Since You’ve Been Gone	If You Haven’t Flown Since the Mid 90’s	If You Haven’t Flown Since the Early 90’s	If You Haven’t Flown Since the 80’s	If You Haven’t Flown Since the 70’s
Medical Certificate	Weather Format Changes	Airspace Reclassified	Big Brother Is Watching	Aviation Safety Reporting System Revamped
Flight Review	Aviation Medical Standards Revised	Self-Fueling Appears	Recreational Certificate Becomes Law	Mode C Veil Tightens
Instrument Proficiency Check	DUATS Arrives	FAA Helps Pilots by Dumping Old Paperwork	Flight Service Stations Consolidated	The Military Finds a Safe Place to Play
Taildraggers	Superhomers a Thing of the Past	ATC Equipment to be Updated	AWOS Comes Online	Flight Review (Formerly Biennial) a Part of Life
If You Haven’t Flown Since 1997	Flights To and From Canada Made Easier	FAA Medical Form Updated, Some Pilots Upset		ELTs Become Law
Loran C Extended to at Least 2008	Product Liability Reform Passed	Leaded Fuel Out		The Voice of Experience
Aircraft Radio Station Licenses No Longer Required	A.M. Weather Disappears	Primary Category Appears
Airspace Restrictions Increase	GPS Approach Approved

You will need a flight review (formerly Biennial Flight Review) The review covers regulations that pertain to your type of flying. There is no flight or written test to pass or fail. You and your instructor must simply agree that you are once again proficient.

You will need A fresh medical certificate Medical certificates are valid for three years if you’re a private, recreational, or student pilot; two years if you’re 40 years old or older at the time of the medical exam.

You will need an Aircraft You might try the FBO or one of several local Flying Clubs, to find a rental aircraft and flight instructor. Also check with the National Association of Flight Instructors at www.nafinet.org

First impressions are important, especially because so much of the general aviation fleet is getting on in years – the average single-engine airplane is close to 30 years old. But just because the fleet is old does not mean it must look old. If an airplane looks shabby on the outside, how well do you believe the insides, including the engine, avionics, and flight control systems, are maintained?

Another option for rental is to consider joining one of the growing number of flying clubs. Because flying clubs generally contract out their maintenance work and don’t have a great deal of expensive overhead, they often offer a variety of aircraft at a lower cost per hour than FBOs can.

At the same time, however, a portion of a flying club’s profit is derived from monthly dues and initiation fees, something most FBOs don’t charge. Some flying clubs charge the same monthly dues for all members – typically $50 to $100 – no matter which aircraft they fly. Other clubs charge different membership rates depending on the types and sophistication of the aircraft members fly. Flying club dues typically are charged each and every month, whether you fly or not, so be certain you’ve done the math on your estimated annual flying to determine your actual cost per hour. It may be a good idea to calculate the cost per hour based on 50 hours, 100 hours, and 200 hours of flying per year to determine how much you need to fly before joining a club makes financial sense.

Most flying clubs charge an initiation fee of anywhere from $200 to $1,000. Some return the fee if you leave the club, but others don’t, so ask up front. In case you’re wondering, AOPA has a publication for this too. "Pilots’ Guide to Multiple Ownership: Co-ownership and Flying Clubs" will bring you up to speed on what makes each of these operations work.

The final method you might employ to ferret out an aircraft to rent is the independent operator. These are aircraft owners who are looking for one or two pilots to fly their aircraft often enough to defray some of the monthly costs of ownership. One way to find this kind of deal is to simply search the want ads in your local newspaper or the bulletin boards often scattered around most airports. Local pilots can also be a great source for rental referrals.

A few final words of caution about renting an aircraft. Realize that the owner wants to protect his or her expensive investment, so make certain you do actually pick up that renter’s insurance policy to protect yourself. Don’t assume that you’ll figure out how to pay for repairs or injuries if a problem arises, because by then it could be too late and very expensive.

