AVwebFlash - Volume 14, Number 43a

October 20, 2008

By The AVweb Editorial Staff
Do You Have Enough Life Insurance?
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NTSB Reports Safer Skies back to top 
Sponsor Announcement

NTSB: Aviation Fatalities Down

According to preliminary figures released Thursday, overall transportation fatalities in the United States fell 4 percent year over year from 2006 to 2007 and did include a larger reduction in aviation fatalities. Aviation deaths, specifically, decreased from 784 to 545, with general aviation as the segment's largest contributor. In 2007, nearly 90 percent of aviation deaths were attributed to general aviation accidents. For 2006, 703 of the 784 deaths were attributed to general aviation. For 2007, the numbers show 491 of 545 deaths attributed to GA. The numbers were delivered independent of total hours flown. Overall, there were 43,193 transportation fatalities recorded in 2007 versus 45,085 in 2006. Highway fatalities, the segment that accounts for nearly 95 percent of all transportation deaths, also dipped in 2007 from the previous year. Within that category, however, motorcycle fatalities were marked by a 6 percent increase -- the single largest increase in any specific category across all the included modes of transportation.

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Sudden FSS Closures Raise Eyebrows back to top 
Sponsor Announcement

Lockheed Martin Cites Lower Demand In FSS Closures, AOPA Responds

Lockheed Martin announced Oct. 15 that five satellite flight service stations will be closing in February and AOPA was quick to take exception with the way the change in service was made. "We are extraordinarily displeased that the FAA, which is supposed to be managing this contract, did not consult with its 'customers' before allowing this," AOPA President Phil Boyer said. The FAA told AOPA it wants to work with the association to ensure service meets its contract requirements. But Boyer expressed concern that "some of our members will be incensed" upon notification of the non-discussed closures. For its part, Lockheed Martin said that the closures are the result of improvements to the nationwide network coupled with a reduction in the amount of general aviation pilots seeking use of the FSS system. Reasons for that reduction were not addressed. The specific stations targeted for closure are Oakland, San Diego, Denver, Albuquerque and Macon (Georgia) and Lockheed Martin says incoming calls will be routed to specialists who, regardless of their physical location, are knowledgeable about the particular flight area.

Today, most of those specialists are located in Ashburn, Va.; Fort Worth, Texas; and Prescott, Ariz., where all in-flight and flight data functions are currently routed. None of the parties involved made any inferences that other factors like modern electronic resources available to pilots (in-cockpit near real-time weather services like XM weather), or pilot dissatisfaction with flight service station performance, were yet contributors to a significant reduction in pilots' use of the service.

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Market Watch back to top 

Textron's Take On The Economy -- It's Downsizing

Textron Thursday announced a nearly 20-percent decline in third-quarter profits and plans to shrink its workforce through layoffs and workforce consolidation that along with other measures could save the company $40 million per year. The company's financing division -- which, among other things, provides financing for buyers of new and used Cessna business jets -- showed a 66-percent decline in profits. It earned $18 million where Textron had originally expected $30 million. That reality, plus the uncertainty expressed in the financial markets and credit industry, is countered with another fact: Sales across of most of Textron's businesses rose, including sales of Cessna business jets. Textron Chairman Lewis B. Campbell believes the future economic environment "will continue to be uncertain over at least the next several quarters, but believes "the actions we are taking, combined with our government programs and aircraft order backlog, position us to perform well through these difficult times." Textron's stock lost nearly 80 percent of its value between December of last year and mid-October of 2008.

Hopefully the story for its workers, particularly those laid off from the company's financing division, will read somewhat differently in one year's time.

American Airlines' 787 Dreamliner Deal

American Airlines has entered into a purchase agreement with Boeing for 42 787-9 Dreamliners (with options for up to 58 more), expecting first deliveries in 2012, but its pilots retain the right to have a say in that. The airline believes the up-to-290-passenger, 8,500-nm cruising jet could theoretically operate on every route it currently serves, while allowing it the flexibility to seek new routes as conditions warrant. American has not yet decided on a preferred cabin configuration for the wide-body, or even its engine type. But provisions in the agreement allow the company to not acquire any number of the 42 aircraft if it has not reached an agreement with its pilots union to operate the aircraft. Until then, American will take delivery of 76 Boeing 737-800 aircraft as it continues to phase out its fleet of narrow-body MD-80s. Once expected to fly for the first time in the spring of 2009, program delays and the current strike by Boeing's machinists could set first flight of the 787 Dreamliner beyond the fall of 2010.

