AVwebFlash - Volume 14, Number 45b

November 6, 2008

By The AVweb Editorial Staff
 
Fly With Bose® Aviation Headset X
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Purchase by December 31, 2008 and receive a complimentary pair of Bose in-ear headphones ($99.95 value). Learn more and order.

Quotes reprinted with permission: Professional Pilot, 2007 Headset Preference Survey, 12/07; Aviation Consumer, 8/07.

» Bose Corporation is an official sponsor of
AVweb's AOPA Expo 2008 coverage. Please visit them at
booth #1320 to see the Bose Aviation Headset X® in action!
 
On-Site Coverage of AOPA Expo 2008 back to top 
 

Cirrus Adds Enhanced Vision

Six months after introducing the Perspective avionics package with integrated synthetic vision, Cirrus Design has added the Max Viz 600 infrared enhanced vision system to the package. The new system was announced at AOPA Expo in San Jose. The display is integrated into the 12-inch multi-function display and can be shown at full-screen size or simultaneously with Smart Taxi airport mapping function or the moving map. Meanwhile, the synthetic vision component is running on the PFD, giving the pilot both views to compare. "It really is a stress reliever, especially in night operations," said Cirrus Market and Product Strategy Analyst Matt Bergwall.

The system's camera is mounted in a pod under the left wing. It has sensors for both ambient and infrared light and the two images are merged in the display inside. The system is available immediately on production line aircraft and existing airplanes can be retrofitted at Cirrus Service Centers. It costs $14,900.

 
Inflight. Every Flight.
XM WX Satellite Weather has quickly become the leading way to fly for pilots across the country. And now, with Aviator Pro, the brand-new weather data package from XM WX, pilots have an even better reason to fly with the datalink weather leader — inflight and every flight. Click here to learn more about XM WX's new suite of weather data and Aviator Pro.

» XM WX Satellite Weather, the top provider of pilot wx data,
is an official sponsor of AVweb's AOPA Expo 2008 coverage
Please visit them at booth #908 to learn more.
 
More New Products from AOPA Expo 2008 back to top 
 

Avidyne Announces Enhanced Weather Package

Avidyne says it now offers the most comprehensive onboard weather products package with the launch of the Entegra Wx Series. The company announced the further development in its weather products as AOPA Expo was getting under way in San Jose, Calif. The system will comprise "the newly-TSO'd MLX770 Two-way Datalink Transceiver and the MLB700 Broadcast Datalink Receiver serving worldwide WSI InFlight® datalink weather, as well as Avidyne's TWX670 Tactical Color Lightning System providing real-time on-board weather detection," according to a company release.

Avidyne CEO Dan Scwhinn said Avidyne expanded its relationship with weather data provider WSI to offer the world-wide coverage in the new system. "...we have orchestrated a suite of sensors and data services that position Avidyne as the single-source worldwide weather solutions provider for general aviation," said Schwinn. Avidyne also announced a new warranty program extending coverage on its products.

 
Zulu's Gone Wild in San Jose!
AOPA Expo attendees are coming to Lightspeed's booth (#226) with reviews in their hands, wanting to see the difference for themselves. No doubt about it — for comfort, quiet, and sound quality, it's Zulu! If you're at AOPA Expo, come by for a Zulu demonstration. If you couldn't make it this year, go to Lightspeed online for all the reviews.

See for yourself why Zulu is Aviation Consumer's "Headset of the Year" 2008.

» Lightspeed Aviation, maker of the Zulu ANR headset,
is an official sponsor of AVweb's AOPA Expo 2008 coverage
Visit them at booth #226 for a Zulu demonstration!
 
Mooney the Latest Manufacturer to Join Slowdown back to top 
 

Mooney Temporarily Halts Production

On the day before the start of AOPA Expo 2008 in San Jose, another manufacturer announced production curtailments. Mooney Airplane Company spokesman Dave Franson told AVweb that production is being scaled down to balance the current inventory of unsold airplanes. The company laid off 229 of its existing 320 employees, virtually all of them on the production floor. "These are temporary adjustments and they only affect our manufacturing operations," Franson told San Antonio Business Journal. "So our (other operations) will continue to operate normally and be staffed at the normal level. There will not be any change to existing or potential customers and we will deliver airplanes as scheduled."