Also, never rent an aircraft from anyone if you have not personally viewed the aircraft logbooks. As the pilot in command, you are responsible for making certain the aircraft you fly is legal and has passed an annual inspection, a transponder and pitot-static system check, and has been through any other maintenance and testing that might be required to keep the aircraft airworthy. Granted, there is a fiduciary responsibility on the part of the person or company renting you the aircraft to be certain it is legal, but mistakes happen. If an FAA inspector decides to ramp check you and your aircraft and there is a problem, you are the first one who will receive a violation letter.

Since You’ve Been Gone Index
Memorizing a bunch of facts can be an unappetizing way to return to the cockpit, so this publication takes a different approach, explaining how changes in aviation have helped shape the system.

The sections, which are labeled according to the number of years since you last flew, provide the major news for the years they cover. Each section ends with an outline of changes to specific regulations, to the Airman’s Information Manual (now called the Aeronautical Information Manual), to instrument approach procedures, to airspace, or to terminology.

Medical Certificate Index
If you intend to fly as pilot in command (PIC), you’ll need a current medical certificate. To fly as a private pilot, you’ll need a third-class medical. The third-class medical certificate is good for three years for pilots who are under 40 years old at the time of the exam. For pilots who are 40 or over, the medical certificate expires after two years. If you want to fly using your commercial certificate, you’ll be visiting an FAA physician every 12 calendar months. Flying as an airline transport pilot requires an updated physical exam every 6 calendar months. The medical regulations have changed. Some medical conditions that were previously disqualifying can now be approved. For further information on these changes, contact the Aviation Services Department at 800/872-AOPA (800/872-2672) and speak to one of our Medical Certification experts. Typical prices for exams today run about $65 for a third-class certificate, $75 for a second-class, and $85 for a first-class. Pilots past the age of 35 who exercise ATP privileges will need to ante up an additional $50 or so each year for an electrocardiogram (ECG).

Flight Review Index
14 CFR Part 61.56 (c) says that all pilots must complete a flight review with a CFI every 24 calendar months. Each pilot’s logbook must show that he or she has successfully completed that review.

The review requires a minimum of one hour of flight and one hour of ground training. Although the regulations don’t require you to fly any specific aircraft, it would be wise to take your review in an aircraft similar to the one you intend to fly regularly.

You can’t fail a flight review. At the worst, your CFI will simply enter your flight as "dual given," and you can continue practicing until you and your CFI feel ready to sign you off as having successfully completed the flight review.

Subjects you can expect to review with your CFI include:

a review of the current general operating and flight rules of 14 CFR Part 91.

a review of maneuvers and procedures that the flight instructor selects to prove that you can still fly safely.

When Doug P. did his first air work after years away from the left seat, he was surprised by how much he remembered.

"Everything came back with a little oil and work on the rust," he said. "I still have trouble with those altitude holds, but then I had trouble with them before. Douglas MacArthur said I shall return, and I have, too!"

Instrument Proficiency Check Index

If you’re instrument rated and intend to fly IFR, you’ll need an instrument proficiency check in accordance with 14 CFR 61.57 (d). The proficiency check must be completed in an aircraft of the appropriate category. In other words, you can’t fly instruments in a glider and write it off as a currency ride in an airplane. You can use an approved simulator for the check if you desire, but no, you can’t recertify yourself by flying a Learjet around the patch on Microsoft’s Flight Simulator. Darn!

The good news is that, thanks to the hard work of AOPA’s Air Safety Foundation, true PC-based simulators have won FAA approval for up to 10 hours of flight time credit toward the instrument rating itself. ASF has more information on using PC training devices; it’s available by calling ASF at 301/695-2170. Request the "PCATD" safety review.

Taildraggers Index

If your plans include flying a taildragger and you did not fly one before April 1991, you’ll need a special endorsement in your logbook. That endorsement must show that you’ve received training in normal and crosswind landings, as well as wheel landings. If it’s been awhile, and you can make good landings in a tailwheel aircraft, you’ll be ready for just about anything.

