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Top News: GA on the Cusp of Major Security
The Transportation Security Administration's proposed Large Aircraft Security Program is causing quite a high level of concern among the GA alphabet groups, and this Friday marks the end of the
comment period on the proposal. The advocacy groups are asking their members to submit comments and protest this plan, which they say would impose crushing burdens on GA airports and operators. The
program would apply only to aircraft of 12,500 pounds and up, but it would mark the first time for TSA to gain access to purely private flight operations. "It would, in effect, require governmental
review and authority before you could operate your own personal vehicle," says EAA. "The TSA's proposal raises serious
constitutional questions about personal liberty, privacy, and freedom of movement." The plan would also impact sport aviation, such as skydiving and historic aircraft flights, and EAA says it would be
especially onerous in the Alaska aviation community. "What the TSA calls an 'all-encompassing solution' is a legal death sentence to the functional present-day means that provide essential services to
most of rural Alaska," one commenter wrote last week.
At least one company, Carrington Capital, of Greenwich, Conn., the parent of Peregrine Jet, aims to challenge the matter in court. The suit, to be filed on Friday, contends that Congress never gave
TSA the authority to institute LASP, but only directed TSA to "transmit a report on airspace and other security measures that can be deployed, as necessary, to improve general aviation security." AOPA
President Craig Fuller said the proposal is the proverbial camel's nose under the tent. "I believe that if one
segment of general aviation can be unjustly regulated, then any segment can face the imposition of unfair regulatory burdens," he said. "So, this fight is one we all have a stake in, regardless of
what type of aircraft we fly." Click here to learn more and send your comments. Click here to listen to AVweb's recent interview with EAA's Doug Macnair, vice president of
government relations, on this topic.
AOPA also said on Tuesday that TSA has extended its deadline for imposing a controversial security
directive that would require security badges and background checks for all GA pilots based at air carrier airports. The TSA will push the deadline for compliance back to June 1 and in the interim will
meet with industry representatives to consider alternatives and to find solutions better suited to GA, AOPA said. "It's an important development that the TSA has recognized that we're users with a
vested interest at these airports and wants to work with us to explore alternatives," said Craig Spence, AOPA vice president of security. "Our goal is to work with the TSA to ensure pilots' need for
access at commercial airports is addressed."
AOPA says it's working behind the scenes to mitigate the effects of a so-far secret plan by the Transportation Security
Administration to require background checks and badging of general aviation pilots using airports served by airlines. AOPA says it's been aware of the proposal for some time and its lobbying efforts
resulted in a 60-day delay (to June 1) for implementation while the TSA considers input from general aviation operators. It's hoped that security measures more in tune with GA operations and
requirements will result. This latest security news, on top of a veritable blitz of attention on GA by the TSA has lit up blogs and forums and suffice to say there's not much support for the
Among the questions raised in the chatter is what would happen to pilots from non-commercial airports who landed at a bigger airport, minus the requisite badging and background checks. "It's an
important development that the TSA has recognized that we're users with a vested interest at these airports and wants to work with us to explore alternatives," said Craig Spence, AOPA vice president
of security. "Our goal is to work with the TSA to ensure pilots' need for access at commercial airports is addressed."
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A Web site created to help laid off Eclipse Aviation employees get
on with their lives says there have been reports of a group forming to create a company that would at least support the 260 aircraft now flying. Although there are no details provided, it's evidence
that the wheels are already turning as Eclipse enters Chapter 7 liquidation. "I know of at least one group that is trying to put something together to at least support the 260 finished aircraft,"
former Eclipse engineer Brian Turner, the host of the site, wrote there Wednesday." I am guessing there are others also looking at the bankruptcy as an opportunity to buy the assets cheap. We will
not know anything until we see what happens in the bankruptcy."
Turner told KOAT TV that he had a spare Web site available through other interests and decided to put together a
one-stop resource for news, information and advice for ex-Eclipse employees. "They don't know what's going on, they don't know where to turn," he said. Among the topics on the site are information
about employment insurance, health insurance, job search resources and general information about the process of leaving the company. "I'm calling the different providers and find out what's happening
and putting that information on the website so other people have a common source of information to go to," said Turner.
