Membership News & Notes

Fly in, drive in, or roar in

Wings and Wheels returns to Frederick on May 5

What began as a casual conversation between two AOPA colleagues as an idea for a get-together to show off their motorcycles and share stories has become an annual event for a community eager to see their airport. Frederick Municipal Airport (FDK), AOPA’s headquarters in Maryland, will host its third annual Wings and Wheels event Saturday, May 5. And if you like airplanes, fast cars, and motorcycles, this is the place to be.

“People who fly, also like fast cars and motorcycles and vice versa,” said Michael Woods, AOPA aviation event planner. “If we could add boating in there, we’d be complete. When you’re addicted to toys, you’re addicted to all toys.”

Woods and AOPA Senior Vice President of Marketing Jiri Marousek are both avid motorcyclists as well as pilots. A “wings and wheels” event is not a new concept, but one had never been held at the Frederick airport. When AOPA’s Outreach and Events team decided to host the first event in 2016—building on Woods and Marousek’s simple idea—they expected 100 people. Even though the October event took place on a cold day with 30-knot winds, more than 2,500 people showed up. And although it wasn’t easy for visiting aircraft to fly in, more than 100 cars and 50 motorcycles arrived. “I think the Frederick community has a pent-up desire for things at their airport,” Woods said.

The success of the 2016 event resulted in a blow-out event in 2017 when it was moved to June. Fantastic weather brought more than 4,500 visitors, more than 30 display aircraft, and, again, some 100 cars and motorcycles. “We had everything from a VW Thing to a Tesla. Military vehicles and an old Plymouth. You name it—British cars, Jags, MGs,” said Woods. A “best in show” plaque is awarded in each category.

As in previous years, the event this May will feature a country music band, food trucks, kids’ activities, and more, and the event is being extended to five hours—10 a.m. to 3 p.m. Woods anticipates seeing nearly 5,000 visitors this year. Check the website for details if you’d like to fly in, drive in, or roar in—but please let us know you’re coming. An arrival and departure advisory is online.

Web: aopa.org/wnw/learnmore

MEMBER SERVICES

Medically Speaking

An unhappy surprise for ADHD sufferers

By Gary Crump

Attention deficit hyperactivity disorder (ADHD), formerly referred to as attention deficit disorder (ADD), is considered by some to be a condition of the new millennium because of the number of individuals affected, including many adolescents and teens who are being treated for symptoms often associated with the condition. Unfortunately, these young people are receiving an unhappy surprise when the FAA determines they are not qualified for medical certification because of their diagnosis and/or use of disqualifying medications.

ADHD is a complex disorder to diagnose. The American Psychiatric Association’s Diagnostic and Statistical Manual of Mental Disorders (DSM-5) defines ADHD as “a persistent pattern of inattention and/or hyperactivity-impulsivity that interferes with functioning or development,” as characterized by a variety of symptoms.

The FAA requires an extensive evaluation if an applicant for medical certification has been diagnosed with (an important point to keep in mind) or is currently taking medication used to treat this condition. If medication is being taken, it must be discontinued for at least 90 days and the patient will be asked to undergo a neuropsychological evaluation with a clinical psychologist or neuropsychologist.

Many young people are placed on medications for ADHD without ever being tested. They are prescribed the medications based on parental or personal concerns about inattentiveness to tasks such as job or school performance or other demonstrated history. In many cases, people who are treated for apparent symptoms don’t really have ADHD, but in order to rule it out, a formal clinical evaluation should be done.

Some of the commonly prescribed medications that individuals take for ADHD are Adderall, Concerta, Ritalin, Strattera, Vyvanse, and Dexedrine. All these medications are either amphetamine or methylphenidate-based stimulants and they are all disqualifying for medical certification purposes. If an applicant for a medical certificate has the diagnosis of ADHD and/or is taking medication for symptoms, the FAA requires a comprehensive evaluation to determine if the diagnosis exists. If someone really does have ADHD as reflected in the evaluation, the FAA will not grant any class of medical certification.

Gary Crump is director of medical certification for the AOPA Pilot Information Center.

Insurance Services

We’re on your side

Three reasons you want an insurance middleman

By Jim Pinegar

It’s important to have the right insurance coverage to match your aircraft and type of flying. Whether you rent your aircraft to other pilots, belong to a flying club, or fly it for family vacations, there are a lot of things to consider when selecting the right insurance to match your needs. You can quickly wind up overpaying for coverage you don’t need, especially if the agent you’re working with only represents one insurance company. If you do it alone, you can underinsure and risk landing yourself with a hefty repair or personal injury bill that could have been covered with a different insurance policy. That’s why having a middleman is a good thing, and here are three reasons why:

1. We take the work off your plate. You’re busy. Make just one call to us and we’ll take over from there, getting quotes and putting together a policy that best suits your needs.
2. We have options. As an independent insurance agency, we work with all of the leading aviation insurance underwriters, not just one. Because of our longstanding, strong relationships, we can get you coverage to fit your aviation insurance needs.
3. We’re on your side. We’ll get to know you, find out what’s most important to you, and make your best interests and needs our first priority, not those of the insurance underwriter.