If You Haven’t Flown Since 1997 Index

If you last logged hours in 1997, you should have an easy transition back to the cockpit. But plenty of things have occurred that you’ll want to know about.

Loran C Extended to at Least 2008 Index

In a move to secure the usefullness of 75,000 Loran receivers, the government has approved the use of Loran C through 2008. While approvals of GPS units continues to rise, many general aviation pilots have working Loran C and see no need to get rid of them. In fact NASA uses Loran C to back up GPS for the space shuttle landings because of sun spots affecting the reception of the GPS.

Aircraft Radio Station Licenses No Longer Required Index

Licenses for radios aboard aircraft are no longer necessary for U.S.-registered aircraft unless you are flying outside of the United States. A similar law requiring pilots to carry an FCC restricted radiotelephone operator permit with their pilot’s certificate was dropped in 1985. Pilots flying outside the United States still need both FCC permits. Current FCC charges are $45 for the Radio Operators Permit, which has no expiration and $105 for the 10-year aircraft Radio Station License.

If you need an application for either FCC permit, just give the AOPA Aviation Services Department a call at 800/USA-AOPA (800/872-2672).

Airspace Restrictions Increase Index

AOPA has been fighting proposals to restrict airspace over the Grand Canyon and other national parks. The biggest concern is that the Interior Department could be given the authority to preempt FAA decisions about how to handle airspace over parks, placing pilots in the compromising position of having to keep track of regulations imposed by many different agencies. AOPA continues this battle as we go to press. The AOPA Web site (www.aopa.org/whatsnew/la-npark.html) displays updates on the latest national park issues.

Regulations Index

The rewritten versions of Part 61 (Airman Certification) and Part 141 (Pilot Schools) were published in 1997, changing the name of the Airman’s Written Test to the Airman’s Knowledge Exam. Some other highlights of the changes include:

61.1 – Definition of cross-country changed. The regulations covering logging of cross-country time now say that pilots working toward their private, instrument, or commercial certificates must have a landing at a point that is at least 50 nautical miles straight-line distance from the original point of departure. For ATP candidates, the distance is still 50 nm, but no landing is necessary.

61.31 - Additional training required for high performance aircraft, and definition added for complex aircraft. While a checkout for high-performance aircraft has been a requirement for many years, the FAA has now added a "complex" term to the mix.

You must now have specific, individual training and a logbook endorsement to act as PIC in:

a complex aircraft (an aircraft with retractable landing gear, flaps, and controllable-pitch propeller).

a high-performance aircraft (an aircraft with an engine of more than 200 hp).

a pressurized aircraft with a maximum operating altitude above 25,000 feet.

61.51 - Logging of PIC time. Recreational, private, commercial, and airline transport pilots may log PIC time whenever they are the sole manipulator of the controls of an aircraft for which they are rated. Student pilots may now also log solo time as PIC time as well; previously, that time was logged only as "solo" time.

61.57 - Instrument currency. The new regulations eliminate the requirement for six hours of instrument flight time to remain current. Now, pilots must log just six instrument approaches every six months. They must also log holding procedures and intercepting and tracking courses either in actual or simulated flight. Regulations don’t specify a minimum time for the holding and intercept/track procedures.

Rusty instrument pilots must take a ride with a CFII, known as an "instrument proficiency check." This used to be called an "instrument competency check."

61.65 - Instrument rating requirements. If you are a private pilot who once thought of picking up your instrument rating, this change might help stir you on. The former 125-hour total time requirement for an instrument rating has been dropped. Now all you need is a private pilot certificate, 50 hours of PIC cross-country time, and 40 hours of simulated or actual instrument time, 15 hours of which must be received from an authorized instrument instructor.

