AeroSession 3/2/2019 cancelled due to weather forecast

Sorry, because of forecast snow we are cancelling AeroSession, Saturday, 3/2/2019.

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AeroSession, April 1, 2017

AeroSession is Saturday, April 1, 2017, from 10:00am – 11:00am! Young Aviators in grades 6-12,

Join us at the flight school for Facetime with special guest Colonel David B. Lyons, F35 pilot!

Facetime with Colonel David B. Lyons, Commander, 388th Fighter Wing, Hill Air Force Base, Utah

AeroSession Air Force F35 photo

(U.S. Air Force photo/Alex R. Lloyd)

AeroSession Colonel David B. Lyons, Commander, 388th Fighter Wing, Hill Air Force Base, Utah photo

Colonel David B. Lyons, Commander, 388th Fighter Wing

Colonel David B. Lyons is the Commander, 388th Fighter Wing, Hill Air Force Base, Utah. Colonel Lyons is a command pilot with more than 2,100 flying hours in the F-35A, F-16C/D, A-10A/C, T-37 and T-38, to include 397 combat flying hours.

We are pleased to welcome F-35 pilot Colonel Lyons as our guest speaker this month via Facetime! More information about AeroSessions and registration.

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September AeroSession (free for young people in grades 6-12)

The September AeroSession is postponed to Saturday, September 10, 2016 at 10am due to the Labor Day Holiday weekend.

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Free AeroSession for aviation enthusiasts in grades 6-12

Saturday, December 5, 2015 from 10am-11am

David Simpson will be our guest speaker and demonstrate his Hydrodynamic Flight Simulator!

Visualizing How an Airplane Flies: A Hydrodynamic Flight Simulator

This workshop may be the most unusual and yet the most memorable illustration of how an airplane flies that you’re likely to encounter. Since the beginning of the modern era, there has been a need to simulate flight. Simulators allow scientists and engineers to model the behaviors of an aircraft or its components before building them. Indeed, the Wright brothers and other inventors of the time built wind tunnels to model the behavior of an aircraft’s wing in flight. Now, using only water to represent energy (potential energy being fuel and altitude; kinetic energy being air speed), as well as some levers, pulleys and tubing, students will be able “fly” the simulator; to learn and control with real time feedback the dynamic relationship between power and pitch and the four forces acting on an airplane in flight (thrust, drag, lift and gravity).

David Simpson, Presenterphoto Dave Simpson

A lifelong New Jersey resident and licensed pilot, David Simpson has been teaching tech to kids since he was in 12th grade. He’s developed hands on educational programs for groups like the Girl Scouts and Boy Scouts as well as institutions like the Liberty Science Center in New Jersey and the International Spy Museum in Washington, DC. He’s been a mentor with a number of groups that have STEM education at their core, including FIRST Robotics and the Civil Air Patrol (CAP) and has been twice named CAP’s New Jersey Aerospace Education Officer of the Year. Simpson has contributed numerous how to articles to O’Reilly Media’s Make Magazine and has exhibited at Maker Faire on both the east and west coasts. He is the Founder of Innovators Inc., a startup focused on bringing cool and fun hands on STEM experiences to children in a retail setting.


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Free AeroSession for aviation enthusiasts in grades 6-12

Attention all Aviation Enthusiasts!12063629_10153633863504629_1632272810577723419_n

This Saturday, October 3th is our very first AeroSession of the school year! Be sure to catch a ride to the airport this weekend to hear Bruce Cohen, a Delta Boeing 747 First Officer, talk about and explain a mystery topic! AeroSessions begins at 10:00AM and runs about an hour. Hope to see you all here!

AeroSessions is free and open to aviation enthusiasts in grades 6-12. Attend five AeroSessions and get a 1/2 free simulator session with an instructor. Earn an additional session credit by bringing a friend to an AeroSession. Please call 973.872.6213 for more information.

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Mastering Non-Towered Airport Communications

Mastering Non-Towered Airport Communications

If you’ve ever been flying as a student pilot, you must obviously know how challenging it is to maintain situational awareness, fly the airplane, and prove to your instructor that you know what you’re doing. But then, in addition to all that, you have to make radio calls and sometimes comply with air traffic control instructions! It can definitely get a bit overwhelming, but you have to remember, that plenty of people do it, and you can too.

