FAA clears Hondajet for icing, RVSM flights

Steve Trimble – Flight Global

One year after awarding Honda Aircraft an airworthiness certification, the US Federal Aviation Administration has cleared the Hondajet to fly into known icing (FIKI) conditions and use reduced vertical separation minima (RVSM).

The approval, dated 23 November, removes the only two operating restrictions imposed by the FAA on Hondajets delivered to customers.

The second revision to the Hondajet’s type certificate data sheet lifts means the five-seat business jet is allowed to fly in cloudy or rainy airspace, as well as take advantage of airspace controlled using RVSM procedures.

The FAA approval covers all Hondajets after the first 10 serial numbers, which were assigned to flight test duties.

Honda Aircraft designed the Hondajet to with an electromechanical decing expulsion system on the horizontal stabilisers and a bleed-air anti-icing system on the leading edges of the aircraft’s laminar flow wings.

FAA Safety Team | Safer Skies Through Education

“CFI Open Forum – Open to ALL Pilots”
Topic: Preparing for the Unexpected and BasicMed Regulation.
On Thursday, February 9, 2017 at 18:00 Eastern Standard Time
Smith Reynolds Airport
3801 North Liberty Street

Winston Salem, NC 27105

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Flight instructors must recognize what is happening internally with students, and either reinforce positive reaction strategies and attitudes, or identify where restricted thinking exists, in order to optimize the students’ capabilities. At this FAASTeam Flight Instructor Open Forum we will explore this complex topic to better prepare our students.

Flight Instructors, Ground Instructors, Designated Pilot Examiners, Instructors-in-training and all pilots are welcome and encouraged to attend! Join your fellow aviators and take an active role in improving aviation safety!  Click on the link below and register TODAY!

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Master Knowledge 2 – 2 Credits

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January 24, 1961: Hydrogen Bombs Fell Over North Carolina

On January 24, 1961, blistering orange flames light up an inky sky in the early hours.

A B-52G jet carrying a crew of eight people and two hydrogen bombs disintegrates in midair over the small farming community of Faro in Wayne County. Before the explosion, the jet was in the air for 12 hours — only halfway through its routine mission over the Atlantic Seaboard — when without warning, it lost 19 tons of fuel pressure in just two minutes.

First Lt. Adam Mattocks is 27, a North Carolina A&T State University graduate, and the third pilot on the flight. It is a routine mission. The plane is part of a fleet of about a dozen bombers in the air, ready to defend the country against the Soviet Union as part of the strategic air command.

When the fuel pressure drops, near Raleigh, the pilots set out to try to land at Seymour Johnson Air Force Base in Goldsboro. The crew, including Mattocks, levels the jet off at 10,000 feet with a technique called “slow flight” that checks to see if the plane has enough fuel to land.

The right wing breaks loose.

While the plane nosedives and spins to the earth, Mattocks unbuckles his seat belt. The pressure of the g-forces flings him 10 feet across the plane and pins him against the floor. He prays. Lord, if I go, take me home to heaven. The copilot opens his hatch and jumps out of the plane. The aircraft commander follows. Mattocks pulls himself off the floor and heads for the hatch. He plummets into the darkness and opens his parachute.

Lit up

Newspapers interview witnesses who say the explosion looked like daylight, while others liken the spinning aircraft to a Roman candle. A farmer runs to his window and sees his field light up in fireballs. A woman drops to her knees and prays, certain Armageddon arrived. Another man thinks a plane crashed into his parents’ house. All he can see is fire.

The debris field lies north of Musgrave’s Crossroads, near Faro and Eureka.

Billy Reeves, who is 18 and lives outside of Faro, has just gone to bed when he hears a strange sound. His room lights up. He runs to the window. He sees a plane coming down, sputtering twice before it crashes to the ground.

Earl Lancaster, the assistant fire chief for the Faro Volunteer Fire Department, rushes to the scene in his fire truck. Everything burns. Within an hour, helicopters swarm the area, and Air Force officials urge everyone to evacuate. “They told us to git, and we got,” Lancaster tells the local paper.

Although five of the crew members parachute to safety, three men die. The body of 41-year-old Maj. Eugene Shelton, a radio navigator, is found two miles from the crash site, hanging from a tree by his red-and-white parachute.

The bodies of two others — Maj. Eugene Richards, an electronics weapons officer from Toccoa, Georgia; and Sgt. Francis Barnish of Greenfield, Massachusetts — are found in the nose of the plane. They worked in the tail.