Eclipse Aviation sent an email to staff late Tuesday that signals the end of a 10 year odyssey that started with the promise of a
made-in-America everyman's jet that would revolutionize aviation and ended with a messy bankruptcy that involved the likes of Russian Prime Minister Vladimir Putin. The email says the board of
directors will support a move by creditors to convert the current Chapter 11 bankruptcy into a Chapter 7 liquidation. "All of
the executive management team at Eclipse gives you our most sincere and heartfelt thanks for your tenacity and perseverance in trying to deliver this dream we know as the Eclipse 500," the email
reads."We gave it one heck of a try. We are sorry that it came to this today." The email is signed by executives Mark Borseth and Michael McConnell. Notably absent is the signature of CEO and Chairman
of the Board Roel Pieper, the architect of the failed deal that led to the collapse.
Pieper's company had approval to buy the company under the Chapter 11 filing but couldn't raise the money. The funding was supposed to come from a Russian bank, purportedly at the urging of Putin,
but never materialized. Borseth and McConnell effectively confirmed that in the email. "Despite the efforts of many people at EclipseJet Aviation and ETIRC to obtain necessary funding to close the
purchase of the assets of Eclipse Aviation, the closing of the sale transaction has stalled and our company is out of time and money," the email reads. As for the 850 employees that remained, the
furlough that began Feb. 18 became a layoff on Feb. 19 and they won't be getting their next pay check. Their company benefits run out Feb. 28.
A group of creditors involved in the Eclipse Aviation bankruptcy have asked the courts (read the motion in this PDF file) to liquidate the company as quickly as possible. The Ad Hoc Committee of Secured Noteholders has applied
to the Delaware Court that approved the Chapter 11 filing and subsequent sale of Eclipse to a subsidiary of ETIRC Aviation to convert the proceedings to a Chapter 7 liquidation. The noteholders claim
that the financing for ETIRC's purchase of the assets has fallen through and that every day that goes by reduces the asset pool that will be available for them. "The debtors are administratively
insolvent and expenses continue to accrue, thus eroding the limited values that are available for distribution to creditors," the application reads.
The court approved the sale of Eclipse Aviation's assets to EclipseJet, the ETIRC subsidiary, on Jan. 23. The noteholders' application claims that ETIRC President Roel Pieper promised that the
purchase, to be financed through a Russian bank, would be complete by Jan. 30. The bank became insolvent but the Russian government promised to bail it out. However, after the bailout, the money for
the Eclipse purchase still wasn't forthcoming. On Feb. 18, Eclipse indefinitely furloughed its employees and the creditors claim that Pieper's further assurances that the promised money was on the
way did not materialize. Discussions continued until Monday and the creditors decided to pull the pin on Tuesday. "It seems to the Ad Hoc Committee that there is no longer any probability that the
financing will occur," the application reads.
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When the light sport aircraft industry launched, less than five years ago, with an FAA mandate that would allow manufacturers to essentially self-certify their airplanes, there was some concern about
whether buyers or even insurers would consider such a process adequate. But now, the FAA has completed 23 of a planned 29 assessments of LSA manufacturers, and so far has been pleased with the
results. "The FAA is confident that LSA manufacturer's compliance can match that of the commercial aviation manufacturers," John Colomy, acting manager of FAA's Small Aircraft Directorate, recently
told LSA industry officials. "This will be a major accomplishment since using consensus standards and compliance self-declarations is a new way of doing business for the LSA industry." Dan Johnson,
chairman of the Light Aircraft Manufacturers Association, points out that self-certification is not really new for the LSA industry,
since that's how it's been done from the start -- however, it's new for the FAA. "And congratulations to this federal agency for stepping back from their normal regulatory control," Johnson said. The
FAA added that it found some areas where improvements could be made, and the manufacturers are sure to hear more about that soon. Johnson said that's to be expected. "How could it be otherwise? We
have an industry barely four years old while Cessna, for example, has had 80-plus years to get it all right."
The FAA announced last summer that it would check a random sample of 29 light sport aircraft manufacturers
to assess how well they are applying the industry's consensus-based ASTM standards. The agency was not aiming to conduct a compliance audit of any particular manufacturer, but looking for a general
picture of how the system was working. Two teams of two FAA inspectors assess each company, spending an average of eight hours to gather information and data for analysis. The FAA will report the full
results of its research later this year. About 3,000 light-sport aircraft have been certified since the FAA rule was made final in September 2004.