One aspect of pilot training that most students find challenging and overwhelming is communicating with other traffic over frequency. But, what you have to remember, is that those pilots in their airplanes on frequency are humans just like you are, and that they will understand your mistakes and nervousness. So, now that we know that, let’s just take a breather.

We all know that the universal language for Air Traffic Control is English, but to most individuals, it definitely doesn’t sound like English at all! Here are a few things to remember.

  1. Rather than saying letters the way we do in English, each letter and number has its own name. For a full list of translations click here. We identify letters with names mainly to ensure that there are no confusions during communications. The letters “N” and “M” sound very similar, but in aviation language, “November” and “Mike” sound very different.
  2. Rather than saying numbers like we do in English, aviation says each number individually below 18,000 feet. For example: Thirteen thousand five hundred feet in English would be said as “one three thousand five hundred” or to be more exact “one tree thousand fife hundred.” All you have to remember when saying numbers is to say each number individually.
  3. The aviation language is different yes, but what’s primarily different about it is how we speak very concisely and only share the most important information. Because airspace can be so busy at any given moment, it is imperative that every pilot is able to get their word in when needed. Taking up frequency time for no reason is a big no-no. Knowing those three tips above means you already have the knowledge to begin speaking in the aviation language.

Now, let’s put ourselves in the airplane for a moment so we can discuss the proper times for making radio calls at non-towered airports. Every radio call made at a non-towered airport should follow this structure: “[Name of airport] traffic [callsign] [clear and concise request/intention] [name of airport].” It’s very simple. Now, let’s look into when pilots should make their radio calls.

The first radio call a pilot should make is during the first few seconds of taxi, if not before beginning their taxi. It is only to indicate to the pilots in the area that you are starting your taxi and that there is another active pilot using the airport now. This radio call is very simple, and it should sound very similar to this if you are operating your aircraft at Lincoln Park Airport: “Lincoln Park Traffic, Skyhawk Niner One Juliet taxiing to runway one, Lincoln Park.” Now, notice how we stated only the important information which made it short and clear. This is key! Keep it short and clear.

The next radio call one should make depends if they will be crossing a runway. Throughout the entire taxi, the pilot should be listening to the frequency and keeping a mental picture of where other airplanes are near or on the airport. Doing this will will mean that you are aware of aircraft in the pattern and will recognize if there is an airplane on final approach. If there is an airplane on final approach, and you want to cross a runway, you know that you have to hold short. You are seeing/listening and avoiding. A very important Pilot in Command practice. If you are not listening to the radio frequency and need to cross a runway, you’ll have to ask over frequency which means you’ll be “eating up radio time” which we, as pilots, want to avoid. If you must make a radio call to find out, simply ask by following the format above. Ex: “Lincoln Park Traffic, anyone base or final for runway one, Lincoln Park.” If no one is on final, go ahead and cross, but be sure to let everyone on frequency know that you’ve crossed the runway and the runway is now clear. Just follow the format above!

The next radio calls are going to be a bit more complicated, but once you get the hang of them, they become second nature. Let’s assume you’re ready for takeoff, and you’ve been listening to the frequency and there is no one on final or base, now you have to make a radio call to indicate your presence and your intended takeoff. Let’s break down what we’re going to say. First you’ll say the airport, in this case Lincoln Park. Next, you’ll have to say your intentions, so in this case, we are departing runway one, and at Lincoln Park, standard traffic patterns are left turns off runway one, but you won’t have to specify because it’s already known. Now is there any more important information that we need to say? Well, think about it like this: If you were a pilot sitting in another airplane, is there anything else you would want to know? I don’t think so, so you’re set! All you have to do now is push that Push-To-Talk key and make your call. Click “Lincoln Park Traffic, Skyhawk Niner One Juliet, departing runway one to remain in the pattern, Lincoln Park.” Now, before you roll onto the runway, LOOK AND LISTEN! Some pilots do not always pay attention. It’s just like driving, not only do you have to be watching out for yourself, but you must always be looking out for others. Always double check your work. Look both ways, wait for anyone to say anything over frequency in response to your departing radio call, then move if it still looks clear.

