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November 14, 2011
By The AVweb Editorial Staff
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Are You an iPad Pilot?
Sporty's Has You Covered!
Sporty's is iPad headquarters, with the best selection of aviation apps, custom iPad kneeboards, GPSs, RAM mounts and other great accessories. Plus, we are the source for exclusive tips and
tricks, with our detailed FAQ, our iPad webinar and our monthly e-mail newsletter.
It's all at
Sportys.com/iPad.
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Shifting Landscape Moves Data Away from
Pilots |
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The days of inexpensive navigation and chart apps for your mobile devices appear to be numbered with the FAA's announcement that it will begin charging for downloads that were previously free
starting April 5, 2012. A story in the December issue of our sister publication Aviation Consumer says the Aeronautical
Navigational Products Directorate (Aeronav), which currently makes the latest charts and other navigational products available online for free, says it has to recover the costs associated with
developing and hosting the products. That means charging fees to companies for those downloads and no longer allowing individuals access them at all. As of April 5, only those with distribution
contracts with Aeronav will be able to download the data. The most noticeable impact will likely be on the small but increasingly popular industry segment (like ForeFlight and WingX) that develops
flight-related apps for iPads and other consumer electronics. It will also have an impact on websites like RunwayFinder that use the data for their online products, some of which are currently
available for free. How much impact isn't known because the FAA hasn't announced what it intends to charge for the data. Affected companies have been invited to a meeting Dec. 13 in Washington to hear
details of the FAA's proposal and offer input to the final pricing structure and the distribution contract.
Industry officials told Aviation Consumer that the market will likely reject significant increases in cost for apps and online products. Smaller providers and free websites may simply go out of
business. Larger companies may try to keep their subscribers but with higher subscription prices. The pervasive fear in the industry is that this could lead to only one or two entities controlling the
market for the distribution of government-produced information that is essential for flight safety. Aeronav spokeswoman Abigail Smith told Aviation Consumer the agency is determined not to let that
happen but the new fees, whatever they are, will have to be enough to cover costs. "Because we're legislated, we can't collect more money than our cost," she said. "We're committed to the most
affordable product line for the end user. But if revenue diminishes, the product line diminishes." Under the new contract structure, the FAA will also set standards for those using FAA data to create
their products. There have been issues with data being made inaccessible in the production of some apps and the standards will ensure that all information on printed charts is available in any digital
version.
Related Content:
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Two Great Ways to Keep Your Engine Up to Speed
Do you have a new engine core that's never been rebuilt or overhauled? Save up to $5,000 on a rebuilt engine. Do you have an original Lycoming factory engine that last left the factory as a
new, rebuilt or overhauled engine? Save up to $1,900 on a new, rebuilt or overhauled engine. For complete details, call (800) 258‑3279 to find an authorized Lycoming
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The FAA plans to impose mandatory fixes for nearly 700 GE turbofan engines Monday because the engines are unacceptably prone to uncommanded inflight shutdown due to ice and a 2007 fix didn't work.
Government and industry experts have documented single or dual-engine shutdowns of GE's popular CF6-80C2B engines on more than 100 Boeing and Airbus jets from the mid-1990s through 2008, The
Wall Street Journal reported Thursday. The figures far exceed the expected inflight single-aircraft, multiple-engine shutdown rate of about one in one billion. Following the FAA directive issued in
2007, at least 10 uncommanded inflight shutdowns have been reported. On Monday, the FAA will formally propose a new fix.
The shutdown events typically took place while the aircraft were flying near strong thunderstorms. The engines usually restarted very quickly, sometimes with no pilot input. The 2007 fix changed
high-altitude flight procedures and software on roughly 1,200 airliners. Since then, 14 instances of sudden shutdowns have taken place. Four of those took place on the ground and 10 took place in
flight. In each case one or two engines shut down without any pilot input and some engines shut down multiple times during one trip. The FAA is expected to require replacement of electronic
engine-control systems to prevent sudden inflight shutdowns of one or more engines. According to the Journal, the airlines will have six months or 450 flights to comply after the rule becomes final.
