Jobs – A&P Winston Salem

Must have at least 3 years of heavy overhaul maintenance. 737-400 experience preferred. If you have training records please brig them once you are hired. Must have your own tools, good transportation and pass all F.A.A. requirements.
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Salary Range: 26.00-Neg
Matthews Aviation
6688 Nolensville Road
Suite 111184
Brentwood, Tennessee 37027 USA

Matthews Aviation Consultants offers business and technical solutions for the Aviation industry specializing in areas such as Sales, Purchasing, Parts, Appraisal and the maintenance of both Commercial and Business aircraft.

Man planning to ‘fight a war on U.S. soil’ was released from jail days before attempting airport attack

Daily News


Michael Estes, who was arrested for planting an explosive device at a North Carolina airport earlier this month, was released from jail eight days before the incident.


The man arrested for planting an explosive device at a North Carolina airport earlier this month, who planned to “fight a war on U.S. soil,” was released from jail eight days before the incident.

Michael Christopher Estes, 46, had been convicted in 2016 of assault with intent to inflict serious bodily injury.

He reported to jail on Sept. 21 and was released a week later on Sept. 28, although he was sentenced to serve between 10 and 21 months, according to North Carolina state jail records.

Estes was sentenced for walking onto a man’s property and chasing him into a trailer, where he attacked him with a 16-inch knife and hatchet on July 31, 2015, the Asheville Citizen-Times reported.

He reportedly caused lacerations to the victim’s right temple, left tricep and on his left cheek from mouth to earlobe.

Estes was arrested most recently on Oct. 6 for attempted malicious use of explosive materials and unlawful possession of explosive materials in an airport.

He allegedly placed a homemade bomb created using a Mason jar full of ammonium nitrate, Sterno fuels, nails and a .410 gauge Winchester shotgun cartridge at the Asheville Regional Airport, according to a criminal complaint report filed in the Western District Court of North Carolina.

There was an alarm clock taped to the outside of the jar with matches pressed between the glass and one of the clock’s bells to make the matches strike and set off the device. The clock was set to go off at 6 o’clock.

A maintenance employee spotted Estes days earlier, wearing all black clothes, in a wooded area across the street from the airport.

Investigators checked surveillance camera footage at local Walmart and Lowe’s stores  in an effort to identify Estes.

Investigators checked surveillance camera footage at local Walmart and Lowe’s stores in an effort to identify Estes.

Investigators searched the area and discovered a green backpack and black tool bag partially covered with leaves, according to court reports.

After determining there was no bomb inside, investigators observed the contents — a roll of Gorilla Tape, Kobalt gloves, Sterno Firestar Gel, what appeared to be an alarm clock bell and a bag of red .410 gauge shotgun shells.

All of the items matched what was used in the device at the Asheville Airport.

Investigators checked surveillance camera footage at local Walmart and Lowe’s stores and identified the suspect.

They also visited an REI sporting goods store where Estes had purchased the backpack. While there was no security camera footage available, Estes had paid cash and used an REI membership number when paying, revealing his identity to investigators.

Estes was arrested one day after the device was discovered.

Court records show he waived his Miranda rights and spoke openly to police, admitting that he placed the device at the airport and revealing where he bought his supplies.

He claimed he was preparing to “fight a war on U.S. soil” but insists he did not actually set the clock to go off.

What’s The Difference Between LPV and LNAV/VNAV Approaches?

Colin Cutler – BoldMethod

It wasn’t that long ago when you only had one kind of approach with vertical guidance: the ILS. And if you weren’t flying an ILS, you were managing step-down altitudes on a non-precision approach.

Now, all of that has changed. Over the past several years, the FAA has created GPS based LPV and LNAV/VNAV approaches at thousands of airports across the US. With GPS, the number of approaches with vertical guidance has tripled. But in many ways, so has the confusion.

So what’s the difference between LPV and LNAV/VNAV approaches? They’re both GPS based approaches with vertical guidance, but the similarities end there.

LPV: Localizer Performance With Vertical Guidance

LPV approaches are a WAAS/GPS based approach, and they’re very similar to the ILS. But there is a difference. Even though LPV approaches have vertical guidance, they’re not considered precision approaches. Instead, they’re an approach with vertical guidance (APV).

So what’s the difference? APV approaches don’t meet the ICAO and FAA precision approach definitions, which apply mostly to localizer and glideslope transmitters. The precision approach definition also carries a lot of documentation, definition, and cost with it, so the FAA and ICAO adopted the APV definition, so they could build new approaches and not be burdened with the cost and paperwork.

So how do they work? The extremely accurate WAAS system (7.6 meters or better accuracy) gives you lateral and vertical guidance down to a decision altitude (DA) like an ILS. And, just like an ILS, an LPV approach’s angular guidance gets more sensitive the closer you get to the runway. Keep in mind though, to fly them, you need a WAAS receiver. A baro-aided GPS won’t work.


