keeping you in touch with the world of general aviation and pilot 07 july 2020 fi… · experience...

www.planeandpilotnews.com PLANE & PILOT NEWS July 2020

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JULY 2020Vol. 46 No. 7

Keeping You In Touch With The World Of General Aviation

Plane & Pilot News

The five-day event will include streamed and on-demand content, encompassing nearly every subset of aviation, with a focus on educational, informational, and entertaining content. EAA's special interest groups will also be heavily involved, bringing highlights that include homebuilts, warbirds, vin-

tage, aerobatics, ultralights, and much more.

"Nothing can replace the Oshkosh experience in-person during AirVenture week, as that event personifies the com-mon passion we have for flight, in all its wonderful ways," said Jack J. Pelton, EAA's CEO and chairman of the board.

"As unfortunate as it was that the can-cellation of AirVenture 2020 took away that personal experience, countless people and groups have stepped for-ward to ask what they could do to vir-tually create something from Oshkosh that brings us together as aviators and

See “Together” on page 15

planeandp i lo tnews.com

EAA Brings Aviation Community Together for EAA Spirit of Aviation Week™ on July 21-25

July 2020 PLANE & PILOT NEWS www.planeandpilotnews.com

There have been a lot of articles about flying in to Put-In-Bay, a.k.a. South Bass Island and I’d like to give you a dif-ferent twist on the idea. South Bass Island has an excellent transporta-tion system and prob-ably the most beauti-ful state park in Ohio. Within that state park there are about 15 or 20 cliff side campsites only available for tent camp-ers. There is no electric-ity but there are good showers and restrooms nearby. If you arrive by airplane, the airport is only about a mile from the state park and it is easy to get there.

South Bass Island re-ally has two personali-

ties. The weekend per-sonality is exemplified by Put-In-Bay’s unoffi-cial motto, “A nice little drinking island with a fishing problem.” If par-tying is your goal, you will not be left disap-

pointed. But the rest of the week South Bass Island is an extremely pleasant, quiet place to vacation and camp.

There are lots of ways to getting to the island: for Lake Erie boaters, sailing is usually not more than a half day trip. The Miller Ferry and the Jet Express provide other ways of getting to the island, we who are pilots have our own air-port.

Put-In-Bay Airport (3W2) is a well main-tained vital link for the island. At times in the winter it is the only way to and from the island. One important thing to

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“Because, I Say So”Editorial Column by Beverly Hartong

Aviation LawBy William (Bill) Hayes

Bill Hayes

Island Camping AdventureI hope everyone is do-

ing well and enjoying as much as they can of their summer. My column this month is going to be very short and sweet!

Those who normally re-ceive our publication via mail, may have noticed the last couple months it has not shown up in your mail-box. We made the tough

decisionto only provide a the

web version when the vi-rus broke and transmis-sion possibilities included contact of paper. Our mail-ing company also closed for a short time and that further hindered our abil-ity to mail. Then the en-tire shutdown and shelter

Tell Me What You Think?

See "Say” on page 10

See “Island” on page 20

Camping in the Fall is not crowded. Taken in October of 2019 I was the only person tent camping in the park.

This is the view from the top of the Perry's Victory and Peace Memorial. It is 352 feet high. In the

center is the Visitors Center.


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VFR Flight Following – A Pilot’s GuideBy Eric Radtke

If “flight following” is a new term, don’t worry, you’re not alone. It’s not exactly a staple in many Private pilot training pro-grams and is easy to by-pass on the checkride. But let’s rectify that here and now because it’s a service that every VFR pilot should take advan-tage of and it could even be a life saver. Flight following is a relatively simple concept – it’s an aircraft flying under VFR that is taking advantage

of Air Traffic Control (ATC) services. Function-ally, it indicates the flight is radar identified by ATC and a number of advi-sories may be available from the controller.

Some of the mystique of VFR flight following is a function of initiating ATC interactions which immediately invokes fear for many pilots. Because the service is provided on a workload permit-ting basis, and involves multiple layers of ser-vice, there’s not exactly uniform delivery among Center or Approach con-trol facilities. The combi-nation of these realities has resulted in misinfor-mation, misunderstand-ings, and even no aware-ness of its existence.

So what is flight fol-lowing?

What we refer to as VFR flight following is largely described in AIM, 4-1-15 (Radar Traffic In-formation Service) which focuses on traffic advi-sories. ATC will serve as another set of eyes in the sky to keep you apprised of other traffic targets that could be a threat. You also gain the benefit of safety alerts from ATC.

These are alerts that can be issued by the control-ler for traffic, terrain or other obstructions and indicates an immediate threat. If you should hear the term “safety alert” on frequency, pay close at-tention and prepare to respond quickly.

As emphasized in the AIM, and is true in prac-tice, flight following ser-

vices and advisories are provided at the control-lers discretion, and while controllers always strive to assist participating aircraft in every way possible, their primary responsibility is separat-ing IFR traffic. Many fac-tors, including workload and frequency conges-tion, could prevent the controller from providing advisories so it should always be viewed as a supplemental tool for seeing and avoiding traf-fic or other obstacles.

How do I obtain flight following?

Flight following can be available anywhere ra-dar coverage is available which is extensive even at relatively low altitudes in the east. Radar cov-erage is spottier in the

July 2020 PLANE & PILOT NEWS www.planeandpilotnews.com taught. The FAA more and more recognizes all pilots also need basic understanding of human physiology. These top-ics are integral to pilot Education. Commercial and military pilot get re-fresher courses but gen-eral aviation pilot usually lack that understanding of physiologic factors. Without that knowledge/understanding all pilots become less skillful, less prepared, less safe ie less of a "super pilot."

For the last 35-40 years, in order to attempt to reduce aircraft acci-dents due to Human Fac-tors a whole segment of training has developed in flight training. The cur-riculum requires us to learn error detection and error recovery as quickly as possible. The 1st step in good decision making is to identify personal at-titude of hazards to safe light. At least 70% of a aviation accidents/inci-dence have been related to human factors, with 65% of runway incidence

from loss of situational awareness. Most of the runway situations have occurred in the general aviation pilot again prob-ably due to less training.

