Cirrus Flying 2.0
There is something vastly better than the status quo of Flying 1.0. At Cirrus, we reject the status quo and offer you the achievement of vastly higher standards of technology,
reliability, and performance. With unique features like Cirrus Known Ice Protection, Cirrus Perspective by Garmin avionics, the Cirrus Airframe Parachute System (CAPS) and now the new
standard in airplane individualization, Xi, Cirrus continues to reinvent the lifestyle of flying. We call it Flying 2.0.
So, can a student pilot apply any flight time he or she logged while training for a sport pilot certificate toward a private
pilot certificate? According to a letter from the FAA's Office of the Chief Counsel to aviation journalist Tim Kern, who queried the office,
solo sport pilot flight time may only be credited to solo private pilot flight time if the "specific category and class of aircraft are met." Logging instruction time depends on the
instructor's credentials. If instruction is received from an instructor who holds only a a sport pilot rating, that instruction may not be credited toward the issuance of a private pilot certificate.
However, if the instruction toward a sport pilot certificate is provided by an instructor authorized to provide instruction to both sport pilots and private pilots, that time could "be credited toward
the flight training requirements for a corresponding private pilot certificate." There are more details ... .
According to the letter, "flight time obtained in a certificated aircraft prior to the issuance of a private pilot certificate, regardless of whether that flight time was obtained prior to, or
after, the issuance of a sport pilot certificate may be credited toward the flight time requirements for the issuance of the private pilot certificate." Kern has posted the full text of the letter here (PDF). It explains in detail that a sport pilot instructor (SPI) is not qualified to give dual for a
private certificate and therefore any instruction given by an SPI is not applicable toward the private.
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To be your most productive, and your most efficient, you must keep flying. Because in so doing, you will emerge from these times even stronger than before. And you will replace the uncertainty that
surrounds many, with the confidence and courage to light the way for all.
The midair collision Saturday of a Piper Saratoga and a Liberty Helicopters American Eurocopter EC 130 over the Hudson River killed
all nine people aboard both aircraft and again brought attention to the flight rules that govern the narrow, high traffic, VFR corridors that border Manhattan. The rules allow aircraft to fly at less
than 1,100 feet in some areas over the Hudson River, meaning that traffic is funneled between skyscrapers that are now on both the New York and New Jersey sides of the river, over bridges barges and
boats, and under the imaginary ceiling that forms the bottom of very busy Class B airspace between Newark, and both LaGuardia and JFK International airports. In practice, VFR traffic flying the route
will often be passing opposite-direction traffic flying at the same altitude at points where the river is less than one mile wide. The NTSB said Monday that within three miles of the accident site the
average traffic has recently been 225 aircraft per day. Along with the visual picture outside, VFR pilots flying the corridor must also keep up (via radio) with the mental moving picture of where
other aircraft are and where those aircraft are going to be relative to their own changing position. New York Senator Charles Schumer noted Sunday that the investigation is incomplete but said through
a statement, "I have long believed that virtually unregulated general aviation flight traffic over the Hudson River poses a serious safety and security risk to new Yorkers."
Aside from monitoring and self-announcing on the common frequency, those pilots entering and exiting the corridor may also be tasked with monitoring or communicating on other frequencies too. Such
would often be the case for aircraft as they transition to Teterboro, from which the Saratoga had departed, or in and out of heliports as the Eurocopter did. In 2006 a Cirrus SR20 crashed into a
Manhattan skyscraper, killing Yankees pitcher Cory Lidle and his instructor as the aircraft they were flying attempted to negotiate New York's East River corridor.
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Richard Santulli, who 25 years ago created NetJets, a worldwide leader in fractional jet ownership programs, announced Tuesday that he
would "step down as chairman and CEO of NetJets, immediately." Acquired by Berkshire Hathaway in the late '90s, Warren Buffet has appointed David Sokol to act as interim CEO. Sokol said he looks
forward to "working with this team in building upon NetJets' legacy which Richard created." Santulli explained his immediate departure saying he made the move, "in order to spend some more time with
my young family and pursue other interests," and said he expects to stay on with the company for at least a year, serving as a consultant. Santulli grew NetJets out of Executive Jet, which he
purchased a quarter century ago. Sokol is chairman of Berkshire Hathaway's MidAmerican Energy Holdings Co.
