The General Aviation Pilots Flying Resource

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BasicMed has allowed thousands of pilots to skip seeing an aviation medical ­examiner (AME) and instead visit their personal physician for a checkup ­every four years. Plus take a free online aeromedical factors course every two years. If you’re over 40, this doubles the time interval between seeing an AME physician every two years. It should be less costly because personal medical insurance generally covers physicals but not necessarily third-class FAA exams.

BasicMed Renewal Requirements

Every 24 calendar months;
– You need to take a free online course on aeromedical factors plus pass the quiz. (Course on AOPA and can
keep taking until you Pass)
– Agree to an authorization for the National Driver Register to provide your driving record to
the FAA to check for DUI and other motor vehicle offenses.
– Provide a statement that you understand that you cannot act as a pilot in command, or any other capacity
as a required flight crew member, if you know or have reason to know of any medical condition that would
make you unable to operate the aircraft in a safe manner.

Every 48 calendar months;
– You must hold a valid U.S. driver’s license.
– Visit a state-licensed physician for a comprehensive checkup and provide your physician with an
FAA-generated checklist. Your physician needs to affirm that he or she has performed an examination
and discussed all the items on the checklist, including medications, with you. Your physician will
also have to affirm that he or she is unaware of any medical conditions that, as presently treated,
could interfere with your ability to safely operate an aircraft.

Aircraft specifications: Up to six seats, up to 6,000 pounds (no limitations on horsepower, number of engines, or gear type)
Flight rules: Day or night, VFR or IFR
Passengers: Up to five passengers
Aeromedical factors: Pilots must take a free online course every two years and visit their personal physician every four years
Altitude restriction: Up to 18,000 feet msl
Airspeed limitation: 250 knots indicated airspeed
Pilot limitation: Cannot operate for compensation or hire

Link to BasicMed status report 2018 – IFR-Magazine

Additional Info – AOPA

FAA BasicMed News

Categories: Medical, Newsworthy
Comments: No

FAA BasicMed News As of 04-24-17

Comprehensive Medical Examination Checklist has been released!  (BasicMedChecklist)

It still appears to some, that finding a non-AME physician that will sign the checklist may be difficult due to the liabilities potentially involved. The non-AME physician must certify, that there is no medical condition, that as presently treated, could interfere with the individuals ability to safely operate an aircraft.

To keep up with the FAA progress on BasicMed, it appears that this page url will have the latest news and info.

Here’s what the FAA says today:

The FAA is currently working on a BasicMed announcements page, a page for online course providers, and a link for the Comprehensive Medical Examination Checklist. We expect to have this information in the coming weeks. Please check back on this page.



Here is a link to the  FAA Advisory_Circular/AC_68-1.pdf  that contains:


As of today, I do not see any final checklist that is downloadable.

What Do I Need to Fly Under BasicMed? 1. Hold a U.S. driver’s license. 2. Hold or have held a medical certificate issued by the FAA at any point after July 15, 2006. 3. Answer the health questions on the Comprehensive Medical Examination Checklist (CMEC). 4. Get your physical examination by any state-licensed physician, and have that physician complete the CMEC (be sure to keep the CMEC). 5. Take the online medical education course and complete the attestations/consent to the National Driver Register (NDR) check. Keep the course completion document.

Questions are pretty much the same as the old 3rd Class Med Form…

The FAA this week issued a final rule (BasicMed) that allows GA pilots to fly without holding an FAA medical certificate, as long as they meet certain requirements.

Until now, the FAA has required private, recreational, and student pilots, as well as flight instructors, to meet the requirements of and hold a third class medical certificate. They are required to complete an online application and undergo a physical examination with an FAA-designated Aviation Medical Examiner.

Starting May 1, pilots may take advantage of the regulatory relief in the BasicMed rule or opt to continue to use their FAA medical certificate. Under BasicMed, a pilot will be required to complete a medical education course, undergo a medical examination every four years, and comply with aircraft and operating restrictions. For example, pilots using BasicMed cannot operate an aircraft with more than six people onboard, and the aircraft must not weigh more than 6,000 pounds. See the FAA’s BasicMed web page and AC 68-1 for more information.