Now that you’re airborne and climbing through 300 feet or so, your main priority is flying the airplane. Remember: Aviate, Navigate, then Communicate. Do not worry about communicating if you cannot do it. When you have a moment to think, think about what you are going to say next. Now, once you’re in the air, and in the traffic pattern, I like to think of all of my radio calls simply position reports. I merely state my position, and that’s it. So, when you’re on upwind, using the format above, you would simply say “Lincoln Park Traffic, Skyhawk Niner One Juliet, Upwind runway one, Lincoln Park.” That simple! Now, you do that for every turn you make in the pattern: Crosswind, Downwind, Base Leg and Final Approach. If you decide to go around, then you would make a radio call then, too. But remember, during a go-around, fly the airplane first, then make the call. Once you’ve landed and you are clear of the runway, make sure you let everyone know by making a clear and concise radio call. Remember, you are only clear of the runway once your entire airplane is behind the Hold Short Marking.

Now, here are some of the more complicated radio calls you’ll have to make, and they happen when you are entering a non-towered airports vicinity, or when you are leaving a non-towered airports vicinity. Let’s talk about leaving first. When you are leaving the airports vicinity on departure, meaning you are exiting the traffic pattern the radio call is different, but still simple, concise and clear. Using the format above, it would sound something like this: “Lincoln Park Traffic, Skyhawk Niner One Juliet, departing the pattern to the North climbing up to two thousand fife hundred, Lincoln Park.” Now, let’s talk about this. What did we just say and why is it important? Well, obviously we are identifying our location and who we are, so that’s always important. Secondly, we are telling everyone the direction we are departing to and the altitude we are going to be climbing up to. This is important because there may be other traffic in the area that will need to know of your altitude. Always broadcasting your planned altitude and direction is important. Then, finishing off with the airport identifies your location, again, and terminates the radio call. Very simple.

Lastly, entering an airports vicinity is another radio call that needs to be made. Normally, I make my radio calls 10 miles out from the airport, and following the same format as above, it sounds something like this: “Lincoln Park Traffic, Skyhawk niner one juliet, ten miles northwest inbound to land runway one, Lincoln Park.” Let’s break that down now. So, we said what airport we are near, who we are and what our intentions are. Our intentions are to land, but what we cannot just say that. We have to tell everyone where we are currently are flying and the direction and distance in relation from the airport. Also, we have to explain that we are landing! Well, why do we have to specify? Because some airplanes just overfly the airport; they merely transition the airspace. Here, we are planning to land. If you were going to overfly, you would substitute “…inbound to land…” to “…overflying to the [direction of flight]…” Not too difficult.

As you get closer to the airport, start prepping what you are going to say. Standard entry into any traffic pattern is entering on the left 45˚ so, if you are planning to this you would say, once established on the left 45˚ leg inbound, “Lincoln Park Traffic, Skyhawk niner one juliet, left forty-fife for runway one, Lincoln Park.” If you were planning to enter on a different leg of the traffic pattern, just be sure to mention it in your radio call.

Well, now that you’re a pro on radio communications at non-towered fields, go rent an airplane and try it out yourself. There is no better learning tool than actually doing it yourself. Just remember: Think. Think about what you are going to say before you say it. Doing this will reduce the number of “Umm’s” and “Uhh’s” on the frequency that make you sound like you don’t know what you’re doing. Break that habit, and start sounding like you know what you’re doing! Follow these steps, and you’ll be doing correctly in no time!

Happy Flying! Alden Lebov AeroMentor Aero Safety Training

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Poker Run 2015 this Saturday, June 1, 2015!

Poker Run sponsored by the North Jersey 99s is this Saturday!North Jersey 99s Poker Run 2015

  • KMMU Morristown Airport
  • KBLM Monmouth Airport
  • 26N Ocean City Airport
  • KVAY South Jersey Regional Airport
  • 1N7 Blairstown Airport (Terminus)

Fly airports in an order. It’s okay to miss one, you can finish your hand at Blairstown, the terminus where prizes are awarded.


