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Sunday, 28 Aug 2011

Senator James Inhofe at AirVenture 2011 This is a special AirVenture episode featuring a forum session conducted by Senator James M. Inhofe, presenting Senate bill 1335, "The Pilot's Bill of Rights".

In the forum, Senator Inhofe is joined by the legendary Bob Hover, and Kathy Yodice of Yodice Associates, the law firm that oversees the AOPA Legal Service Plan.

In October 2010, Inhofe was investigated by the FAA after he landed on a closed runway at Port Isabel-Cameron County Airport (PIL) in Texas. Inhofe, a long-time CFI, who has logged more than 10,000 hours, eventually agreed to take remedial training, but was so frustrated by the process of defending himself that he came up with the Bill of Rights.

Inhofe said he flies to South Texas on a regular basis, having landed at PIL more than 200 times over the years in his Cessna 340. On the day of his incident, he said he was cleared to land by Valley Approach. He also said he checked the NOTAMs before flying and didn’t see one for PIL. After he landed on the 8,000-foot runway, which had construction workers on the first 200 feet, he said, he had to face the FAA. And what he found, he said, was disturbing.

“The way the law is written, when a pilot is accused of something, they have 10 days to answer,” he said. “I don’t know of any other instance where you are guilty until proven innocent.” And trying to prove himself innocent was an eye-opening experience, he said. When he tried to get recordings of his clearance from controllers, it took him four months — “and I’m a U.S. Senator,” he said. That’s why the first article in the Bill of Rights requires the FAA give a pilot all relevant evidence 30 days prior to a decision to proceed with an enforcement action.

The Bill of Rights also addresses the appeal process. Right now, only the NTSB reviews FAA actions and that board “too often rubber stamps the decision of the FAA, making the appeals process meaningless,” Inhofe said. “I want to open it up to the federal courts, where it can be judge on the basis of fairness.” He said this also will help pilots, because if FAA investigators know their decisions can be reviewed, this should create “a major change in behavior,” he said.

The third article requires the FAA to simplify NOTAMs, as well as create a central archive for NOTAMs.

The last article in the Bill of Rights deals with a review of the FAA’s medical certification process and forms. “There’s not a pilot in here who doesn’t have a story to tell” about problems with medical certification, he said. To illustrate his point, Inhofe brought legendary air show performer Bob Hoover to the forum and had him tell the story of what happened after the FAA pulled his medical certificate in the early 1990s.

One of the biggest problems with the medical certification process is the 8500-8 form pilots must fill out when they get their medical exam, added Kathy Yodice of Yodice Associates, the law firm that oversees the Aircraft Owners and Pilots Association (AOPA) legal services plan. “The medical form is so antiquated that pilots make innocent mistakes,” she said.

And those innocent mistakes can lead to the FAA revoking all your certificates, grounding you until the mistake is cleared up. “People who falsify their information deserve that,” she said. “But people who don’t understand the question because the question is written poorly don’t deserve that.”

Question 18, Medical History, creates a lot of problems for pilots, she noted. For instance, it asks if you have had an admission to a hospital. Does that trip to the emergency room count as an admission? Most pilots would say no, but the FAA says “of course, you were admitted to the ER,” she said.

Or how about 18V, which covers arrests, convictions and other actions. “It is a 35-word question that requires a Yes or No answer in no less than 12 circumstances,” she said. “We think the question needs to be broken down into separate questions so pilots can answer them correctly.”

Inhofe has called on GA groups, including AOPA, to serve on a advisory panel to review the medical certification process and forms, as well as the NOTAM system.