Basic Med FAQ

FAA New Drone Rules

Categories: Aircraft, Newsworthy
Comments: No

FAA Launches New Drone Rules

On August 29, 2016, the Federal Aviation Administration’s (FAA) new comprehensive regulations went into effect for routine, non-recreational use of small unmanned aircraft systems (UAS) – more popularly known as “drones.” The provisions of the new rule – formally known as part 107 – are designed to minimize risks to other aircraft, and people and property on the ground. A summary is available here. (PDF)

Testing centers nationwide can now administer the Aeronautical Knowledge Test required under part 107. After you pass the test, you must complete an FAA Airman Certificate and/or Rating Application at: to receive your remote pilot certificate.

The new regulations don’t apply to model aircraft operations, as defined in Section 336 of Public Law 112-95 (now codified in part 101), as long as the model aircraft operates only for hobby or recreational purposes.

For more information:

Quick Summary

Operational Limitations • Unmanned aircraft must weigh less than 55 lbs. (25 kg).
• Visual line-of-sight (VLOS) only; the unmanned aircraft must
remain within VLOS of the remote pilot in command and the
person manipulating the flight controls of the small UAS.
Alternatively, the unmanned aircraft must remain within
VLOS of the visual observer.
• At all times the small unmanned aircraft must remain close
enough to the remote pilot in command and the person
manipulating the flight controls of the small UAS for those
people to be capable of seeing the aircraft with vision
unaided by any device other than corrective lenses.
• Small unmanned aircraft may not operate over any persons
not directly participating in the operation, not under a
covered structure, and not inside a covered stationary
• Daylight-only operations, or civil twilight (30 minutes before
official sunrise to 30 minutes after official sunset, local time)
with appropriate anti-collision lighting.
• Must yield right of way to other aircraft.
• May use visual observer (VO) but not required.
• First-person view camera cannot satisfy “see-and-avoid”
requirement but can be used as long as requirement is
satisfied in other ways.
• Maximum groundspeed of 100 mph (87 knots).
• Maximum altitude of 400 feet above ground level (AGL) or, if
higher than 400 feet AGL, remain within 400 feet of a
• Minimum weather visibility of 3 miles from control station.
• Operations in Class B, C, D and E airspace are allowed with
the required ATC permission.
• Operations in Class G airspace are allowed without ATC
• No person may act as a remote pilot in command or VO for
more than one unmanned aircraft operation at one time.
• No operations from a moving aircraft.
• No operations from a moving vehicle unless the operation is
over a sparsely populated area.
• No careless or reckless operations.
• No carriage of hazardous materials.

Hobby or recreational…
…flying doesn’t require FAA approval but you must follow safety guidelines. Any other use requires FAA FAA Model Card
authorization. Avoid doing anything hazardous to other airplanes or people and property on the ground.

Model Aircraft/Hobby Drones Operations Limits
According to the FAA Modernization and Reform Act of 2012 as (1) the aircraft is flown strictly for hobby or recreational use; (2) the aircraft is operated in accordance with a community-based set of safety guidelines and within the programming of a nationwide community-based organization; (3) the aircraft is limited to not more than 55 pounds unless otherwise certified through a design, construction, inspection, flight test, and operational safety program administered by a community-based organization; (4) the aircraft is operated in a manner that does not interfere with and gives way to any manned aircraft; (5) when flown within 5 miles of an airport, the operator of the aircraft provides the airport operator and the airport air traffic control tower with prior notice of the operation; and (6) the aircraft is flown within visual line sight of the operator.

Download or Print the Model Aircraft Operations (PDF)

Commercial Drones
The Federal Aviation Administration on Sunday (2-15-15) released proposed rules regarding the use of small commercial drones. The rules apply to drones weighing up to 55 pounds, limit the device speed to 100 mph and altitudes no higher than 500 feet. The drone must be in the pilot’s sight at all times, operated by a person not younger than 17 years old,  and would be prohibited from flying them at night. Drone operators will not have to undergo an FAA medical but must self-certify before every flight. They will further need to pass an FAA knowledge test every two years. Their commercial drone must be registered under the regulations proposed in a Notice of Proposed Rulemaking released by the FAA and the DOT

 FAA Draft Commercial Drone Rules

 Aviation Weather Center Media Release…New Aviation Weather Site

Technical Implementation Notice 14-07
National Weather Service Headquarters Washington DC

750 AM EST Mon Feb 3 2014

TO: Subscribers: Family of Services
-NOAA Weather Wire Service
-Emergency Managers Weather Information Network
Other NWS Partners and Employees

FROM:      Cyndie Abelman
Chief, Aviation Services Branch

SUBJECT: Design Refresh

Effective Tuesday, March 25, 2014, at 1800 Coordinated Universal Time (UTC), the NWS Aviation Weather Center will implement newly designed webpages to the and These design improvements will affect the look and feel of the website, but will not change the content. Users can examine the changes before March 25, 2014 at and

These changes are being implemented to bring the layout of the website up to the standard set by,  released fall of 2012.  The new website will streamline the user access to the site and provide a common look and feel for the web pages. The new web pages still use the ADDS database and products. The GIS maps introduced in the fall of 2013 are now the primary displays of data replacing the Java applets. The design provides the same functionality on a tablet as it does on the desktop.