Last year, NetJets unveiled a $200 million expansion plan that would expand its presence at Port Columbus International Airport and add up to 800 jobs the the company's presence of 2,000 workers in
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The tenth anniversary of TWA Flight 800, a Boeing 747 that exploded off Long Island, killing all 230 people aboard, passed on July 17, 2006,
and in the Aug. 5, 2009, Federal Register, the FAA published an airworthiness directive designed to address the potential problem in Boeing 767 aircraft. The latest Final Rule from the FAA, aimed at preventing aircraft
fuel tanks from blowing up, adopts for all Boeing 767 aircraft a requirement to have automatic shutoff systems for the auxiliary fuel tank override pumps and advise crews of certain operating
restrictions. The new airworthiness directive aims to "prevent an overheat condition" that "could cause an ignition source for the fuel vapors in the fuel tank and result in fuel tank explosions and
consequent loss of the airplane." When pondering a Notice of Proposed Rulemaking (NPRM) on the subject back in 2005, the FAA noted that its computer models suggested that, on average, aircraft would
suffer a fuel tank explosion every four years. In 2006, a Boeing 727-200's right-wing fuel tank blew up while the aircraft was on the ground at Bangalore, India. There are other examples.
In March 2001, a Thai Airways 737-400 exploded while sitting on a hot ramp at Bangkok's domestic airport. The NTSB released information that the recorded sound of the explosion was found similar to
that of a Philippine Airlines 737-300 that suffered a center-wing fuel-tank explosion in May 1990. In November 2002 emergency airworthiness directives were issued for Boeing 737 models. The system
takes compressed air from the engines and passes it through a membrane that separates oxygen and nitrogen.
The economic slowdown may mean that some companies waiting on Boeing's next-generation, long-range composite fuel miser, the 787, are happy to continue waiting -- but with the aircraft already two
years behind schedule the company's late-stage wing redesign is adding complications. The 787 was nearing flight tests when composite layers near the wing/fuselage seam separated during ground
testing. Now, as engineers scramble to apply a workable solution, a new 787's test schedule may still be weeks away and until that mark is reached, the aircraft's development has been indefinitely
delayed. Boeing last month said it wouldn't provide even a new target for the first flight, let alone first delivery. Industry watchers and customers will have to wait, though Boeing has indicated it
expects to provide more information before the end of the quarter. The company has said it won't release any timetables until the redesign has passed rigorous testing. As it is, the jet is two years
behind schedule, but still holds about 850 orders. But with nearly all of its programs suffering under the down economy, Boeing is well aware of its obligations to its customers.
Reuters reported Thursday that chief program engineer Chris Musoke told a breakfast meeting of the Organization of Black Airline Pilots in Atlanta, "Obviously, we've disappointed our customers."
Musoke added that he believed the company was weeks away from setting a new schedule and that "we have to stick to our plan whenever we lay it out and perform to it."
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On July 31, 2008, a B-1 crew's actions in support of ground forces in Afghanistan distinguished them for "one of the most important awards in
the United States Air Force," according to the National Aeronautic Association. The crew of BONE 23, 37th Expeditionary Bomb Squadron, 379th Air Expeditionary Wing, was contacted to support troops who
were facing an attempted overrun of their base by a force of 200 enemy combatants. The specific request came from the Joint Terminal Attack Controller for delivery of a 2000-pound guided weapon to a
location where friendly forces were in Danger Close range. The B-1 crew responded by suggesting they instead deliver a 500-pound guided weapon and, facing a critical fuel situation, coordinated with
their tanker to provide more time on station. Within 30 minutes, the BONE 23 crew, including Major Norman Shelton, Captain Kaylene Giri, Captain Louis Heidema, and First Lieutenant Boyd Smith, had
made three bomb runs, "decisively slowing the enemy attack" according to the NAA, and allowing for coalition ground forces to regroup.