Flight crew manage-ment should NOT be con-sidered important only for the "big airline crews." The goal is to prevent ac-cidents by making good decisions and using any/all sources of informa-tion to improve perfor-mance for us all. Advice and knowledge gained through aircraft dispatch, flight attendants, aircraft maintenance AP/AIs, air traffic control, computer flight directors/charts/GPS/ADS-B and just fol-lowing check lists all will aide in a better informed pilot and safer flight. In order to achieve the high-est level of safety each flight member should actively cross check the actions of all other flight crew.

Have you ever con-sidered the shapes and colors of cockpit flight controls? As time has

progressed the controls have been made differ-ent shapes and colors. Throttles, fuel mixture, prop control, gear lever - made different to assist crew and decrease inad-vertent confusion. Crew redundancy is also part of this philosphy. Re-dundancy assists making correct decisions in reac-tion to a problem. Re-dundancy supplies larger pools of experience and knowledge to lean on in a urgent situation and high work load. Not all errors can be prevented but with good communi-cation, good team work, good judgment can be taught and learned and

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Are you a "super pilot" on your airport? In my flight training days and also meeting John and Martha King at Oshkosh, I have heard them refer in their presentations the term "super pilot." I like that term just as a friend-ly greeting to my pilots but are you/they the best you can be in every way? Probably not if we allow ourselves to be affected by our personality traits, stress, attitude toward risk factors and knowl-edge needed for safe flight. We need to never allow ourselves ignore stressors, physiologic

affects of illness, some-times our pilot type AAA personality which can affect us all to a point of impairment of safe light. If we already are having problems on the ground congestion, cough, gas-trointestinal gas, fatigue, worry the forces in the flight environment can exacerbate these with in-creased susceptibility of pilot impairment.

It is easy to under-stand the importance knowledge needed in pi-lot training. Air speed, angle of attack, Stalls, Weather, approaches to landing, etc must be

See “Super” on page 14

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The More Things Change Amid Challenges to Aviation, Resiliency is a Constant

By Mark Baker, AOPA President & CEO

The human body is in-credibly resilient. With the ability to respond to a va-riety of changing environ-ments, be they biological or cultural, our species is said to be the most adap-tive. For centuries, hu-manity has been able to acclimate to various re-gions and changes over time. Adaptation is espe-cially important today, as this year has proven to be quite tumultuous and un-certainty still lies ahead.

Before anyone ever heard the term COVID-19, the aviation industry was thriving—so much so that we were in the midst of an unprecedented pilot shortage. Aircraft domi-nated the skies with some 8,000 to 20,000 flying at

any given moment; an average of 2.7 million air-line passengers passed through our nation’s air-ports every day. Glanc-ing at FlightAware, I was never surprised by the enormous cluster of icons slowly moving about the map—it was normal, and it was routine, but it was also then.

In the early months of the COVID-19 outbreak, and at its worst, the pic-ture looked drastically different. Air traffic was down dramatically, aero-space industries were cutting staff, and even fuel sales were tanking compared to one year pri-or. If you turn on the tele-vision, chances are you’ll hear media personalities referring to our time now

as the “new normal.” Like a lot of industries in 2020, aviation has been turned on its head. We’re waiting to see what hap-pens next, but there may be reason for optimism. In fact, experts remain bullish on the state of the industry, and general aviation has fared much better than our commer-cial counterparts overall. GA operations at the top 77 airports continue to increase and are averag-ing less than 10 percent below the seasonal norm.

I’ve been fortunate enough to stay safe, maintain social distanc-ing, and still spend some time in the sky—although late July just won’t be the same. It’s a strange feel-ing to be social distanc-

ing at home instead of surrounded by hundreds of thousands of pilots and aviation enthusiasts at the annual EAA AirVen-ture gathering. But de-spite having to miss the world’s greatest aviation celebration this year, I am glad to see so many of us continuing to get air-borne.

In fact, many of you have taken advantage of some unique opportu-nities. Videos of single-engine pistons landing at Class B airports, news of more Skyhawks in the sky than Boeing 737s, and Alaska’s Anchorage In-ternational Airport briefly designated the world’s busiest airfield feel like some sort of parallel uni-verse, albeit one tailored

for a GA pilot. Sure, flying may look a

bit different now as many of us are incorporating more sanitization into our preflight checks or opting to go solo. When shoul-der to shoulder with stu-dents, CFIs might wear face masks, and others have bottles of disinfec-tant stashed in baggage compartments. Because of local ordinances, some of us still haven’t flown, and that’s why it’s impor-tant to keep up with skills and review safety ma-terials online so we can continue to be proficient AOPA pilots.

Whether you’ve logged 50 hours or five hours in the past few months,

See “AOPA” on page 16

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Hello everyone, I can’t believe how fast June flew by and now it’s al-ready July. It was a long spring waiting on every-thing to open due to this Covid -19 pandemic. I am glad now that every-thing is starting to open up we can fly to restau-rants and sit and eat, whether it’s inside or out-side, rather than taking the food to go. So let’s all get out there and support the restaurants!! It’s also important to patronize the FBO’s and all the oth-er aviation businesses to help keep them in busi-ness. Let’s do our part to get this economy boom-ing again!!

Just a gentle reminder - please remember just because everything is open, doesn’t mean the virus is gone. Everyone still needs to practice social distancing, wear a mask when social dis-tancing isn’t possible (or required) and wash your hands! Stay safe!

If you remember our East Central Ohio Pilots Assoc. (ECOPA) was raf-fling off an airplane and had 4000 tickets avail-able for sale. On june 6th, 2020 we had the draw-ings for the airplane and all the additional prizes.

The grand prize winner of the very nice 1967 Cess-na 150H Airplane N7128S was Thomas Moffatt of D’iberville, Mississippi. What a lucky guy! Tom picked it up on June 16 and flew it back to his home town in Mississip-pi. He let us know upon returning home that he loved it and it flew like a dream.

