Flight Safety Information July 31, 2013 - No. 157 In This Issue Smoke diverts NYC-to-Montreal flight to upstate NTSB Investigators arrive on scene of DEA helicopter crash in Breathitt County FAA to Collect Operating Data from Air Ambulance Services House Legislation to Improve Safety and Cut Costs of Small Aircraft FAA no longer letting foreign airlines land alongside another plane at San Francisco airport Passengers kicked off 'heavy' London City Airport flights Think ARGUS PROS Book review: X-15 pilots blazed path for Space Shuttle flights EADS to Adopt Airbus Name to Reflect Aircraft Unit's Role Industry Support Needed - NextGen Trajectory Negotiation (NTN) Industry Support Needed - Space Vehicle Operations (SVO) Sonex accepting deposits for personal jet Smoke diverts NYC-to-Montreal flight to upstate A Montreal-bound American Eagle flight was forced to make an emergency landing in upstate N.Y. Tuesday after crew noticed smoke in the cockpit and cabin. An Tuesday flight out of NYC bound for Montreal was forced to land after smoke was noticed in the cockpit and cabin The American Eagle flight landed at Albany International Airport, where all passengers were taken off the plane Airport fire and safety crews are trying to determine the cause of the smoke ALBANY, N.Y. (AP) - An American Eagle flight from New York City's LaGuardia Airport to Montreal was diverted to an upstate airport after smoke was reported in the cockpit and cabin on Tuesday, but it made a safe emergency landing. Flight 3364 was just north of Albany International Airport when the crew reported an odor and smoke, airport spokesman Doug Myers said. The plane, which had 36 passengers and three crew members, was cleared for the emergency landing at about 5 p.m. Tuesday. The passengers and crew members were taken off the plane, and there were no injuries. Airport fire and safety crews were trying to determine the cause of the smoke. The airport spokesman initially said it was unclear how the travelers would resume their trip because American Eagle doesn't serve Albany. But Fort Worth, Texas-based American Airlines, which is owned by AMR Corp., said it was sending another plane for the passengers. "We are sending a replacement aircraft to pick up those passengers and continue them on to Montreal," spokesman Mike Trevino said. The new plane was scheduled to have the passengers in Montreal by Tuesday night, he said. Back to Top NTSB Investigators arrive on scene of DEA helicopter crash in Breathitt County NTSB investigators arrive on scene of DEA BREATHITT COUNTY, Ky. (WKYT) - The National Transportation Safety Board is now on the scene of a helicopter crash in Eastern Kentucky. The DEA chopper went down Monday morning near the Evanston community of Breathitt County near the Magoffin County line. Witnesses say the helicopter hit some power lines, then crashed and burst into flames. A DEA pilot and a state trooper were on board looking for marijuana at the time. The two were flying a mission for the KSP marijuana eradication team. A witness told us the pilot pulled the state trooper from the burning wreckage after the crash Both men suffered burns and were flown to a hospital in West Virginia. We're told both are expected to recover from their injuries. The names of the pilot and the state trooper have not been released yet. Investigators from the FAA and the DEA are joining the NTSB to look into the cause of the crash. A preliminary report on the crash is expected to be released in a few weeks, the final report could take up to a year. http://www.wkyt.com/news/headlines/NTSB-Investigators-arrive-on-scene- DEA-helicopter-crash-in-Breahitt-County-217612901.html Back to Top FAA to Collect Operating Data from Air Ambulance Services The FAA Modernization and Reform Act of 2012 included a mandate to do this, with the first report to be provided to Congress by Feb. 14, 2014. The Federal Aviation Administration has published a notice about a new information collection it is starting. Complying with the FAA Modernization and Reform Act of 2012, FAA will collect operational data from 73 helicopter air ambulance certificate holders and will begin providing annual summary reports to Congress early next year. The first is due by Feb. 14, 2014. The law requires all helicopter air ambulance operators to begin reporting the number of flights and hours flown, along with other specified information, during which helicopters they operate were providing air ambulance services. "The helicopter air ambulance operational data provided to the FAA will be used by the agency as background information useful in the development of risk mitigation strategies to reduce the currently unacceptably high helicopter air ambulance accident rate, and to meet the mandates set by Congress," FAA states in the notice published July 31. Data will be collected quarterly. The National Transportation Safety Board issued a report in 2011 that listed 55 EMS aircraft accidents -- some involved fixed-wing aircraft - occurred in the United States between January 2002 and January 2005, resulting in 54 deaths and 18 serious injuries. The HEMS average accident rate rose during from 3.53 to 4.56 per 100,000 flight hours during that period, NTSB reported. However, helicopter EMS organizations assert the industry's fatal accident rate has been steadily declining during the past three decades, Flying magazine Senior Editor Stephen Pope reported July 