A separate airline already on board with orders for 17 Boeing 787-9s and eight 787-8s, Continental had intended to inaugurate its New York-Shanghai service with the aircraft in March of 2009. No firm plans can now exist for a 787 service launch.

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Aviation Safety back to top 

Medical Helicopter Down As Safety Conference Kicks Off

Officials Thursday released the names of four victims killed when a medical transport helicopter crashed in a field in Illinois Wednesday night and as the Association of Air Medical Services prepared for its annual conference held this year on Oct. 20-22. The aircraft came to rest near a newly damaged AM radio tower. As the accident (which may bring the total to at least 12 crashes and 32 killed in the past 12 months) is investigated and safety concerns for the industry deepen, industry leaders will be meeting in Minneapolis to "put a specific focus on safety in air medicine." Safety-related products like night vision goggles, TAWS (terrain awareness and warning systems) and weather services will be highlighted and on display on the show floor, as will risk assessment and safety training programs. A special pre-conference workshop will be under way Sunday afternoon when the Commission on Accreditation of Air Medical Transport Services will also offer a course designed to create a culture of quality and safety. Then, research presentations will be given "on several safety topics all day on Monday." The FAA released its own safety recommendations (not regulations) on June 30.

Wrongful Death At Fly-In Ruling Overturned

A wrongful death suit that originally levied a $10.5 million judgment against the EAA and the Northwest Experimental Aircraft Association (NWEAA) has seen a reversal judgment in a Washington court of appeals. The court found that Don Corbitt was alive in the wreckage of his RV-6A after it crashed shortly after departure at the Northwest Fly-In at Arlington, Wash., on July 7, 1999, but that Corbitt died in the post-crash fire as bystanders attempted to extinguish the flames. The court found that the fire was ultimately extinguished by an Arlington Fire Department truck that arrived on the scene within three to five minutes of the crash. One concern of the lawsuit involved the assignment of responsibility for fire safety at the location of the accident. A common law duty had in a previous judgment been assigned to NWEAA and EAA, along with the multimillion judgment against them. Records from the appeals case now indicate that the fire was ultimately extinguished on property not included in usage areas identified by special use agreements. The court of appeals found that neither NWEAA or EAA controlled the portion of the airport where Corbitt crashed, they were not in control of fire or fire aid personnel and had no duty to provide first aid services to Corbitt "once he had left premises possessed by NWEAA."

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The Greening of Flight back to top 

EPA Sets New Standard For Lead In Air

The EPA has specifically cited airplane fuels among "significant sources of lead" and there is new concern among pilots that engines burning leaded fuel may be targeted by new standards for lead in the air set Wednesday night by the Environmental Protection Agency. The EPA's new limit is the first update since 1978, according to the Associated Press, and sets "a new health standard for lead to slash the amount of the toxic metal in the nation's air by 90 percent." The last update helped phase out leaded gasoline -- the new limit of .15 microgram per cubic meter is ten times lower. Based on air quality data collected from 2004-2006, only 14 counties across the country may be in violation of the new standard when the EPA makes its report in 2011. At this time any future impact of the new standard on general aviation and its use of 100LL fuel is uncertain.

AP reports that the new standard "would require the 16,000 remaining sources of lead, including smelters, metal mines, and waste incinerators, to reduce their emissions." It is state and local governments that will be charge with meeting the new standard. Lead concentrations in the air have declined in recent years, but scientific studies have demonstrated that low level lead exposure is clearly linked to loss of IQ in performance testing.

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News Briefs back to top 

Sporty's Gives Away G1000 Skyhawk

More than 200 people met Jeff Hux at the airport when he came home to Missouri with a brand new G1000-equipped Cessna Skyhawk courtesy of Hal Shevers' Sporty's Sweepstakes. Sporty's has given away at least one new aircraft every year since 1986 and this year's winner received training from a Cessna Flight Industry Training Standards certified instructor, Sporty's own Charlie Masters. (Sporty's isn't just a pilot shop, it also conducts flight training, performs aircraft maintenance, operates an avionics shop and sells new Cessna aircraft.) With training under the pilot's belt, Sporty's then put some hot dogs behind it with a celebratory customer lunch at the company's weekly fly-in, with AOPA's Phil Boyer among those in attendance. Sporty's next sweepstakes winner will be selected in a May 16, 2009, drawing, and will win another brand-new Cessna Skyhawk ... that one will have Garmin's Synthetic Vision.