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AOPA Fly-in at Frederick on June 6, 2015!

Fly-In aviation event - AOPA Fly-iNJoin AOPA and your fellow pilots and aviation enthusiasts for the AOPA Fly-In at Frederick Municipal Airport on June 6, 2015!

A celebration of general aviation, their grassroots gathering features something for everyone with exhibitors, aircraft displays, seminars and activities to interest  and delight your entire family!

Like last year, AOPA is expecting record attendance so RSVP today to reserve your meal tickets and save money. And, when you RSVP early*, you’ll be entered into a sweepstakes drawing** to win one of the following great prizes. Plus, you’ll receive $5.00 in AOPA Store Bucks and a $25.00 Jeppesen coupon for onsite purchases!

The AOPA Homecoming Fly-In at Frederick Municipal Airport will have something for everyone! Spend the day exploring exhibits, ask AOPA President Mark Baker questions at a Pilot Town Hall, eat breakfast and learn something new in seminars! Fly in or drive in to your association headquarters! Come early on Friday and enjoy a special Friday Night Barnstormers Party!

The Barnstormers Party on Friday evening will feature a BBQ, bonfire, and a special screening of the new film “Living in the Age of Airplanes.” Filmmaker Brian J. Terwilliger will be on hand to introduce the film and take questions afterwards.

Saturday starts off with a delicious pancake breakfast. And what would breakfast be without a steaming cup of Flying High Coffee? To top it off, renowned aviation author and humorist Rod Machado will be on hand to entertain you with his whimsical insights on flying.

In the afternoon, enjoy a delicious lunch provided by gourmet food trucks or local restaurants.

To ensure they have enough food, please RSVP today to reserve your meal tickets at a reduced rate and to take advantage of our sweepstakes drawing to win one of the prizes mentioned above. And, when you RSVP, be sure to tell them whether you’ll be flying or driving so they’re prepared.



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Wings and Wheels Air Expo June 20 and June 21, 2015

Wings and Wheels Air ExpoThe New Jersey Aviation Hall of Fame and Museum Hosts Wings and Wheels Air Expo at Teterboro Airport Father’s Day weekend, June 20 and 21, 2015.

This premier New Jersey aviation event features WWII airplanes and other unique military aircraft, vintage and contemporary show cars and live entertainment. Fun for the whole family!

You can expect to see an Aero L-29, a Curtis SB2C Helldiver, a P-47 Thunderbolt, and a Grumman TBF Avenger. The Helldiver and Avenger entered shipboard carrier service with the Navy in the middle of the second World War and together brought the fighting to Japan and sent much of the Japanese navy to the bottom. The Hellldiver is a first-time, new addition to Wings and Wheels with a unique New Jersey connection as being a Curtis-Wright aircraft powered by a Wright R-2600 Cyclone engine. More aircraft are expected and of course, and the perennial star attraction, B-17G, Yankee Lady, will return and offer once-in-a-lifetime rides experience and keep the airshow buzzing!

The New Jersey Aviation Hall of Fame and Museum strives to celebrate and bring-to-life all facets of aviation by honoring its past, and to captivate and charm those who will be its future.





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Photos in Flight Recording Equipment Placement

Photo By: Christian Plesu

Photo By: Christian Plesu

Becoming a member of the “Pilots of Instagram” Club

Step No. 2: Placement

The placement of your recording equipment is just as important as your choice of equipment. In addition to the location, you must consider whether your mounting point will be temporary, semi-attached, or permanent. We will review those three scenarios in a later segment. Equipment placement falls into three categories:



First Person View (FPV)


The placement of your audio/video equipment can be in one of countless locations within the cockpit. When choosing a spot, ask yourself the following questions:

  • Will this position cause unsafe conditions for operation of the aircraft?
  • Does it impair any flight control full operational movement?
  • Does the mounting location have potential to fall and harm me or my passengers?
  • Will this position impair sight picture or scanning capabilities?
  • Does the mounting position hinder emergency operations including exiting the aircraft?
  • Will conditions of the flight work with this location? – Time of day considerations – Reflection considerations – Equipment operating temperature limitations – Route of flight considerations with respect to sun location and reflecting materials
  • Do you know how to install and remove the mounting equipment without damaging the aircraft?
  • Did you review the space requirements and limitations with the mounting equipment and choice of video equipment when attached?