The sudden downturn in the economy is being blamed for the lack of orders and that meant the company didn't give the workers the notice required under Texas law. "These unexpected and unforeseeable conditions are beyond Mooney Airplane Company's control," Gowens said in a letter to the Texas Workforce Commission. "It was impossible for Mooney Airplane Company to predict this sudden collapse in demand at the time when notice would have been required." The factory will start up again when orders justify it, Franson said.

 
Ever Wish You Could Flip a Switch and Turn IFR Visibility into VFR?
To find out more, go to True Flight.

» True Flight brings the most information to your displays and
is an official sponsor of AVweb's AOPA Expo 2008 coverage.
 
At the AOPA Expo ... back to top 
 

Upset NAFI Members Plan AOPA Meeting

A dissident group of members of the National Association of Flight Instructors (NAFI) will hold a meeting on Friday at AOPA Expo in a bid to force "sweeping changes" to the governance of the organization. The group, calling itself Take Back Our National Association of Flight Instructors Committee (TBO NAFI) claims in a news release issued last week that the forced removal of two members of the board, JoAnn and Sandy Hill, focused "long-due attention on the broader governance issues plaguing the NAFI Board." The NAFI board responded with a resolution to undertake "a thorough revision" of the organization's bylaws before its next board meeting. But that isn't good enough, according to the new group.

In an entry on the TBO NAFI Web site the group says the proposed timeline is unacceptable and that the new bylaws "must include provisions for the entire Board of Directors to be elected expeditiously by the membership." It's also demanding that once the new bylaws are passed that the existing board immediately resign. The group says its fight is not with EAA, which has a close relationship with NAFI. The meeting will be held in Salon II of the Marriott Hotel Ballroom. The hotel is part of the convention center complex.

FAA Medical Officials On Hand

Any pilot who has been grounded by a surprise medical condition knows the FAA's cure is sometimes worse than the disease. The complex and often ponderous special issuance process is frustrating and anything but fast. If you're facing a medical issue requiring special issuance, you might be able to fast-track your application by attending AOPA Expo in San Jose, California. AOPA has arranged to have Dr. Warren Silberman, the FAA's chief of medical certification and Dr. Fred Tifton, the federal air surgeon, at Expo to accept records and applications. AOPA's Chris Dancy told AVweb that they won't be able to process cases on the spot, but getting your records into the FAA workflow will fast track your application. For more, see this podcast.

 
Untie Your Dreams at 235 Knots
Leave the runway at 1,400 vertical feet per minute. Climb to 25,000 feet. Cruise at 235 confident knots. Nothing releases a pilot's passion for flight like the Cessna 400, the world's fastest fixed-gear aircraft. It's more than speed that makes the Cessna 400 such a pleasure to fly. There's the sophisticated stylish cabin, glass cockpit, side-stick control, and the head-turning gorgeous looks. Looks like Cessna is in the fast business. Go online for all the details.

» Cessna Aircraft, the company behind the speedy Cessna 400,
is an official sponsor of AVweb's AOPA Expo 2008 coverage.
Visit them at booth #417 to see your dream aircraft in person!
 
Search for Fossett Draws to a Close back to top 
 

Steve Fossett's Death Confirmed

With the recent discovery of the wreckage of the Decathlon that Steve Fossett was flying when he disappeared last year, it seemed certain that he had failed to survive, but DNA tests on two large bones found near the site now have confirmed that Fossett perished on that remote California mountainside. Local officials announced on Monday that the test results were conclusive. The bones were found about a half mile from the crash site, along with a pair of tennis shoes and Fossett's Illinois state driver's license, which showed evidence of animal bites. "It's finally over, and now maybe Mr. Fossett's family can get some closure," said Erica Stuart, spokeswoman for the Madera County sheriff's office. Fossett and his airplane vanished on Sept. 3, 2007, after he took off from a private landing strip in Nevada. According to the San Francisco Chronicle, investigators now suspect that Fossett was caught off guard by "tricky wind patterns" found in that part of the eastern Sierra and slammed the airplane into a granite wall. The NTSB has collected the wreckage and is investigating the crash but has not yet published any determination of the probable cause. Fossett's widow, Peggy Fossett, released a statement. "I am hopeful that the DNA identification puts a definitive end to all of the speculation surrounding Steve's death," she said. "This has been an incredibly difficult time for me, and I am thankful to everyone who helped bring closure to this tragedy."