Additional prizes were: Icom Radio- Ryan An-derson from Veneta, Or-egon. An iPad along with a Stratus and ForeFlight subscription went to Da-vid Gilbert from Othello Washington. A Bose Headset went to Joe Ste-fanini from Akron Ohio and $2,500 Flight Schol-arship from ECOPA, went to Angelo Bufalino from Lakeland Tennessee.

It was so rewarding to be a part of this raffle committee, but believe me when I say a lot of hours and hard work go into a venture like this. I am excited that it was a success for our organi-zation and our scholar-ship fund. As an orga-nization we have been awarding flight training scholarships for many years. This year for 2020, we were able to give (8) eight scholar-ships winners each a $2,500 scholarship for flight training.

On another note – I was very sad when I got the email from the EAA about the cancellation of AirVenture 2020, I could not believe it. It’s a year-ly event that I truly love

to attend and count the days. We’re all going to miss Oshkosh this year. I guess I’ll have to start my countdown for both Sun ‘n Fun and AirVen-ture for next year.

Please keep support-ing our advertisers, lets help keep them in busi-ness! Times are tough for aviation and anything you do to support gener-al aviation helps. I know companies like Sporty’s

have been working hard to provide new courses, check out all the new and improved “Learn To Fly” courses that they have made. They have been working really hard during this pandemic, visit their website www.sportys.com for more in-formation.

We that’s all for this month, have a safe flight.

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Private pilots have it good. Really. Everybody else is shel-tering in place, but PP’s can shelter at 10,000 feet doing what they love best. Of course, they have to do it alone or with whoever it is they are living with rather than a bunch of other friends, but as long as the avgas tanks take credit cards you can pretty much keep

your distance from that nasty disease.

Do you believe they cancelled Oshkosh Air Venture? I mean, yeah, ok, a half million peo-ple wandering around gawking at planes flying might be detri-mental to the health of probably 50 or more nations, but there is a possible solution. They could bring enough agri-planes and forest

service firefighting air-craft to the event and fill them up with bleach and Lysol. Every cou-ple hours they could climb to a thousand AGL and spray down the town and airfield killing every flu bug in a 50 mile radius.

Oshkosh residents would have the clean-est buildings in the nation.

Of course, every-one in the area would all have to wear white otherwise their clothes would acquire lots of little spots and it would take a whole year to get the grass to grow in the north 40 at Wittman Regional again.

Most pilots have a great sense of humor, so I am surprised I have not seen any photos of jet aircraft wearing face masks painted across the nose.

It is difficult during these times to be an active person. Working from home and get-ting creative with meal making was interest-ing during the first five weeks but lately I’ve been craving a steak in a sit down restau-

rant. Too bad they don’t have take out windows in restaurants at airports, it would lend a new connotation to the “Hundred Dollar Burger”.

I have had lots of time to catch up on my reading and one of the people I correspond with quite a bit is Bob Trumpolt who lives up near Detroit. Bob is retired now but began flying at age 15. During his lifetime he’s flown 78 different kinds of aircraft. One of those multi-talented individ-uals, he has been an ATC tower controller and a TWA Pilot and often sends me really humorous tidbits. This month he passed on some interesting air-craft tail numbers I’d like to share with you.

As you know other countries use all letters instead of a letter/num-ber combination…here are a few.

Italian aircraft begin with the letter I. It might be fun to snuggle up to the pilot of I-KISS, but you’d probably want to keep your distance from the airliner sport-ing the identification I-SMEL. Another Italian defines it best, his Learjet sports I-RONY.

A Cessna pilot from Great Britain advertises his availability wherever he flies with G-SEXI, but he shares the sky with a G-BTCH. This does not deter the piper aircraft

who thinks everything is G-REAT.

Since the British took G for their first letter, the Germans decided to identify their aircraft with a D. An congenial executive jetliner trav-eling around the world is a flying ambassador for their country with D-ANKE emblazoned on the side. The photo I saw of a twin prop with D-IRTY on the tail was actually pretty clean. I’d be a little afraid to fly in the small single prop labeled D-EATH, especially if Skyhawk D-EVIL was floating along behind.

You may think that the US is at a disad-vantage when it comes to funny tail numbers because of the alpha-numerics, but if you squint a bit numbers can look like letters. For instance, N155AN is a Gulfstream belong-ing to the Nissan Corporation. I won-der if Stationair N16HT only flies after sunset. I wonder if the pilot of N911 has to declare emergencies a lot.

As I mentioned, Bob’s been flying for a long time. A cou-ple years ago he was forced to be ground hog, but his thoughts ranged back over the years and he’s written a poem that speaks to us all.

Calling it a Career

He started as a lineboy. Age 15, and filled with awe. Traded airport chores for flying time.Impressed with all he saw.

Soloed at just 16. Couldn’t conjure up a dime. But he’s richer than his fellow teens. Making that upward learning climb.

Hand on the stick. Head up in the sky. Every day’s a joy that he can be. Where the local pilots fly.

Rose Marie Kern

Air To Groundby ROse MaRie keRn

A Little Covid Humor

See “Humor” on page 19

Photo of Rose visiting with Bob after an meeting with EAA chapter 113 in Detroit.


My last article has proven me wrong and I am overjoyed to have been wrong. It was ti-tled N95 Boom Mic for General Aviation. The article started like this: “Really, a boom mic with an insert port that is hermetically sealed in your 3M or Niosh mask? Wouldn’t that be nice? And that’s not all that would be great for pilot and passenger protection from Covid 19.”

Point is that I wanted

a modern face shield with Covid 19 protec-tion for pilots. Seemed impossible to me at the time. I said it was unlikely that we would ever see one that could accommodate a 3M N95 or Niosh mask. Wrong again, Jim. By chance, I found much more than just a way to potentially deal with Covid 19 problems in airplanes. This com-pany is getting very close.

The word ‘synchron-

icity’ came to mind when I ran into this information. I wasn’t sure exactly what ‘synchronicity’ meant, but I had a good idea. However, I thought I’d better look it up so I don’t use it in the wrong context. I was fortunate. It fit. Syn-chronicity is “a simul-taneous occurrence of events which appear significantly related but have no discern-ible causal connec-tion.”

