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  • 04/28/2018 1:02 PM | Christophe Masiero (Administrator)

    Link to AOPA Live episode the day after defeating another’s attempt by Rep. Shuster (R-Pa) to sneak in an attack on ATC. Well done GA pilots to mobilize in less than 24h and flood Congress’ switchboard :-)

  • 03/19/2018 4:15 PM | CAC Administrator (Administrator)

    AOPA is calling for the Federal Aviation Administration to address a monopoly complaint it lodged last year against North Carolina's Asheville Regional Airport for giving fixed-based operator Signature Flight Supports full control of all transient ramp space and fuel services. "Frankly, it is perplexing and disappointing that (Greater Asheville Regional Airport Authority) is not more concerned over the prices being charged to access the airport and, as a corollary, the entire Asheville region," wrote Kenneth Mead, AOPA's general counsel, in a letter to the airport.


  • 03/19/2018 4:07 PM | CAC Administrator (Administrator)

    Flight Plan Changes in Effect for DC FRZ
    Notice Number: NOTC7677

    Flight Plan Changes in Effect for DC FRZ

    Effective Thursday, March 29, 2018 at 0401z, the FAA will transfer responsibility for filing flight plans in the Washington DC Flight Restricted Zone (FRZ) from Flight Service to the Flight Data Unit (FDU) located at the Washington Air Route Traffic Control Center (ZDC). Pilots will call 703-771-3476 to file FRZ flight plans and identify themselves using their assigned waiver number and/or confidential pilot identification number. This includes all flights in/out of the FRZ, Maryland Three Program (MD3) airports, and the general aviation operations to/from DCA (DASSP Program).

    In addition, all pilots flying under Visual Flight Rules (VFR) within 60 nm of the DCA VOR/DME must complete special awareness training for the Washington DC Metropolitan Area. Please visit the FAA Safety website to learn more about requirements for flying in the DC FRZ.

    Unless specifically authorized by TSA all flight operations are prohibited within the DC FRZ.

    Flight plans are not accepted from the air or online. The pilot is required to continuously squawk their ATC-assigned transponder code and maintain two-way radio communication with ATC while operating in the DC FRZ. An operational Mode C transponder is required.

    Flying IFR into any airport within the FRZ, the pilot must call the ZDC FDU prior to departure to file their IFR flight plan. If flying IFR out of a FRZ airport, the pilot must also call the ZDC FDU to file the IFR flight plan. Only the ZDC FDU can file an IFR flight plan to/from a FRZ airport. A pilot may call Leidos Flight Service separately for weather or NOTAM information.

    If flying VFR into or out of a FRZ airport, the pilot must call the ZDC FDU to file the DC FRZ flight plan prior to departure. Separately, if a pilot desires to file an optional VFR flight plan with Flight Service, they must call Leidos Flight Service. A pilot may also choose to call Leidos Flight Service for weather or NOTAM information.

  • 10/24/2017 9:17 AM | CAC Administrator (Administrator)

    Crisis Averted

    Earlier this year Continental Motors issued MSB05-8B intended to compel owners of Continental 520- and 550-series engines (and a few IO-470s) to pre-emptively replace the older-style camshaft gears with a newer-style gear that is .06” thicker. It looked like thousands of low-time-since-overhaul engines would need to be torn down within 100 hours, and that any engine overhauled more than 12 years ago would need to be torn down before further flight.

    Savvy Aviation joined a group of stakeholder representatives including AOPA, American Bonanza Society, Cirrus Owners and Pilots Association, and Twin Cessna Flyer, and eventually persuaded the FAA to not issue an AD for these gears. In this month's column for AOPA Pilot, Mike Busch explains how the crisis was averted.

  • 08/14/2017 7:46 PM | CAC Administrator (Administrator)

    ATC Privatization Myths vs. Facts

    Myth: ATC privatization is a “big win” for GA.

    Fact: More than 100 GA organizations, from grassroots aviators to business jet operators, have voiced their opposition to Congress on the ATC privatization proposal in the 21st Century AIRR Act. GA concerns include equal and fair access to airspace, the governance of the ATC corporation’s board, continued service to rural communities, and the future threat of user fees.

    Myth: Serving the public will be a priority for the ATC corporation.

