AVwebFlash - Volume 14, Number 35a

August 25, 2008

By The AVweb Editorial Staff
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Liberty Under (Some Kind Of) Review back to top 
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Liberty Denies It's Under Certification Review

Liberty Aerospace is demanding the FAA retract a statement made earlier this week that the company is undergoing a special certification review (SCR) on its XL-2 two-seat aircraft. In a news release about an SCR being conducted at Eclipse Aviation, the FAA mentioned other companies that have been similarly probed and Liberty was listed. But Liberty General Counsel and Safety and Compliance Officer Margaret Napolitan told AVweb the FAA made a mistake in that statement. "We are asking that the FAA retract that statement," she said. "We are not undergoing an SCR." The FAA says it didn't intend to suggest that Liberty was under a special certification review, only that it was under a special review. The agency has not so far said what kind of review Liberty is under.

Napolitan said the FAA is undertaking a fact-finding mission but it has nothing to do with certification. "It's a commercial dispute," she said. "It has nothing to do with the safety of the aircraft." Napolitan said she's contacted the FAA to ask for the retraction and will be posting a statement on the company Web site later.

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The Blame Game back to top 

Reason Foundation On Why You're Delaying ADS-B

If ADS-B began in Alaska's Capstone program in 1999, was put into practical use with UPS cargo jets the same year, and the network of ADS-B ground stations should be completed by 2013, why has the FAA set 2020 as the deadline for equipping planes with just ADS-B/out? The Reason Foundation's Bob Poole asks the question and after "puzzling over this for several months now, interviewing experts and reading extensively," Poole has come to the conclusion that the delayed implementation of improved technology providing in-cockpit traffic, weather and more ... is largely your fault. "Because aircraft owners balk at being forced to buy and install new gear until they get real benefits from it (and this is especially true of GA owners), FAA felt under strong political pressure to make the deadline as far off as possible (hence, 2020)." Poole recognizes that part of the problem is that when compared with the radar coverage and ATC, pilots in the lower 48 have little to gain in equipping their aircraft with ADS-B/out. And, in spite of its benefits for all of aviation, ADS-B/in is expensive. He also recognizes that the root of the problem is deeper than your wallet and he does offer a solution, unlikely as it may be ... .

In Poole's more ideal scenario, a balanced group of "aviation stakeholders" would presumably act in place of Congress or the FAA. Directly affected by the costs and technology, stakeholders would universally see the benefits of retiring old radars before attrition turned them into money-sucking vortexes. Stakeholders would futher recognize the improvements in safety and airspace capacity won through cockpit displays of weather and traffic (ADS-B). Those incentives might then, according to Poole, drive a desire for rapid implementation of ADS-B/in plus ADS-B/out strong enough to fuel the inclusion of financial aid to help GA users offset costs. All of this for the benefit of the aviation community as a whole. Rapid implementation under this plan would also mean large-scale production of hardware, leading to lower overall costs, further softening the blow.

TSA On Offensive After Damaging Aircraft

While the TSA stipulates that its inspector damaged sensitive external probes while assessing the security of nine American Eagle planes parked overnight at O'Hare, it contends that the inspector got into seven of the nine -- and that American is to blame. Toward that end, the TSA is opening an inquiry into "multiple security violations" by American Eagle. Forty American Eagle flights were delayed to allow mechanics time to determine if probes would still properly function following the inspector's "inspection." The inconvenience and loss of revenue may now be compounded by the TSA's continuing investigation that could theoretically fine the airline up to $175,000, according to the TSA, for leaving their aircraft vulnerable. The TSA said doors were left open on the aircraft and that this week's inspection was a follow-up to earlier inspections, which exposed the same vulnerability.

Regulations require that doors be closed while aircraft are unattended and that jet bridges be pulled away from the aircraft. Those jet bridges are operated using key codes that only airline and airport employees with valid ID are authorized to know. As yet, there's no indication that American was operating outside of security regulations or guidelines. The airline said in a statement it is "confident that it followed all proper security procedures for securing aircraft overnight," and that if they'd gone un-noticed the actions of the inspector "could have jeopardized the safety of our customers and crew."