Survivors believe the pilot, Maj. Walter Tulloch of San Diego, California, is also dead, but he appears just after dawn, walking out of the mucky swampland.

Meanwhile, someone spots one of the bombs, 11½ feet long, next to a tree near Reeves’s home. Five of the six arming devices have been activated.

Almost Hiroshima

Mattocks lands beside a farmhouse. He pulls off his mask and tells the family who he is; they drive him to the base. But he has no identification. The g-forces ripped his pockets off.

To the guards, he is simply a man improperly wearing a military uniform.

Officers detain him at the gate; he tries to explain. They won’t listen. Twenty minutes later, Tulloch, the pilot, arrives at the gate. He, too, has no identification.

Finally, officers call an ambulance.

Back at the crash site, concern centers on two things: The three dead men and the two MK39 thermonuclear devices — two-and-a-half-megaton bombs — that ejected from the jet as the aircraft blew apart. The bombs are 500 times more powerful than the bomb that devastated Hiroshima, Japan.

The parachuted bomb imbeds itself 18 inches into the ground next to Shackleford Road. It is deactivated without much trouble, loaded onto a truck, and taken to Texas to be analyzed.

The other bomb, though, burrows 50 feet into a swamp owned by C.T. Davis.

The military immediately issues a statement to reporters that two bombs have been recovered, the bombs have been unarmed, and the situation is safe.

Joel Dobson, author of The Goldsboro Broken Arrow, writes later that the military didn’t tell the press the entire truth.

“In reality, only one of those things was true,” he writes. “There were two bombs.”

The Air Force digs in Davis’s swamp for the missing bomb. But after 20 feet, the hole begins to fill with water. Crews have 16 pumps; the men suck 20,000 gallons of water an hour out of the hole, but the water keeps coming.

The Air Force fills in the hole.

Parts of the bomb remain in the ground.

Digging for bombs

A half-century later, the morning of January 24 is still vivid to Mattocks and everyone else associated with the events.

“It happened so fast,” says Mattocks, who is now 78 and lives near Jacksonville.

Says Reeves, the 18-year-old who was roused from bed by the explosion: “My room became red as fire,” he says.

The government still collects samples from wells near the crash. The military purchased an easement from Davis and his heirs for $1,000. The agreement says, “no current or future landowner may dig or drill deeper than five feet or ever use the land again in any manner other than growing crops, timber, or pastureland.”

The official account from the Pentagon states that there “was no hazard in the area” but that pieces of the bomb that crashed into the swamp broke off, and one of those pieces was never found.

Dr. Jack Revelle, the officer who deactivated the bombs at the site, says that if one of the bombs had gone off, our state wouldn’t be the same today.

“You might now have a very large Bay of North Carolina if that thing had gone off,” Revelle says.

Today, when people walk by the swamp on Davis’s land, they may never know that 50 years ago that same midnight sky lit up in flames and the people of Goldsboro thought the world had ended.

This story was published on May 29, 2012 by Caron Myers. WFMY News 2 was granted written permission to republish onto its website by Myers and Our State Magazine. Myers is a former TV reporter in the Triad and freelance writer. Her most recent book is Captain Steven, The Little Pirate who Fought the Big C. She lives with her husband, Danny “Chocolate” Myers, in Davidson County.

Vietnam War helicopter pilots represent NC at inauguration

Northstate Journal


LLC’s—The protection is limited

AOPA – Mike Yodice

While working in the capacity of an AOPA Legal Services Plan counselor, I used to get a lot of calls about the utility of establishing a Limited Liability Company (LLC) to own an aircraft.  I found that many callers seemed to think that owning an airplane in an LLC provides absolute protection against all manner of liability.  It does not.  An LLC offers limited liability, that is, its members are generally not personally liable for the debts, obligations and liabilities of the entity itself.  However, a member of an LLC piloting an owned aircraft involved in an accident resulting in a claim of pilot negligence or similar may be held personally liable. Aircraft owners should consult with a knowledgeable aviation attorney in their state to evaluate the best liability protection strategies for their particular circumstances, which might include using an LLC.  A common recommendation from legal practitioners and insurance professionals alike is to buy as much liability insurance as you can get or afford.

Sam Hill, CEO Quest Aircraft

Flight Global

What sparked your interest in aviation?