There’s definitely an advantage to LPV. Unlike an ILS, which gets more and more sensitive and difficult to fly near and below DA, the scaling on an LPV approach transitions to a linear scaling as you approach the runway. It has a total course width of 700′ (usually) at the runway threshold. That 700′ of width at the threshold is the same as an ILS localizer at the threshold, but it doesn’t get any tighter than that as you continue to touchdown.

LPV approaches get you low as well. Like an ILS, most LPV approaches will get you down to 200′ above touchdown, with 1/2 mile visibility.


But there is a downside. Since LPV approaches aren’t considered precision approaches, you can’t use precision alternate minimums for airports that only have LPV.

According to the FAA, if you’re using an airport with LPV only (no ILS or other ground-based navaid approach) as your alternate airport, you need weather minimums that meet the LNAV or circling MDA, or the LNVA/VNAV DA if you’re equipped to fly it. (There are a few more details as well, which you can find in AIM 1-2-3, paragraph D.)

LNAV/VNAV: Lateral Navigation/Vertical Navigation

The second type of GPS based APV approach is LNAV/VNAV. LNAV/VNAV approaches were actually the first type of GPS approach that had vertical guidance. They were originally designed for baro-aided GPS units, but most WAAS receivers can use them today as well.

Unlike LPV approaches, LNAV/VNAV approaches don’t have increasing angular guidance as you approach the runway. Instead, they’re just like an LNAV only approach, decreasing to 0.3 NM sensitivity when you’re within 2 miles of the final approach fix, all the way to the missed approach point.


Because the final approach course is linear the entire way to the runway, the lowest an LNAV/VNAV approach can get you is 250′ above touchdown. And because the sensitivity isn’t as high as LPV with WAAS, the obstacle trapezoid (the area the FAA draws to make sure you have safe obstacle clearance on an approach) is much larger for an LNAV/VNAV. Because of that, you typically see LNAV/VNAV minimums higher than 250′ above touchdown for most approaches.


What About LNAV +V?

At some airports, the FAA isn’t able to design LPV or LNAV/VNAV approaches because of terrain and obstacles. When that happens, you’re stuck with the old-school LNAV only approach, complete with step-down altitudes. But when they can, the FAA adds “advisory vertical guidance”, which you see on a WAAS-capable GPS system as “LNAV+V”.

You won’t see the “+V” listed on a chart, but you will see it listed on your GPS unit’s display when you load the approach. That’s because +V capability is specific to the type of GPS unit you have in your plane.


When you fly an LNAV +V approach, you need to use LNAV minimums, but the +V will give you an advisory glide path all the way down the approach. Keep in mind, it’s possible +V could take you below step-down minimums, so you need to keep an eye on your altitudes. But overall, having a glide path generated for you on a non-precision approach is a pretty nice thing to have.

Flying The Approaches Of The Future

You have more choices than ever before on the type of vertically guided approach you fly, and that’s true for almost all instrument airports in the US. Given the increased choices, you have better options to land the direction you want to at your destination. And even with the extra approach types you need to know, having more approaches to pick from makes flying safer and more convenient.

Sharpe receives Master Pilot Award

The Tomohawk

Captain Thomas W Sharpe, of Shady Valley, has been awarded the prestigious Master Pilot Award from the Federal Aviation Administration.

Captain Sharpe, a pilot for more than 50 years, accumulated over 25,000 flight hours, flying many different aircraft. He was a 1967 graduate from Bethany High School in Rockingham County, North Carolina. Tom started his flying career at Greensboro’s Air Harbor Airport while still a student at Bethany High School.

After a tour of duty in the US Air Force, he returned to North Carolina to pursue his dream of flying for Piedmont Airlines. Tom was hired by Piedmont Airlines in 1975, who merged with US Airways in 1989. He recently retired from the airlines after 39 years as a senior captain flying international flights on the Airbus 330.

In addition to holding many type ratings, Tom also holds advanced flight instructor ratings and was a check pilot for the airlines, where he trained and gave proficiency checks to other pilots. Tom has never lost his love of flying and aviation.

He continues to fly general aviation aircraft out of the Johnson County Airport in Mountain City.

The Master Pilot Award was presented by David Simmons of the FAA at a joint event to honor both Tom and his dear friend, Bob Johnson, who recently passed away.

The Wright Brothers Master Pilot Award is the most prestigious award the FAA issues to pilots certified under Title 14 of the Code of Federal Regulations (14 CFR) part 61. This award is named after the Wright Brothers, the first US pilots, to recognize individuals who have exhibited professionalism, skill, and aviation expertise for at least 50 years while piloting aircraft as “Master Pilots”

Can You Get it Right? My favorite checkride question

General Aviation News

Jason Schappert, the force behind, just posted a video, “My Favorite Checkride Question.”

He notes: “I get the benefit of sitting in on a lot of checkrides. When you sit in as many as I do you start to see common themes despite the tests being administered by different DPEs (Designated Pilot Examiners).

