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Pilots authorized by air traffic controllers to taxi onto runways and await takeoff clearance will be instructed to "line up and wait" rather than "position and hold" beginning on Sept. 30, the FAA
reminded pilots this week. The new terminology, which was recommended by the NTSB, conforms to the terminology established
in guidelines of the International Civil Aviation Organization. Also, an FAA safety analysis found that the new phraseology will eliminate confusion, particularly among pilots who also fly overseas,
and will further reduce the risk of runway incursions. Starting Sept. 30, controllers will state the aircraft's call sign, state the departure runway and then instruct pilots to "line up and wait," as
in, "Cessna N2090W, Runway 33L, line up and wait." The phrase "traffic holding in position" will continue to be used to advise other aircraft that traffic has been authorized to line up and wait on an
active runway.
For more details about the terminology change, and to watch an FAA video, click here. "If in doubt
about your clearance, ASK," the video concludes. Earlier this summer, the FAA eliminated the "taxi to" instructions and established new
phraseology that requires pilots to receive permission before crossing any single runway. The FAA said this week it will continue to emphasize that pilots are not permitted to cross any runway
encountered while taxiing without explicit instructions from controllers.
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For a while now, an ASTM committee that develops the standards for light sport aircraft to operate under instrument flight rules has struggled to reach consensus on a key point -- whether
Special-LSAs should be allowed to fly in actual instrument meteorological conditions -- and although the committee members still disagree, they have decided to move forward and change the standards to
prohibit the use of S-LSAs in IMC. That proposed change now must go through some further approvals and then be submitted to the FAA for an OK before it takes effect. That process could take until the
end of this year or perhaps longer, Dan Johnson, chairman of the Light Aircraft Manufacturing Association, told AVweb on Wednesday. The change will not be retroactive, Johnson said. Any S-LSA
that is flying today, or that is built before the new standard takes effect, is not prohibited from IMC flight if the aircraft is properly equipped and flown by a qualified pilot (although
manufacturers may choose to prohibit IMC flight in their aircraft even when the ASTM standard allows it).
The IMC change is driven more by committee members' concerns about liability than about safety, Johnson said. FAA officials have not expressed any safety concerns about LSAs operating in instrument
conditions, he said. "This is a complex topic that will continue to stimulate debate," Johnson wrote at his blog. The important fact
to remember, he said, is that the change is not retroactive. Johnson further told AVweb that under the ASTM process, the standard could change again in the future, in as little as 30 days, if a
new consensus is reached on the issue.
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Nate Foster, a 17-year-old from Maryland who took off in August to fly across the U.S. in a Piper Cub, has made it
safely to Monterey, Calif., according to the Baltimore
Sun. Foster received his private pilot certificate just a few days before launch, but he had logged about 150 hours at the controls since the age of 14. He completed the trip in just six days,
staying mostly on schedule except for one day waiting out thunderstorms in a small Nevada town. He flew across the Rockies via a 12,000-foot pass, and told the Sun the scariest part of the trip was
flying across the wide, empty spaces along the border of Wyoming and Nebraska. "It was like flying over the moon," he said. "I felt this horrible loneliness. I just had to get out of there."
Foster's father, Whit, who introduced him to the world of aviation, met him in California. Nate flew home via a commercial airline to be back in time to start his senior year at Friends
School.
Chandler Negrete, an 8-year-old boy, is preparing to fly from Arizona to New York in a Cessna 172 with an instructor to raise money for children with parents serving overseas in the military. The
instructor will wield pilot-in-command responsibility for the flight, but clearly the intent is to get Negrete some stick time. The third-grader is currently preparing for the flight and has
accumulated all of 12 hours in a simulator and 12 hours in an actual airplane. His instructor, Matt Forsey, works for Sawyer Aviation in Arizona. The team is seeking donations and hopes to raise
between $80,000 and $100,000 for their charity's cause. But, according to a local news report, Negrete "needs to collect $15,000 in donations to cover the cost of the flight," and no date has yet been set for the trip. Of course, for some pilots, simply
the proposition of the flight itself may conjure memories of another one altogether.