26. http://ohsonline.com/articles/2013/07/31/faa-to-collect-operating-data-from-air- ambulance-services.aspx?admgarea=news Back to Top House Legislation to Improve Safety and Cut Costs of Small Aircraft Small private aircraft have gradually become too expensive for many people who would like to own and fly them, limiting sales and preventing more rapid business growth for manufacturers. An enormous contributing factor to high prices, according to both aircraft makers and private buyers, is Federal Aviation Administration (FAA) certification costs. To help address this, the House of Representatives recently passed H.R. 1848: the Small Aircraft Revitalization Act. The goal of this legislation, according to its authors, was to create a more streamlined regulatory process for small airplanes that will improve safety and decrease certification costs while spurring innovation and technology adoption by using "performance-based regulations" instead of those based on weight and type of propulsion. Essentially, the legislation, which was passed unanimously, updates current certification regulations for small airplanes that are believed by most to be outdated. The Small Aircraft Revitalization Act speeds the FAA's adoption of new certification standards for light aircraft created by the FAA's own Aviation Rulemaking Committee (ARC) in 2011. It also gives the FAA's Small Airplane Directorate 18 months to reorganize certification regulations, based on ARC recommendations, for so-called "Part 23" airplanes, which range from single-engine piston planes to multi-engine jets. The FAA's Part 23 Reorganization Aviation Rulemaking Committee is made up of aviation experts and industry representatives, and the recommendations were made with input from over 150 government and industry experts from around the world. Airplane manufacturers have made it no secret that meeting the costs of existing Part 23 regulatory requirements forced them to price certain aircraft higher than they would like, passing on these extensive certification costs to buyers. Supporters of H.R. 1848 say a revised Part 23 should double safety measures while cutting certification costs in half, which will allow manufacturers to lower aircraft prices and increase sales. H.R. 1848 is important to the U.S. economy, say its supporters. Today, there are 600,000 pilots in the U.S. general aviation industry and the small aircraft manufacturing sector employees about 1.3 million people, contributing in excess of $150 billion to the nation's GDP. Removing barriers that limit the industry is an important step to boosting the U.S. economy, they say. The bill's lead sponsor, Representative Mike Pompeo, (R-Kan.), reportedly spent two years working with the FAA to address concerns the agency had with his plan. Despite his efforts, many in the aviation industry have accused the FAA of foot-dragging when it came to implementing the ARC recommendations, and that the advances in aviation technology have eclipsed the original intent of Part 23 as written. "They (the FAA) are holding back important safety features from pilots and aircraft owners," said Craig Fuller, president of the Aircraft Owners and Pilots Association (AOPA). "Revising the regulations will make our aircraft safer and more affordable, and it will allow pilots and aircraft owners to more easily upgrade to avionics that offer features like collision avoidance and real-time weather." Pompeo said the legislation will help cut through red tape and help the small aircraft industry thrive by removing barriers to investment in new aircraft designs. The law will create more effective, consensus-based compliance standards that will stimulate new aircraft designs and put additional lifesaving equipment into existing planes in a more cost-effective way. "Today, all our manufacturers, especially our general aviation manufacturers, compete all around the world," said Pompeo. "Their ability to get their products to market faster ... is incredibly important. Their capacity to make that happen and do it in a way to keep airplanes safe and sell products quickly aids in their ability to compete." The bill has support from many aviation trade groups, including the National Business Aviation Association, the General Aviation Manufacturers Association, the Aircraft Owners and Pilots Association, the Experimental Aircraft Association, and the National Air Transportation Association. Having cleared the House, H.R. 1848 moves to the Senate to be joined with a companion bill (S. 1072) introduced in May by Senators Amy Klobuchar (D-Minn.) and Lisa Murkowski (R-Ark.). Supporters expect the legislation to easily clear the Senate. Once it's signed by President Barack Obama, supporters say exciting changes will soon come to the nation's light aircraft industry and market. http://news.thomasnet.com/IMT/2013/07/30/house-legislation-to-improve-safety-and- cut-costs-of-small-aircraft/ Back to Top FAA no longer letting foreign airlines land alongside another plane at San Francisco airport SAN FRANCISCO (AP) - U.S. aviation officials are no longer allowing foreign airlines to land alongside another plane when touching down at San Francisco International Airport in the wake of the deadly Asiana Airlines crash. The Federal Aviation Administration said in a statement Tuesday it implemented the change "to minimize distractions during a critical phase of flight." In the past, two planes could approach SFO's main parallel