Flyin’ AroundJim Opalka

JIM OPALKA

I Thought it Would Never be Invented

by Jim Opalka

The synchronicity was obvious in this way. About a week or so before Beverly’s next article was due, I opened a new AOPA e Pilot. I saw a photo of a single engine aircraft by Tecnam (a Capua, Italy based company) that I had never seen before. I read the ar-ticle. It was about the

new Tecnam Jet A powered P 2010 TDI (Turbocharged Direct Injection) single; four place.

But what really hit me was when I went to Tecnam’s website. A pic of the mask that I envisioned in my pre-vious article was there. It was the mask for pi-

See “Thought” on page 12

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at home started to take a huge toll on all businesses, not just aviation related, so as advertisers were slow and unable to make their monthly overhead, let alone pay for advertis-ing, staying web based for awhile will be what we do for a couple more months. We will help our advertis-ers get back on their feet and in the air!

Oddly, I have only had a few people call and ask about their copies, but have received many emails saying they prefer to read it on the web and cancel the paper version! I know many more have reached out to the web-site as the user numbers have climbed drastically.

I would love to hear from you, what is your opinion? Do you prefer actually re-ceiving the paper or do you like the web version, which by the way is cur-rently free??

Send me your thoughts ... [email protected].

Have a great 4th of July!

“Say” from page 2

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See “Flight” on page 17

“VFR” from page 3west, but generally avail-able at normal cruise altitudes. For low-level, terminal radar cover-age, you would gener-ally need to be operat-ing near a Class B or C airport or Class D with terminal radar service. If in doubt, ask the local pilots about the extent of coverage in the area and even the best frequen-cies for requesting ser-vice.

For locating the cor-rect frequency to request flight following, consult the Chart Supplement (A/FD) or sectional chart for published Center or

Approach control fre-quencies. Many GPS navigators and charting apps will also provide frequency information. But remember, even with radar coverage avail-able, flight following is only provided on a work-load-permitting basis, so it’s no guarantee, but al-ways worth the request.

What do I say to ATC?While not intended as

added pressure, suffice it to say, a controller is more likely to accept and provide services to a pilot that doesn’t sound as if they will be overly burdensome. In other words, you should strive to sound like you

know what you’re do-ing and have some self-awareness. No, this isn’t intended to be mean or unfair, it’s simply a con-troller protecting their primary obligation – sep-arating IFR traffic (not providing VFR adviso-ries).

To help answer this im-portant question of what information to provide and how to say it, we went to the National Air Traffic Controllers As-sociation (NATCA) rep-resenting nearly 20,000 controllers across the country. The controller will want to know your present position, aircraft type/tail number, alti-tude, and your destina-tion. There are important caveats.

• If the controller is working a busy frequen-cy, start with an initial call that provides your type/tail number and simply that you have a VFR re-quest.

“Nashville Approach, Cessna 12345, VFR re-quest.”

• When the controller is in a position to receive a request, issue a code, and radar identify, you’re likely to hear a response similar to this:

“Cessna 12345, Nash-ville Approach, go ahead

with your request.”• If there is some

breathing room on fre-quency, it’s ok to mini-mize transmissions and provide more informa-tion in the initial call.

“Nashville Approach, Cessna 12345, three miles south of Lebanon at five-thousand, five-hundred, VFR to Greene County Airport, request flight following.”

When providing your destination, if it’s an air-port located within range of that ATC facility, or a major metropolitan airport, it would be ac-ceptable to provide the airport name or ID, but if you’re traveling a con-siderable distance, it’s best to stick with a ma-jor city and/or your on-

course heading.“Nashville Approach,

Cessna 12345, three miles south of Lebanon at five-thousand, five-hundred VFR to Myrtle Beach, request flight fol-lowing.”

* If traversing multiple facilities, it may also be acceptable to request hand-offs to subsequent ATC facilities. This elimi-nates the need to make initial calls with all of the requisite flight informa-tion as your flight infor-mation is passed along from one controller to the next. But keep in mind, this does require a little more effort on the part of the controller. If your flight following is terminated by ATC, you

Flight following is a great way to increase your confidence.


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“Thought” from page 8lots that I believed I would never see. And there it was in all of its shining glory. And it was in France and I or-dered one. How could I not?

I fortunately am the sort of fairly simple in-dividual who becomes passionate about things, even things like Austin Healey sports cars, a trouble light I saw at Lowes, a pen that writes well and boldly, a TDI powered Continental single, and aviation masks that may soon protect me from a pesky virus.

I had became as passionate about this shield as I was when I bought my Austin Healey 3000 Mk III when I was 21 years old. Remember when you were 21 and how passionate you could get? Anyhow, I had to tell you about the Healey. It’s just that kind of feeling and excitement you get in the pit of your stom-ach. Anyhow, I truly digress.

I have to tell you that I saw some pics of a medical doctor wear-ing the same shield

as he tended to pa-tients. I couldn’t help but wonder if he just wore it from the air-port, sanitized himself and the shield, then scurried into hospital. I don’t know if he was a pilot or not, but he had on the shield.

All of the informa-tion above is linked from the shield to the 2010 aircraft, the pas-sionate Healey and me, and the the com-panies new line of diverse aircraft. The shield is new just as the twenty-first centu-ry aircraft are. Every-thing is changing. For example, Tecnam has been building aircraft since 1948. One of their most recently de-veloped aircraft is the 2012 Traveler, an 11 passenger twin. It’s a modern twin replace-

ment for the outdated single engine Cessna Caravan, which was introduced into the market in 1984. The traveler is being used by Boston based Cape Air and is serving cus-tomers currently in the Midwest. They plan soon on beginning flights to Nantucket. And that’s the new normal and it’s about time. New masks, new twins, new routes and new singles. But, get-ting back to the stink-ing Covid 19 virus. Un-fortunately, that’s new too. Since Italy, at the time of the shield’s development, was in Phase 2 Lockdown with a desperate need for PPE (personal pro-tective equipment) the company got to work. And since they are in the aviation business they extended their search for a protective mask into that field in addition to the medi-cal field.