AVweb's Newstips Address ...

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New on AVweb back to top 

Tails from the Crypt: Making Sense of Salvage

The harsh reality is that parts are becoming scarce, so learn your way around the boneyard.

Click here for the full story.

Let's say you need a part for your airplane -- not a maintenance item like a Brackett foam filter or a spin-on oil filter, but something more exotic, say an elevator trim tab or a new wingtip. The immediate impulse is to order it new through your shop or FBO or get it from one of the discount vendors like Preferred Airparts. The second impulse will be to sit down and steel yourself for the price.

As we reported in the September 2007 issue of Aviation Consumer, finding replacement parts is getting to be an expensive chore. Often overlooked, particularly by owners, is the option of buying a used part from an aircraft salvage yard. Around the country, there are dozens of small and not-so-small businesses that deal in recycled airplane parts.

The list of salvage-part benefits is encouraging. The parts are made to fit, they've already been tested, they're already airworthy and legal and they're ready to ship. Best of all, they cost half (or less) the price of a new part.

The downside is that they're used and sometimes show it, they need to be inspected and may need some repairs or cosmetic work, depending on price. And you usually buy them sight unseen, so what you don't see is what you get anyway.

How It Began

Aircraft salvage is an interesting industry. The modern version of it basically began in the 1950s, started by three entrepreneurs with a great deal of foresight and no small degree of business acumen. These were Terry White, Alan Paulson and Bill Duff. White and Duff are still in the business and are located in Bastes City, Mo., just outside of Kansas City and Denver, Colo., respectively. (See "Contacts" below right.) Paulson dealt mostly with larger aircraft and airliner parts and was based in California. "We started at the right time, what we call the golden age of aircraft salvage. It's changed a lot since then," Terry White told us.

Salvage is also a huge industry, requiring equally large doses of capital, patience and savvy to actually make money. And like aviation itself, the salvage industry has changed significantly over the years and it continues to evolve.

In the old days, salvage usually meant an airplane was damaged and the insurance company would estimate the cost to repair versus the recovery of totaling the piece and selling it to a bidder. In a nutshell, here is how the industry worked: Bids were sent to salvors registered with the particular insurance company. Things like cause of accident, time on the airplane, registration number, avionics and location were given. The salvors then had to determine the value of the salvage, either by inspecting it personally, finding someone locally who knew airplanes to take photos, or getting a description of the piece over the phone.

The wholesale value of the airplane was determined through the Aircraft Blue Book and the salvor would bid the salvage based on what they thought they could sell within a month, usually the engine and avionics, factoring in the retrieval costs, what parts were hot and what they had to store for months or years.

Naturally, the bidder with the most savvy, who knew what questions to ask about the equipment or systems and knew what normally happened to an airplane in a particular damage scenario, would win the bid. Bids were submitted by Telex back then and the winner was notified the next day.

In the 1980s and 1990s, airplane values skyrocketed after Cessna and Piper ceased production. Salvage parts prices followed. Cessna's and Piper's primary income was building parts and -- to cover their monthly nut -- these prices escalated. To keep airplanes flying and to make big bucks, the rebuilding business began to boom. A mom-and-pop industry began to develop, usually people who signed on as salvors just so they could buy an airplane to rebuild or for the parts to keep their personal airplane flying.

This had a dramatic effect on the industry. Neophytes bid salvage way too high either because they were buying emotionally or had to have the piece for parts. Salvage that had formerly sold for $1500 was climbing past $4000 to $5000. The established shops suffered sticker shock and began declining to bid on smaller items.

The claims companies recognized this and had no real devotion to the established companies, so they sold to the highest bidder. This muddied the waters even more, with many bidders being undercapitalized or unable to retrieve the salvage. But the damage was done.

Online Bidding

As the Internet matured, insurance companies began posting salvage for all to see and bid on. They began including detailed information on the salvage as simple marketing took over. This created a bidding frenzy and the established salvors, with the infrastructure and capital to follow through, began avoiding smaller pieces or bidding them out of courtesy, increasing their bids on lots of multiple airplanes or inventories, or on larger cabin-class, pressurized turboprop or turbofan aircraft.