The legacy web pages will remain on the web site until March 25, 2015 to allow users to transition on their own and not break bookmarks.

You can find a tutorial on the changes to these awc pages at:

If you have any questions about this change, please contact:
Dan Vietor
Aviation Weather Center
Kansas City, MO 64153
Phone: 816-584-7211

National NWS Technical Implementation Notices are online at:

GA Protection Act

Categories: Aircraft, Newsworthy
Comments: 1

General Aviation Protection Act (GAPPA)

You have probably heard of the two pieces of legislation currently going through the US Congress and Senate, which includes a provision that would reform airman medical certificate standards while maintaining safety. The EAA has created a web page that will send a message/petition to your Senators and Representatives urging their support of the General Aviation Pilot Protection Act.

Also, please contact your Senators and Representative and politely ask them to co-sponsor the General Aviation Pilot Protection Act. A phone call generally creates the fastest results.

A possible email…

Dear —- , As a constituent and long time pilot, I wholeheartedly support the General Aviation Pilot Protection Act  H.R. 3708 (Rokita) in the House and S. 2103 (Boozman) in the Senate. I would ask that you please support this important Act for General Aviation which:

Expands on the FAA’s successful sport pilot medical standard.
Saves pilots and the FAA money and time.
Addressess the number one concern of pilots.

General aviation is a vital part of the nation’s transportation system and I hope you will please seriously consider becoming a cosponsor.

Warm Regards, —–


Most of the aviation world has seen/heard the story of the Boeing 747 Dreamlifter that landed at the wrong Wichita-area airport a bit ago. Is it really that unusual? Probably unusual yes for 747’s, but one has to wonder if it doesn’t happen occasionally to smaller GA aircraft. I recall several years ago and incident here in Minneapolis that created a similar stir. Not so much with the general public, but with the local aviation community.

The incident occurred when a GA aircraft was inbound from the southwestern U.S.  to MIC (Minneapolis Crystal) a city reliever airport. As I recall, the pilot was on a vfr flight plan and he had told Flight Service that he had the airport in sight, cancelled the flight plan and proceeded to contact the Crystal tower. MIC has parallel runways 14-32 with a cross runway of 06-24. MSPMSP (Minneapolis International) a few miles to the southeast has parallel runways 12-30 and a cross runway of 04-22. And of course, MSP was all lit up with evening rush hour air traffic. So here’s where the fun began. The pilot was talking to the reliever airport tower, but was on a visual course to the International.  The reliever tower kept saying that they did not have visual contact with his aircraft, so please turn on landing lights. We can easily assume that the MSP Int’l folks were seeing a small plane approaching its airport on radar and no radio contact with the plane. Apparently many airliners had to be vectored from approaches into holding patterns and takeoffs were held. The GA plane did land at International and was likely met very quickly by authorities. This was before 9-11 so you could imagine the problems to be faced today.

These errant landings probably don’t often happen at major international airports, but I’ll bet they occur at smaller non-towered ones. Just nobody but the pilot knows it. You can expect most airports in a local area to have similar wind patterns and thus similar runway directions. My best guess is that when a pilot has that nearby look-alike “airport in sight” and begins a visual approach, the mental focus becomes the airport in sight and not the instruments that are saying wrong airport. Sometimes it can be confusing and especially at night. The word “verify” comes to mind.

DreamlifterWhat surprises me is that the Wichita reliever airport runway was able to handle the weight of that Dreamlifter that can be in the 800k lbs range. Years ago I had an opportunity to fly a 747-400 full motion simulator at one of the airline sim centers and talked the instructor pilot into letting me attempt a landing at a local reliever airport. Very fun and made it in although my instructor pilot commented that in real life the runway may not be able to handle the load. That particular airport is one of our larger reliever airports has a runway single wheel load limit of 30k lbs, while MSP Int’l handles 100k lbs per single wheel. The Dreamlifter looks to have 18 wheels or over  40k lbs per wheel. The Wichita look-alike Colonel James Jabara airport has a single wheel load limit of 40k lbs. I guess with some fuel burned off during flight and likely a margin for error on the runway limit, they managed to be spared another major problem.