    Fact: The ATC corporation will serve as a government-chartered monopoly, controlled by a board dominated by commercial interests. The corporation will compete with no one, and with lack of Congressional oversight, will be accountable to no one. In addition, the lack of competition removes any market forces that would reduce costs and improve services.

    Myth: I never use ATC, so a privatized ATC system would never affect me.

    Fact: The proposal contained in the House 21st Century AIRR Act transfers control of the entire National Airspace System to a private corporation, not just the ATC function itself. Whether you use ATC or not, you are a user of the National Airspace System and would be subject to the control and decisions of this corporation.

    Myth: Air service to rural communities will be protected in a privatized ATC system.

    Fact: Under this proposal, there is no independent third party, such as the FAA, to ensure all communities large and small are served fairly by the privatized ATC system. There is no guarantee that the corporation will maintain service to rural areas if such service is not in its interest.

    Myth: Privatizing ATC will drastically reduce airline delays.

    Fact: Though this claim is widely spread by the airlines, delays are largely caused by circumstances within their control. According to the DOT’s Bureau of Transportation Statistics, about 50% of delays between June 2015 and June 2016 were caused by aircraft maintenance, crew scheduling, refueling, and other factors. Another 30% of delays were caused by weather, which is obviously outside of anyone’s control.

    Myth: FAA bureaucracy has caused delays in modernizing the U.S. airspace system.

    Fact: Both the airlines and GA are reaping the benefits of the technological improvements implemented by the FAA’s NextGen program. Commercial flight efficiency has been improved, flight plans are quick and simple to file, and thanks to GPS, instrument approaches to many of the nation’s airports large and small are safer and more precise than ever. Additionally, ADS-B has made real-time traffic and weather information available in the cockpit for both GA and commercial pilots. Any delays in NextGen implementation can largely be attributed to Congress’s inability to pass a long-term, stable budget for the FAA.

    Myth: Dozens of countries around the world have privatized ATC systems, so such a system can easily work in the U.S.

    Fact: The U.S. has the most complex airspace system in the world, handling more traffic than any other country. The U.S. also has a larger and more robust GA community than any other country in the world, largely attributable to GA’s guaranteed equal access to the airspace system. The DOT Office of the Inspector General as well as the GAO have questioned whether other countries’ systems can be scaled to fit that of the U.S. It is also worth noting that no other country has removed government oversight of ATC to the extent of the proposal contained in the House 21st Century AIRR Act.

    Myth: Transferring ATC to a private corporation will lead to savings for taxpayers.

    Fact: In its report on the 21st Century AIRR Act, the Congressional Budget Office estimated that transferring ATC from the Federal government to a private, non-profit corporation may cost tax payers at least $20 Billion. That number could cover the remaining costs of airspace modernization with change to spare. The National Airspace System is also vital to the nation’s economy and national security. Because the U.S. cannot function without its airspace system working 24/7, the ATC corporation is “too big to fail” and would be ripe for a multi-billion dollar taxpayer bailout should it ever encounter financial difficulties. Nearly all costs would remain, such as those for labor and navigation updates, while the additional cost of bureaucracy between the ATC corporation and remaining FAA would be a new expense.

    Myth: I can’t do anything to stop ATC privatization.

    Fact: You absolutely can! Direct calls to congressional offices are even more valuable than e-mails. Go to to find the contact information for your Congressional representatives and call them today, or use the toll-free line at (855) 265-9002. Tell them you do not support ATC privatization!

  • 08/13/2017 10:26 AM | CAC Administrator (Administrator)
    The Wendell H. Ford Aviation Investment and Reform Act for the 21st Century was enacted on April 5th 2000 and required the FAA to make airmen addresses available to the public.

    However, the FAA has now enabled an opt-out option so certificate information cannot be withheld from the public if you wish to do so (and you need to act).

    If you have received a FAA letter, you have 90 days to return it signed to opt-out. You can also choose the online option at:

    If you are fine with your information being public, you have nothing to do.

  • 06/06/2017 3:28 PM | CAC Administrator (Administrator)
    AOPA and CEO Mark Baker expressed dismay over characterization of the U.S. air traffic control system as being “an ancient, broken, horrible system that doesn't work” during remarks calling for the privatization of the system.

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