 
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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.

 
Introducing AV8OR™ from Bendix/King by Honeywell
The AV8OR is the portable and affordable GPS built specifically for pilots, by a company that knows pilots. With navigation routing, planning and weather information for the aircraft and the automobile, the AV8OR uses aviation software and symbology pilots understand. Its 4.3-inch touch screen is larger and easier to read than competing GPS systems, with an intuitive interface derived from the pilot-friendly, panel-mounted Bendix/King multi-function display systems. For more information, go online.

» Bendix-King (Honeywell) is at the AOPA Expo in San Jose.
Visit them at booth #327 for a demonstration of the AV8OR™.
 
New on AVweb back to top 
 

Spark Plugs

It doesn't get much more essential for getting rated engine performance than a properly functioning set of spark plugs.

Click here to read this maintenance article.

Spark plugs. Those pricey little fire-starters screwed into each cylinder can tell you much about the health of your engine and perhaps about your operating technique. Like anything else, learning to remove, read and reinstall spark plugs takes some knowledge and practice, but it's something that's well worth your effort. It is definitely not the same as dealing with automotive plugs, so you may have some things to both learn and unlearn.

The list of tools you will need begins with a six-point, deep-well socket and socket wrench, and a 7/8 or 5/8 open-end wrench, depending on spark-plug type. (The special, very expensive, Champion spark-plug socket is nice to have because it's magnetic, extra deep and also designed to protectively cradle the plug.) You also need a torque wrench (3/8 drive is the best all-around choice), and an inexpensive plug sandblaster (or, better yet, access to a high quality blaster/tester) with proper blast media.

You will need cleaning solvent such as methyl ethyl ketone (MEK) or acetone for cleaning the firing ends and cigarettes, and some anti-seize compound for the plug threads. Don't forget to buy new or use annealed plug gaskets, since reusing the old ones without annealing them is a no-no, and definitely asking for cylinder-gas leakage.

Lastly, get a plug tray if you don't have one, or make one. They are ridiculously priced for what you get but some form of tray is an absolute necessity. It will allow you to easily keep track of which plug goes where (so you can use the plug to help determine cylinder health) and to avoid dropping one off the bench. A dropped plug is a throwaway every time it happens. The plug internals and tip are too delicate to tolerate dropping of any sort, and a crack in the ceramic is not always readily apparent ... but your engine will know very fast, to its detriment.

The Terminator

Spark-plug terminal ends and ignition-lead connectors should be examined every time you have cause to disconnect them. Whether it's to change plugs, do a compression check or just to get the ignition lead out of the way to make some other job easier, take a minute to eyeball both the terminal well and the ignition lead.

Start by examining the lead terminal. Those "all-weather" terminals on 7/8-inch plugs feature an insulator sleeve that has an exposed edge. Look closely at this edge and the cigarette for signs of carbon tracks. These will look like pencil lines that can run across the width of the end of the insulator sleeve. If you find any, chances are the lead connector is defective, permitting electrical discharge (which produces the carbon tracks) to the metal part of the spark-plug shield, allowing an alternate voltage path to ground.

Essentially, this is a form of misfiring. Chances are you may have noticed some indication of this occasionally during high-power engine operation (like takeoff and climb), or it may have only been occurring during high-altitude operation where the air's insulating properties are reduced. Oddly enough, sometimes a defective connector only shows up after installing new plugs. This sort of thing is often responsible for pilot reports of high-altitude misfire that can't be reproduced by the mechanic during ground runs. Minute examination of the magnetos, which are generally the first suspect when the words "high-altitude misfire" are uttered, will come up with nothing amiss.

Faced with apparently perfect mags and a condition that doesn't show up on ground runs, owners can wind up going through several cycles of bringing the airplane back with the same complaint. So make sure you take a look at the terminal leads first if misfiring is the complaint. They're a lot cheaper and easier to get to than the mags or harness.

Check the length of the contact springs at the end of the leads while you've got the lead in your hand. Short springs that prevent a positive contact between the contact spring and the contact point in the plug may also produce misfiring symptoms. Please replace them if they are burned shorter; don't try physically stretching them to last a little extra time. It doesn't work well, and springs are cheap. The spring contact surface can be smoothed up with 320-grit sandpaper if they are a bit rough or pitted.

Usually, any misfire due to short contact springs will occur under strenuous conditions, but in extreme cases it may show up at even low power levels with a lean mixture.