For pilots old enough to remember (Negrete is not a pilot, nor is he old enough to remember), the plan involving Negrete may conjure memories of Jessica Dubroff. Dubroff was seven years old when
she was killed along with both her father and her flight instructor in a Cessna 177B in 1996 during what was publicly billed as a trans-continental "record" flight attempt. (Investigators found no
organization that keeps official records for "the youngest pilots.") That trip was scheduled as an eight-day flight from California to Massachusetts. Negrete is not presently involved in any sort of
"record" attempt, real or imagined, for his proposed Arizona to New York flight. The Negrete flight intends to raise money for the charity OurMilitaryKids.org, after meeting the substantial investment it has stated is necessary to get off the ground.
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NASA is often perceived as being all about space, but this week the agency said it will offer scholarships to encourage students to pursue careers in aeronautics research to develop vehicles that
fly in the atmosphere as well as in space. Twenty grants of up to $15,000 per year for two years will be awarded to undergraduates, and graduate students can receive up to $35,000 per year for up to
three years. All the students can also apply for summer research internships at NASA, which pay a $10,000 stipend. "We want more students to pursue careers in aeronautics," said Jaiwon Shin,
associate administrator for the Aeronautics Research Mission Directorate at NASA Headquarters in Washington. "By offering these scholarships, we are extending to students not just an opportunity to
become familiar with NASA's research, but also an extra dose of inspiration. Scholarships are an excellent way for us to attract talented young innovators to our work force."
NASA's Aeronautics Research Mission Directorate conducts research that aims to help transform the nation's air transportation system and to develop future air and space vehicles. Goals include
improving airspace capacity and flexibility; aviation safety and aircraft performance; and reducing overall noise, engine emissions and fuel consumption. The application deadline for the 2011 academic
year is Jan. 17, 2011. Students who have not committed to a specific academic institution or program still may apply. However, if accepted, they must be admitted
by fall 2011 into a suitable aeronautical engineering program or related field of study at an accredited U.S. university. All applicants must be U.S. citizens. Scholarship money may be used for
tuition and other school-related expenses. For more info about the scholarships, click here. For more info about aeronautics research at NASA, click here.
Air Force veteran Richard Young will attempt, this Sept. 11, to establish a closed-course speed record using unleaded fuel developed by Swift Enterprises. Young will be flying his one-of-a-kind
Western Air Racing Special, which is a "purpose built closed course pylon racer" that he flew at Reno in 2007, 2008, and 2009, according to his website. The current and applicable closed-course speed record for a piston-engine aircraft weighing between 300 and 500 kilograms was set in 2004 at 238 mph, according to
Young. That aircraft burned conventional leaded avgas. Young hopes to run the course at 260 mph in his aircraft burning Swift's product and "verify the performance characteristics of clean burning bio
fuel" at the same time. That could be difficult to do in one 62.1 mile stint flown at 260 mph (or about 15 minutes), but we'll be watching for whatever information the attempt produces.
Swift Enterprises' aviation fuel product is produced from biomass and the company says it is working toward FAA certification. The
company says it could be capable of large-scale production within six months, but many regulatory, performance and certification questions remain. Swift announced on Aug. 24 that its fuel had
completed a first long-distance flight when it powered the left engine of an Embry-Riddle Piper Seminole from Daytona Beach to Oshkosh and back. The company says the aircraft exhibited lower fuel
consumption per volume in the Swift-fed engine than the 100LL-fed engine on the aircraft's right side. Swift's ultimate goal is to produce its biomass-derived fuel product as a drop-in replacement for
100LL.
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Gulfstream's new G650 recently reached Mach 0.995 on a test flight, which the company says establishes the business jet as the world's fastest civil aircraft. That title that has long been held by
Cessna's Citation X, which flies at Mach 0.92. Gulfstream said the G650 achieved the maximum speed during flutter testing, when the test crew took Serial Number 6001 into a dive, pitching the nose 16
to 18 degrees below the horizon. During the dive, flutter exciters introduced a range of vibration frequencies to the wing, tail and flight control surfaces to ensure the aircraft naturally dampened
out the oscillations without input from the pilots. "The airplane is very predictable," said test pilot Tom Horne. "It's very easy to control and to get precise control at those speeds."