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The Aviation Economy back to top 

Grob Has Support, Needs Cash

Grob Aerospace, which Monday announced its insolvency after repeated delays in the SPn business jet flight-testing program were capped by the loss of a loan provider, is winning support from customers. Chief executive Niall Olver says customers with jets on order have offered to support the manufacturer and told Flight International that half the customers he's spoken with "have offered to invest in the company." Olver added that the level of support has been "quite remarkable." Major order holders (PlaneSense, a fractional operator with 25 SPn jets on order) have not yet backed away from the company. Bombardier, which has targeted Grob as its structural design and manufacturing partner for three prototype all-composite Learjet 85 aircraft, says its plans with Grob remain unaffected. Grob's immediate future involves surviving a 90-day period during which the company will be overseen by an administrator, employees will continue to be paid and efforts will be made to find suitable financial footing for the company. Grob's SPn has an order backlog of roughly 120 aircraft and a fourth prototype flew for the first time on Aug. 7. Grob had hoped to see certification of the SPn later this year.

The company has produced a range of aircraft, from the aerobatic single-engine propeller-driven G 120A retractable-gear advanced trainer (selected for primary flight training by the Canadian government) through the SPn one-plus-nine-seat luxury business jet. Grob markets the SPn as a new class of business jet that combines "the versatility and robust short field performance of a turboprop with the comfort, elegance, and superior cruise speeds of a genuine luxury jet."

Eclipse Cuts Workforce 38 Percent

Eclipse Aviation is laying off about 650 (of 1,800) employees as part of what acting CEO Roel Pieper is calling the company's "operational excellence strategy." The layoffs affect 38 percent of the workforce and will hit employees, including temps and those who have been working less than six months, at facilities in Albuquerque, Gainseville, Fla., and Albany, N.Y., Eclipse said in a statement. The result will be a production slowdown of its EA500 very light jet for the rest of the year (by how much, the statement does not say) followed by a ramp-up to "previous levels and higher" in 2009. "Financial stability is critical for this company and unfortunately, a reduction in workforce was necessary to achieve it," Pieper said. "I am confident this action will set the company on the path to profitability so that we can continue to lead the very light jet category."

Rumors started circulating about a shakeup at Eclipse about two weeks ago and the company was uncharacteristically circumspect about its future plans. It's also not interested in elaborating on the contents of the most recent statement and will not be releasing any further information or granting interviews. Meanwhile, the news will have a ripple effect through Eclipse's supplier base and the casualties are starting to be tallied. Hampson Aerospace in Grande Prairie, Tex., which makes the tail section of the aircraft, has only a skeleton crew left due to "an absence of demand" from Eclipse, which is that plant's only customer.

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News Briefs back to top 

F-35, The Cost Of An International Attack/Fighter Aircraft

Development of Lockheed Martin's Joint Strike Fighter (JSF) is not progressing smoothly. The F-35 "is Department of Defense's (DOD) most complex and ambitious aircraft acquisition," according to a recent GAO report, "seeking to simultaneously produce and field three aircraft variants for the Air Force, Navy, Marine Corps, and eight international partners." Some sources also label the JSF, which will have short takeoff and vertical landing (STOVL) variants, as the most expensive program in the Pentagon's arsenal. The GAO prices the program at a total investment including fleet acquisition and lifetime maintenance "now approaching $1 trillion." As such, a troubled U.S. economy, huge budget deficit and development delays may now complicate matters for an aircraft also labeled as "critical to our nation's plans for recapitalizing tactical aircraft" and intended to see 2,458 examples in production. Recently, the first F-35 was grounded by nacelle vent fan failure (translation: the engine bay could overheat, causing structural damage) and engine tests for the STOVL "B" variant have now been delayed until next year after the test aircraft is re-engined. In the role of providing quick development to keep costs down and fend off the lure of competing designs ultimately allowing for mass production, the aircraft is not doing well -- total acquisition cost estimates increased by $23 billion from March 2007 to March 2008. Fortunately, the aircraft's intended role is mainly ground attack.

The F-35 is not fast or agile enough to dogfight with an advanced adversary and is not capable of carrying arms to provide long-range kills against said adversary without compromising stealth. Still, the Joint Strike Fighter (JSF) nonetheless seeks to retain the advantage of being inexpensive. Last month Lockheed announced the U.S. Department of Defense has released $1 billion in funding "to acquire six F-35B aircraft" as part of the second initial production contract for the F-35. Production aircraft have recently targeted the $60 million dollar range -- a price perhaps quoted in 2002 dollars and one that Lockheed may be forced to fix ahead of production to secure orders otherwise lost to competitors. The JSF development contract was signed in November of 1996. The contract for development of a demonstration aircraft was awarded in late 2001.