61.109 - Changes to solo time requirements. Solo cross-country time required for a private pilot certificate has been lowered from 10 to five hours.. The new requirements include a night cross-country of at least 100 nm total distance, but the long 300-mile cross-country requirement has been reduced to 150 nm. The total time of 40 hours for a private ticket remains the same.

If You Haven’t Flown Since the Mid 90’s Index

GA TEAM 2000 Emerges

Student pilot starts, well over 100,000 a year in the mid-1960s, started dropping precipitously in 1968. In 1996, with just 57,575 people taking up flying, the industry rallied and created GA TEAM 2000. Charter members included aircraft and parts manufacturers, colleges, and aviation associations. A series of cable TV commercials and other advertising touting a $35 "First Flight" certificate offered potential pilots an inexpensive way to experience the joys of flight. In 1997, student pilot starts totaled 61,375, reversing the years-long decline.

Weather Format Changes Index

One of the biggest changes to aviation weather – from a pilot’s perspective – occurred in 1996 when the FAA replaced the old SAs (terminal sequence reports) and FTs (terminal forecasts) with their ICAO (International Civil Aviation Organization) counterparts. The new formats – METAR (Meteorological Aeronautical Radio Code) and TAF (Terminal Area Forecast) – offer the same information but use a new language to communicate it.

For example, the traditional symbol for thunderstorms - TRW - was replaced by TS. R (rain) became RA. Fog is no longer applicable to a report when the visibility is greater than 5/8 of a mile, so seeing BR as an obstruction to vision would be normal (BR stands for mist). The winds are now delivered first, followed by clouds graduated in eighths. So instead of 500 scattered, measured ceiling 1,200 overcast, you might hear "a few clouds at 500 feet, overcast at 1,200."

If you haven’t flown for a few years, METAR is an area you’ll want to get very familiar with, especially because more and more pilots are retrieving their weather briefings via personal computer. Some weather briefing systems will allow you to receive a decoded version of the METAR if you choose.

Before the turn of the century, Automated Surface Observing Systems will be installed at more than 900 airports across the United States. Every month Automated Surface Observing Systems, or ASOS for short, are commissioned, and the weather provided to pilots becomes more dependent on automated observations. Pilots receive ASOS reports during preflight briefings in the form of METARs and SPECIs, in flight during contacts with Flight Watch, or when approaching airports in the form of Automated Terminal Information Service (ATIS) observations or automated messages on ground-to-air ASOS radio frequencies. ASOS sensors sample the sky for cloud coverage; take temperature, dewpoint, and wind readings; determine visibility; and even detect rain or snow. Aviation Services has information packages on ASOS/AWOS and METAR/TAF.

Aviation Medical Standards Revised – You May Now Qualify Index

In late 1996, after years of AOPA lobbying, the FAA changed 14CFR Part 67, (Formerly FAR Part 67) the section on aviation medical certification. Most of the changes were beneficial for pilots, including extending the life of a third-class medical certificate from two years to three for pilots under age 40 at the time of the exam. Now there are also more reasonable waiver procedures for pilots with vision problems and hearing standards that actually make sense. Additionally, hypertension and cardiac problems are no longer automatically disqualifying conditions.

In December 1996, some insulin-dependent diabetics became eligible for consideration for a special third-class medical certificate. This decision was the result of more than 10 years of work by AOPA and the American Diabetes Association. AOPA hopes this new regulation will help clear the way for medical certification for pilots with other now-disqualifying conditions.

DUATS Arrives  Index

An improved version of the FAA’s Direct User Access Terminal (DUATS) made access to weather from a personal computer even easier and helped avoid lengthy telephone holds for the FSS. Full-route weather briefings, color weather charts, and flight plan filing are features of the new system. "Plain language" options decode ICAO weather reports and forecasts. Finally, at least one DUAT provider offers flight planning software that stores the performance parameters of the aircraft you fly and delivers a complete flight plan, including true airspeeds and fuel burns for every trip.

Aviation Services has an information package on DUATS. You can request a copy by calling 800/USA-AOPA (800/872-2672).