runways at the same time in clear weather. Domestic carriers can still do that, but air traffic controllers are now staggering the arrivals of foreign carriers. The shift away from side-by-side landing came Sunday, on the same day the FAA started advising foreign airlines to use a GPS system instead of visual reckonings when landing at SFO. The agency said it had noticed an increase in aborted landings by some foreign carriers flying visual approaches. Pilots on Asiana Airlines Flight 214 had been cleared to make a visual approach when the plane crash-landed July 6. Three Chinese teenagers died, and 180 people were injured among the 307 aboard. The plane from China and South Korea came in too low and too slow, slamming its landing gear into a seawall well before the actual runway. Seconds before the accident, the pilots called for a go-around, meaning they wanted to abort the landing and circle for another approach. The FAA said such maneuvers are "routine, standardized procedures that can occur once a day or more at busy airports for various reasons." Two weeks after the crash, another Asiana flight aborted its landing, San Francisco airport officials said. In addition, they said a Taiwanese EVA Air flight approached too low last week, then aborted and began another approach. The FAA said it hasn't seen any significant delays as a result of the move away from side-by-side approaches. Back to Top Passengers kicked off 'heavy' London City Airport flights Passengers at London City Airport are being routinely denied boarding due to safety concerns caused by the hot weather. Passengers kicked off 'heavy' London City Airport flights The take-off weight of a plane had to be reduced due to safety reasons On Sunday 15 passengers were removed from a Swiss flight to Geneva after the plane was deemed too heavy to take off. Airlines have admitted it is a recurring problem that has been exacerbated by the recent heat wave. London City's single 4,900-foot runway is one of the smallest in the country, meaning many larger aircraft models cannot use it. By comparison Gatwick's runway is 10,879 feet and Heathrow's are 12,008 feet and 12,799 feet. In hot weather it often takes longer for a plane to take off, meaning - as was the case on Sunday - passengers may need to be offloaded to reduce the aircraft's weight. "Due to weather conditions, the take-off weight of the aircraft had to be reduced due to safety reasons," said a spokeswoman for Swiss. "In very high temperatures it usually takes longer until the aircraft can actually take-off, and since London City Airport has a short airstrip the take-off weight needed to be reduced. Geneva Airport was facing heavy thunderstorms at the same time which also had an impact on the take-off weight." Sponsored Looking forward to a summer of fun in Londonderry She said Swiss had "faced similar situations in the past" due to adverse winds but "only at London City" airport. One passenger on board Sunday's affected flight claimed bags were also removed from the plane, but Swiss denied this. "We were told the plane was overweight by a tonne," she said. "A ground handler said it's happening every day from London City because in bad weather the pilots need a lot of fuel, and can't take off from City with a lot of fuel and a full plane of passengers. So every day passengers and baggage are being offloaded." A spokesman for CityJet, which flies from the airport to destinations including Edinburgh, Paris, Milan, Florence, Amsterdam and Dublin, said the problem - which affects the airline's 15 Fokker 50 aircraft, but not its 23 Avro RJ85s - occurs on a "weekly or monthly, but not daily" basis. He added that the airline had taken a number of steps to reduce the weight of its planes - including installing lighter seating - and said that when such a situation arises, economy passengers are offloaded in favour of premium ones. A British Airways spokesman said it was "an extremely rare occurrence that we would have to remove customers from a flight due to operating restrictions at the airport." A spokesman for London City Airport said its location meant that an extension to the runway "would never happen". Passengers denied boarding in such instances must be offered a choice of a full refund or an alternative flight. If they choose to take the next available flight, they are entitled to assistance while they wait - including food, drink and accommodation where necessary. They are also entitled to cash compensation (see below). The Civil Aviation Authority said: "Airlines are responsible for operating aircraft within the manufacturer's stated restrictions. This includes maximum take-off and landing weights, but operators must also consider other variables such as the length of the runway, any obstacles that must be cleared during the initial climb-out phase, wind speed and direction, elevation, and the outside air temperature." What if I am "bumped" off my flight? As last week's Swiss flight demonstrates, weather issues will sometimes force airlines to deny passengers boarding. Furthermore, some airlines - though not normally the no-frills airlines - will overbook peak-time flights because their computer models tell them that a certain number of passengers will not show up. But computers sometimes get it wrong. If more passengers turn up than there are seats available, some have to be "bumped off". If this happens to you, you are entitled to significant