Avoid handling the cigarettes bare handed, once they have been cleaned. The oils from your hands can lead to carbon tracking and misfiring. If the cigarettes look a little dirty or you manage to get your greasy fingerprints on them, clean them up with some MEK or acetone. Acetone is often much easier to find under the stricter EPA rules. Acetone is a less "powerful" solvent than MEK, but does the job. The idea is to avoid leaving any solvent residue behind. The "stronger" solvents like acetone and MEK tend to flash off quickly (polluting the air), but leave no residue.

Check the well at the bottom of the insulator around the contact cap. If you see black, soot-like deposits, chances are extreme temperatures have baked the ignition lead's insulation at some point. If this is the case, start looking for the source of the excess heat. It may be the cylinder baffles near that plug aren't seating right, or the baffles are damaged or even missing. If it's a plug that's near the exhaust, check for possible leaks around the stack flange that could be torching the plug.

The Firing Squad

Most any plug you pull out of a cylinder is going to have deposits of some sort on it. Brownish-gray or a gray tinted with a little red is perfectly normal for most plugs. Sometimes, depending on the type of operation the engine is used for, you'll see other color combinations, but as a general rule, gray is the color of choice.

Autogas, where approved STCs exist, is clearly superior here, minimizing plug deposits since the lead in 100LL is the biggest cause of the formation of deposits. Autogas can, however, promote lots of soot in the exhaust system from the automotive additives it contains. Autogas has many, many variations in make up, depending on where in the country that you are. No ethanol allowed.

Dull, smooth, black deposits indicate lead/carbon fouling. Obviously, incomplete combustion is the usual suspect, but improper operation of a cold engine (like jamming the throttle open) can produce the same thing. Don't be surprised to find these sorts of deposits after prolonged taxi (without leaning) particularly on a cold, wet day.

On the other hand, don't be too quick to shrug these deposits off as poor operating technique or a bad day. That plug may be trying to tell you it's time to do a compression check (a weak jug will produce these deposits). Or it may mean that the primer system needs attention. (Primer systems can leak fuel into the cylinders when it's not supposed to. Dieseling at shutdown is one example.)

If you find both plugs in one cylinder with these deposits, chances are that jug is starting to use too much oil. If you've been experiencing some apparent "lead fouling" on one jug before the first flight of the day and have been finding it getting steadily harder to burn off, do a compression test and a borescope check. That jug is probably on the way out, with ring problems leading the way.

If the plugs have black deposits with a rather glazed look to them, and maybe the deposits are kind-of irregular, the problem might be behind the control yoke. This type of deposit is usually associated with prolonged idle operation followed by jamming the throttle open. The solution is simple: Don't do that. Using TCP (tricresyl phosphate) helps reduce fouling in cruise, but not so much for idle-induced fouling where plug temps are low. This is where ground leaning is the preferred method to reduce fouling.

Maybe your plugs have an orange-yellow glazed appearance on the insulator tip. This indicates a plug that's been running too hot and the cylinder it's installed in has probably been mildly detonating. (Don't expect that you will hear detonation in an aircraft engine.) Improper leaning may be the cause here, but further investigation is merited. You may be looking at a problem like a clogging injector.

Plugs that have an ashen look to the insulator can indicate severe detonation and/or pre-ignition. Also, there will be no deposits on the plug, since they will have been fried away by the intense heat. The extreme temperatures associated with this also produce some other interesting effects. For example, on fine-wire plugs, the side electrodes will become blued or take on a bluish-gray appearance. Massive-electrode plugs have been known to experience center electrode meltdown, with copper running out. If you find plugs that look like this, major engine problems are underway, and immediate (as in, before further flight) investigation is required. Borescope the affected cylinder, and if you're the least bit suspicious, pull it. Piston damage and possible ring breakage, if it hasn't already occurred, is going to be imminent. You're looking for both damaged components and for the cause of the detonation. Your problem is severe, so waste no effort in getting to the bottom of it.

Oil-soaked plugs indicate oil is getting into the combustion chamber beyond what the plugs can handle. An oily bottom plug may be the start of ring wear, but is quite common as the engine wears. Gravity at work contributes to this condition. When the oil gets to the top plugs as well, then the situation is beginning to get to the point where you will need to stem the flow of oil.