Superhomers a Thing of the Past Index

In a continuing effort to reduce radio interference, aircraft radios that did not meet the .003-percent frequency tolerance were banned from transmitting after December 31, 1996. Nearly all were the old 90 or 360-channel communications radios. New 720-channel radios, able to cope with frequencies such as 121.65 or 132.77, suddenly became very popular.

Flights To and From Canada Made Easier Index

An agreement between U.S. and Canadian Customs officials for a year-long trial of new customs clearance procedures was signed. The new system, called CANPASS, allows most aircraft to land in Canada and clear customs with just a telephone call from the PIC. The AOPA-pushed program has met with loud cheers from pilots who used to chafe under delays caused by the older inspection program.

A one-year test of a similar U.S. Customs Service program, called General Aviation Telephonic Entry (GATE), for U.S. pilots returning from Canada was started in November 1996. This test program has been extended and AOPA is helping the U.S. Customs Service evaluate the program. Information on GATE is available on AOPA’s Automatic Fax-Back (800/462-8329), or by calling our international specialists at 800/USA-AOPA (800/872-2672).

Product Liability Reform Passed Index

Cessna built its last piston-engine aircraft in 1986, citing the astronomical rise in product liability lawsuits for aircraft built 20 or more years earlier. Cessna promised that if a good product liability bill were ever passed it would return to production.

It took 10 years, but thanks to the efforts of U.S. Senators like Nancy Kasselbaum (R-KS) and others, product liability legislation was signed into law in 1996. The first new Cessna 172 rolled off the production line in 1997, and new 182s and 206s soon followed. That first new 172, by the way, was given away to a lucky AOPA member in San Jose, California. The basic price of a new 172 is about $140,000, but a 1998 IFR-equipped 172 goes for about $158,000.

A.M. Weather Disappears Index

If you used to rely on the A.M. Weather television show for your daily dose of current and forecast aviation weather, you’ll be disappointed to learn that the popular program broadcast on public TV stations around the country was canceled due to a lack of funding. The program, partially funded by AOPA, was a great complement to an FSS weather briefing during its 17-year run.

GPS Approach Approved Index

Less than five years ago, the Global Positioning System was hardly more than a pilot’s curiosity. But dating back to the early 1970s, the Department of Defense used GPS for accurate tactical navigation and for updating weapons targeting systems for ships at sea, aircraft, and missiles. Because of the limitations placed on GPS by the military, the FAA and civil users have had to devise ways to augment GPS accuracy.

In a glimpse of things to come, the first GPS approaches were commissioned by the FAA in early 1994. In 1995, the FAA awarded contracts for development of Wide Area Augmentation System, or WAAS, to solve the accuracy and integrity problems and make CAT I ILSs possible almost anywhere. In a few years time, GPS has been approved as sole means of navigation with approved GPS units. AOPA President Phil Boyer and then-FAA Administrator David Hinson flew one of the first GPS approaches to Runway 5 at AOPA’s home field of Frederick, Maryland.

For the pilot, GPS receivers can be set up to navigate directly to a waypoint. For IFR, approaches must be flown as a route in the exact order they are stored in the GPS database. Each segment must be flown TO-TO leg, which means that once you reach a waypoint, the GPS will automatically move on to the next programmed fix. Never has navigation been so easy.

If You Haven’t Flown Since the Early 90’s…

Airspace Reclassified Index

A major change in the U.S. classification of airspace took place in 1993. Gone are TCAs, airport traffic areas, control zones, ARSAs, and TRSAs. All have been replaced with airspace classifications – such as Class A or B – more closely aligned with the ICAO versions used by most of the other nations around the world. AOPA’s ASF has a review of the changes called "Airspace for Everyone." Call to get your free copy and ask our specialists any questions you might have concerning the airspace you fly in.

Briefly, Class A replaced what was once known as Positive Control Airspace between 18,000 feet msl and FL600. Pilots must still hold an instrument rating to fly here.