Sometimes, the middleman can make your life easier. It’s nice to have someone on your side. Call 800-622-AOPA (2672) or visit www.aopainsurance.org and let us help with all your insurance needs.

Jim Pinegar is president of AOPA Insurance Services.

ASI News

Running on empty

Don’t be a fool—watch your fuel

By Keith Ward

Running out of gas in your car isn’t a fun experience, but usually it’s not a big deal. You pull over and call for help. Running out of fuel in an airplane, though, is a serious mistake.

The mistake can be a result of many poor choices. A big one is get-there-itis. You tell yourself that even though you’re low on fuel, you’re pretty sure you can make it, and you absolutely need to get where you’re going without delay.

The focus of the AOPA Air Safety Institute’s Fuel Management Safety Advisor is making sure that doesn’t happen to you. It’s scary to consider that there are, on average, nearly 70 fuel-related general aviation accidents per year. And more than 60 percent of those are attributed to poor flight planning, specifically: inaccurate assessments of fuel requirements.

One of the key bits of advice from the advisor is to think of available fuel in hours and minutes, instead of gallons and pounds. That way your mind doesn’t have to make the conversion of how long you have left before you’re out. Plan conservatively for your fuel requirements and take into account potential unexpected diversions for things such as weather or closed airports.

Although the FAA has its own requirements for fuel reserves, the AOPA Air Safety Institute goes further, recommending landing with at least one hour of fuel on board.

Tools such as online flight planners and mobile apps can help, with predictive fuel planning and warnings about approximately how much fuel you’ll burn along your route.

There are some things you can’t control as a pilot, and that’s why smart pilots practice emergency procedures. But fuel is something you can control; there should be no reason for running out of it. Be aware of how much you have, how much you need, and make sure you have much more in your tanks than necessary.

Keith Ward is a writer on assignment with the AOPA Air Safety Institute.

New from ASI

AOPA President Mark Baker shares advice
Having flown more than 10,000 hours in more than 100 aircraft, AOPA President Mark Baker has experienced his share of the unexpected, including losing an engine on climbout. Baker discusses some of those times when his airplane did not behave, and how he managed to come through each situation safely, in the AOPA Air Safety Institute’s There I Was… podcast. Baker also details his top tricks for transitioning between aircraft, including the importance of hangar talk.

Does ATC want to talk to GA pilots?
General aviation pilots are often afraid to talk to air traffic control, especially at big Class Bravo airports. They may be unsure of what to say, but they may also think that ATC doesn’t have time for them, since they’re busy separating heavy jets. In Ask ATC: Bothering ATC, the AOPA Air Safety Institute discusses this issue with an air traffic controller. Her response may surprise you. Watch the video and share it with others.

Collision Course: Avoiding Airborne Traffic
This seminar—made possible by the generous support of Joyce Gardella in memory of Paul Gardella—explores risk management strategies to avoid other aircraft in flight. Find a location near you.

AOPA Finance

Time to move up?

Picking the right moment

By Adam Meredith

You’re no longer a newbie pilot and you’ve owned that speedy aircraft for some time now. (Well, actually, our research indicates most of you keep an airplane only three or four years before moving to something different.) Should you move up to a multiengine piston aircraft or even an entry-level turboprop?

The answer to that depends on a number of factors.

When is a good time to move up to that Beechcraft Baron or Piper Meridian? While such aircraft are costlier, used examples aren’t all that much more expensive than the new, loaded Cirrus SR22 you bought four or five years ago.

Your mission profile plays a key role in whether and when you make the move, but now your skills also come into play. The aircraft at this level become more complex, requiring more training and knowledge.

New to you, and therefore requiring additional training, may be the more sophisticated autopilot or more complex and capable avionics. There is also the safety factor. Engine failure in a turbine aircraft is far less likely, and the safety record is significantly better than in multiengine piston aircraft. Also, a single-engine turboprop eliminates the possibility of misidentifying the correct engine in case of an engine failure in a multiengine airplane.

If the mission profile necessarily involves flight over water or at night, then a multiengine or entry-level turbine aircraft is something you should seriously consider. It comes down to what you can afford, the length of the trip legs, and the mission profile.

Financially speaking, do you have knowledge of owning and operating aircraft, and do you have a realistic idea of what it costs to keep them flying and in airworthy condition? For a first-time owner, that is a lot to bite off. A lender will take comfort from owners wanting to jump into a multiengine aircraft or turboprop if they have experience in the military or are airline pilots, as well as sufficient cash flow to cover it. If it’s someone who doesn’t have a background in aviation, we work with him or her to understand why there is a need for a twin versus some other aircraft. Part of the role AOPA Aviation Finance takes is to help you make the best decision.

Considering aircraft ownership? AOPA Aviation Finance will make your purchase experience as smooth as possible. For information about aircraft financing, please visit the website or call 1-800-62-PLANE (75263).

Adam Meredith is a private pilot and president of AOPA Finance.