My learning thoughts on these episodes still turn back to always check your instruments and “verify”, especially in an unfamiliar location…

Cessna 162 Skycatcher – No Future

For all of you who follow light sport aircraft…Skycatcher

At the recent National Business Aviation Association 2013 in Las Vegas, media has reported that Cessna Aircraft CEO Scott Ernest says “No Future” for the Skycatcher. Another Cessna executive reported that about 20 of the 162 Skycatchers had been sold (I assume in 2013) and had several in stock and available. Looking of the FAA Aircraft Registry database, it appears that several available is in the neighborhood of 80 plus. In Aug 2007, Cessna Aircraft announced that they had orders for 720 Skycatchers. Again, according to the FAA database, there are only a total of 276 Skycatchers registered to date and that includes the unsold inventory. Wow, I remember when the aircraft was announced in 2006, that there seemed to be a huge interest, and many FBO’s and individuals plunking down cash to reserve an airplane for the special introductory price of $109,500.00. So, I am really very surprised to see the numbers that I found in the FAA database! Now the Skycatcher is selling at almost $150,000.00 with several previous optional features as standard. That certainly put the aircraft on the higher end of light sport. Ernest’s later commented  “That program didn’t have a business model that worked”. I certainly hope that this sad news, is a function of the economy regarding light sport aviation, and not of light sport in general….


iOS 7 Update Caution

Categories: Apps, Newsworthy
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WingX Pro/ Hilton Software iOS 7 Update Caution…iOS 7

…. because of issues we have seen with iOS 7 (reboots, lock up, and strange UI behavior) and unrelated to any third party app (including WingX Pro7), we cannot recommend upgrading your iPhone or iPad to iOS 7 (for now).
If you have already upgraded to iOS 7.0, just be aware that there are some instability issues in the underlying iOS and be sure to upgrade to the latest iOS as soon as Apple releases an update. Read Full Article!

FAA Action

Final Notice Of The Process For Limiting Aircraft Data Displayed Via Asdi.

**Read Full FAA Rule Release...Tracking


With respect to the procedures for aircraft owner and operator requests to block and unblock aircraft from inclusion in the FAA’s ASDI data feed, the FAA concludes as follows:

1. Requestors. The FAA will honor each written request of an aircraft owner and operator, submitted in accordance with paragraphs 2 and 3 to block or unblock their aircraft’s appearance in the FAA’s public ASDI data feed. Aircraft owners and operators may submit their request on their own behalf, or they may do so through a legally authorized agent, including an attorney or an aircraft management company with a fiduciary duty to carry out the owner’s or operator’s express wishes with respect to the aircraft.

2. Substance of Requests. To assist the FAA in processing aircraft owner or operator requests promptly, all requests related to an aircraft’s ASDI blocking or unblocking must include the following information:

  • The name of the requestor;
  • the registration number(s) of the aircraft to be blocked or unblocked;
  • a certification that the requestor is the owner or operator of the specified aircraft or is a legally authorized representative of the aircraft owner or operator;
  • a telephone number or electronic mail address to which the FAA can direct any questions about the request; and
  • for a request to block one or more aircraft, a statement indicating the requestor’s desired level of ASDI blocking—either at the FAA source or at the ASDI subscriber level.

3. Addresses. The FAA’s primary electronic mailbox for all aircraft blocking and unblocking requests and for related inquiries directed to the ASDI blocking program is The FAA also will accept aircraft block and unblock requests submitted by regular mail at: FAA ASDI Blocking Request; ATO System Operation Services, AJR-0; Wilbur Wright Building, Room 3E1500; 600 Independence Avenue SW; Washington, DC 20597.

4. FAA Monthly Implementation. The FAA implements the ASDI block list updates on the first Thursday of each month. As a result, requests that the FAA receives on or before the 15th of the preceding month are likely to be processed in time to take effect in the month after the FAA receives them. However, it is possible that the volume of requests in a given month, a requestor’s timeliness, or issues with the completeness and accuracy of the information that the FAA receives could preclude the FAA from processing some requests in time for them to take effect in the month following their submission. In that event, the FAA will process all requests in the order in which the FAA receives them, to the extent that it is possible.