compensation under EU rules (which apply to the same countries' airlines and airports as specified above). The compensation varies between €125 and €600 depending on the length of the delay to your final destination and the distance of the flight. An airline is allowed to negotiate a lower rate with passengers who volunteer to be removed, but in all cases, in addition to compensation, you are entitled to "a refund within seven days of the full price you paid for your ticket" or "a return flight to the departure airport as soon as possible... or re-routing to your final destination as soon as possible or, if you agree, at a later date". The airline must also pay for reasonable incidental expenses such as meals and hotel accommodation. http://www.telegraph.co.uk/travel/travelnews/10213179/Passengers-kicked-off-heavy- London-City-Airport-flights.html Back to Top Back to Top Book review: X-15 pilots blazed path for Space Shuttle flights "The X-15 Rocket Plane: Flying the First Wings into Space" by Michelle Evans, University of Nebraska Press, 450 pages, $36.95 The tragedies of Columbia and Challenger, the two Space Shuttle flights that took the lives of 14 astronauts, are embedded in the consciousness of America. Forgotten by many, except maybe by those who built plastic model airplanes during the 1960s, are the test pilots who flew the X-15, the sleek, black rocket plane that first flew into Space. Test pilots like Scott Crossfield, Bob Rushworth, Jack McKay, Pete Knight, Bill Dana, Joe Engle and many others surpassed the speed of sound - on some flights many times over - before gliding and landing on the dry lake beds of California. It is through their eyes and exploits that Michelle Evans tells the story of how the United States - left in the dust with the launching of the Soviet Union's Sputnik satellite - developed much of the science and engineering that led to human-controlled spaceflight. Evans is the founder of Mach 25 Media and is an aerospace writer, photographer and education specialist. She served in the U.S. Air Force working on nuclear missiles and has produced several documentaries about space exploration. Readers should be cautioned that her book contains military jargon and technical information gleamed from dozens of interviews and detailed research on the X-15 program. Although interesting to some people, especially those with a deep interest in flight, aeronautics and this nation's Space program, others might find the book too laborious. Evans examines every major flight as a case study including background on the test pilot, his personal life, military history and honors, and how others view his performance and contributions to the X-15 program. One of the most interesting is Neil Armstrong, who flew chase plane missions before taking the controls of the X-15, also known as the "Iron Cross" because of its distinctive tail wing configuration. Who knew that his long-trusted barber sold Armstrong's hair clippings for thousands of dollars or that he almost lost his flying status in the X-15 program due to some mistakes? Nebraskans will be especially interested in the story of test pilot Forrest Petersen, whose was born in Holdrege and spent most of his childhood in Gibbon. Although he came from the U.S. Navy, Petersen was accepted into the U.S. Air Force fraternity and had one of the most successful careers of any pilot in the X-15 program. Evans also chronicles the harrowing experiences of test pilots, experimenting with new aerospace technology - everything from guidance and propulsion systems to heat- absorbing coatings and shatter-proof windows. The most intriguing stories are those where test pilots found themselves in life- threatening situations as their plane soared through the upper atmosphere and briefly into Space at more than 4,000 miles per hour. Evans tells the tragic story of test pilot Mike Adams, who died when his X-15, one of three built for the program, went into a tailspin and plunged to the desert floor. His wife, Freida, received his astronaut wings posthumously. http://journalstar.com/entertainment/books/book-review-x--pilots-blazed-path-for- space-shuttle/article_c82633c7-ab24-569e-92b5-bdf33d0ea70a.html Back to Top EADS to Adopt Airbus Name to Reflect Aircraft Unit's Role Adopting its most recognizable brand for the entire group ends a decade-long attempt to create a balance between Airbus and other operations, most recently with last year's attempted merger with BAE Systems Plc that failed amid government opposition. European Aeronautic, Defence & Space Co. will adopt the Airbus name for the entire group to reflect the dominance of commercial aircraft and plans to combine defense and space operations to help weather shrinking demand. EADS Adopts Airbus Name as Commercial Air Dominates July 31 (Bloomberg) -- Bloomberg News' Robert Wall reports on the reasons behind EADS adopting the Airbus name for its combined operations. He speaks on Bloomberg Television's "The Pulse." EADS, which also reported earnings today that beat analyst estimates, said it will reorganize into three divisions, including civil aircraft, helicopters and defense and space. EADS rose as much as 3.3 percent to 45.75 euros, the most since it was formed and began trading in 2000. Adopting its most recognizable brand for the entire group ends a decade-long attempt to create a balance between Airbus and other operations, most recently with last year's proposed merger