Class B, formerly known as a TCA, still requires an ATC clearance prior to entry but is open to private pilots and above, or even to students with a special endorsement. A few of the major Class B areas, mostly those formerly known as Group 1 TCAs, are closed to students.

Class C airspace, formerly known as an ARSA, requires only radio contact before a pilot enters the airspace.

Class D, formerly known as an airport traffic area or control zone, requires radio contact. There is no fixed size to Class D airspace, although it normally extends about four miles in all directions from the center of an airport with an operating control tower and normally up to about 2,500 feet.

Class E, formerly just general controlled airspace, includes all controlled airspace in the United States not included in any of the previous definitions. When the control tower in Class D airspace closes for the night, the airspace normally reverts to Class E.

Class G, formerly known as uncontrolled airspace, has remained just that. Any airspace that does not fit any of the previous definitions is Class G.

Each new class of airspace has its own set of visibility and cloud clearance requirements, so check a new version of 14CFR 91 or sit down with a local CFI for a practical briefing. Then go out and fly. It’s the only way you’ll become comfortable with the new system. In case you were wondering, there is no Class F airspace in the United States.

Self-Fueling Appears Index

As FBOs declined in number from 10,000 in the 1960s to about 3,000 today, finding fuel became more difficult. New self-service fueling stations began appearing on airports in 1993, allowing pilots to save money on fuel and enjoy 24-hour availability. Most early installations used an access card and code, but later models used a credit card reader, making them available to almost anyone willing to climb up on the wing and pump the gas themselves. Self-fueling often saves pilots between $.20 and $.50 per gallon of aviation fuel. The airports that offer self-fueling are noted in AOPA’s Airport Directory and the FAA’s Airport Facility Directory (AFD). We have a prepared information package on "Self Fueling", just call Aviation Services at 800/USA-AOPA (800/872-2672) for your free copy.

FAA Helps Pilots by Dumping Old Paperwork Index

The FAA adopted an expunction program that purges records of many old violations, including fines or certificate suspensions more than five years old. The pilot may be required to initiate this process. Depending on the type of violation or suspension, the expunction period is 90 days, two years, or five years.

ATC Equipment to be Updated Index

After a series of system failures and near-misses blamed upon old, dilapidated equipment, the FAA announced that all enroute air traffic control centers will get new state-of-the-art radar equipment. Unfortunately, they said, the time required to install the new equipment meant that many centers still will be operating antiquated, vacuum-tube radar systems until the turn of the century. In 1997 and 1998, old equipment became a cause celebre for champions of upgrading the ATC system immediately.

FAA Medical Form Updated, Some Pilots Upset Index

What the FAA saw as a simple request for up-to-date pilot information erupted into a crisis when the FAA began tracking a pilot’s behavior outside of his or her flying life. The FAA started asking for information about traffic convictions resulting from drug or alcohol violations, suspensions/revocations, as well as education or rehabilitation training pilots attended within the previous three years. Additional information required included any visits to healthcare professionals, including mental health professionals or marriage counselors.

What made this requirement incredibly confusing to many pilots – confusion that continues to this day – is that this information is requested on the application for an Airman Medical Certificate. While confessing all on the application may seem to be the prudent thing to do, this action does not technically comply with the requirements of  61.15. Sounds screwy, but it’s true.

Part 61.15 says a pilot must report to the FAA within 60 days any motor vehicle action related to drugs or alcohol. The definition of motor vehicle action is also confusing because it is much broader than any reasonable person would expect. It not only includes a conviction for operating a motor vehicle while intoxicated by alcohol or drugs, but also any action against a driver’s license related to alcohol or drugs, including suspension, revocation, cancellation, and denial.

Many pilots have discovered over the past several years that ignorance of the law is no excuse and have had their pilot certificates suspended or revoked for failure to report motor vehicle actions. Surprising for a government agency, the FAA has no official form for reporting motor vehicle actions, perhaps leading many pilots to mistakenly believe that reporting via the medical application alone was sufficient.