5. FAA Treatment of Aircraft That Are Currently Blocked. Any aircraft that is currently on the ASDI block list, either by virtue of a certified security concern submitted after June 3, 2011, or a request submitted under the FAA’s interim ASDI block policy, will remain indefinitely on the ASDI block list when the policies in this document take effect. It is not necessary for the owners or operators of these aircraft to resubmit their requests, unless they wish to change the blocking status of their aircraft or amend the level at which their aircraft is blocked.

Issued in Washington, DC, on August 14, 2013.

J. David Grizzle,

Chief Operating Officer, ATO.

EAA, AOPA Urge Survey Participation for Medical Exemption
3rd Class
EAA and AOPA continue their joint efforts to have the FAA grant a third-class medical exemption for private pilots who fly noncomplex aircraft, and you can help.

The petition was submitted in March 2012, and the two organizations recently received indications that the FAA sought more data related to the rate of medically related incidents among pilots flying under sport pilot rules. This data will help the FAA decide whether to allow private pilots or better to fly day VFR, four-seat (with one passenger), 180-hp-maximum aircraft using a self-certification medical standard and a driver’s license in lieu of a traditional third-class FAA medical.

EAA is asking all pilots currently flying under sport pilot rules – either certificated sport pilots or private pilots exercising sport pilot privileges – to complete a brief survey to better document the amount of hours flown by this segment of the pilot population. Data will be used to paint a clearer picture of how many pilots fly under these rules and for how many hours each year. No personally identifiable information will be collected.

If this is you, please take the survey. Takes only a couple minutes… Thanks!

NTSB The National Transportation Safety Board (NTSB) has released its accident statistics for 2012 and it shows little progress in the General Aviation sector. Sad to note that in most fatal GA accidents, all aboard perish.

GAAccidents ______ Fatalaties ________ Flt HrsAccidents/100,000 FltHrs

In response to these statistics and to help pilots address the most common accident causes, the NTSB has produced five general aviation safety alert videos that were released just a few weeks ago. These videos concentrate on risk management, loss of control at low altitude, inflight emergencies and maintenance, and flight into low visibility. We all know that these are mostly problems that we DO have control over, but often neglect re-currant training to keep fresh on the procedures. When is the last time you practiced engine out emergency landing procedures or approach to landing stalls? How about the in-flight engine fire procedure? Do you ever skip over checklists because you know them so well? Are you up to snuff on your flight by reference to instruments? What about maintenance? Do you make sure that the lower than usual oil pressure or a cylinder running hotter than normal gets looked into promptly? These videos are a good reminder of what we GA pilots should be up-to-snuff on and not just at bi-annual time….

Pilots: Manage Risks to Ensure Safety

Prevent Aerodynamic Stalls at Low Altitude

Is Your Aircraft Talking To You? Listen!

Reduced Visual References Require Vigilance

Mechanics: Manage Risks to Ensure Safety

FCC and 121.5 ELT

Categories: Aircraft, Newsworthy
Comments: No

FCC again trying to ban the 121.5 Mhz ELTs…

Here is an excerpt of the proposed rule:

ELTs that operate only on frequency 121.5 MHz will no longer be certified. The manufacture, importation, and sale of ELTs that operate only on frequency 121.5 MHz is prohibited beginning [ONE YEAR AFTER EFFECTIVE DATE]. Existing ELTs that operate only on frequency 121.5 MHz must be operated as certified.

Link to the complete FCC Proposed Rule

The FCC is requesting comment on whether the manufacturers, importers, sellers, and, in particular, users of 121.5 MHz ELTs are small entities, and the extent to which a total or partial prohibition of 121.5 MHz ELTs might impose burdens on them. It is estimated that there are 200,000 aircraft currently equipped with the 121.5 MHz units and replacement for owners would approach $300 million dollars.

Most aviation associations request that at a minimum, the FCC permit aircraft owners to continue using the 121.5 MHz ELTs currently installed in their aircraft. It can also be noted that the lower frequency is still monitored by the Civil Air Patrol and others involved in search and rescue.

You may submit your comments, identified by WT Docket No. 01-289, FCC 13-2, by any of the following methods:

So why is the FCC bypassing the FAA when it comes to issues related to aviation safety? Beats me…



A Dangerous Turn to Downwind?

Recently there has been a bit of conversation in the aviation community about a NTSB Report wherein the NTSB states, the airplane a progressively increasing downwind condition during the turn as a probable cause of the accident.