Ignoring this significant oil fouling can lead to broken rings if it gets bad enough to foul the ring lands. Don't carry oil cases around; instead, fix the problem properly.

With respect to bad deposit build-up, it can be from plugs that are too cold for the heat range you need, or too much lead in the fuel -- i.e., 100LL in an 80-octane engine. Today we don't have much choice in the grades of fuel available, so we compensate with optimal plug selections, ground leaning, and TCP use.

Clean, Gap, Bomb-Test

To minimize blast time, which can take hundreds of hours off the life of a plug, first clean the plug firing ends about an inch deep in solvent. You don't want it all the way into the plug-firing cavity. Solvent dissolves surface deposits and carbon.

Follow this with a purpose-made electric vibrator cleaning tool (preferably) to get more stubborn deposits off, and be careful not to damage the ceramic. You can use a dental type pick, but this is painfully slow and less effective.

Now it's time for a blast. Be quick about it: No prolonged blasting, as it takes the life out of the plugs very fast. Five seconds with a rotating motion of the plug to hit all the areas in the plug firing cavity with the blast. Be sure no sand is left jammed in the plug or you will have a surprising, huge, mag drop at first run-up. Use a magnifier. The massive electrodes in this type of plug really restrict access into the well, and that's why rotating the plug while it's in the blaster helps. If the first five seconds don't clean it, then give it five more.

Check the electrodes for acceptable wear and verify the gap is OK. If you need to change the gap, have an A&P show you how the first time. Massive-type plugs and fine-wire types need different tools and techniques for gapping work. (You should not try to bend electrodes back out if closed too much; they tend to work-harden and snap.)

Now do a bomb test. The device for this is found in the same high-quality, FBO-type machine that also cleans the plugs. This subjects the plug to a simulated compression condition that it will see in the cylinder. A plug that fires fine in open air may fail in compressed air conditions in the cylinder -- thus the need to bomb test for a more realistic function test.

Other Problems

Occasionally, you may find a spark-plug base gasket (the copper ring) that has black deposits on it. Usually, this indicates a loose or improperly torqued spark plug, which allowed exhaust gases to escape around the gasket. It may mean the plug hole suffered thread damage, so check for that. The steel inserts in the aluminum cylinder need to be cleaned, or at least checked at every plug removal.

Debris can build up from carbon deposits and prevent the plug from seating all the way into the cylinder, or just cause a false torque reading. A toothbrush can be used with a very light coat of grease on the bristles to keep carbon or other bad stuff from dropping into the cylinder and causing worse problems than fouled plugs.

It is not a good idea to use a thread chaser to clean the thread insert because the thread chaser can back it out. It's a good idea to blow out the plug wells with compressed air prior to plug removal. This helps assure no debris remains in the plug well.

False Economy

Loose plugs may also be indicative of a bad idea of saving the cost of plug gaskets by reusing them. Don't do it; consider the potential damage from reusing gaskets. When a gasket is first used, it takes a set to the plug/cylinder insert and work hardens -- even copper. When reused, a gasket will not properly conform to its new home. If you try to over-tighten to "make it reform by cold working," in all likelihood you will end up with a stuck plug that brings out the plug insert from the cylinder head with it. If you buy "cheap" plugs that come with a folded-metal spacer instead of a copper washer, throw the spacer away and use a copper washer. If you must save a bit of money, anneal the used gaskets by re-heating in an oven for 15 minutes at 300 degrees F. Just don't let your spouse catch you using the family range.

A spark plug with a cracked insulator tip may mean serious cylinder distress is in the offing. If both plugs from one cylinder have cracked tips, investigate further. If it's just one plug, chances are that plug was mishandled in gapping or installation.

Installation

Based on the plug condition, you may want to go up or down the heat range. Just check the approved plugs for your engine in the Type Certificate Data Sheet. You can also check the engine-maker's service bulletin. They usually have an approved spark-plug list.

An experienced A&P can be a great help in diagnosing plug condition and what the plugs tell you about your operating technique, your engine health and the operating conditions.

Always use the recommended anti-seize, and never, ever, get it anywhere on the plug tip, electrode or firing area, as the anti-seize is also an effective anti-fire for the plug. Use it sparingly and not on the first three threads or so of the firing end. But never skip anti-seize for fear of causing a misfire, because the plug will be difficult to nearly impossible to remove. And don't use engine oil in place of anti-seize.