Leaded Fuel Out Index

In trying to clean up the air, Congress began a phase-out of leaded fuels. AOPA protested, pointing out that the move would damage general aviation, the prime user of these fuels. Most of the GA fleet uses engines designed for peak performance on leaded fuel. While research on unleaded aviation fuels is under way, results are not expected for some time.

Primary Category Appears Index

The final rule establishing this new category came after many years of foot dragging by the DOT and the FAA. It was designed to help streamline the certification process and ultimately result in less expensive aircraft. Essentially, the new category governs aircraft under 2,700 pounds with a stalling speed of less than 61 knots. The aircraft can be used for either personal or rental flying.

One of the first new aircraft to be certified in the Primary category was the Quicksilver GT-500. Although the early Quicksilvers were simple ultralight aircraft – essentially some aluminum, fabric-covered wings, and a snowmobile-type engine – this is a real airplane. The GT-500, weighing in at about 430 pounds empty, includes a two-place cockpit, a 16-gallon fuel tank, an electrical system, and a flaps-down stalling speed of 32 knots. Takeoff gross weight is about 1,000 pounds with enough fuel for about two hours of flying. Flat out, the GT-500 scoots along at 77 knots.

A major benefit to the GT-500 is the low maintenance cost. Parts are inexpensive, and it burns only about 5.5 gallons of gas per hour. When a pilot takes the necessary training from the company, he or she may perform some of the actual maintenance on the aircraft as well. A new GT-500 is slightly more expensive than a good used (10- to 15-year-old) Cessna 152, which sells in the high 20s.

If You Haven’t Flown Since the 80’s

Big Brother Is Watching Index

As traffic increased around major cities, so did concerns about the potential for midair collisions. In 1986, a Piper Cherokee and a Mexicana DC-9 collided in the skies just east of Los Angeles International Airport, and an alert photographer caught the flaming DC-9 on film. Public outcry against "those little airplanes" was immediate, and the result was a new rule requiring virtually all aircraft to use an altitude-encoding transponder (Mode C) at all times when flying within 30 miles of a major city airport. Today, the 30-nautical-mile ring is shown on VFR charts around Class B airspace.

Recreational Certificate Becomes Law Index

If time and money are as big a deterrent to flying as some pilots claim, the new recreational pilot certificate should have helped. The restrictions on this certificate include remaining within 50 miles of the home airport and flying during daylight hours only. But with cross-country training and a logbook endorsement, some of these restrictions can be lifted.

Even so, beginning pilots have stayed away from the recreational certificate in droves. As of mid-1998, there were fewer than 300 active recreational pilots in the United States.

Controllers Strike ATC Facilities Index

On August 3, 1981, some 12,000 FAA air traffic controllers hit the picket line in search of higher wages and better working conditions. President Ronald Reagan ordered then-FAA Administrator J. Lynn Helms to offer the striking controllers immunity if they returned to work within 48 hours, but most refused. The President then fired the strikers, ordering the FAA to begin hiring replacement controllers. It set a labor history precedent that other private corporations would use in later years.

During the strike, the FAA severely restricted the use of the ATC system by GA but kept it operating by using supervisors, military controllers, and a handful of controllers who did not go on strike. The fired controllers were barred from ever again holding a federal job, although clemency was later announced by President Bill Clinton. As a footnote, in 1998 Congress renamed Washington National Airport for Ronald Reagan, enraging thousands of controllers.

Flight Service Stations Consolidated Index

In an attempt to reduce costs while improving overall service, the FAA began closing many flight service stations around the United States. In their place, a network of 61 new automated FSS "Super Stations," equipped with dozens of telephone lines and briefers, sprang up. All stations are accessible through a single toll-free telephone number, 800-WX-BRIEF. The calls are routed to the proper AFSS based upon the location of the caller.