Here’s the takeaway. The mask is current-ly in the advanced health and environ-mental phase of test-ing and is looking for final approval. To me that means they are looking for approval for hospitals and other medical facilities. Fur-ther, the company is looking for shield cer-tifications for pilots, passengers, flight in-structors and flight-school cadets.

Just saying, when I bought the Austin Healey many years ago it was beauti-ful. However, the big drawback was that if I even ran over a crush-proof Marlboro ciga-rette box I lost a muf-fler.

The above comment about the Healey is a bit of an exaggera-tion. Of course a pack of cigarettes wouldn’t rip off my muffler. And even if it did I would still be intensely pas-sionate about the car.

Now, as far as the face shield goes, there is no contest be-tween the Healey and the shield. The shield knocks the proverbial ball right out of the park. In Italy I suppose it knocks the soccer ball out of the stadium. I’ll take a selfie and send it to you when I get the mask from Ita-ly. Maybe I’ll wear it on a Nantucket flight.

The shield

Cape Air - Tecnam 2012


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increase with experience. It is not difficult to

see benefits from flight reviews, accident re-views, feedback from instruction with video/audio reviews providing useful feedback. For this recurrent training to work will require team work. It is not intended to take away the pilot authority. In fact this flight training should assist the chief pilot's leadership. It has been seen accident prone pilots tend to have anti-authority attitudes toward rules. Accident prone pilot have also had

a high incidence between driving violations and fly-ing safety sometimes being thrill seekers and impulsive rather than dis-ciplined. Accident prone pilots have also been seen reluctant to listen to others information/ideas.

This entire discus-sion and other areas in a Aviation Medicine em-phasizes safety and at-tempts to improve flight safety minimizing the risk of accidents. Next time we talk we will con-tinue in the same line of discussion and look at the pneumonic DECIDE which is involved in our pilot thinking - trying to

help us become "a super pilot."

Dr. Swann is a Senior Aviation Medical Exam-iner and has a dedicat-ed Practice to Aviation Medicine located at To-ledo Suburban Airport KDUH. He enjoys flying his 1959 Piper TriPacer and his 2013 Glasair Su-per II RG. He has been a private pilot 30 years and Aviation Medical Exam-iner 24 years. You may contact Gary about this article at 419-787-3210 or by e-mail [email protected]


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aviation enthusiasts. We're going to incor-porate as many of them as possible during a full five-day event."

Among the highlights already planned for Spirit of Aviation Week are:

Presentations, fo-rums, and discussions with notable leaders in aviation

Historical and archi-val content that high-lights aviation legends

Homebuilding work-shops, discussions, and educational tips

Content centered on

pilot proficiency and learning to fly

A virtual exhibit space that showcases prod-ucts, show specials, videos, and services available from the hun-dreds of AirVenture ex-hibitors

Features from air show performers to military and space pro-grams

Stories from those in EAA's community through Hangar Flying segments

EAAtogether.org will be the exclusive home of the entire five-day event. The schedule is

expected to launch in the coming weeks be-fore the virtual opening day, under the theme and hashtag #EAAto-gether.

"The people of EAA make The Spirit of Avi-ation and that's what we're celebrating these five days," Pelton said. "All we're missing are tents and campfire aro-ma, but perhaps that's something you and your EAA chapter can add wherever you are with your local aviation family."

“Together” from page 1


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there’s no better time for our aviation community to band together and sup-port each other. AOPA’s You Can Fly team has cre-ated “Don’t Get Rusty”—a series of webinars to help pilots get back in the air when restrictions ease or pilots feel com-fortable taking off again. The AOPA Air Safety Insti-tute drafted two guides to help pilots and operators return to safe operations. The Return-to-Flight Pro-ficiency Plan (airsafetyin-stitute.org/returntoflight) reminds pilots to expect a different level of per-formance after extend-ed time on the ground. The guide has profiles for VFR and IFR pilots and is designed to give a step-by-step approach to sharpening skills. ASI

also issued the COVID-19 Flight Operations Guide (aopa.org/covid19-fligh-tops) tailored for flight schools, flying clubs, FBOs, and other opera-tors detailing factors to consider when making the decision to reopen.

If there’s one thing I’ve come to know during this time, it’s that resiliency will always be general aviation’s most powerful asset. We’ve faced chal-lenges before, just like we will face them again. But day by day, I’m hearing much more positive news on the state of the indus-try and although I can’t say just what this new normal really is, or means, I am confident that we will rise to the top—as we al-ways do.

“AOPA” from page 5

j

j

PLEASE CHECK WITH CONTACTS FOR THESE EVENTS FIRST. AS EVENTS ARE BEING CANCELED AND POSTPONED DAILY.

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“With the cancellation of EAA AirVenture Osh-kosh 2020, many of our usual opportunities that bring support to aviation education and engage-ment programs aren’t

possible this year,” said Ken Strmiska, the EAA Aviation Foundation’s vice president of philan-thropy and donor stew-ardship. “The Sporty’s Foundation has given all of us a way to ensure that those programs that build the next generation of aviators and support those currently in avia-tion can continue.”

Sporty’s will reach out to its customers dur-ing the campaign period through its catalog, so-cial media, email, and website to encourage participation. One rec-ommended level of sup-port is equivalent to the price of a single day Air-Venture 2020 admission ($36) or weekly admis-sion ($125). EAA has also established a website

that links to the Sporty’s matching grant initiative.

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“Flight” from page 11can always make a new request with the next fa-cility.

“Nashville Approach, Cessna 12345, three miles south of Lebanon at five-thousand, five-hundred VFR to Myrtle Beach, request flight fol-lowing with hand-offs.”

• If ATC is able to ac-commodate your re-quest, your next trans-mission will likely be a transponder “squawk” code. As a VFR pi-lot, you may have flown exclusively with your transponder code set to 1200, if given flight following, you will be asked to enter a unique code. The controller will advise when radar con-tact is established. As a VFR aircraft, altitude is the pilot’s discretion un-less there has been an explicit assignment by ATC for traffic purposes. You should advise the controller of any altitude changes.

“Nashville Approach, Cessna 12345, climbing

VFR to seven-thousand, five-hundred.”

How is a hand-off to another ATC facility handled?