Always use a torque wrench and six-point socket to install plugs. It's no fun to blast combustion gases past the plug from under-torquing or to back out the heli-coil steel insert from overdoing it. Those mechanics with calibrated elbows need not worry. Tip: It's often best to start the plug with your fingers to make sure you don't cross-thread the plug.

When tightening the ignition-wire cap hex, hold the plug hex to prevent additional turning of the plug in the cylinder. Don't over-tighten the hex nut. That makes for easy removal next time, and avoids the twisting of the lead. Be sure all leads are properly secured all the way to the mags. It helps avoid crossfire and lead chaffing.

Last, don't forget to rotate the plugs. This helps to assure even electrode wear due to the alternate polarity firing in the standard factory-mag setup. See the simple rotation diagrams. They are different for four and six cylinders.

Fine-Wire Plugs

What are the advantages of fine-wire plugs? The primary advantage is that they will fire much more effectively in oil, but they cost several times more than massives. So if you have an oil-burning cylinder or cylinders, or the bottom plugs constantly need re-cleaning soon after cleaning, a fine-wire plug may give you relief ... at least some relief, but only for a while. It only helps the symptom, not the cause. And yes, you can mix both fine wires and massives.

There is another reason to use fine-wire plugs. A while back, RAM Aircraft did a study with fine-wire plugs in remanufactured engines in their aircraft, primarily Cessna twins with TCM TSIO-520 550 series engines. They found a measurable improvement in fuel consumption compared to massive plugs. The improvement required an increase in plug gap beyond the recommended limit to maximize savings, but even at the maximum recommended approved gap, some savings in fuel was made.

RAM felt the savings were more than enough to offset the higher price of fine-wire plugs over the engine life. It's also recommended to use only the single-electrode version, as they scavenge more efficiently.



More aircraft repair and prevention articles are available in AVweb's Maintenance Index. And for monthly articles about aircraft maintenance, subscribe to AVweb's sister publication, Light Plane Maintenance.

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AVweb Insider Blog: TSA's Dangerous New Proposal

Slowly but surely, the TSA is chipping away at the freedom of movement general aviation flying represents. And that's why you need to comment on its latest proposal, says Aviation Safety Editor-in-Chief Jeb Burnside in the latest installment of our AVweb Insider blog.

Read more.

 
Precise Flight: Hidden in Plain Sight
With design capabilities as varied as the number of aircraft models available, it's easy to find at least one device manufactured by Precise Flight in the cabin, cockpit, or body of any aircraft on the market. In fact, integration is a key characteristic of Precise Flight's operating code. Learn more online.

» Precise Flight is at the AOPA Expo in San Jose.
Visit them at booths #1834 & 1836 to learn more about products for your aircraft.
 
AVweb Audio — Are You Listening? back to top 
 

AVweb's AOPA Expo 2008 Podcast #1: Sneak Peek — Fast-Tracking Medical Issues, the New Pres, Sweepstakes, and More

File Size 7.1 MB / Running Time 7:43

Podcast Index | How to Listen | Subscribe Via RSS

Got a medical issue you're worried about? If you're attending AOPA Expo in San Jose, California, bring your records. Dr. Warren Silberman and air surgeon Fred Tifton will be there to help fast track special issuances. AOPA's Chris Dancy told AVweb that they won't be able to process cases on the spot, but getting your records into the FAA workflow will fast-track your application.

Plus: Meet the new president (Craig Fuller, not Barack Obama), the popular "Let's Go Flying" outreach seminars, and a chance to win a Piper Archer II — all at this year's Expo.

This podcast is brought to you by Lightspeed Aviation, makers of the Zulu ANR headset.

Click here to listen. (7.1 MB, 7:43)

AVweb's AOPA Expo 2008 Podcast #2: Talking Weather with Bob Baron — More than Just Small Talk

File Size 7.3 MB / Running Time 7:56

Podcast Index | How to Listen | Subscribe Via RSS

Bob Baron is godfather of datalink weather. Not content with putting wx reports in the cockpits and pockets of pilots across the globe, his company (WxWorx) is developing a host of new products to make flying easier in the busy modern skies.

This podcast is brought to you by WxWorx XM WX Satellite Weather, the premier weather provider for pilots.