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A Boeing 737-800 operated by Turkish Airlines crashed into a farmer's plowed field in Amsterdam on Wednesday morning while on approach to Schiphol airport. The airplane, which took off from Istanbul,
hit the ground about 2,000 feet short of the runway. The engines sheared off and the fuselage split into three pieces. There was no fire. Of the 134 people on board, nine were killed, including the
two pilots and a third crewmember who was in the cockpit. Of those who were hurt, 6 were in critical condition, 25 were seriously wounded and 24 had slight injuries, according to the Associated Press.
Visibility was reportedly good at the time of the crash, with a low overcast and some light rain and light wind. An official said Turkish Airlines has a good safety record, although the airline has
had three fatal crashes since 1983. The 737 was just seven years old. Early reports were inconsistent regarding how much fuel may have been on the airplane and whether it had stalled or was still
under control when it hit the ground. Officials said that there was no evidence of a terrorist attack. Investigators have recovered the cockpit voice and flight data recorders, and the NTSB has sent a
team to help with the inquiry.
On Capitol Hill on Tuesday, Patrick Harten, the air traffic controller who was on duty the day US Airways Flight 1549 ditched in the Hudson, spoke about the event publicly for the first time. He
told members of the House Subcommittee on Aviation that when he heard Capt. Chesley "Sully" Sullenberger tell him, "We're gonna be in the Hudson," he asked him to repeat himself, even though he heard
him just fine. "I simply could not wrap my mind around those words," Harten said calmly. "People don't survive landings on the Hudson River, and I thought this was a death sentence. I believed at that
moment, I was going to be the last person to talk to anyone on that plane alive." Harten said that during the emergency itself, he was hyper-focused. "I had no choice but to think and act quickly, and
remain calm. But when it was over, it hit me hard. It felt like hours before I learned about the heroic water landing that Captain Sullenberger and his crew had managed. Even after I learned the
truth, I could not shake the image of tragedy in my mind. ... I felt like I had been hit by a bus." Harten will return to work later this week for the first time since the ditching. The panel also
heard from Capt. Sullenberger, who warned that airlines of the future may not be as safe as airlines today. "I am worried that the airline-piloting profession will not be able to continue to attract
the best and the brightest," Sullenberger said. "The current experience and skills of our country's professional airline pilots come from investments made years ago when we were able to attract the
ambitious, talented people who now frequently seek lucrative professional careers elsewhere," he said. "I do not know a single professional airline pilot who wants his or her children to follow in
His pay has been cut by 40 percent in recent years and his pension has been downgraded, he said. This may not be news to those of us in the aviation world, but it will be interesting to see if
America's favorite pilot can get the attention of the public and Congress by making clear that the economic changes that have made airline pilots' careers less appealing may ultimately affect safety.
"Americans have experienced huge economic difficulties in recent months, but airline employees have been experiencing those challenges and more for eight years," Sullenberger said. "We've been hit by
an economic tsunami, September 11, bankruptcies, fluctuating fuel prices, mergers, loss of pensions and revolving-door management teams who have used airline employees as an ATM.... The single most
important piece of safety equipment is an experienced, well-trained pilot." The panel, whose purpose was to examine what safety issues may have been revealed by the ditching, also heard from the rest
of the US Airways crew and several officials from the aviation industry and regulatory agencies. During discussions, the panel suggested they might review rules regarding what airplanes must be
equipped with life rafts, whether passengers should be instructed to stay away from the rear exits in the event of a water landing, and if the labor laws that govern the airlines should be separated
from those that govern the railroads. In response to questions about the birds, Sullenberger said he believed the collision that shut down both engines was likely a "fluke," and it would be difficult
in any case to reduce or control bird populations. He did say that it would be worthwhile to review engine certification standards in regard to bird strikes. Robert Sumwalt, of the NTSB, said those
standards will be reviewed as part of the board's ongoing investigation into the accident. Video of the hearing is posted online.
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presentations as pilots tell their harrowing tales of survival. The quick thinking and skillful techniques shown in the ASF Real Pilot Stories can help make better pilots of us all.
In an effort to remain viable and avoid further layoffs, Piper Aircraft has announced that it will close for a week in May and another week in June, in addition to two weeks announced previously.
"These shutdowns will be without pay and will affect all employees in the company, from executive management to hourly manufacturing employees," Piper spokesman Mark Miller said in a statement released Monday. "We realize and regret the impact that this has on our employees and are doing everything
possible to preserve the 650 jobs Piper continues to provide. Piper is focused on taking all necessary actions to weather the current downturn in such a way that we will be positioned for growth when
the economy improves," he said. The two-week shutdown will reduce inventory as well as curtail expenses. Miller said the company is pleased that the new federal stimulus package includes a provision
for bonus depreciation and believes that it will help facilitate a market recovery. "We are, however, still deeply concerned about high inventory levels of new and used aircraft, lack of available
credit and the overall continued decline in consumer confidence," he said.