Madrid Crash Update

Voice and data recorders have been retrieved (but the data recorder has suffered damage) from the Spanair MD 82 that crashed last week following an aborted takeoff. The crash has so far resulted in the death of 154 people, with all eighteen others injured, some critically. Early reports state rescuers believe that as the aircraft broke apart some survivors were thrown from the wreckage, landing in a nearby stream where they were protected from the huge post-crash fire and later found. Early witness reports that one of the airliner's two engines was on fire during the takeoff have been countered by video showing no sign of engine fire, with fire erupting only after the crash. Prior to the flight, a heating system intake valve malfunction had led the pilot to return the aircraft to the gate prior to its fatal departure run. Maintenance work associated with that problem has all but been ruled out as a contributing factor to the crash, according to authorities. The flight of 172 people was departing Madrid's Barajas airport bound for Las Palmas in the Canary Islands. The accident may be the worst Spanish air tragedy in 25 years.

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News Briefs back to top 

Birdman Flies For 10 Minutes, Channel Next

Yves Rossy (a.k.a. Birdman and FusionMan) last Wednesday covered 21 miles in 10 minutes with a 120-pound, eight-foot carbon-fiber wing strapped to his back, powered by four micro-turbine jet engines. The distance flown matches that of Calais, France, to Dover, U.K. Rossy intends to fly across the English Channel Sept. 24 (weather permitting) following Louis Bleriot's 1909 route between those cities. For the test flight, Rossy exited a jump aircraft, unfolded his rigid wing and fired up four micro-turbines attached to its bottom side. He flew from about 7,500 feet above Bex Switzerland to Villeneuve, turned around and flew and back, reaching about 180 mph in clear skies and landing after deploying two parachutes -- one at 5,000 feet and the second at 4,000 feet. He landed with 2 litres of fuel left. Rossy controls the aircraft by shifting his weight or simply turning his head and shoulders. He wears a heat-resistant suit to protect his legs from exhaust and has evolved his flight envelope to include rolls. Rossy, 48 (49 next week), has logged 1000 hours in the Mirage III and later flew for Swissair. He also has over 1000 parachute jumps to his credit.

Rossy's current project is sponsored by Hublot, the Swiss Watch maker, and his English Channel flight is to be broadcast exclusively by the National Geographic Channel and streamed live online at NatGeoTV.com.

On the Fly ...

CubCrafters CC18-180 Top Cub has earned an Australian Type Certificate. The 180 horsepower Piper Cub-alike weights 1200 pounds empty and has an 1100 pound useful load. More info at CubCrafters.com.

Two hypersonic experiments were destroyed by NASA August 22 after an anomaly caused a failure shortly after liftoff from Wallops Flight Facility in Virginia Friday. Most debris from the rocket is thought to have fallen into the Atlantic. There are conflicting reports of debris being sighted on land. "This debris could be hazardous," according to NASA.

The most popular LSA's are Flight Design's CT, Legend Cub, and Tecnam, according to Dan Johnson.

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The Top Reporter on Our Crack Staff ... Is You! back to top 

AVweb's Newstips Address ...

Our best stories start with you. If you've heard something 200,000 pilots might want to know about, tell us. Submit news tips via email to newstips@avweb.com. You're a part of our team ... often, the best part.

Dr. Blue Says, "Be Smart — Carry a PLB!"
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New on AVweb back to top 

CEO of the Cockpit #86: Heat

Even when it's snowing in the cockpit, it can get quite hot.

Click here for the full story.

There is no cockpit seat in our airline more uncomfortable and embarrassing than the jumpseat on the MD-88.

First, it isn't really a seat so much as a giant, Chiclet-shaped, folded cushion that is hung in the cockpit by the most secure and opening-proof, metallic click-lock ever invented in this or any other universe. To release the seat, you have to push it against the sidewall while at the same time squeezing two metal triggers together. The squeeze has to be more forceful than you used as a teenager to clear a zit before a big date.

Once your jumpseat dropping squeeze is of sufficient force and duration to release the chair's up-locks, it slides down along razor-sharp, metal tracks ... but not in a normal, American, mom-and-apple-pie way. No. It comes down in a sort-of Escher-print, sideways motion that never seems to go the same way twice. Watch those fingers, and count them once the seat is down and locked.

Make sure you are standing in front of the seat when you drop it, because it blocks the entry to the cockpit and there is no way to climb over it to sit down. You have to make sure you are in the six available inches between the seat and the rudder-trim knob.