Gulfstream has been working on the G650 flight-test program since November 2009. Four jets are flying, with one more to join the test fleet before production begins. The test aircraft have
completed more than 170 flights and 575 flight-test hours. The ultra-large-cabin G650 is powered by Rolls-Royce BR725 engines, and the company says it will fly 7,000 nm at Mach 0.85. Deliveries are
scheduled to start in 2012. The Citation X has been flying since 1996 and the fleet has accumulated more than one million hours.
Although business aviation in much of the world has been downplaying the luxury aspect and emphasizing efficiency and productivity, a major exhibition in Abu Dhabi next February embraces the
undeniable comforts that come with private air travel. Most of the major business aviation companies are expected to take part in Big
Boy Toys, which runs from Feb. 2-5, 2011, at the Abu Dhabi National Exhibition Center. Although an exhibitors' list isn't available on the website, Al Bawaba, a Middle Eastern news agency, says the show
is "expected to attract top aviation customers across the globe." In addition to kicking the tires on the latest that aviation has to offer, attendees can shop for high-end marine, automotive and
electronics products and maybe even book their favorite superstar for a private concert. Meanwhile, the publication says the market for business aircraft looks rosy in the region and that bodes well
for the show.
Quoting a year-old Frost and Sullivan study, the publication confidently predicts 200 bizjet deliveries in the region by 2015 and another 400 by 2023. A spokesman for the exhibition said Big Boy Toys
is ideally timed to capitalize on the anticipated growth in business jet sales. "'Big Boys Toys' comes at the right time as the business jets market is picking up in the region and UAE, and exhibitors
aim to meet the needs of high net worth customers or owners of private jets who are more focused on ergonomics, ambience and luxury," said Biju Jayaraaj, CEO, Artaaj.
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.
Add AVwebBiz to your AVweb subscriptions today by clicking here and choosing "Update E-mail Subscriptions."
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By now you've likely heard about John and Martha King being held at gunpoint by police in Santa Barbara last
weekend. We've already heard from more than 100 readers about how they feel about the whole thing. Now, we want to know how you feel — not about what happened to the Kings, but where GA fits in
the whole scheme of security and crime.
Have an idea for a new "Question of the Week"?
Send your suggestions to
.
NOTE: This address is only for suggested "QOTW" questions, and not for "QOTW" answers or comments. (Use this form to send "QOTW" comments to our AVmail Editor.)
The Santa Barbara police chief had the decency and class to apologize to John and Martha King after holding them at gunpoint over the weekend following an erroneous stolen aircraft report.
Unfortunately, as Paul Bertorelli reports on the AVweb Insider blog, pilots are uniquely vulnerable to this sort of thing — and we wonder how many agencies would bother with the apology,
much less the extra mile to avoid these things in the first place.
LEDs are a terrific technology to replace old, failure-prone landing light bulbs. And the fact that you can leave them on constantly means the aircraft is more conspicuous, thus reducing the
collision risk. Yet the FAA has so complicated the unnecessary approval process for these products that the market has been nearly strangled. In the latest installment of our AVweb Insider
blog, Paul Bertorelli explains the details.
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Rarely have we seen the spontaneous outpouring of reader response that we have with the gunpoint detention of John and Martha
King last weekend. We've picked a few letters that represent a broad range of views on the fallout from the incident. We also encourage you to take part in our weekly "Question of the Week" reader's poll, which is related to the incident.
My hat is off to the Kings. For years I have recommended their training materials to students because of their quality. Now they show how deep their class act really runs, as they offer to
provide training in response to their encounter with police. Lots of other people and organizations, to include the FAA, would benefit by taking note of how these two professionals aim toward making
a positive ending out of a negative situation.
Jake Huffman
To my mind, Martha's comments underscore two key points:
Law enforcement agencies need some minimal training on aircraft if they're going to accept the challenges of dealing with the issues at an airport. We have the TSA dealing with airport
security because the nation felt that local agencies are improperly equipped to do so. This experience indicates that the SBPD is little better-equipped or trained to deal with aviation
matters.
Our federal tax dollars are being wasted. As Martha comments, this N-number has been flying for well over a year in the ATC system, and this seems to be the first time anything happened.