In data released last week by the General Aviation Manufacturers Association, Piper was the only one of the
main piston manufacturers whose deliveries were higher last year than the year before, growing from 221 in 2007 to 268 in 2008, driven by the popularity of the Matrix six-seat piston single. Miller
spoke recently with a local radio station about the company's situation, you can listen to that two-part interview online at Piper's Web site.
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The FAA has extended by 30 days the comment period for a proposal to consolidate its in-house meteorological staff in to
centers in Kansas City, Mo. and College Park, Md. The 84 weather folks are now spread across 21 facilities coast to coast and they're hoping the 30-day extension will lead to a change of heart.
Essentially, the meteorologists are saying that no amount of technology can replace local knowledge in forecasting weather. "The people in Kansas City would be forecasting from the Virgin Islands to
the Ohio Valley and out to Honolulu," Dan Sobien, president of the National Weather Service Employees Organization told the Associated Press. "There's no way to have that kind of expertise. They
could be dealing with a blizzard and a hurricane at the same time." FAA spokeswoman Kathleen Bergen told AP that no formal proposal has been formulated and, whatever results, safety will not be
compromised. "No matter what plan is ultimately put in place, the FAA would never adopt an initiative that would affect safety or reduce the amount of weather information that's going to our
controllers," Bergen said.
But Bergen also said the FAA is looking at cutting costs and the proposed realignment is not a safety issue. "We're considering ways to reduce costs while ensuring the FAA air traffic controllers
receive appropriate and timely weather reports," said Bergen. "This isn't a safety issue. We're just trying to find ways to spend tax dollars more wisely and use the best technology available." The
National Air Traffic Controllers Association is firmly on the side of the meteorologists."I worry whether or not the meteorologists there, not familiar with the local weather nuances in our airspace,
will be able to act on our local behalf to the best advantage of the flying public," said Craig Boehne, a NATCA rep in Minneapolis.
Helicopter Association International says its
annual Heli-Expo trade show will almost certainly set an attendance record despite the economic downturn. With one day still to go in the three-day event, held this year in Anaheim, this year's
attendance total was just 52 people short of last year's record of 17,373. "Exhibitors reported high activity at their booths and vendors were able to interact with thousands of attendees on the
floor," HAI said on its Web site.
Organizers said there were 585 exhibitors and a total of 65 helicopters on display on the showroom floor. The show covered a total of 259,400 square feet. HAI also elected three new members to the
board of directors. They are David Chevalier, CEO of Blue Hawaiian Helicopters; Mark Gibson, vice president of Timberland Logging; and Torbjorn Corell, chief pilot of Southern California
Have you signed up yet for AVweb's no-cost weekly business aviation newsletter, AVwebBiz?
Delivered every Wednesday morning, AVwebBiz focuses on the companies, the products and the industry leaders that make headlines in the business aviation industry, making it a must-read.
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Peter 'Pip' Borrman, 54, one of Australia's most popular aerobatic performers, was killed on Wednesday afternoon while practicing in
his new Pitts Samson biplane, which he planned to fly for the first time in public for next month's Australian International Airshow. A witness, Peter Lott, told local reporters that the airplane took
off, Borrman flew one maneuver, then there was a "weird bang" and he saw the smoke. "When I got over there the plane was just a ball of flames in the paddock," he said.
According to the Edge Aerobatics Web site, Borrman was just nine years old when his father taught him to fly, and he
fell in love with aerobatics as a teenager. He put his flying dreams on hold after his father was killed in a Tiger Moth accident in 1975 and went into business, but some years later he returned to
aerobatic flying and eventually bought a Zivko Edge 540. He flew the Edge in airshows around the country, and in 1999 he received one of only two Ground Level Waivers ever issued in Australia. His
wife of 30 years, Janet, said, "Flying was his passion, he just loved it ... he lived, ate and breathed it, he really did. Any spare time he had it was practice, practice, practice, he was just so
particular." Borrman leaves a son, Edwin, 25, who flies F/18s for Australia's air force, and a daughter, Sarah, 21.