While it might initially seem that this would hurt the larger buyers, it in fact helped them. Bigger, more expensive aircraft meant higher salvage costs, but it also meant that the profit on one aircraft was many times that of buying smaller pieces. While hauling in a King Air or a Citation is more difficult than a Cessna 172, it isn't that much more expensive and one engine is worth $50,000 or more, compared to the Lycoming's $5000 to $9000 sticker.

Similar economics applied to airframe parts. For example, a Citation pilot-side windshield is listed at $90,000 new and could take months to obtain from Cessna. An airworthy part from a salvage yard would cost 50 to 70 percent less and you could get it in three days.

White told us something surprising: "We actually buy more flying airplanes these days. Many are flown right into our strip by their owners," he said. Even if such an airplane was totaled because of severe hail damage, internal parts are usually in excellent condition.

Good Parts?

While some owners are concerned about using a salvage part, particularly on higher performance aircraft and jets, there really isn't much cause for concern. First, the legality of the part, both its integrity and application, is determined by the holder of an IA. The FAA isn't concerned that a part comes off of a damaged aircraft, only that it be inspected according to the FARs regarding that particular part and the damage incurred and that it be approved for return to service.

Realistically, any part that's installed becomes used. The biggest deterrent to using a salvaged part is the emotional stigma of having been part of an accident or, God forbid, a fatality. Superstitious buyers actually do stay away from some of these, but most buyers never know where the part comes from.

A paperwork trail is usually available, listing the aircraft from which the part originated, and the parts seller can often give pertinent times on the total airframe and/or engine. If you know the N-number and are concerned, the FAA will provide a copy of the aircraft's known manufacturing and maintenance information for a small fee. Most modern parts have a part number or some sort of ID imprinted somewhere on the part that doesn't get painted. The installer takes care of the rest.

Liability is a major concern of most salvage companies. As they usually have deep pockets, they try to defer this liability to the installer. Some parts they sell are pristine and others may have some damage, whether structural or cosmetic. This is reflected in the price of the part. Some parts are so rare or expensive from the factory that mechanics or shops will factor in a repair or overhaul.

White Industries, for example, will describe a part over the phone or occasionally take a digital image and send it to the customer. They will remove the part and wash it, but will do absolutely no repairs. The mechanic will inspect and determine if any repairs are necessary and then prepare the part for installation. Expect to have to paint every airframe part since even the whites are worlds apart. White Industries also doesn't warranty a part; rather, they offer a 30-day refundable period.

Radios, Engines

The most popular parts requested from salvage yards are avionics and engines. Avionics can be used in any airplane and engines are common to a number of designs. Salvors handle sales of these items differently, depending on their experience or capabilities. For instance, White Industries only sells avionics to shops or dealers. They've had bad experiences selling to aircraft owners or mechanics because of returns or installation issues. It's simply easier and just as profitable for them to sell to a shop that can test and repair the piece.

One of the leaders in the avionics department is Wentworth Aircraft, who is notably the largest single-engine Cessna and Piper salvage yard in the country, according to a couple of adjusters we know. Started by Steve Wentworth and his father, Chuck, when pop needed parts for his Cherokee, these two auto salvage guys quickly embraced aircraft salvage and today are a large concern.

They elected to forego bidding on all brands and large aircraft and instead focused on singles, notably Cessna 100 and 200 series airplanes, Pipers and Bellanca Vikings. This is because Cessna was the most popular aircraft and Wentworth owned Pipers and a Bellanca Super Viking. When he began flying a Mooney Bravo a couple of years ago, he also began buying Mooney parts. "Besides being in the business, a guy likes to have spares," Steve Wentworth told us.

As big companies dwindled and salvage prices climbed, Wentworth soon found that they were being awarded more and more Beechcraft equipment bids, particularly Bonanza and Baron salvage. They also own a number of Robinson helicopters.

Over the years, they've occasionally purchased other brands and more recently have become the top buyer of Mooneys and Beechcraft Bonanzas and Barons. They are located in the Minneapolis area and the company has a highly visible presence at Oshkosh every year.

Being the largest small, piston-aircraft salvage company, Wentworth always has a huge supply of avionics and they have their own radio shop to bench test each unit for go/no go. They use the shop to green or yellow tag an item if the owner wishes to pay the fee. Usually, an owner will have his own shop check out the part or unit, a more conservative approach.

Salvage companies are also in a position to buy huge inventories of new surplus items. Duff Aircraft once purchased the entire remaining Beech 18 and Pratt & Whitney inventory from Beechcraft. Duff also specialized in Cessna O-2s, having sold dozens of the retired military version of the Cessna 336/337.