If the controller has coordinated a hand-off, meaning your flight infor-mation has been passed on to the next facility and a new controller is await-ing your check-in, the instructions will sound similar to this:

“Cessna 12345, con-tact Memphis Center, one-two-eight, point two-two.”

If a hand-off was not coordinated, you may be provided a suggested frequency (or not) and your current squawk code will need to be re-set to VFR, 1200. You can always tell whether a hand-off has been co-ordinated by whether the controller’s transmission is an instruction versus a suggestion.

“Cessna 12345, ra-dar service terminated, squawk VFR. For further flight following, suggest Memphis Center on one-

two-eight, point two-two.”

What are some Do’s and Don’ts of flight fol-lowing?

DO listen up! Don’t make the controller’s job more difficult by missing your tail number on fre-quency.

DO have the applica-ble flight plan informa-tion at the ready (airport ID, requested altitude, on-course heading, etc.)

DO be an active par-ticipant in seeing and avoiding other air traffic.

DO monitor the emer-gency frequency, 121.5 so that you may be able to render assistance to other aircraft in need and also as a backstop in case ATC has difficulty raising you on the prima-ry frequency. Often ATC will utilize the emergen-cy frequency as a last re-sort to reach you.

DON’T be the pilot who takes 3 calls to respond. See Do #1 – listen up!

DON’T assume ATC is taking full responsibility

See “Following” on page 18

Download the NATCA Guide to VFR Flight Following.At: https://studentpilotnews.com/files/2020/05/NATCA-

guide-to-VFR-flight-following.pdf

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for other air traffic. Al-ways watch for traffic.

DON’T rely on ATC for navigation. You may get an inquiry if it appears you’re straying well off course, but navigation remains the pilot’s re-sponsibility.

DON’T rely on ATC for weather avoidance. Workload and equipment permitting, you may hear a weather advisory, but it’s completely discre-tionary and depends on the equipment available to the controller. You may inquire about po-tential weather hazards or request a frequency change to call flight ser-vice.

Does ATC consider flight following a nui-sance or a bother?

To the contrary, often times an ATC facility would prefer an aircraft be on frequency as it eliminates a relative un-

known (in terms of your intentions) and makes it easier for a controller to complete his primary task of separating IFR traffic. Be a good, con-siderate participant and you’ll get along swim-mingly.

Do I have to terminate flight following or will ATC do that?

It depends. If you’re ready to change to a lo-cal advisory frequency, you may initiate a termi-nation of service.

“Nashville Approach, Cessna 12345, cancel ra-dar service.”

If you need to leave the frequency briefly, you can make that request without terminating ser-vice.

“Nashville Approach, Cessna 12345, request a frequency change to call flight service.”

If you’re venturing out-side of radar coverage, or if workload no longer

permits flight following, it could be initiated by ATC.

“Cessna 12345, ra-dar service terminated, squawk VFR, frequency change approved.”

What are the addition-al benefits of VFR flight following?

In addition to the ob-vious benefits of traffic advisories, safety alerts, and good situational awareness of surround-ing traffic, VFR flight fol-lowing can benefit you by:

• Providing helpful in-formation and assistance in the event of an emer-gency such as vectors to the nearest airport

Possibility of weather advisories or obvious course deviations

Benefits of hearing pi-lot reports

Benefit of hearing gen-eral weather advisory broadcasts such as con-vective SIGMENTS

Practice and added confidence in interacting with ATC and listening to other communication

If you had the choice

of flying with a safety pi-lot or not, of course you would welcome a safety pilot. If you had the bene-fit of another trained avi-ation professional to as-sist you in an emergency,

of course you would ac-cept input. If you had a helping hand that could potentially provide safe-ty alerts and even assist in weather avoidance, of course you would heed the advice. All of this and more is available to you FREE through our well-trained and capable air traffic controllers.

“Following” from page 17


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“Humor” from page 7

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He bought a 40 horse-power Taylor cub. At the age of seventeen. Floated ‘cross the land, courted hawks, And held fast to his dream.

Charter pilot, instruc-tor, Fying clubs and more. Adding up those hours experience. By the triple score

Airlines not hiring.

Control tower was his lot. But the dream persisted. They would deny him not.

Fourteen years beyond the start. He realized his goal. Flight engineer aboard the Connies. Happiness consumed his soul.

Twenty seven years of flying. Captain of L10’s and seven-ohs. Takin’ those red and white winged giants.

Anywhere his airline goes.

Seen the sunsets, cloudscapes, foreign lands. So much more did he see. A proud tra-dition this, Seen storms on high, felt the mist. Of nature’s morning kiss.

Came time to call it a career. Memories of clouds, sun, wind and sky. Proud comrades in this lofty scheme. To Fly, To Fly, To Fly.

No longer flying big ones . He soars in his one-seven-two. Panel crammed with goodies. Combing the passive blue

Landscape passing beneath his wing. Now sharing his joy with his lady dear. A life and love aloft. This is how he calls it a career.

Rose Marie Kern spent 34 years working in Air Traffic Control. She’s written two books on the subject: Air to Ground 2020 – an anthology of information for pilots about ATC, and Stress is Relative, her memoir of working in the job. Both are available on Amazon or through her website: www.rosemar iekern.com


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"Island” from page 2

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After President Reagan fired thou-sands of Air Traffic Controllers in 1981 it took a decade to rebuild the workforce. I was one of those who flew blindly into unknown territo-ry in an attempt to make a better life for myself and my kids.

Stress is Relative follows the ad-ventures of a young, single mother from the day I heard about the job, through the challenges of the FAA Academy at a time when few wom-en worked in this arena, through to the end of what became a very successful career.

Is Air Traffic Control as stressful as everyone seems to think?

remember is that the air-port is closed to takeoff and landings at night. There have been many accidents at the airport caused by approaches and departures over the water at night. A night takeoff can turn into in-stant black IFR condi-tions. The runway is a little short at 2870 feet but there are displaced thresholds with an extra 450 and 650 feet at each end. The approaches are relatively clean. You do have to be on your

game. There should be no problem for light 4 place airplanes and I have even seen a Piper Aerostar on the ramp. We regularly take our Cessna Skymaster in and just make sure that we are not carry-ing any excess speed. As a note, you do need to bring your own tie-down ropes.