Borrman was well-known in Australia and his sudden loss was shocking to many. "Pip was a great pilot, so passionate about aerobatics, airshows, and charities, and just a nice guy," wrote a fellow
pilot in an online forum. "What a tragedy," another wrote. "Pip has been an icon in the air show arena for many years. What a huge loss to the aviation community!" A friend wrote to AVweb: "He was our
Past Patron of the RVAC -- the only Young Eagles program operating in Australia. He did his usual breathtaking performance at our Battle of Britain morning, in front of 32 Young Eagles." A recent
video of Borrman practicing in the Pitts is posted online.
As has long been expected, EAA confirmed this week that the Virgin Mothership Eve, also known as WhiteKnightTwo, will
make its public debut at EAA AirVenture Oshkosh, on opening day, Monday, July 27. The space launch vehicle, which is the largest carbon-fiber aircraft ever built, will be on view all week, departing
during the Saturday airshow. EAA said it hopes to arrange showcase flights during the week. "This will be a major highlight of our event," said EAA President and AirVenture Chairman Tom Poberezny.
"Since the appearance of the X-Prize-winning WhiteKnight and SpaceShipOne at AirVenture four years ago, our members have eagerly awaited the next advancements from the Virgin Galactic and Scaled
Composites innovators." The ship has a unique heavy-lift, high-altitude capability and an open architecture-driven design that provides for maximum versatility in the weight, mass and volume of its
payload potential, said Will Whitehorn, president of Virgin Galactic. Besides serving as a launch vehicle for SpaceShipTwo, VMS Eve can also be used to launch satellites, conduct space science
projects and train astronauts. "Its carbon composite construction also gives unprecedented fuel efficiency and the strength to perform high g maneuvers and parabolic flight," Whitehorn said. The ship
has a 140-foot wingspan. Burt Rutan, chief designer for Virgin Galactic's spacecraft, is scheduled for two forums on Wednesday, July 29, one during the day at the Honda Pavilion and one in the evening
at Theater in the Woods.
According to Whitehorn, Virgin Galactic plans to conduct test flights of VMS Eve carrying SpaceShipTwo during the second half of 2009. The launch vehicle's mission will include ferrying
SpaceShipTwo and thousands of private astronauts, science packages, and payload on the first stage of the Virgin Galactic sub-orbital space experience.
There's some irony that the re-enactment of the 100th anniversary of the flight of the first powered heavier-than-air vehicle in
Canada was scrubbed by cold, snow and wind. As organizers planned the re-enactment, the overriding fear was that Baddeck Bay on a lake on windswept Cape Breton Island in Nova Scotia wouldn't be frozen
over as it was on Feb. 23, 1909 when J.A. Douglas McCurdy lifted off smoothly from the ice in the bamboo-and-wire Silver Dart. The bay hasn't frozen in the last six years. But Cape Breton has been
pummeled by an old fashioned Canadian winter this year and, quite literally in the calm before the storm, flying conditions were perfect Sunday for a number of "test flights" in which Canadian
astronaut Bjarni Tryggvason flew the replica aircraft in front of about 1,000 people.
McCurdy, a 22-year-old mechanical engineer who was bankrolled by Alexander Graham Bell's wife Mabel to design and build the aircraft. It was built and first flew in Hammondsport, N.Y. and that
community's most famous son Glenn Curtiss took part and built the engine. The current replica was built by a group of volunteers that included McCurdy's grandson in Welland, Ont. An earlier one was
built by the Royal Canadian Air Force in 1959 to mark the 50th anniversary and it now hangs in the Canada Aviation Museum. The modern replica will be housed in an addition to the Bell Museum in
Baddeck, where the inventor of the telephone, and keen aviation buff, spent his summers.
Cessna's 400 Corvalis TT single-engine piston aircraft, formerly the Columbia 400, is now EASA certified...
Liberty Aerospace announced it is spinning off Liberty Composites to market its expertise beyond the aviation industry...
The FAA this week issued Airworthiness Directives that affect some Gippsland Aeronautics model GA8 airplanes and also
some Burkart Grob gliders...
Wired magazine takes a look at the proposed airspace redesign for the New York metro region...
Photographer Jeffrey Milstein creates portraiture of aircraft in this slideshow at Wired.
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AVweb Editorial Director Paul Bertorelli was traveling during President Obama's address to Congress, but he did catch the highlights on Wednesday. As you may have guessed, he's a little tired
of the jet-bashing.
AVweb Editor-in-Chief Russ Niles has had a long, sometimes strange relationship with Eclipse. In the latest installment of our AVweb Insider blog, he muses on failure of Eclipse and the
long shadow it will cast over general aviation.