If you plan to have any children in the future, I suggest you make sure the seat drops under control. You should have at least one hand supporting this rather heavy seat. The other hand will be on the side of it, ensuring that it locks into place.

Now you are set. Be sure to use the fold-out foot rests that are spring-loaded and are on either side of the pedestal. If you don't, you will look like a moron to the flight deck crew and will lose all feeling in your legs within a few seconds. The foot pedals also provide the embarrassing part: You look like you are visiting an OB/GYN and are in the stirrups.

This rather rotund captain was firmly seated in his now fully deployed jumpseat, getting ready to commute to New York. Ken, Carla and I were just settling in for a pushback and an uneventful flight when we smelled something.

He Who Smelt It Had Not Dealt It

No. It wasn't me.

It was the air-conditioning packs. Both were running off of the APU and because of the extremely hot weather today in Dallas, they were overheating just a bit.

When it is hot, standard pack operating procedure on the MD-88 is to turn the pack valves as cold as you can without overheating the system and let them stink a little. We leave the temperature controls in auto instead of manually driving the mix valves full cold because the automatic system will keep the system just this side of tripping offline from an overheat. On any kind of DC-9 variant, getting and keeping the cabin cool is an almost impossible task, but we'll take smelly over hot and smelly every single time.

So, we let it ride. Then we noticed it was snowing.

Christmas In August

There is a water-separator bag on each air-conditioning pack. Any air-conditioning system produces water when it cools air. These are the two little rivulets you see coming out of the bottom of airliners as they sit on the ramp.

If the air-conditioned air is very cold, it can freeze the water in the bag, meaning that all the frozen water is now entering the ducts. You'd think they would have come up with a fix for that when they designed the system and you'd be right. A little jet of warm-to-hot bleed air is supposed to thaw the bag, unless it gets dirty, in which case it freezes up and spits snow out of the system. Because the left pack usually works harder (and I have no idea why) and because the left pack supplies the cockpit and the eyeball air in the back, it can get pretty "Christmassy."

It can all be fixed by calling maintenance to clean the bags.

Now, now, stop laughing.

We haven't had maintenance people at DFW for years and, even if we did, we wouldn't call them on this problem. Two reasons for that: First, it would entail turning off the air conditioning to fix the bags, which means this DC-9 offspring would get hotter than a Times Square Rolex.

Dueling Mad Dogs To LGA

The second reason was that American -- or as we call them, "Brand X" -- was also pushing an MD-88 back for a flight to NYC. We had some competition going on here and we weren't about to delay a flight for hours and hours just to avoid a little interior snow.

Ken reached down between my knees to pull up the PA handset so he could tell the passengers that snowing in August was normal on this kind of airplane.

Sure, he could have used the PA button and his headset, but as most airline pilots will tell you, that is a very bad idea. There isn't an airline pilot in the world who hasn't accidentally said something unfortunate or snarky on the PA. The odds of that go way up if you use the same headset microphone you use to yuck it up with ATC.

We finally got airborne after only 30 minutes of snowy taxiing. When the airplane was cleaned up and climbing through 10 grand, the spritzing snow stopped and we could kick-back and relax a little. Well, the two pilots could. There is really no way to relax in an MD-88 jumpseat unless you fall to your right and end up in the coat closet.

Furlough Is A Four-Letter Word

Our airline was contracting again, in response to higher fuel prices and the fact that we had just spent almost 30 years making our customers expect $100 tickets to just about anywhere.

Contraction to a python means dinner. Contraction to an airline pilot means furloughs. This airline was no different. Carla the copilot was facing imminent unemployment and Ken was facing being a junior copilot, like Carla was now.

Me? I'm so senior that all I'm facing is feeling bad the others got the axe. Also, we still-employed pilots usually make the COBRA health insurance payments for those of us less fortunate.

In The Navyyyyyy ...

"I've had enough of this stuff," said Carla, who had just thrown off her shoulder harness and taken a big swig of black coffee. "There is still a war on and the Navy says they'll take me back. I'll have to go to the sandbox, but the pay is better and all of the passengers on my Navy F-18 go 'boom' when they land. If they furlough me, I'll re-up. Even if they don't and I'm within spitting distance of the bottom of the list, I think I'll still go."