I grew up next to the airport in Greensboro, North Carolina and always enjoyed watching the aircraft land and take off at the airport. My neighbor owned a Stinson Voyager and would take the local kids up on the weekends. I got the love of flying from those experiences, however, it was a very rough flight between Greensboro and Washington DC that convinced me that this was what I wanted to do the rest of my life.

Tell us about your career to date

In 1966, I went to work as a Station Agent for Piedmont Airlines. From there, I went to the Aviation Academy of North Carolina, where I earned my commercial pilot, instrument pilot, multi-engine, flight and ground instructor ratings. I spent a year at Raleigh Durham Aviation as a charter pilot and flight instructor, before moving to Continental Grain Company where I spent 10 years as a corporate pilot. After that I spent five years with AVX Corporation in Myrtle Beach, South Carolina as director of flight operations before returning to North Carolina to take over as general manager of aircraft and flight services for Piedmont Aviation. I then spent several years managing various aviation projects as well as evaluating and developing strategies for aviation industry investments, including piloting the launch of Mil-Brooke Helicopters. In 1995, I joined the USA-based Embraer Aircraft Corporation and held several leadership positions. I was involved in starting Embraer’s corporate aircraft division and launching the Legacy 600, the company’s first executive jet. Following my time at Embraer, I spent time with a leading aviation consulting firm as the managing director of business development. I joined Honda Aircraft as senior vice-president of sales and marketing in 2008. I retired from Honda in early 2012. I was familiar with Quest and got to know the then-chairman of the board and acting chief executive, Dave Vander Griend, who had led the initial financing transaction for recapitalisation and new investment in Quest in 2011. I began doing some consulting work with Dave and Quest, and he asked me to take over as chief executive in November 2012.

What are the highlights?

Working with Mil Moscow Helicopter in Soviet Union/Russia to introduce them to how to do business in the West and to support Mil Helicopters in the field. (not that they took advantage of what we shared with them). Being part of the senior management team responsible for the successful privatisation and financial turnaround of Embraer and being part of the successful financial turnaround of Quest Aircraft.

The lowlights?

I have loved every chapter of my aviation career, however one of the biggest disappointments was not being able to deliver a HondaJet to the dealers who worked so hard to stay in the programme even though US Federal Aviation Administration certification was delayed beyond my tenure at Honda.

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Quest Aircraft

What does your current job entail?

As chief executive of Quest, I am responsible for all aspects of the business – manufacturing, sales, customer support, new business development, etc. However, our team is very capable and they handle all of the day-to-day details. I am very fortunate to work with such a capable senior management group.

Was it hard breaking into the single-engined turboprop market with so many long-established players?

Quest was started because there was a need for a modern turbine aircraft to replace the tired piston fleet used in Mission Aviation groups in remote areas of the world. The Kodiak was perfect for this purpose. Later this translated into a great niche aircraft for many purposes. Today, we have aircraft serving in almost all categories: special mission, personal use, government, commercial operations, and mission and humanitarian operations.

How is the sector faring today?

Competition is very strong, but we feel that the Kodiak 100 is proving that it competes very well in the market place.

What do you enjoy most about your job?

After 50 years in the industry, I still look forward to interacting with the people who love aviation as much as I do. We are very fortunate to be part of this relatively small group of special people.

You are set to retire in February. What are your plans?

I will be staying on as an advisor to Quest and also as a member of the board of directors. In addition, I will continue to be involved in other entities of Quest’s parent company, Setouchi Holdings. One of those is the recently launched SALT – an aircraft leasing and financing company, where I also serve as chief executive. I am also looking forward to less time traveling and more time at home.

Best Tricks Tips and Sites for Self Briefing – FAASafety.gov

FAA Safety Team | Safer Skies Through Education
You have asked us to notify you when a webinar is scheduled that meets your criteria. The following webinar may be of interest to you:

“Best Tricks Tips and Sites for Self Briefing”
Topic: Tricks, tips and best sites for conducting a safe self briefing.
On Wednesday, January 25, 2017 at 16:30 Pacific Standard Time (17:30 MST, 18:30 CST, 19:30 EST, 14:30 HST, 15:30 AKST, 17:30 Arizona, 00:30 GMT)

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In this 90 minute webinar, Delia Colvin, aviation weather expert, international bestselling author and 15 year veteran of Air Traffic Control will walk you through her favorite sites and tools for conducting a SAFE self briefing;


  • Learn the 8 MUST CHECK points to any brief
  • What hazardous weather doesn’t qualify as an “Adverse Condition”
  • 4 Features of 1800wxbrief you may not know about
  • The proposed replacement for Area Forecast
  • The best forecast tool available
  • Fantastic new tools that could save your life
  • Tips for assessing unforecast severe weather


Click here to register today

To view further details and registration information for this webinar, click here.