The FAA estimates a total cost to operators of $3.4 million.
On March 3, 2011, a Dash 8 operated by Flybe between Exeter and Newcastle, UK, dropped a right main wheel on takeoff right in front of window-seated passengers, but it was Air Traffic Control that
notified the crew, according to an AAIB report. The precise chronology of the event is not known, but passengers seated next to the high-wing's landing gear clearly saw the wheel fall shortly after
takeoff. Tower controllers also witnessed something fall from the aircraft and alerted the pilot. The pilot then directed cabin crew to investigate. At that time passengers told the senior flight
attendant what they'd seen. With confirmation, the pilot issued a Mayday, turned back to Exeter and prepared for landing while at least one passenger took pictures of the landing gear.
The cockpit crew consulted with the airline's chief pilot and was instructed to touch down on the good left main first and lower the now handicapped right gear (one wheel remained) as slowly as
possible. The aircraft landed successfully on the runway with its remaining tires. All aboard escaped injury, but the aircraft was evacuated while still on the runway. According to the AAIB, a seized
bearing had caused damage that led to the wheel's departure. It noted that the captain had inspected the gear during pre-flight and did not notice anything out of the ordinary. According to the AAIB,
the nature of the problem would have been difficult to detect during a visual pre-flight inspection. The AAIB has issued safety actions as a result of the incident.
A story that appeared in Monday's edition of AVwebFlash concerning the upset of a Qantas aircraft appeared in error. That incident happened in 2008 and should not have been
reported as current news. Our thanks go to the sharp-eyed readers who alerted us to the gremlin and enabled us to quickly remove the erroneous story from circulation. For those of you who saw it
anyway, we apologize for the error.
Russ Niles
Editor-in-Chief
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Bose® A20® Aviation Headset
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Production of the Airbus A340 four-engine commercial jetliner has ended, making it Airbus' shortest-lived production model. The aircraft entered service in 1993, but soon began losing
favor with carriers due to the economic factors associated with feeding fuel to and maintaining four engines. Demand for the A340 also took a major hit with the expansion of extended operations or
ETOPS. As regulators increased the amount of time twin-engine aircraft were allowed to fly away from suitable landing sites under more lenient ETOPS regulations, four-engine aircraft lost a key
competitive edge. And, Thursday, Airbus confirmed that it had sold zero A340s over the past two years. Meanwhile, some twin-engine jets from competing manufactures have done quite well.
Boeing's 777 earned more than 130 orders in the first 10 months of 2011. The Boeing earned Extended Operations certification after passing tests that included eight three-hour, single-engine test
flights. While Airbus also produces successful twins, it shares that market to some extent with the successful Boeing. The 777 entered service on June 7, 1995, and like the A340 before it now faces
competition from a younger design -- particularly from its sibling the 787. That aircraft again challenges the aircraft before it by offering increases in efficiency. However, Boeing, Boeing is
increasing production of the 777 ... for now.
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It's just natural to adapt to one's environment and when you're Burt Rutan in Idaho with too much time on your hands, that means designing an airplane to take advantage of the circumstances.
"Going out and exploring little lakes and rivers in a STOL seaplane is a fantasy, I think, for a pilot," the legendary designer told EAA. "So having something that would be a high-speed boat, a very efficient boat for Lake Coeur d'Alene, and then convert into a seaplane to go to the rivers and small lakes
and elsewhere is what I'm trying to do." Rutan admitted he's bored since retiring earlier this year from Scaled Composites, the Mojave-based aircraft and spacecraft design company he founded. And if
Rutan's inspiration for what he calls 372-3 is any indication, this could be one of his most innovative designs yet.
EAA says Rutan is drawing on his observations of the giant Russian ground effect vehicles called ekranoplans that he saw during a visit 20 years ago. The aircraft are designed to skim the surface
of water bodies at high speed but need ground effect to stay aloft. Rutan isn't saying what elements his new aircraft will borrow from the Russian behemoths nor is he saying when the aircraft might be
finished, although he did say he wants to keep it in his garage. "I don't even know what it will look like. I'm not ready to build it yet," he said. "I have about three different options right now.