Cirrus's Matt Bergwall recently checked out AVweb on the company's new approved flight into known icing package. When you see this video, you'll understand why this system is
not just another version of TKS. The airplane is exceptionally well-protected, and the de-icing is cleverly integrated into the avionics suite. This demo is definitely worth the watching.
If you're reading the newspapers or watching cable television, it might seem like everyone who flies has money to burn. Last week, we asked AVweb readers if they're thought of
as wealthy by their friends, family, and peers.
The biggest segment of you (48%) gave the answer we expected that your close friends understand the economics, but everyone else thinks it's a rich person's passion.
Another 24% of you said that no one's mentioned it [you being fabulously wealthy], but I suspect they think that way.
For a complete (real-time) breakdown of reader responses, click here. (You may be asked to register and answer if you haven't already participated in this poll.)
THIS WEEK'S QUESTION ***
The incredible journey of Eclipse Aviation seems to be over, and now the speculation has begun on what it all
meant. We'd like to hear your opinion.
Our sister publication, Aviation Consumer magazine, wants to hear about your experiences with engine warranties. We'd like to
know about warranties of new or remanufactured engines from the factory, field overhauls and "boutique" engine shops. In your opinion, was the warranty sufficient? Did you encounter problems after
installation, and were they resolved to your satisfaction? Did any factory, overhauler or installer go beyond their warranty to address any problems?
Please send a note to email@example.com and let us know your experiences, including the factory or shop
doing the work, the aircraft type and the nature of any problems.
(The results will appear in a future issue of Aviation Consumer. For subscription information, click
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 firstname.lastname@example.org. You're a part of our team ... often, the best part.
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Each week, we go through dozens (and sometimes hundreds) of reader-submitted photos and pick the very best to share with you on Thursday mornings. The top photos are featured on
AVweb's home page, and one photo that stands above the others is awarded an AVweb baseball cap as our "Picture of the Week." Want to see your photo on
AVweb.com? Click here to submit it to our weekly contest.
*** THIS WEEK'S WINNERS ***
Wow! This has been a banner week for submissions to our weekly reader-powered photo contest. Our entry box is stuffed to the gills with great shots and when we say "great
shots," we mean it! It's been a long time since we had 10 or 15 strong contenders for the top spot in the same week, but it happened this week. As usual, we'll share the top five photos, but
when you're done scoping out these photos, do yourself a favor and visit the AVweb home page, where we have almost two dozen extra pics lined up in our slideshow
(about one-third of the way down the home page).
Jerry Riffel of Denton, Texas writes, "I'd just landed after a great flight and finished changing oil in my new RV7A. The sun seemed like a
fitting end to a great day." The photo makes a convincing argument, Jerry and if you don't mind, we'll use the end of your fantastic day to jumpstart our weekly run-down or reader photos.
(Watch your mailbox for that spiffy AVweb baseball cap we'll be sending your way later in the week.)
The airport doesn't lose its allure after the sun goes down, as Robert Bond of Knoxville, Tennesee proves with this photo that's currently serving
as desktop wallpaper here at AVweb world headquarters.
We know what you're thinking: "Awful lot of sunsets this week, AVweb ... ." It just so happens we got quite a few in the submission box, so the ones we're serving up
here faced even tougher competition than usual.
Jeff Hersom of Anchorage, Alaska more than adequately rose to the challenge.
When we saw this shot from David White of San Diego, California, we wondered what he was flying in to get this shot but he was actually a
passenger on this airliner when it come in to Lindbergh Airport for its final approach.
Kent Wien of Newfields, New Hampshire brings this edition to a close with a photo sure to bring a little sunshine to your day. When you're through
reading today's AVweb news and features, be sure to visit Kent's awesome blog, Cockpit Chronicles, for the back story on this
Don't forget: Big week. Lots of extra photos to be seen in the slideshow on AVweb's home page!
A quick note for submitters: If you've got several photos that you feel are "POTW" material, your best bet is to submit them one-a-week! That gives your photos a greater chance of
seeing print on AVweb, and it makes the selection process a little easier on us, too. ;)
A Reminder About Copyrights:
Please take a moment to consider the source of your image before submitting to our "Picture of the Week" contest. If you did not take the photo yourself, ask yourself if you are indeed authorized to
release publication rights to AVweb. If you're uncertain, consult the POTW Rules or or send us an e-mail.
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
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