I had to admit, with the danger of making a bad pun, that there has been a major "sea change" in the airline business during the past year or so. Little RJ airliners that used to be the darlings of the air transportation field are suddenly becoming too inefficient to operate. Even smaller, intermediate jets like the MD-88 are becoming a drag on the balance sheet.

I know you should never say "never," but I don't think the airlines can squeeze much more out of their flight crews in terms of pay and benefit cuts. A lot of pilots in the middle of airline seniority lists -- the people who would never think of quitting their cushy airline jobs -- are quitting to take public-school teaching positions and other jobs that they would not have considered a decade ago.

Ken Has A Different Take

Our captain had stayed quiet through Carla's complaint and my sage advice. He finally spoke up to give us the "up with people" take on the world's aviation economy.

"It always turns around and I want to be here when it does," he said.

"I saw all of those guys senior to me leave during the great migration during our bankruptcy and I bet a lot of them wish they didn't. They'd all be really senior captains now like you, and would still be flying instead of taking second retirement jobs like selling insurance."

Why The CEO Stayed On

We were approaching some of the ubiquitous weather so common over north Texas this time of year, so I waited while they turned on the radar and got a 10-degree right deviation before I spoke.

I stayed with the airline through a combination of not-quite-enough seniority to retire and a curiosity about what would happen in the future. Financially, staying was a disaster for me. Emotionally, staying was the right thing to do.

I think you are right, Ken. Everything comes around eventually and even though I seriously doubt being an airline pilot will ever be as lucrative and fun as it was years back, it can still be a really great job. Plus, have you met that many non-pilots who think things are going that great right now?

I could see leaving if I got to bomb bad guys with an F-18 like Carla, but I wouldn't leave to teach school. I consider middle-school students to be much more dangerous than a Category III approach in a blizzard. Plus, I'd probably end up with bus duty and my teacher friends tell me that bus duty sucks.

Ken Gets A Little Out There

"That's right," said Ken. "If we hang in there, they are bound to come up with an airliner that runs on liquefied manure or something. If they can design a car that runs on solar power, I bet they can design an airliner that flies using water for fuel. Hell, Richard Branson is probably working on that right now."

Ken looked into his flight bag for something and Carla flicked her head to the left, giving me a quick look that I could only take as a silent plea to shut the heck up. Some captains are wacky-crazy, and once you get them started on saving the panda, their version of religion, or why they think various minorities are evil, you can never get them to stop.

Carla's meaningful look told me that Ken was likely such a captain and if I wanted to save her a month of weird talk, I should change the subject or at least quit teasing that metaphorical dog.

The CEO Applies To Go To The Bathroom

I solved the problem by asking to go to the bathroom. If you take all the security junk you have to go through in order to get an appointment with a usable toilet on an airliner and add it to the difficulty of operating an MD-88 jumpseat, you have a procedure that is probably more difficult than an Apollo mission.

My short-term escape to the back gave Ken the opportunity he needed to go back into his shell, and afforded Carla the peace and quiet she asked for and deserved.

Only three and a half more hours in the torture seat and I can wait three hours before my 10-hour international duty day starts.

Want to read more from AVweb's CEO of the Cockpit? Check out the rest of his columns.

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AVweb Insider Blog: Airplanes and Hurricanes

Why don't more owners move their airplanes out of a hurricane's path? One reason is that insurance companies don't expect them to. In the lastest installment of our AVweb Insider blog, Paul Bertorelli argues that this is short-sighted because it encourages victimhood and costs us all money.

Read more.

Extra! IFR Refresher Magazine Asks AirVenture Campers "What's in Your Panel?"

File Size 11.8 MB / Running Time 12:58

Podcast Index | How to Listen | Subscribe Via RSS

Meredith Saini, editor of IFR Refresher, interviewed pilots who were camping with their airplanes at EAA AirVenture 2008 in Oshkosh, Wisconsin. She wanted to find out what level of equipment people are using to fly IFR and how that affects their decision-making when dealing with weather. Here's what two ordinary general aviation pilots had to say.

For more interviews and photos from the campground at AirVenture, check out the September 2008 issue of IFR Refresher. You can find subscription information here.