Click here to listen. (7.3 MB, 7:56)

AVweb's AOPA Expo 2008 Podcast #3: Why Is News Coverage of GA So Haphazard? We Put the Question to Max Karant Award Winner Paul Moses

File Size 8.5 MB / Running Time 9:15

Podcast Index | How to Listen | Subscribe Via RSS

We've all seen GA stories reported on the local news and in the hometown paper that made us cringe. Aviation stories in the lay media are often inaccurate or unintentionally misleading, and we (specialists, professionals, and aficionados) have a hard time understanding why the media can't get it right. In this podcast, we put the question to someone who knows — Paul Moses, a CBS journalist attending this year's AOPA Expo to receive the Max Karant Award.

This podcast is brought to you by Bose Corporation's Aviation Headset X™.

Click here to listen. (8.5 MB, 9:15)

 
Aircraft Financing to Fit Your Needs
AirFleet Capital offers a competitive and experienced approach to each and every loan program by focusing exclusively on aircraft financing. AirFleet Capital provides exceptional terms coupled with personal service and a long-term commitment to support the business and shared passion of aviation. From Light Sport Aircraft to VLJs and Business Jets, AirFleet Capital has a loan program to fit your needs. Call an AirFleet Capital financing specialist at (800) 390-4324, or request a quote online.

» AirFleet Capital is at the AOPA Expo in San Jose.
Visit them at booth #233 for a complimentary quote.
 
AVweb Media: Look, Listen, Laugh and Learn back to top 
 

AVweb's AOPA Expo 2008 Video #2: Infrared Enhanced Vision System (EVS) for the Cirrus G3

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

You can now own a state-of-the-art Maxviz forward-looking infrared enhanced vision system in your Cirrus G3 — and that sounded so appealing to us that we had to make time to fly with one during the AOPA Expo in San Jose, California. Join us for a quick introduction to the system and its benefits. (Video by Glenn Pew.)

This video is brought to you by Lightspeed Aviation and WxWorx XM WX Satellite Weather.


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.

AVweb's AOPA Expo 2008 Video #3: Outgoing AOPA President Phil Boyer (Part 1 of 3)

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

Departing Aircraft Owners And Pilots Association president Phil Boyer talks to AVweb and Aviation Consumer's Paul Bertorelli about his 17 years working on behalf of pilots. (Part 1 of 3.) (Video by Glenn Pew.)

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.

This video is brought to you by Bose Corporation.

 
Want Your Travel "Down Time" to Work for You?
Subscribe to Pilot's Audio Update and receive monthly CDs with audio articles ranging from "Top 10 Tips from an AME" and "How Controllers Think" to "Pattern Entry and Non-Towered Airports." Listen as Pilot's Audio Update experts give you the latest info you need to stay current. Subscribe now to receive the Acing the Flight Review CD as Pilot's Audio Update's gift with your order.

» Learn more about Pilot's Audio Updates
and other Belvoir Media Aviation Publications
at our booth (#1435) at the AOPA Expo in San Jose.
 
Your Favorite FBOs back to top 
 

FBO of the Week: Winnemucca Flying Service (KWMC, Winnemucca, NV)

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

AVweb's "FBO of the Week" ribbon goes to Winnemucca Flying Service at KWMC in Winnemucca, Nevada.

AVweb reader Mick Collins told us about the FBO last week:

We had a group flight (eight planes) land at KWMC ... for an overnight. Buster and his crew performed flawlessly in supporting all our various needs and wants, even loaning us his personal car to run folks into town. (We had already commandeered the courtesy van!) I highly recommend anyone looking for top-notch service and the chance to meet some good folks stop in at Winnemucca Flying Service!

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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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:

Publisher
Timothy Cole

Editorial Director, Aviation Publications
Paul Bertorelli

Editor-in-Chief
Russ Niles

Contributing Editors
Mary Grady
Glenn Pew

Features Editor
Kevin Lane-Cummings

Webmaster
Scott Simmons

Contributors
Jeff van West

Click here to send a letter to the editor. (Please let us know if your letter is not intended for publication.)

Comments or questions about the news should be sent here.

Have a product or service to advertise on AVweb? A question on marketing? Send it to AVweb's sales team.

If you're having trouble reading this newsletter in its HTML-rich format (or if you'd prefer a lighter, simpler format for your PDA or handheld device), there's also a text-only version of AVwebFlash. For complete instructions on making the switch, click here.

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