A recommendation is to start with interior setups and locations that are simple and either out of sight or on the other side of the interior cabin. This will force you to just set it and forget it. The placement learning phase will result in you finding the best locations that work with your flight parameters while reinforcing a habit of avoiding distraction by operating the recording equipment. Remember: AVIATE — NAVIGATE — COMMUNICATE.

As stated before the best way to start is with a simple one camera setup and then advance from there. Here is an example of a seven camera setup. Please note the customization of the mounts as well as the restricted exterior visibility created from these vantage points chosen. Always factor in your personal minimums and ability as a pilot before adding additional equipment in the cockpit that may obstruct normal operations or cause a distraction both for interior and exterior. 


The exterior placement of your recording equipment unlike interior has several more considerations, especially with airworthiness and safety regulations. For more information on Airworthiness regulations please view this FAA link and review all applicable categories for you location. For example if you have a camera on the wing strut of a Cessna, review the following: airframe requirements, mounting equipment limitations, and most importantly mounting redundancy should your primary point get loose.

For review of the Airworthiness requirements of each category of aircraft review the following from the FAA:

Another consideration is the worst-case scenario:

  • What if my equipment falls off?
  • Will the position place potential harm to required control surfaces?
  • Does the position have a secondary attachment point? (Not required, but suggested)
  • Did you speak with an A&P regarding your installation and placement?
  • Will the equipment fall over populated* or unpopulated land?

As PIC we must remember that safe operations of the aircraft and maintaining a safe airspace are of the utmost priority. If the worst-case scenario were to occur, realize that the following basic regulation applies:

§91.15   Dropping objects

No pilot in command of a civil aircraft may allow any object to be dropped from that aircraft in flight that creates a hazard to persons or property. However, this section does not prohibit the dropping of any object if reasonable precautions are taken to avoid injury or damage to persons or property.” 

To summarize, with exterior applications you must take into consideration airworthiness requirements, primary and secondary latch points, and lastly — should the worst-case scenario occur — Did you comply with eCFR Title 14 91.15?

An example of exterior views here

First Person View (FPV)

This view is possibly the most striking view point and has led to the success of companies such as GoPro and trends such as the selfie. This is also one of the most distracting since the equipment is on your person and requires the most attention. This view can be achieved through body mounts, straps, wearing a helmet with a mount and having another person on board taking the photo or video.  

When dealing with this choice of recording, I encourage every pilot to remember to Aviate. Don’t be distracted from the recording device. Also take into consideration the time you will have this mount on and the comfort level of the harness. If you have the ability to wear the harness without any discomfort for several hours in a seated position during “extreme” heat/cold or changes in temperature, may I suggest you first test your ability outside of the cockpit prior to learning your limitations inside during a flight? The last thing you want midair is to require a wardrobe change due to discomfort.

Future Pilots of Instagram, as always, we encourage safe operations for the pilot and crew while taking consideration for the flight path land environment for choosing mounting locations for your equipment. Ideally start with one camera — inside the cockpit first is my best recommendation to limit distractions and become comfortable with your new equipment and its mounting limitations.  

When choosing an exterior mounting location, consult your local mechanic and properly ground test your installation for safety and redundancy. I recommend you review the FAR’s for airworthiness and limitations you have as a PIC for all applications, but most importantly keep safety for pilot, crew, and ground as your No. 1 objective. The rest should fall into place accordingly. Lastly remember to Aviate, as distractions can lead to unwanted results;

Suggestions for Mount Equipment:

Command Brand


Fat Gecko Mounts 

Fat Gecko Co-Pilot

Ram Mounts

Berkey System

**Downloaded cover photo is by Christian Plesu

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