AWOS Comes Online Index

On the heels of the FSS downsizing, the first Automated Weather Observation System was put to use in Newport News, Virginia. The system automatically reports airport weather conditions with no human observer present. AWOS provides weather reporting via a low-power VHF transmitter and can allow an airport to be used as an IFR alternate. The system reports cloud height, visibility, temperature, dew point, wind direction and speed, precipitation, and barometric pressure. The latest model is called ASOS and includes measurements of precipitation.

Additional information on AWOS and ASOS is available by calling AOPA’s Aviation Services Department at 800/USA-AOPA (800/872-2672).

If You Haven’t Flown Since the 70’s…

Aviation Safety Reporting System Revamped Index

Just a year after its creation, the ASRS "Get Out of Jail Free Card" system was updated, to minimize fears that pilot reports would be used for enforcement. ASRS is designed to encourage pilots, controllers, and other system users to report pilot errors and other issues that compromise safety.

Originally, ASRS reports were sent to the FAA. Through the ASRS reorganization, reports are now sent to the National Aeronautics and Space Administration (NASA), ensuring complete anonymity for the reporter. The FAA never sees the names of those sending in the reports.

The FAA now grants immunity to pilots from any certificate action if they send in a report within 10 days detailing the incident. There are some exceptions. The occurrence must not have been a criminal or intentional act, the evidence must not indicate a lack of qualification or competency, and the pilot must not been involved in any FAA enforcement proceedings in the past five years. For complete information call 800/USA-AOPA (800/872-2672) to request the package of information on the NASA program or to speak to one of our aviation specialists. Blank forms are available at most FAA FSSs and Flight Standards District Offices (FSDOs), as well as through AOPA. Most pilots support the program, carrying a blank NASA form in their flight kits and using it whenever needed. The reports can be filled out and mailed postage free from anywhere in the United States.

Mode C Veil Tightens Index

Starting August 1975, all aircraft flying at 10,000 feet msl or above were required to be equipped with an operative transponder with Mode C altitude-reporting capability.

The Military Finds a Safe Place to Play Index

In response to concerns about increased mid-air collision potential, the FAA created military operations areas (MOAs). These areas are now shown on all charts. The military operates VFR in the MOAs, and all IFR traffic is steered around the areas. Civil VFR traffic may penetrate MOAs at its own risk. Hours of operation are listed on charts or posted as notams.

Flight Review (Formerly BFR) a Part of Life Index

To be certain pilots are maintaining at least some minimum level of recurrent training, the FAA implemented the Flight Review. The review consists of one hour of ground school and one hour of flight training, and is required every 24 months to act as PIC. A new certificate or rating earned during this time serves as an automatic. AOPA’s Air Safety Foundation has a review called "Pilots Guide to the Flight Review." Give them a call at 800/872-2672 for your free copy.

ELTs Become Law Index

Starting in December 1973, all U.S.-registered aircraft were required to carry an emergency locator transmitter (ELT) on board. The devices are activated by the force of a crash and transmit a signal on 121.5 to assist in location of the aircraft. The ELT requirement was mandated by Congress after the disappearance of Louisiana congressman Hale Boggs while on a flight in Alaska. Although an ELT signal is supposed to be received via satellite from almost anywhere in the United States, the failure rate of the devices is extremely high. A new generation of ELTs broadcasting on 406 MHz would likely have become mandatory if not for AOPA’s efforts. The new ELTs have some advantages and are more reliable but cost several thousand dollars per unit. AOPA argued that pilots should have a choice of units.

The Voice of Experience Index

Most of all, never give up on flying. J. R. Smith said, "I’ve only started flying again. I took my first hour of dual instruction this past weekend after a 22-year break. I guess I wasn’t as rusty as I thought or perhaps it was beginner’s luck again. Taxi, takeoff, and climbs went well. I even did a not-too-shabby landing."

Ward M. began flying lessons again in 1990 after a 47-year hiatus. He soled in 1991 at age 63.

Recurrent Training