Salvage and the Internet

The Internet has had a huge impact on the salvage industry, especially for buyers. First, it's easier for a shopper to find an outlet and perhaps view inventory or at least email a query. Second, an individual can bypass the dealers and view and bid salvage directly. Further, you can buy or sell anything if you find the right spot. We Googled aircraft salvage parts and got 916,000 hits.

The Internet basically allows anyone with the desire and capital to get into the industry. Besides the yards themselves, there are a number of sites that will find a part for you, using their own protocols to search inventories. Indeed, about anything can be found with the right combination of search words and patience.

EBay is one of many sites that does a lot of aircraft parts business and while most of the experiences are positive, when you get taken, you may get taken big. Example: An IO-360-C1C6 was put up for auction. It was advertised as having 1100 hours, but had had a prop strike, and the crankshaft wasn't guaranteed. High bidder was $4700. The high bid was based on the value of the engine and estimated overhaul costs, including a new crank and freight.

When the engine was received, it was strapped to an open pallet, all steel hardware was corroded, and the crank and pistons were rusted tight. The case had a fist-sized hole in it, the sump had been torn from the case and the accessory case was damaged where the sump had been attached. There were no accessories.

With the serial number in hand, the buyer discovered that the engine had been involved in a fatal ground impact. The engine was totally misrepresented, but had definitely had a prop strike and the seller refused to negotiate. The FAA had no recourse and eBay could do nothing. (Where possible, pay with PayPal or a credit card, so you'll have some recourse.)

Another eBay story involved an Aerostar that was located at a salvage yard. It had been placed on hold with a 10-percent down payment and immediately put on eBay with a reserve higher than the price. When the bid time was over, the successful bidder was asked to pay for the item with certified funds. Before doing this, he wisely ran a title search and discovered that the airplane was actually still the property of the salvage yard, whom he called.

While he was on the phone with the president of the salvage yard, the seller called the yard to arrange payment. The seller was basically making himself a broker without informing the other two parties. He was in a no-lose situation. This story illustrates how buyers and sellers lurk in the shadows on the information highway.

Caveat Emptor

Does the buyer have to be wary when buying aircraft salvage? In general, high-profile companies are conservative to a fault and will err on the safe side rather than shooting for the long dollar. Still, it's the salvage business and dealing in high-dollar parts can yield seductively large profits that may tempt some companies to pick, pack and ship without having accurately represented the parts.

Then there are people who get into the business because of the high profit potential and who may be uninformed, naive or simply blinded by the money. These may be honest individuals who simply haven't the capital or the expertise to be successful in such a highly esoteric field, either from the buying or the selling end. It's detailed work, categorizing and documenting parts and it requires the same acumen as any other business.

Buying Advice

Be wary of one-man shops or businesses that seem to put all of their resources on their Web site. If they don't get right back to you, go somewhere else. Surely, the best way to protect yourself is to purchase items with a credit card that at least provides some protection against fraud. Large ticket purchases may make this impractical or impossible.

Duff, White and Wentworth all agree that a transaction totally via the Internet is rare. People seem to want more personal contact when buying a part and in the majority of cases, parts are bought by a shop or a mechanic who has a relationship with a particular salesman and likes the opportunity to schmooze. You can tell a lot about a business by talking to its people and we think phone contact is a good idea.

An owner who needs to keep an airplane flying and trusts the FAA inspection process can save a ton of money buying from a salvage yard. We didn't even touch on aircraft models that are no longer manufactured or supported, such as Commanders, Grummans, a number of ag planes, helicopters and so on. If it ever flew, there's going to be one in a yard somewhere.

We also haven't considered homebuilts. Most avionics, instruments, wheels and brakes, engines and propellers for homebuilts come from salvage yards. Terry White told us that his inventory of Continental engines is huge compared to Lycomings, simply because more homebuilts use Lycoming engines. The reason that Wentworth carries truckloads of items to Oshkosh is to service the homebuilt market.

So whether new or classic, certified or Experimental, an airplane will need something at some point and a resourceful, budget-conscious owner will do well to consider salvage parts. Don't let the word "salvage" confuse or sway you. Think of the realistic prices and the availability. Think used, think recycled and think frugal.