[It was actually the second time. — Editor]. Or other agencies did their homework
first. Seems that all those tax dollars spent to make us safer aren't performing as advertised.
Also: Since when will a bad guy file a flight plan using a stolen plan's N-number? If the nation is serious about tracking illicit aircraft, why not hook the ATC computers into the hot list and
let the appropriate agency get direct notification? Since the notification would come from the FAA's own registration database, then it might have a chance of being correct.
Sorry, just trying to be rational in an irrational world. Dangerous behavior, of course.
Jim McDuffie
I am a disabled veteran and former law enforcement officer. I also used to fly as a private pilot. The Kings' blaming the Santa Barbara Police, who were following policy, is wrong. They should
have been happy that the police were doing the job handed to them.
The blame should go to the reassignment of the N-number before it was cleared. That is where it should have been double-checked. The same thing happens to motor vehicles reported stolen. The
police respond armed and ready . They will not gamble their lives on a slim chance the occupants may be innocent.
As for the Kings, they seemed to know the type of people who steal airplanes. I have come across criminals of all types. You cannot tell if a well-dressed man is a robber, killer, businessman,
family man or whatever by looking!
AOPA President Craig Fuller should be demanding answers as to why this was going on for eight years and why more agencies didn't act on the stolen plane and N-number; otherwise, the police will
back off, and thieves will be able to steal more aircraft.
Jim Miller
Just what does a "typical airplane thief" look like, and what in Martha King's law enforcement resume qualifies her to judge what is "unnecessarily dangerous"? Given what's going on with
smugglers, the border, etc., I wouldn't have taken any chances, either.
M. Jones
I write to answer Martha King's question, "How widespread is this?" As an AOPA member, private pilot, aircraft owner and criminal defense lawyer with 30 years in the practice, I can tell you that
over-aggressive, negligent police work has never been more widespread than it is now. Police simply do not have to engage in due diligence; they are not concerned about civil liability because of
overly broad governmental immunity statutes, and they justify shoddy professional practice in the name of being aggressive in the fight against crime and the war against terrorism.
Mrs. King and the rest of us should recognize certain cold, hard facts about our government as it exists today:
Our civil rights and liberties are viewed as an impediment to law enforcement. This is not surprising, for these amendments — the Bill of Rights — are a series of limitations on the
authority of government. Government employees are philosophically opposed to limitation on their authority because it makes their job more difficult.
If one of the officers holding a gun on the Kings had felt honestly but subjectively threatened by an action or "furtive movement" and had opened fire, he or she would have been immune from
liability for the injury or death that resulted.
If the issue had been a mistaken allegation of domestic terrorism instead of a stolen airplane and suspected drug smuggling, the Kings could have been arrested, held incommunicado for an
indefinite time period and interrogated without being charged, and, once again, the "merely negligent" government employees would have been immune.
Frankly, the Kings should understand that they are lucky for being white, in an aircraft and in Santa Barbara. If they had been black or brown, in a car and in Detroit, the story might have been
quite different.
In 30 years of practice, I have yet to hear a cogent and reasonable explanation about why government employees should not be held to the same standards of civil liability as, for example, the Kings
and myself are held. I am not suggesting opening the public coffers to pay for verdicts against negligent police officers and federal EPIC workers. I am suggesting that they bear the responsibility
of carrying their own insurance. Personal liability would encourage them to engage in due diligence before acting, and it is the only way to compel them to be circumspect about the exercise of the
power we as a society have given them the authority to wield.
One final comment: We have only ourselves to blame for this state of affairs. We allowed, even encouraged, the government after 9/11 to enact laws such as the Patriot Act. If the truth be known,
this war on the first 14 amendments to the Constitution began long before that, and as we have sown, so shall we now reap.
Harry R. Reinhart
We all owe John And Martha thanks for the incident at Santa Barbara. As well-connected, highly respected and highly visible individuals, what happened probably got the attention of the system and
will, I hope, correct things. If it had been me or some other Joe Blow, nothing would have come of it!
Pete Speth
Read AVmail from other weeks here, and submit your own Letter to the Editor with this form.