The airport is unat-tended and there is a small landing fee. Ev-erything is based on the honor system; this is the only income the air-port receives. There are no gas sales and there is no maintenance pro-vided on the field. Per-sonally, I feel it a privi-lege to pay the landing fee because without an airport there’s no place to land.

The island has an ex-cellent transportation system. You can rent a golf cart or bicycles right at the airport or you can call a taxi and haul all your stuff over to the campground that way. It is not uncom-mon to see people take the Miller Ferry over and simply carry their stuff to the campground but it is about a mile and a

half walk.There are no walk-

in campsites and you must go to the Ohio State Park and Water-craft website, www.ReserveOhio.com to reserve a campsite. I would recommend campsites between 100 and 116 and 132 to 135 as being the very best sites in the park. The view is absolutely mag-nificent. Campsite rent-als run about $29 a night but if you are a Golden Buckeye the cost drops down to $14.50 a night.

Camping can be as basic or as elaborate as

your airplane can carry. The real attraction of this campground is the absolute stunning view you have of Lake Erie. The campsites are on a cliff that is 20 to 30 feet above the water. I can be perfectly happy sitting by a campfire, reading a book with a cup of coffee. There are however, lots of things to see and do on the is-land.

Perhaps most promi-

nent, especially if you land from the north east is Perry's Victory and International Peace Monument. There was a time at this airport, where there was a bend in the runway. Legend says it was there so that people wouldn’t run into the monument. I can speak from per-sonal experience that there was a bend in the runway, whether it was

See “Camping” on page 22

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They don't have a Starbucks on the island. I

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LOOKING FOR A THIRD PART-NER IN A 1976 PA 28-181 - CHEROKEE ARCHER II ASKING $18,000. ALL AVIONICS ARE UP-TO-DATE . IFR CERTIFIED.ALWAYS HANGARED. BASED AT LOST NATION AIRPORT, WIL-LOUGHBY, OHIO CALL HOWARD ROWEN 216-870-2213. 12-2

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AIRCRAFT WANTED: PILOT, PVT, INSTRUMENT, 1,000 HR, RETIRED, LOOKING FOR PART-NERSHIP ASEL. PREFER 172 OR 182 BUT WILL CONSIDER ALL POSSIBILITIES. PREFER BASE AT LNN, CGF, 7G8, POV. FOR-MER PLANE OWNER, NEVER AN INCIDENT. EMAIL: [email protected] 10-2

GARMIN 696 PORTABLE GPS W/XM WEATHER. KNEE BOARD OR YOKE MOUNT – YOUR CHOICE. $500.00 (330)289-1651 8-2NEW STRATUS 2S ADS-B RECEIV-ER WITH CORD AND SUCTION MOUNT. $350.00 330-805-7600 5-2

ZAON XRX PORTABLE COLLI-SION AVOIDANCE SYSTEM WITH ANTENNA AND CABLES. $150.00 330-805-7600 5-2

AKRON FULTON HANGAR #62 – EASILY THE FINEST 42’ HANGAR AT AKR! HANGAR DOOR FACES EAST, GARAGE DOOR (SPACE FOR AUTO IN ADDITION TO PLANE, PLUS MUCH MORE) FACES WEST, A LARGE WINDOW 10 FEET OFF THE FLOOR FACES SOUTH TO-WARDS THE RUNWAY. FULLY IN-SULATED WITH GAS HEAT, ELEC-TRIC, LIGHTING AND WATER. INSTALLED ELECTRIC WINCH, CRAFTSMAN 22” SNOW THROW-ER, 5’ LADDER AND SUNDRY IN-CLUDED. IF THE HANGAR IS ALL THAT I PRESENT, AND YOU ARE NOT WILLING TO PAY $68,500.00 PLEASE DO NOT RESPOND. CALL 330-896-3206 6-2CONDO HANGAR AT LORAIN COUTY AIRPORT (LPR). 3200 SQ. FT., 50 X 16 BI-FOLD DOORS, NEW FACILITIES, NEW HEATERS, FANS, LIGHTS, KITCHEN, RESTROOM, SHOWER. PHOTOS AVAILABLE. ASKING $175,000.00 CONTACT BILL VARGA (440)4271927 3-2T-HANGAR FOR SALE @ AKRON FULTON AIRPORT (AKR). CONCRETE BLOCK WALL, CONCRETE FLOOR, WATER, HEAT, TV, TELEPHONE, INTERNET, FLUORESCENT LIGHTING. CALL 330-699-9399. 11-2 T-HANGARS AVAILABLE, 48 X 14 BI FOLD DOOR, CONCRETE RAMPS. 5E9 CONTACT RICH-ARD PACKER 740-494-2554 6-2T-HANGARS FOR RENT @ AK-RON FULTON (AKR) 40’ BI-FOLD DOOR. 330-687-6848 7-2FOR SALE OR RENT - CON-DO HANGAR @ KPOV. OVER-SIZED END UNIT WITH LIVING QUARTERS AND BATHROOM. INCLUDES STOVE, REFRIG-ERATOR, FURNITURE. $200 MONTHLY OR $55,000.00 CALL (330)957-0011 6-2

AIRCRAFT HANGAR FOR RENT (WADSWORTH AIRPORT 3G3). LARGE HANGAR WITH 45’ DOOR. PERFECT FOR TWINS OR SINGLES. CALL BILL @ 440-829-7758 OR 330-535-3348. 11-2

HANGAR FOR SALE AT POR-TAGE COUNTY AIRPORT (POV), RAVENNA, OHIO. LOCATED ON NORTH SIDE, HAS COMPLETELY FURNISHED PILOT’S LOUNGE, GAS HEAT. END UNIT. ASKING $87,500. (330) 805-7600 8-2 MOLE FIELD – SOUTH OF HOP-KINS – HANGARS WITH 40 FOOT DOORS, TOTAL CON-CRETE FLOOR, FREE ELECTRIC. $100.00 CALL MARK (440) 458-0123 9-2AIRPORT FOR LEASE! DOUGHERTY AIRPORT 3200 E/W AND 2000 N/S TURF RUNWAYS. BELLVUE, OHIO. CALL 419-217-1787 11-2

