While many in general aviation were seeking to modify or eliminate the much-loathed Washington air defense identification zone (ADIZ), the FAA executed a 180-degree course change early last month and issued a notice of proposed rulemaking (NPRM) to make the ADIZ permanent.
Despite some 20,000 negative comments and calls to abolish the Washington, D.C., air defense identification zone (ADIZ), a closed-door meeting on Capitol Hill resulted in little progress in making flying in or near the large block of airspace less onerous for general aviation pilots.
With nearly 20,000 comments received on the proposal to make the Washington, D.C., air defense identification zone (ADIZ) permanent, the FAA will hold two public meetings this month to give pilots, airport managers and others a chance to present their views on the proposal.
To help pilots understand the complexities of today’s stricter airspace rules and reduce violations for operating in restricted airspace–particularly the special airspace in the Washington, D.C., metropolitan area–the FAA has posted an online, self-administered training course at www. faasafety.gov/ALC. Pilots who complete the course and pass a 25-question test receive a certificate of completion.
Last month pilots, airport managers and others gathered at two public meetings to tell the FAA what they think of the agency’s proposal to make the Washington, D.C. air defense identification zone (ADIZ) a permanent fixture. But lurking in the rooms like a stealthy 900-pound gorilla was the even more worrisome possibility that the FAA might mandate similar “security” treatment elsewhere.
Modifications to the St. Louis Class-B airspace go into effect on April 13. The changes are intended to ensure that departure and arrival procedures for new Runway 11/29 are contained in Class B airspace. Separately, the FAA has scheduled public meetings on April 27 in Mesa, Ariz., and May 2 in Phoenix on proposed revisions to the Class-B airspace in Phoenix.
When Charles Lindbergh single-handedly flew his airplane across the Atlantic in 1927, there was little for the not-yet-famous aviator to plan before the journey; his weather information was based on twice-daily reports from ships at sea and meteorological stations on land. Other than a passport, the French cared little about his papers.
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