Last week's "Question of the Week" on further regulation of RC models — in light of the collision between a biplane and an RC model at Brighton, CO — generated huge response. Many of
the letters reminded us that the investigation hasn't been concluded. The FAA has promised a full report within a week or so, and we'll carry it.
I fly both RC and full-size. The models have their safety code by the Association of Model Aeronautics (AMA) to follow. Most of that flying is far below the minimum altitude for the full-scale
planes in the FARs. The code has a lot to say about conflict with full-scale airplanes. I've flown at small country airports without a problem, too. Being a pilot helped me to keep sharp for any
possibility for traffic, and I landed as soon as I heard a plane in the pattern.
In the video in question, I would fault the event. The man with the radio obviously wasn't in control of the field as the air boss. The biplane did a low pass, rather than going around — if
that was the request (and it should have been). And the RC pilot should have been alerted to shut it down when the plane was spotted on final approach by the air boss. As with any accident, it's a
chain of poor decisions.
The RC flying is much like the full-scale, and there is a crossover of skills. We want new pilots to join us. RC is a great first step for them to enjoy aviation. In all the years of flying,
there have only been a handful of incidents like this, with millions of hours flown each year by the RC community. The bigger models do require more skill, and, just like full-scale flying, having a
big pocket book is no indicator of common sense, training or respect for the craft.
Richard Bach once wrote something to the effect that anyone who flies a plane should be required to start with a small model, work up to an RC, fly a sailplane, work up to a Piper Cub, then a 150,
then up the ladder, and then you have the right to be an aviator. I like the idea of total immersion into aviation, from the small to the large.
Mark Peterson
When I reviewed the video posted on AVweb, my first impression was that there was a hot-dogging biplane pilot making a low pass over a model airplane airport. Upon reviewing the more
lengthy tape on YouTube, it's obvious that this is a real airport with a mixed "real" airplane and RC show going on. After reviewing the YouTube video, it appears to me that fault lies with
the individual on the ground with the airband handheld radio, who was apparently in communication with the pilot of the biplane and in control of the RC model activities as well but failed to keep the
"real" airplane and the model separated.
In my opinion, the airport should have been NOTAMed closed during the model airplane activities, but apparently it was not, since the end of the YouTube [video] shows another "real"
airplane on the runway, either taxiing or rolling out from a landing. Frankly, I don't think "real" airplanes and RC model flight activities in the same airspace or on the same runway at
the same time are compatible, and if I were the FAA, I would implement rules to prohibit that combination.
R. Fleming
I have flown RC aircraft at full-scale air shows for many years, and full-scale and models were never allowed in the air at the same time. Someone screwed up, plain and simple. The video shows
the air boss with his handheld, so there was some miscomunication involved.
Dean Lassek
I concur that the accident was a fluke and don't feel additional FARs are needed to cover it. I didn't choose the first answer option, as it appeared to be that of an anti-government fanatic.
Model aircraft organizations (AMA and IMAA, for example) have adequate safety regulations that are generally followed by the RC community. Not knowing the particulars of the incident in question, it
appears that either better coordination or notification of the RC event being conducted at the airport was needed, or that the pilot in question may have been to blame if the appropriate notification
of RC activity at the field had been given.
Bud Park
Read AVmail from other weeks here, and submit your own Letter to the Editor with this form.
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.
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Wanna go fast and climb like hell? That's what the Silver Eagle Conversion of a P210 with a Rolls Royce turbine engine does. Aviation Consumer's Paul Bertorelli recently took
a flight demo in the airplane.
If you enjoy this video, be sure to look for more on the Silver Eagle package in the September 2010 issue of Aviation
Consumer.
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.
Jonathan Trappe is a sort of super-hero to some children and a crazy man to some adults. We found him inspirational. Trappe is licensed to fly beneath a group of homemade
helium-filled balloons. That means his aircraft is one of the most structurally redundant vehicles in the sky. But it's also challenging to fly. Trappe controls his direction by varying his
altitude. He can drop water ballast or stab balloons with a knife to alter his buoyancy as he flies. Wind direction can vary with altitude, and Trappe uses that to his advantage, adjusting his
present reality to the forecast conditions. To stay visible to controllers and aircraft, Trappe carries a radio and transponder, making him visible on radar. For visual avoidance, Trappe relies
mainly on the 50-foot brightly colored canopy of balloons above his head. At night, he uses lights.
