is no suggestion or recommendation on my part or Pat's that folks try to hide a medical deficiency by taking the Basic Med route. We've never implied that or said that outright. I'm genuinely sorry if you inferred something that we never intended.
@jamiebeckett9994 I hold 1st class cfi, cfi-i, cfi-me ATP 4 types and going to basic med as well when I retire from airline (maybe) I took the AOPA test, and my personal MD signed me off at the last physical just to see the process. I'm still sitting on it.
Yes, 5 yrs is nice. Cheaper. Not really. I still teach and basic med works. But can't ferry planes, or get paid to drive King Air, act as crew on biz jet. So I'll likely maintain 2nd class.
I get simplicity, but is a 3rd class difficult or expensive? No. It's a way for some pilots to mask health issues (possibly). Be honest older pilots see the aero med doc as threatening as health declines.
The way it came off in video is DPE's are retired due to the low bar of 3rd class medical, and basic med is all they need to go back to work. OK.
My point is you have to be fit for flight, basic med or not. It came off Basuc Med folks flying with known issues, and a 3rd class is an issue.
Also now they will allow PIC in larger faster aircraft w/ more Pax under basic med? We don't need geriatric pilots in large aircraft. A Baron is big enough to kill yourself in. Hard truth we all slow down.
One day we all need to stop flying. I'm sad to see a significant percentage of accidents are guys in their 60's, 70's, and 80's. I know how basic med is supposed to work, so no lectures are needed. Yes I like option but you should easily pass a 3rd if you hold basic med.
Get rid of the 2006 rule!
Which 2006 rule would that be, @crawford323?The FAA issues rules and interpretations all the time. Can you provide some clarity?
If you're talking about biden as president, biden has been dead for a few years now. I mean give me a break
And he still did more for aviation than the felon rapist trying to replace him..
7:35 No No NO!!! Remote towered airports? I am against creating towered airspace at our class G airports.. if run improperly like our local North Las’s Vegas tower, it does NOT make it safer, it is way more unsafe when the tower here is in operation, the inefficiencies are out of control, 30 plus minutes to get airborne… whenever the tower here is closed either due to staffing or such, the airport here is SAFER, and more efficient. Look at the midairs and near collisions that only occur at VGT when the tower is open.. be careful what you wish for, going towered, or remote towered is giving up your freedoms for the illusion of safety, when in reality it’s less efficient and less safe..
Understand @thomasaltruda we're not cheering or jeering about remote towers. Our role is merely to point out that they're coming. Slowly at first, but we suspect the pace will pick up over time. It would be expected that oversight would be sufficient to ensure safety and efficiency since that's the point of installing a tower and associated staff in the first place. If your airport runs less efficiently and less safely due to a poorly managed tower, that's a great reason to contact local media to get some press about the problem. Nothing motivates a government employee (or pretty much anyone else) like public embarrassment.
All this while completely killing the R/C airplane hobby…
Can you expand on that, @dalgrim. What about the new rules will kill off the R/C hobby?
No basic med for DPE’s! Ride off into the sunset boomers.
If all the boomer DPEs were to give up and go home there would be very few DPEs left to work with. There is a shortage of qualified personnel now. We're not inclined to beat up on the folks doing the heavy lifting in the industry no matter what their age might be. You lost us with this comment.
Unlike you, they can probably ride into the sunset on a bicycle.
Give me a break, trent palmer knew he screwed up, his lawyers come up with that bull excuse, he was still with in 500' of a residential home, what, 250 feet?
His excuse smelled.
Did he screw up? Probably, yeah.
But in the same thread, I regularly fly out of both private strips and property that I have permission to land on that is within 500’ of residential homes and businesses, where a low pass is absolutely necessary. One location in particular I drive by on my way to my airplane to inspect, but still do an inspection pass or two pretty low when I get there an hour later in the airplane to ensure that no farm equipment has been left out in the time I’ve been gone (and sometimes it has!) done my one pass, and left. Under the Trent Palmer ruling, the FAA could absolutely suspend my certificate for that, even though it is required for safe flight. There are many areas in the PNW where an inspection pass to scare wildlife off the runway / landing site is also a necessity, and if a camper or hiker decided they didn’t like that and to report it to the FAA, pilots would get in trouble. I fly a very recognizable airplane with 18” numbers on the wings - I do worry about getting reported to the FAA despite being technically legal on occasions where I land in these places.
Its somehow must get cheaper, its so expensive
Two viable options for cutting cost include the Flying Club model, and a co-ownership agreement. Both can cut the cost of accessing an airplane by a substantial margin while simultaneously providing a social connection that you may find valuable. If you're intrigued by either option @cavsh00ter, we can share information that will ease the process for you.
revamp the A&P ratings and ease off the maintenance and repair restrictions that prevent certified aircraft from being maintained, and being upgraded, and being maintained affordably.
Jamie is fond of saying, “Flying is optional, maintenance is mandatory,” @@SoloRenegade We’ll have to wait and see if maintenance rules are relaxed in the future.
@@MadPropsAero Also, they need to open up more aircraft for use in flight training. With more and more homebuilts and fewer certified, and the certified are aging out, the non-141 flight schools and part 61 CFIs operating on their own are running out of options.
@@SoloRenegadethe number of SLSA aircraft that are acceptable for flight training is ever increasing.
My airport T71 The city wants to do just that a nasty golfcourse, look at the condition of the one they have disgraceful
Jamie used to operate in Connecticut where the original Pratt &Whitney facility hosted Rentschler Field, the second largest airport in the state. Unfortunately that field is now closed. A football stadium took its place. SMH.
No thousand page FAA Document benefits aviation.