with BAE Systems Plc that failed amid government opposition. Chief Executive Officer Tom Enders has since reshaped the shareholder structure to curtail political influence, and has vowed to make EADS more investor-driven. "The renaming simply gathers the entire company under the best brand we have," Enders said. Moving defense and space together will create a 'one-stop shop for the air forces of the world.'' EADS rose as much as 1.48 euros in Paris, and traded at 45.1356 euros as of 1:00 p.m. The stock has gained 52 percent this year, while Boeing Co. has advanced 40 percent. Airbus Contribution Earnings before interest and tax, goodwill impairment and exceptionals rose to 887 million euros ($1.18 billion) from 724 million euros a year earlier, as sales increased 3 percent to 13.95 billion euros. Analysts had estimated earnings of 803.7 million euros, according to a Bloomberg survey. Airbus contributed 637 million euros to earnings, up from 391 million euros a year earlier as its sales rose 2 percent to 9.74 billion euros. Gross commercial aircraft orders will 1,000 aircraft, with deliveries at 600 to 610 units, EADS said. The company maintained its outlook for Ebit before one-offs of 3.5 billion euros and earnings per share before one-off of about 2.50 euros, prior to the continuing share buyback. The commercial aircraft division contributed about 70 percent of sales, which Enders said underscores the importance of the business in driving growth. With the restructuring, EADS has shed its earlier ambition to create an equal balance between Airbus and the other businesses in the group, he said. Welcome Strength "We welcome the strength and success of Airbus," Enders said on a call with journalists. Enders said the A350 wide-bodyprogram, while facing its most challenging period yet, is performing well after 92 hours of flight tests. The plane will fly 2,500 hours in total before the tests are complete. They must wrap up by next summer to get the aircraft into commercial service by autumn of 2014. The reorganization announced today underlines EADS's commitment to defense and space for the long term, and the restructuring is aimed at cutting costs in the absence of new large defense projects in Europe for at least the next decade, Enders said. EADS's cash position at the end of June was 5.9 billion euros after taking into account 1.8 billion euros already consumed to fund the share buyback program and the 2012 dividend payment of 468 million euros. Besides helping EADS better present its array of military and space products in international markets, the restructuring is also aimed at tackling costs, EADS said. The group gave no details on potential job cuts, while saying workers council consultations and various other approvals will be required before the overhaul can come into effect. Munich Base EADS will examine what charges it may have to take before year-end to absorb the costs of integrating the defense and space activities as it targets a phased implementation of the reorganization due to start on Jan. 1 and completed in the second half of next year. The changes are part of an effort to reshape a company that relies increasingly on civil airliners for growth as its military business suffers from European budgetary constraints. With the new defense and space unit remaining in Munich, EADS keeps one of three major businesses anchored in Germany, where government resistance, partly based on the absence of a planned local base, led EADS to abandon the BAE merger effort. The company's three businesses will now be known as Airbus, Airbus Defence & Space, and Airbus Helicopters. Bernhard Gerwert, 60, will be CEO of the defense and space unit. With European governments spending less on defense, EADS's new division will need to focus on growing markets in Asia and the Middle East, facing off against rivals such as Boeing Co. and Lockheed Martin Corp. Combining all defense-related assets may help the company streamline its offerings in new markets. "Pooling the space and defense entities Airbus Military, Astrium and Cassidian is the group's response to the changing market environment with flat or even shrinking defense and space budgets in the Western hemisphere," EADS said. http://www.bloomberg.com/news/2013-07-31/eads-adopts-airbus-name-to-reflect- weight-of-commercial-aircraft.html Back to Top Industry Support Needed - NextGen Trajectory Negotiation (NTN) The NextGen Institute, along with the FAA NextGen Advanced Concepts and Technology Development Group (ANG-C42), is requesting support for the NextGen Trajectory Negotiation (NTN) project. NTN will provide the concept for performing real-time (tactical) trajectory negotiation for trial planning, coordinating, issuing, and accepting or rejecting trajectory changes (reroutes). As a result, trajectory negotiation tools and procedures will be modified or developed as appropriate, utilizing defined research activities, to implement the NTN concept. Subject Matter Experts (SMEs) for this project will assist in identifying and mapping the tasks, roles, and responsibilities of various NAS actors during aircraft trajectory operations and/or negotiations, in the NextGen mid-term and beyond. This will support the development of the NTN concept of operations, which will describe the operational and functional characteristics of NTN. An initial meeting will take place on September 11, 2013, 8:00 a.m. - 5:00 p.m. eastern time. Participants