HANGAR FOR SALE AT MARION COUNTY AIRPORT, MARION, OHIO (KMNN). INTERIOR HANGAR DIMENSIONS ARE 33’4” X 82’15”, HAS (2) HIGH FOLD 41 FT DOORS. FLOOR IS CONCRETE AND HAS INTERIOR LIGHTING. $135,000.00 CALL 740-389-7083. 4-2 DESIRABLE, LARGER 48’ HANGAR FOR SALE @ AKRON EXECUTIVE AIRPORT (AKR). UNIT #39, WEST FACING. CEILING FANS, FLUORESCENT LIGHTING, WATER, TV, PHONE & INTERNET. FULLY INSULATED, GAS HEAT W/ADDITIONAL INFRARED FRONT HEATER, FROST-PROTECTED WATER HYDRANT. PAINTED CONCRETE FLOOR. $65,000 OR BEST REASONABLE OFFER. CALL ROB: 330-338-8078 AFTER 6:00 PM OR EMAIL [email protected] 12-4T-HANGAR #51 FOR SALE AT AKRON FULTON (AKR). INCLUDES WATER, GAS HEAT, SNOW BLOWER, ELECTRIC TOW, DESK, ELECTRIC PRE-HEATER AND CABINETS. $45,000. 330-656-9779 5-2 FOR SALE OR RENT – HANGAR @ KPOV OVERSIZED END UNIT WITH BI-FOLD DOOR. $225.00 A MONTH OR $49,000.00 (330)957-0011 6-2 T-HANGAR FOR RENT AT PORTAGE COUNTY AIRPORT (POV), NORTH SIDE. $240/MO. [email protected] 12-2

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“Camping” from page 20

to avoid people hitting the monument I don’t know. The bend is no longer there, the monu-

ment is still standing. The Perry's Victory

and International Peace Monument has an ele-

vator to the top and it’s definitely worth going to see. There is a his-torical center and often there are live reenact-ments on the parade field. Obviously more activities occur during the weekend then dur-ing the week. There’s also a movie theater in the historical cen-ter that offers frequent 20-minute programs that provide the history of the monument and the victory of Commo-

dore Perry on Lake Erie.There are wineries and

caves to be seen on the island. Of importance is Crystal Cave located under the Heineman Winery. This cave is the world’s largest geode. Approximately the size of a small three-bed-room home, but under-ground, it is definitely worth a visit. There is another cave, Perry’s Cave that is now part of Perry’s Cave Family Fun Center. It is much larger and is historically significant in that it was used to house captured confederate soldiers during the War Between the States.

Perry’s Cave Family Fun Center has a min-iature golf course, a maze, a children’s gem mining, and an indoor butterfly house that should not be missed.

In downtown Put-In-Bay there are plenty of restaurants and I would be remiss if I didn’t men-tion that the world’s best clam chowder is avail-able on the Boardwalk and the Upper Deck. Not many will disagree with the local claim that

Put-In-Bay (3W4) is a beautiful airport. There is a righthand pattern for runway 3. Bring your own tiedowns.

This is the view from any of the cliff campsites. You can also see Ceder Point and Port Clinton.

See “Adventure” on page 23


Ric Peri | VFR Pilot, VP Government & Industry Affairs, AEA

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this is the world’s best clam chowder. There are many downtown venues with live en-tertainment. Separat-ing the harbor and the business area there is a park that children abso-lutely adore.

As mentioned earlier transportation is not a problem on the island, on weekends there is a tram for a nominal cost. You can always call a cab and they are abso-lutely amazing in their promptness. You may however have to share a ride; it is part of the

fun. You can also rent a golf cart. Golf carts are the most common form of transportation on the island.

Personally, I avoid the weekend and plan one or two days of “take it easy” vacation during the week. One word of warning, there

is no Starbucks on the island. I brew mine at home and bring it to the island.

I find that social dis-tancing is not a problem while camping. Leaving my banjo on the picnic table does tend to keep people away. In town all hospitality workers are wearing masks and there are signs encour-aging social distancing. Most vacationers were

not wearing masks. I kept my distance and made it a point to eat outside.

If I had to give an instant description of Put-In-Bay I would de-scribe it as a northern version of Key West. Fly on over and camp!

You can contact Bill Hayes at [email protected]

“Adventure” from page 22

You have a great view of Perry's Monument from the Upper Deck Restaurant. Perry's Monument is the 4th

highest monument in the U.S.

South Bass State Park is in the center of the photo at the curved shoreline. The airport is to its right and

Put-In Bay is top left.

j


SPORTY’S/CLERMONT COUNTY AIRPORT (I69) IS JUST MINUTES FROM DOWNTOWN

SPORTY’S/CLERMONT COUNTY AIRPORT (I69) -

CINCINNATI’S EASTERN GATEWAY

[email protected] 513.735.9500 FLYECA.COM

FLYING INTO CINCINNATI?

THE CHOICES

AMENITIES• 100LL

• JetA

• Courtesy Car

• Rental Cars Available

• Conference Rooms

• Aircraft Rental

• Flight Instruction

• Robinson Helicopter Service

• Sporty’s Pilot Shop

• Showers

• Air Mod Aircraft Refurbishment

CLERMONT COUNTY(I69)

GREATER CINCINNATI(KCVG)

CINCINNATILUNKEN(KLUK)

COMPARE

• High Speed Wireless Internet

• Computer Work Station

• Ice

• Avionics Shop

• Aircraft Maintenance

• Aircraft Sales

• Sandy’s Airpark at Sporty’s

• Tri-state Warbird Museum

• Aircraft Charter

• Sightseeing Flights

SANDY’S AIRPARK@ SPORTY’S

Time to downtown 27 min 23 min 12 min

$4.48 $6.16 $5.10

$3.17 $4.31 $3.94

no yes yes

*Full Service. Source: airnav.com - June 25, 2020

Time to downtown

Time to downtown

Ramp Fees

*Fuel Price 100LL

*Fuel Price JetA

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