More aircraft repair and prevention articles are available in AVweb's Maintenance Index. And for monthly articles and reviews of aviation products and services, subscribe to AVweb's sister publication, Aviation Consumer magazine.

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Your Favorite FBOs back to top 

FBO of the Week: Homestead Executive Jet Center (X51, Homestead, FL)

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

AVweb's "FBO of the Week" ribbon goes to Homestead Executive Jet Center at X51 in Homestead, Florida.

AVweb reader Skip Weld has been there twice and found them to be an outstanding FBO on both visits, going "far beyond what a normal good staff would do":

They have offered to stay late or open after hours ... [even] offering me the code for the pilots room so I could wait out bad weather in comfort. When I was too tired to fight bad weather, they made sure I got into a reasonably priced hotel at a good price, made sure I knew where to eat, and picked me up the next morning and brought me to the airport. All because I filled up with fairly-priced self-serve gas. (They also have full serve.) It is clean and neat [and] doesn't have gold-colored fixtures in the bathroom! ... I will be back every time I am going to the Homestead race track.

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!

Attention, Turboprop Operators! Reserve October 28-30 on Your Calendars
Turboprop Expo 2008, October 28-30 in Scottsdale, AZ, will offer specialized programs including seminar tracks for airframe and turboprop engine topics as well as operational and ownership information. Dr. David Strahle will present his informative and acclaimed seminar: Understanding Nexrad Imagery. Enjoy the relaxing surroundings of a classic resort and network with industry leaders at Turboprop Expo 2008. For more information and to register, visit online.
AVweb Media: Look, Listen, Laugh and Learn back to top 

GAMA's Jens Hennig on the Countdown to ADS-B

File Size 7.2 MB / Running Time 7:54

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As AVweb reported recently, the general public is awakening to the benefits of ADS-B. Just as that's happening, the industry is finally making headway on agreeing on a technical standard, as explained in this podcast with GAMA's Jens Hennig.

Click here to listen. (7.2 MB, 7:54)

Video of the Week: Cessna Citation Overruns the Runway ... And Dives Into the Water

Recommend a Video | VOTW Archive

Before we share our latest viral video find, a hearty "thanks" goes out to all the RC enthusiasts who read AVweb and sent us links to RC-airplane-mounted camera videos this week. We've saved a few of them for future issues, but we got a kick out of all of them. (And now we know a few new search terms to help us find RC videos on the web!)

Getting down to the business at hand, this week's video clip documents a rather unusual botched landing that we reported on a while back. An AVweb reader recently sent us a link to the Flight Safety Foundation page about the incident (in which a Cessna Citation CJ2 overran the runway and plunged into water), where we found the following video:

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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 NBAA Convention 2008 Video Round-Up

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

In case you missed any of our videos from the 2008 NBAA Convention & Trade Show in Orlando, Florida, you can watch all eight of them (plus two shorts you may find interesting) right here. Just use the arrows at the right and left sides of the player to choose your video.

Video coverage of the 2008 NBAA Convention & Trade Show has been brought to you by Bose Corporation and WxWorx XM WX Satellite Weather.

More AVweb exclusive videos can be found at http://www.avweb.com/video.

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

Related Content:
Want more AVweb media from the show?
Click here for podcasts from NBAA 2008.

Fly (or Drive) Somewhere! Use AVweb's Calendar of Events
Air shows, seminars, conferences, club events, fly-ins, pancake breakfasts, and trade shows are all featured on AVweb's Calendar of Events.

If you have an event you want folks to know about, post it at no cost!
The Lighter Side of Flight back to top 

Short Final

Overheard in IFR Magazine's 'On the Air' Section
Overheard in IFR Magazine's "On the Air"

Heard at Gainesville, Florida Airport:

"Gainesville Tower, Cessna XXXXX, seven west with Tango."

"Cessna XXXXX, cleared to land, Runway Six."

"We'd prefer Runway One Zero. We have some passengers to drop off at the terminal."

"Cessna XXXXX, you can't do that. You have to use the general aviation FBO."

"We called ahead, and they said we could drop them off as long as we stayed clear of the gate."

"I don't know who told you that, but I'll ask the airport manager."

Later ...

"Cessna XXXXX. I'm sorry, but you can't taxi to the terminal. However, if you'd like, I can clear you for a low approach, and your passengers can jump out as vou fly by."

Cessna (laughing):
"How about I just use Runway Six?"

Peter Schoaff
via e-mail

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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/.

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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

Jeff van West

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