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.
Do You Love to Fly?
Every issue of Kitplanes is crammed with the facts, figures, and stats you need to build and maintain your dream aircraft. Join the revolution in GA!
AVweb's "FBO of the Week" ribbon goes to Montgomery Aviation at Indianapolis Executive Airport (KTYQ) in Zionsville,
Indiana.
AVweb reader Brian Johnson tells us Montgomery is the cream of the crop in his region:
... [B]y far the best experience I have had with an FBO in my 18 years of flying. They are very courteous, helpful and responsive. I have been part of Eagle Flyers, their local flying club, for the
past two years, and it has been a wonderful experience. Very well-maintained aircraft, reasonable prices, good availability and excellent service — this is the type of FBO that inspires current
and future general aviation pilots.
AVweb is actively seeking out the best FBOs in the country and another one, submitted by you, will be spotlighted here next Monday!
Peter Drucker Says, "The Best Way to Predict the Future Is to Create It"
It's easy for your company to be more proactive, flexible, and entrepreneurial with AVweb's cost-effective marketing programs. Discover the benefits of instant response, quick copy
changes, monthly tracking reports, and interactive programs. To find out how simple it is to reach 255,000 qualified pilots, owners, and decision-makers weekly,
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Our 15th anniversary celebration continues, with a second chance to win a Bose Aviation Headset X! All you have to do is click here to enter your
name and email address. (You only have to enter once, and you'll be entered in our prize drawings for the entire year — so if you've already entered, you're all set.)
And no, we're not going to rent or sell your name, ever. Tell your friends, and invite them to sign up for AVweb so they can qualify for our 15
Grand Giveaways prize drawings, too. (We won't spam them, either — but we hope they will sign up for our newsletters.)
Deadline for entries is 11:59pm Zulu time Friday, September 3, 2010.
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.
Jack Fleetwood of Round Rock, Texas submitted several eye-popping photos this week, but this simple shot of a barn-cum-hangar set our imaginations
humming.
We'll sneak our second favorite of Jack's shots into the slideshow on AVweb's home page. Be sure to check for it.
It's back to AirVenture for another visit with the AeroShell Aerobatic Team — from a slightly different angle.
Lafayette, Colorado's John Flavin writes:
Saturday night at AirVenture, the AeroShell team took off into the dusk for a night show on full smoke, perhaps not realizing the crosswind that blew an immense cloud of smoke over the
entire crowd. The setting sunlight mixing with the oily cloud created a uniqued enhanced twilight on the field.
On a flight back to Pollock Pines, California from Washington state, Ney Grant stopped for the night in Chiloguin, Oregon. "I had dinner
across the street at Melitas Cafe," writes Ney, "then put my tent up for the night under the wing."
That warm red glow in the northwestern night? Ney settling in by the light of his pilot's flashlight.
The only thing we love more than a good airplane photo from Oshkosh is one with a story behind it.
Enter Caity Happ of Sandy, Utah:
I took this shot at Oshkosh Airventure 2010. We were walking around the grounds after a long day at the show and stopped to admire the planes on AeroShell Square. I loved the way this
plane caught the sunset light on its wings. Later on in the week, my sister ran the traditional runway 5K. As she was heading back on the long treck to the showers, a nice man offered her a ride on
his golf cart. After trading stories of how their run went and how they were both pilots, she discovered he was the pilot of this beautiful plane I captured at sunset.
Want more? You'll find a dozen or so bonus pictures in the "POTW" slideshow on AVweb's home page. They don't appear anywhere else,
and they'll disappear beneath the waves of time when we update the slideshow next week, so don't miss 'em.
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
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urging a carbon monoxide detector in the cockpit. The new CO Experts Model 2010 Low Level CO Monitor is the lowest reading level CO detector you can buy! There are others that start working
at 35 PPM, but only the CO Experts starts reading CO at 7 PPM. Don't find out about CO poisoning when it is too late!
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