The sponsor for this seminar is: FAASTeam

The following credit(s) are available for the WINGS/AMT Programs:

Basic Knowledge 3 – 1 Credit
Advanced Knowledge 1 – 1 Credit

Click here to view the WINGS help page

Forsyth Tech moves forward with aviation center

Winston Salem Journal

Forsyth Tech is moving forward with the priority bond projects of the aviation center at Smith Reynolds Airport and renovating buildings on campus.

The community college has asked commissioners to certify the county will take on about $800,000 for maintenance and operation costs of the aviation center and the soon-to-be renovated Oak Grove Center once the facilities are opened.

Commissioners will vote on the agenda item at their meeting today.

If commissioners approve that the county can cover those costs, then Forsyth Tech president Gary Green will go to the North Carolina Community College System for approval.

Green expects bidding on the design and architecture to start once the state system approves the project. Construction could begin in early 2018, he said.

In June 2016, Forsyth Tech proposed its $16.6 million aviation campus at Smith Reynolds to provide training that people need for jobs at companies around the airport.

“We looked at the number of Forsyth County residents working in aviation and we decided to move this project up in priority,” Green said. “We really looked at the need and we think it’s clear that we can create some economic opportunity.”

Forsyth Tech will spend $600,216 each year for five years starting in 2020 in additional maintenance, janitorial and operating costs to support the aviation center.

The aviation center, which is funded by the $65 million community college bond that passed in November, will train technicians and mechanics for companies such as North State Aviation, B/E Aerospace Inc., Aero 8 Inc. and Signature Flight Support, airport officials said.

The planned aviation center would be part of Forsyth Tech’s Mazie S. Woodruff Center on Lansing Drive, although a site has not been confirmed.

The college also is estimating $179,727 each year for five years of maintenance and operating costs for the renovated Oak Grove Center on its campus on Silas Creek Parkway.

Forsyth Tech has planned $21 million for construction of about 83,000 square feet of instructional space.

The college also will demolish the Piedmont, Parkway, Winston, Salem and Carolina Annex buildings and develop those sites as well as make parking lot improvements and build a maintenance storage facility.

Both projects should be completed by 2019.

FAA Issues Final Rule on Medical Certificate

The Federal Aviation Administration (FAA) today issued a final rule (PDF) that allows general aviation pilots to fly without holding an FAA medical certificate as long as they meet certain requirements outlined in Congressional legislation.

“The United States has the world’s most robust general aviation community, and we’re committed to continuing to make it safer and more efficient to become a private pilot,” said FAA Administrator Michael Huerta. “The BasicMed rule will keep our pilots safe but will simplify our regulations and keep general aviation flying affordable.”

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. A medical certificate is valid for five years for pilots under age 40 and two years for pilots age 40 and over.

Beginning on 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. A pilot flying under the BasicMed rule must:

  • possess a valid driver’s license;
  • have held a medical certificate at any time after July 15, 2006;
  • have not had the most recently held medical certificate revoked, suspended, or withdrawn;
  • have not had the most recent application for airman medical certification completed and denied;
  • have taken a medical education course within the past 24 calendar months;
  • have completed a comprehensive medical examination with a physician within the past 48 months;
  • be under the care of a physician for certain medical conditions;
  • have been found eligible for special issuance of a medical certificate for certain specified mental health, neurological, or cardiovascular conditions, when applicable;
  • consent to a National Driver Register check;
  • fly only certain small aircraft, at a limited altitude and speed, and only within the United States; and
  • not fly for compensation or hire.

The July 15, 2016 FAA Extension, Safety, and Security Act of 2016 directed the FAA to issue or revise regulations by January 10, 2017, to ensure that an individual may operate as pilot in command of a certain aircraft without having to undergo the medical certification process under Part 67 of the Federal Aviation Regulations, if the pilot and aircraft meet certain prescribed conditions outlined in the Act.

The FAA and the general aviation community have a strong track record of collaboration. The agency is working with nonprofit organizations and the not-for-profit general aviation stakeholder groups to develop online medical courses that meet the requirements of the Act.