Click here to listen. (11.8 MB, 12:58)

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AVweb Media: Look, Listen, Laugh and Learn back to top 

Video of the Week: Cardinal RG Flight, Seen from a Different Angle

Recommend a Video | VOTW Archive

Sometimes a simple idea leads to interesting footage, and that's definitely the case with our lastest "Video of the Week." AVweb reader Beaux Graham "attached a budget Harbor Freight security camera to the tail tiedown ring ... of our Cardinal RG ... to watch the odd gear-retraction action." Not only did he get a chance to watch the wheels, but he also recorded an unusual perspective on the flight. (Beaux reminds you to "watch for the spray of dirt from the nose wheel just before the plane lifts off":

Don't see a video screen?
Try disabling ad blockers and refreshing this page.
If that doesn't work, click here to download the video directly.

Don't forget to send us links to any interesting videos you find out there. If you're impressed by it, there's a good chance other AVweb readers will be too. And if we use a video you recommend on AVweb, we'll send out an official AVweb baseball cap as a "thank you."

AVweb's AirVenture 2008 Video Round-Up

Original, Exclusive Videos from AVweb | Reader-Submitted & Viral Videos

This year at EAA AirVenture we brought you fourteen video reports over the course of seven days. We realize the news was flying fast and furious during the show, so just in case you missed any of our reports, you can catch them all here. (The main frame contains all of our videos, or you can click over to a particular video if one interests you more than the others.)

Editors' Preview


Rocket Racers

Contest Winner


Bobby Sturgell

ChallengeAir Auction

Don't see a video screen?
Try disabling ad blockers and refreshing this page.
If that doesn't work, click here to download the video directly.

Sean Tucker


Martin Jet Pack



ATC Tower


"A Celebration"
Celebrating their 45th anniversary this September, the National Championship Air Races are the last head-to-head air racing event left on Earth and are the favorite among aviation enthusiasts, worldwide. The event features six high-speed racing classes and a static aircraft show, and this year the USAF Thunderbirds and F-22 Demonstration Team will highlight a fleet of world-class aviation demonstrations. For more information on the National Championship Air Races or to purchase tickets, call (775) 972-6633, or visit AirRace.org.
Your Favorite FBOs back to top 

FBO of the Week: Montgomery Aviation (KGUS, Peru, Indiana)

Nominate an FBO | Rules | Tips | Questions | Winning FBOs

AVweb readers logged some serious time this week, with many recommending FBOs they visited during their travels. Frank Ladd called our attention to Indiana's Montgomery Aviation, which he praises for taking the "big gamble" of opening an FBO location at Grissom Air Reserve Base in Peru, Indiana. KGUS is U.S. Air Force Base recently opened for public use, and, as Frank writes:

It has been a major feat ... for an FBO to go into this location headfirst and start developing a new FBO where no FBO has ever existed in the 70+ years of existance of Grissom Air Force Base. In economically hard times, Montgomery Aviation should be praised for their forward thinking.

If you pass through, stop by and check out Frank's claims for yourself. And in the meantime, congratulations to Montgomery Aviation, AVweb's "FBO of the Week"!

Keep those nominations coming. For complete contest rules, click here.

AVweb is actively seeking out the best FBOs in the country and another one, submitted by you, will be spotlighted here next Monday!

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The Lighter Side of Flight back to top 

Short Final

Here's a story from above the Polar Circle:

I am involved in a voluntary home defense pilot group in the northern part of Sweden. We only fly Cessnas and Pipers on a regular basis, and our pilots are mainly bush pilots, not accustomed to using the radio often. During a training weekend at a controlled airport, we had a landing session, with five or six aircraft in the circuit, and the guy in the tower has a busy time keeping us all sorted out. We then heard the following exchange over the radio:

"Sierra Echo XXX, state your position."

"Aeum ... I'm behind the one in front of me!"

Olle Persson
via e-mail

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More AVweb for Your Inbox back to top 

AVwebBiz: AVweb's Business Aviation Newsletter

HAVE YOU SIGNED UP yet for AVweb's NO-COST weekly business aviation newsletter, AVwebBiz? Reporting on breaking news, Business AVflash focuses on the companies, the products and the industry leaders that make headlines in the business aviation industry. Business AVflash is a must read. Sign up today at http://www.avweb.com/profile/.

Names Behind the News back to top 

Meet the AVwebFlash Team

AVwebFlash is a weekly summary of the latest news, articles, products, features, and events featured on AVweb, the internet's aviation magazine and news service.

The AVwebFlash team is:

Timothy Cole

Editorial Director, Aviation Publications
Paul Bertorelli

Russ Niles

Contributing Editors
Mary Grady
Glenn Pew

Features Editor
Kevin Lane-Cummings

Scott Simmons

Mariano Rosales
Jeff van West

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