Here is the report:
 NTSB Identification: CEN12LA324
14 CFR Part 91: General Aviation
Accident occurred Monday, May 28, 2012 in Perry, MI
Probable Cause Approval Date: 12/19/2012
Aircraft: NORTH AMERICAN T-6G, registration: N3753G
Injuries: 1 Fatal,1 Serious.
NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

The pilot stated that the run-up and takeoff were normal. After takeoff to the south, he was planning to overfly the runway for a “photo pass.” He reported that he executed a slight right turn, followed by a left turn. He noted that the engine was running normally. However, he did not recall any subsequent events regarding the accident sequence. A witness reported that once airborne, the airplane turned right and then started a left turn above the trees. He noted that during the left turn, the airplane bank angle steepened and the descent rate increased. The engine sounded normal until impact with a barn. A postaccident examination did not reveal any anomalies consistent with a preimpact malfunction or failure. The pilot reported the wind was from the southwest, gusting to 20 knots with light turbulence, at the time of the accident. Based on the reported prevailing wind, a left turn after takeoff resulted in the airplane encountering a progressively increasing downwind condition during the turn.

The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot’s failure to maintain control while maneuvering at low altitude after takeoff, resulting in a collision with a barn.

So is it true that if you turn downwind quickly your airplane will stall and fall from the sky? Possibly, if your airspeed is slow enough that a stall will occur because of a steep turn. But certainly not as a result of a prevailing wind and an “increasing downwind condition during the turn”.

What’s really going on? If you are standing on the ground, there definitely is a direction for an upwind condition blowing in your face or a downwind blowing at your back, but remember the wind is really a result of an air mass moving in a particular direction over the earth. Sort of like a large container or box of air moving at say 20 Kts. Once you are flying, you are part of that big container and moving within it.

Let’s think about flying a rectangular course:Rectangular Course
As we fly in the air mass box at a constant airspeed, the obvious external reference is the ground. If we are flying in the same direction in the air mass box that it is moving, our ground speed would be the sum of air mass speed and our true airspeed within and so on.
Rectangular Course
Wind (or movement of air mass)  20 Kts

True Airspeed (in air mass) 100 Kts
Ground Speed Downwind 100+20= 120 Kts
Ground Speed Upwind 100-20= 80Kts
Ground Speed Crosswind 100-10= 90 Kts
(assuming a ±30° correction angle)


A good way I have heard it described:
You’re in a bus that is going 55 MPH. If you stand up, you don’t shoot out the back of the bus at 55 MPH. If walk forward at 1 MPH, your speed relative to the ground outside is 56 MPH, but still 1 MPH relative to the bus floor. So, the bus is like the air mass in which your airplane travels, the ground is the earth that you fly your airplane over. No matter how fast you turn when you reach the front of the bus and begin walking back, you will still be moving at 1 MPH. The same is true with you and your airplane in that downwind turn.

So, how might an accident occur on a downwind turn?Extended Crosswind
If you were to become distracted and see that your
normal downwind position relative to the runway is
passing by, one might overbank their turn to compensate.
A steeper bank causes a stall speed increase and if it
exceeds the true airspeed, a stall can occur close to the
ground and be difficult to recover.

Certainly there are other factors in an air mass such
as small and random wind accelerations inside the
the air mass. Turbulence from thermals, trees
buildings etc. Maintaining a proper airspeed for
the conditions and good situational awareness are
always a necessity for positive outcomes in the
airport pattern. Bottom line, any steep turn flying
low at slow air speeds is risky unless you are an
aerobatic pilot with a powerful aircraft.

Adverse Condition AlertingFS

The new alert service from Lockheed Martin Flight Services proactively notifies a pilot when a new adverse condition that affects a flight plan arises after the flight plan was briefed or simply filed. The ACAS was created because pilots may be unaware of new adverse conditions that arise between telephone interactions or radio contacts with Flight Services, in some cases resulting in a safety issue for the pilot. The alert messages are short. They identify the type of adverse condition and the flight plan to which it applies. Initially, the alerts will be sent to the pilot using (SMS) text messaging.

The ACAS generates flight plan-specific alerts for:

  • TFRs
  • NOTAMs for Airports or Runways being Closed or Unsafe (applies to origination, destination and alternate airports)
  • Convective SIGMETs
  • Center Weather Advisories (CWAs)
  • Severe Weather Watches and Warnings
  • Urgent PIREPs or AIREPs

An adverse condition must intersect or be within a standard 25 nm briefing corridor of the flight plan route in order for an alert to be generated.

For more complete information, visit the website by clicking here…

You can sign up for the alerts by visiting the Flight Services Web Portal by clicking here…


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