are needed from commercial airlines and should have Flight Operations Centers (FOC), dispatch, or flight deck operations experience. Additionally, it is preferable that an air carrier provide one individual from each of these areas to serve as representatives. If you are interested in participating in this activity, please contact Natalie Johnston at natalie.ctr.johnston@faa.gov or 202-220-3339. Back to Top Industry Support Needed - Space Vehicle Operations (SVO) The NextGen Institute and the FAA NextGen Advanced Concepts and Technology Development Group (ANG-C42) are seeking industry expertise to support the Space Vehicle Operations (SVO) project. SVO research includes identifying, integrating, and managing space vehicle operations utilizing current and future communication, surveillance, and navigation technologies. As a result, SVO will improve traditional NAS procedures during space operations, optimizing and integrating key activities such as: Strategic Traffic Management Airspace Allocation Hazard Area Definitions Separation Management Collaborative Decision Making Commercial airline Flight Operations Center (FOC) subject matter expertise is requested to assist in identifying and mapping the tasks, roles, and responsibilities of various NAS actors during space vehicle operations. This activity will involve interaction with subject matter experts in the areas of air traffic control, space vehicle operations, and flight operations. This includes eliciting subject matter expert knowledge on launch patterns, trajectory characteristics, safety data, locations, expected launch frequencies, and impacts to airborne and ground aircraft. This will support the development of the SVO concept of operations, which will describe the operational and functional characteristics of SVO in the NextGen mid-term and beyond. An initial meeting will take place September 26, 2013, 8:00am-5:00pm eastern time. We would like participants to be experienced FOC staff and dispatchers with specific experience in managing flight operations and NAS constraints during space operations. If you are interested in participating in this activity, please contact Natalie Johnston at natalie.ctr.johnston@faa.gov or 202-220-3339. Back to Top Open-source airplane could cost just $15,000 There's an open-source airplane being developed in Canada, and now its designers are looking to double down on the digital trends, turning to crowdsourced funding to finish the project. The goal of Maker Plane is to develop a small, two-seat airplane that qualifies as a light sport aircraft and is affordable, safe, and easy to fly. But unlike other home-built aircraft, where companies or individuals charge for their plans or kits, Maker Plane will give its design away for free. The group behind the project consists of pilots and engineers who are designing the airplane, allowing it to be built using the kind of personal manufacturing equipment somebody in the maker community might already have at home or can easily purchase. The idea of a home-built airplane is nothing new. It dates back to the earliest days of flight, after Orville and Wilbur made and flew their own airplanes (and engine), the homemade plane movement - literally - took off. Today, the home-built movement continues, and this week tens of thousands of pilots and fans of home-built airplanes are descending on the annual Airventure in Oshkosh, Wisconsin. This cross-section shows the wing's design. In the spirit of the open source and maker movements, the Maker Plane group is including components from many designers and builders outside their circle. As they focus on the design of the airplane (fuselage, wings, etc.), the Maker Plane team helps connect those interested in building their own with other open source components such as an air data computer and radios. They even show you where you can get plans to build your own traffic and collision avoidance system. The structural parts of the airplane, including the fuselage, will be built from composites. There are many home-built composite airplanes already taking to the skies, so the techniques are well proven. Smaller pieces such as knobs and handles will be made using 3-D printing. And after a year and a half of design, the Maker Plane team has started to build the first prototype. That's why they're turning tocrowdsourced funding to help the project along. The basic specifications of the airplane follow the guidelines of the light sport aircraft regulations. The aviation industry and the Federal Aviation Administration created the LSA category to encourage more people to fly. The airplanes are limited to two seats, a maximum weight of 1,320 pounds, and a top speed of 120 knots (138 mph). Maker Plane says they expect their design will fall within these requirements and have a range of 400 miles. More ambitious: They hope the cost to build the airplane will be under $15,000, including the engine. The aviation world is filled with optimistic ideas that don't always get off the ground, but the Maker Plane is the first attempt at sourcing the entire airplane from the open-source community, which should help keep costs down, assuming you have the skills to build the various components. And if they succeed, Maker Plane hopes to fly the first prototype in 2015. See the original article at Wired.com . http://whatsnext.blogs.cnn.com/2013/07/29/open-source-airplane-could-cost-just- 15000/?hpt=te_r1 Curt Lewis