At the conclusion of the Oshkosh forum, Inhofe passed out copies of the Bill of Rights and told each person to contact their elected representative to support S. 1335. (See below)

Full Text of S 1335

Senator Inhofe's video on the Pilot's Bill of Rights

Lamar Alexander [R, TN]
John Barrasso [R, WY]
Mark Begich [D, AK]
Roy Blunt [R, MO]
John Boozman [R, AR]
Richard Burr [R, NC]
Saxby Chambliss [R, GA]
Daniel Coats [R, IN]
Thomas Coburn [R, OK]
Susan Collins [R, ME]
John Cornyn [R, TX]
Michael Crapo [R, ID]
Michael Enzi [R, WY]
John Hoeven [R, ND]
John Isakson [R, GA]
Mike Johanns [R, NE]
Ron Johnson [R, WI]
Joe Manchin [D, WV]
Jerry Moran [R, KS]
Lisa Murkowski [R, AK]
Mark Pryor [D, AR]
James Risch [R, ID]
Pat Roberts [R, KS]
Marco Rubio [R, FL]
Olympia Snowe [R, ME]
Debbie Ann Stabenow [D, MI]
John Thune [R, SD]
Patrick Toomey [R, PA]
Roger Wicker [R, MS]

Barbara Boxer [D, CA]
Maria Cantwell [D, WA]
Kay Bailey Hutchison [R, TX]
Daniel K. Inouye [D, HI]
John F. Kerry [D, MA]
Amy Klobuchar [D, MN]
Frank R. Lautenberg [D, NJ]
Claire McCaskill [D, MO]
Bill Nelson [D, FL]
John D. Rockefeller IV [D, WV]
Tom Udall [D, NM]
Mark Warner [D, VA]


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Show notes: http://www.pilotsjourneypodcast.com/pjp034
(c) 2011, Fully Stewed Productions
All rights reserved

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Wednesday, 3 Aug 2011

Bob Hoover at AirVenture 2011 This is a special AirVenture episode featuring comments and stories related by the legendary Bob Hoover in a press briefing.

Bob Hoover is considered by his peers as the "pilot's pilot". He has served his country in war and peace as a fighter pilot, test pilot and as a master of aerobatics.

Bob Hoover in WWII During World War II, he was sent to Casablanca where his first major assignment was test flying the assembled aircraft ready for service. He was later assigned to the Spitfire-equipped 52nd Fighter Group in Sicily. In 1944, on his 59th mission, his malfunctioning Mark V Spitfire was shot down by a Focke-Wulf Fw 190 off the coast of Southern France and he was taken prisoner. He spent 16 months at the German prison camp Stalag Luft 1 in Barth, Germany.

He managed to escape from the prison camp, stole an Fw 190, and flew to safety in the Netherlands. After the war, he was assigned to flight-test duty at Wright Field. There he impressed and befriended Chuck Yeager. Later when Yeager was asked who he wanted for flight crew for the supersonic Bell X-1 flight, he named Bob Hoover. Hoover was Yeager's backup pilot in the Bell X-1 program and flew chase for Yeager in a Lockheed P-80 Shooting Star during the Mach 1 flight. He also flew chase for the 50th anniversary in an F-16 Fighting Falcon.

Ole Yeller P-51 Mustang He left the Air Force for civilian jobs in 1948. This included a brief time with Allison Engine Company and finally test/demonstration pilot with North American Aviation where he went on to Korea teaching the pilots in Korean war how to dive-bomb with the F-86 Sabre, and visited many active-duty, reserve and air national guard units to demonstrate the plane's capabilities to their pilots. Hoover flew flight tests on the FJ "Fury," F-86 "Sabre," and the F-100 "Supersabre."

In the early sixties, Hoover proposed the idea promoting the North American name by demonstrating one of North American's most famous products, the P-51 Mustang fighter, at airshows around the country. N51RH, known as "Ole Yeller" was flown at airshows all over the country. AirVenture 2011 fans were privileged to have it on hand for an up-close inspection thanks to it's current owner, John Bagley of Rexburg, Idaho.

Hoover's Shrike Commander Bob's famous demonstrations in Old Yeller and the Shrike Commander, in which he performed his legendary energy management maneuvers with both engines shut down were also nothing short of spectacular.


Podcast: Play in new window | Download

37.4 mb

Show notes: http://www.pilotsjourneypodcast.com/pjp033
(c) 2011, Fully Stewed Productions
All rights reserved

Find this and more great shows at the Aviation Media Network