Administered by the United States Air Force and the National Aeronautic Association, the Mackay Trophy is awarded for the "most meritorious flight of the year" by Air Force personnel, says the NAA.
The Trophy will be presented on Nov. 2, 2009, at the NAA fall Awards Banquet scheduled to meet in Arlington, Va.
Airship Ventures, the group offering zeppelin tours of San Francisco Bay, Moffett Field and the
Monterey Coast, is now offering full- and half-day piloting experiences to private-pilot-rated individuals holding a current medical certificate. The company is charging $2950 per student-slot for the
honor (sightseeing flights range from about $200 to $750). For pilot "training" the session includes a half day of training to cover ground and flight operations, limitations and performance, and
systems, as well as airship history and terminology. A next half-day flight session offers students (taken aloft six at a time) 30 minutes at the controls including climbs, descents, turns and
"hovering." Students also get to try their hand at "two takeoffs and landings." The pilot training course takes place in the Zeppelin Eureka and, according to Airship Ventures, "is the only one like
it in the world." Currently, the company lists only two separate training program sessions amidst its other operations that, aside from sightseeing tours, include a photo safari.
Training flight options are scheduled for Aug. 24 and 25 at Moffett Field and Los Angeles, from Long Beach airport, Sept. 3 and 4. For more information on the pilot training programs -- and a
virtual 360-degree tour of the airship's cockpit and cabin, visit the company's Web site.
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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 email@example.com. You're a part of our team ... often, the best part.
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When the federal government needed Bill Clinton in North Korea to broker the release of two captive American journalists, it sent him there the only way it could: on a private business jet. In the
latest installment of our AVweb Insider blog, Russ Niles wonders if this may drive home the point that bizjets are good for more than golf junkets.
Jeppesen Pilot Training
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Many pilots take for granted the idea that their FBO will always be there for them or at least that their place on the airport is relatively secure but that's not always the case. At
Hemet field in Southern California, the closing of an FBO may mean not only the demise of a soaring club that's operated on the field for about 40 years, but also the closing of the runway the gliders
use basically altogether banishing glider operations from the field.
President of the Orange County Soaring AssociationLarry Tuohino says that while the county essentially controls the fate of the highly
active and community-friendly soaring club, he's not aware of any public hearings or even user surveys the county has organized to determine the impact of shutting down the runway and FBO. The
struggle is ongoing, but an ominous deadline looms. We caught up with Tuohino for his comments.
For more information, or you'd like to join the cause, click here.
There are lots of new products at EAA AirVenture Oshkosh 2009. Here's AVweb's look at some of the more interesting ones: Garmin G500 in Diamond's popular Eclipse trainer, the
Austro diesel-powered DA42 NG, and the Vampire LSA.
Once again, we visit the LSA Mall and vendor booths at EAA AirVenture to see what don't-miss products we can find among the displays. This time, we uncovered: VAL Avionics'
super-slim COM 2000 radio; a keen Bluetooth receiver/remote control from ComLinkPro; and one of the handiest flight bags we've seen, at the Brightline Bags booth.
eBooks & eVideos
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AVweb's "FBO of the Week" ribbon goes to Carlson Aviation at Chan Gurney Municipal Airport (KYKN) in
Yankton, South Dakota.
AVweb reader Steve Wolf stopped there on his way to EAA AirVenture in Oshkosh and made it a planned stop on his way back:
Not ony did they have the cheapest fuel around ($3.50/gal), but they fed all the transient crews for free Sloppy Joes on the way out and hot dogs on the way back! (They ran out of their 100
lbs. of Sloppy Joe meat.) I think YKN was the second busiest airport in the world last week. I need more thumbs "two thumbs up" falls way short.
AVweb is actively seeking out the best FBOs in the country and another one, submitted by you, will be spotlighted here next Monday!
Traditional Tactics Need a Fresh Approach
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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 Mariano Rosales
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