The question: “You’re recovering from an unusual attitude. What is the first instrument you’re going to look at?”



Both the House and Senate have passed a six-month FAA funding extension. The legislation, which does not contain language to remove air traffic control from the FAA, heads to President Donald Trump for his signature just days before the Sept. 30 funding deadline.

The U.S. Capitol Dome is home to the U.S. Congress and its House and Senate governing bodies, two of the many government agencies that have influence over general aviation. iStock photo.

The U.S. Capitol Dome is home to the U.S. Congress and its House and Senate governing bodies, two of the many government agencies that have influence over general aviation. iStock photo.

The extension originally passed by the House contained flood insurance provisions, which were removed by the Senate over bipartisan opposition. The Senate amended the bill and sent it back to the House, where it also passed.

“We applaud the House and Senate for passing this needed legislation,” said AOPA President and CEO Mark Baker.

Supporters of so-called ATC privatization plan another push for a House vote on the legislation in October.

“AOPA will continue mobilizing pilots and working with elected officials to ensure we don’t give away our skies to the airlines and instead focus on continuing efforts to modernize air traffic control,” Baker said.

Flight a milestone for Troutman teen, program

Statesville Record & Landmark

After 73 years and 7,000 miles, a World War II pilot comes home

Chick Jacobs – Fayetteville Observer

Capt. Fulton Lanier’s last mission, in 1944, ended when the plane iced up in a severe storm and slammed into a mountain between Tibet and India.

The last 25 yards of Capt. Fulton Lanier’s journey home came with staccato rifle shots, a bugle playing a mournful, familiar tune and the occasional growling of lumber trucks trying to find fourth gear on nearby U.S 421 on a sweltering Thursday afternoon.

But, after more than 73 years of waiting, and nearly two years after a melting glacier yielded his remains 7,000 miles away, the 6-foot-tall World War II pilot known to his family as “Runt” was finally home in Harnett County.

“This sets a lot of things right,” said his nephew, retired Judge Frank Lanier, accepting handshakes from some of the 100-plus friends and family who attended a ceremony at Harnett Memorial Cemetery. “There wasn’t any doubt what happened, but just to have him here … it means a lot.”

Another family member, Diane Lanier, agreed.

“There was a service nearly 20 years ago at Arlington (National Cemetery in Virginia) when they first found the plane,” she said. “Four of the others on the plane were buried. But not Frank. They didn’t find him.”

That any of the crew of the C-87 Liberator cargo plane were found at all was a bit of a miracle. Lanier was one of the pilots flying a dangerous lifeline over the mountains of Tibet to supply Allied troops fighting the Japanese in China. It was called “Flying the Hump.” The combination of worn equipment, quick turnarounds and unpredictable, generally awful weather made it one of the most dangerous missions of the war.

So, of course, Lanier volunteered. Tall and lanky, a football star at Campbell College in Buies Creek and Lenoir-Rhyne, Lanier was eager to fly. He flew three missions a week, when weather and mechanical conditions allowed. His last mission, on Jan. 31, 1944, according to records, ended when the plane iced up in a severe storm and slammed into a mountain between Tibet and India.

It remained there, preserved in ice until the blistering hot summer of 1993 actually melted enough ice for Tibetian hunters to search for game in the area. They found the plane and four of the bodies. They also found evidence of Lanier, including his lieutenant’s bars and a meal ticket.

A military lab in Hawaii later positively identified four members of the air crew, but Lanier was not among them. Still, the Army hosted a burial ceremony for all five men — Lanier included — at a joint grave in Arlington National Cemetery in 1998.

Nearly 20 years later, another expedition to the area recovered one more body. DNA testing in Hawaii confirmed the body as Lanier’s. He was flown back to North Carolina this week, and returned to his family in Buies Creek.

Several veteran’s motorcycle clubs provided a rolling escort, and he was buried with full military honors.

Also present at the ceremony were several members of the Chinese Student and Scholars Association from the Triangle area. Like nearly everyone sweltering in the afternoon sun, none of them knew Lanier. But they knew that their world would have been very different without pilots like him.

“We remember his place in history,” said Miniqiang Jin as other club members nodded in agreement. “We fought the Japanese together, shoulder to shoulder. They were not soldiers, but brothers.

“When I was young, I remember the stories of how Americans helped as we fought. These men were very brave. We honor their memory.”

KCLT – Woman’s happy airport dance to Lionel Richie song goes viral

Missed flights and delays – many travellers have experienced frustrating dramas at airports.

But one woman made the most of a night spent at an airport in Charlotte, North Carolina after she missed her flight last week.

Mahshid Mazooji made a video of herself and airport staff dancing to Lionel Richie’s hit song “All Night Long”.

On her YouTube page, Mazooji explained that rather than be angry, she decided to take matters into her own hands.

“I didn’t want to sit in anger all night long, so instead I did what makes me happiest…DANCE!!!!” she wrote.

The video went viral and caught the eye of the superstar singer himself.