This is in very preliminary stages."
Deadline for proposals for the Wolf Aviation Fund is coming up Dec. 15 and organizers are urging those with project ideas to
get cracking on their applications. The idea of the Wolf Fund is to provide small grants to folks who have ideas that foster and promote GA. In the past, grants have been awarded for everything from
helping disadvantaged youth in Alaska learn about building airplanes to encouraging Chinese women to learn to fly. The application process isn't complicated or necessarily time-consuming but there are
things applicants need to know, so the first step is reading that page.
"Applications must meet certain criteria and fit into the Fund's seven major program areas, which are: Developing Public Policy and Airports; Networking and Mutual Support; Development and
Alternative Resources; Communications, Media, and Community Relations; General Aviation Technology, Safety, and Noise; Improving Public Understanding and Perception; and Aviation and Space Education,"
said spokesman Rol Murrow. The fund is named for Alfred and Constance Wolf, who devoted their lives to the promotion of aviation and whose legacy lives on with the administration of the fund.
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Legal Aspects of Leasing and Financing
to be Debated in the Middle East
The successful Legal Aviation Workshop (LAW) on Aircraft Leasing and Financing is returning to Dubai in 2012 in order to address legal issues and answer critical questions. The workshop will
cover themes such as Principles of Contract Law, Operating Leases ("Dry"), Aircraft Finance, Aircraft, Crew, Maintenance and Insurance ("Wet") Leases, and Aviation Insurance. A
practical exercise is included in order for the participants to debate the results of the day.
Click here to learn
more and register.
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Whether it's all just a publicity stunt or it's been Michael O'Leary's dirty little secret, the flamboyant owner of Ryanair certainly knows how to stimulate headline writers. The Irish
entrepreneur's latest media bombshell is the suggestion that his no-frills airliners stream, among other things, porn to the handheld devices of passengers. He's also thinking about games, gambling
and more wholesome fare like movies but it's the prospect of catching a glimpse of something creating heat besides the engines that has tweaked the Times, titillated the Telegraph and seared the Sun.
"I'm not talking about having it on screens on the back of seats for everyone to see," he told the Sun. "It would be on handheld devices. Hotels around the world have it, so why wouldn't we?" Perhaps
the Sun reporter didn't mention that hotels have doors with locks on them, too, but the problem with quoting O'Leary is that it's impossible to tell when he's serious.
He's made headlines before for implausible (but possible) suggestions like standing room areas on his airplanes and pay toilets that haven't gone anywhere but he's also followed through on some of
his seemingly outlandish schemes. Whatever the real motives behind O'Leary's latest brainwave, he concedes airliner porn won't see the light of day for at least a year since Ryanair doesn't have
onboard Internet and it will take at least that long to figure out the mechanics of such a project.
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Having spent multiple thousands for new glass, some owners are shocked at how the database costs add up. And with the FAA poised to start charging for its heretofore free digital flight data, the
needle may be going in the wrong direction. On the AVweb Insider blog, Paul Bertorelli opines that this could eventually become a drag on sales and ownership, if it isn't already.
Read more and join the conversation.
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Over 20,000 Happy GAMIjectors® Customers Can't Be Wrong!
GAMIjectors® have given these aircraft owners reduced cylinder head temperatures, reduced fuel consumption, and smoother engine operation. GAMIjectors® alter the fuel/air
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go online for complete
engineering details. 
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Learning to fly the B-25 was a joy to Richard Taylor ... and also a pain, dealing with a castering nosewheel and malicious instructor pilots, as we learn in Richard's continuing
memoir.
Click here to read the seventh chapter.
File Size 5.7 MB / Running Time 5:34
Podcast Index | How to Listen | Subscribe Via RSS
As LSAs make more inroads in new airplane sales, they're also coming up on the used market. The Rotax 912 and 914 have proven to be reliable, durable engines, but they have a couple of tender
spots. For one, they don't like to be overheated and if run on fuel that's of too-low octane, they can detonate, leading to crankshaft issues. In this podcast, Dean Vogel of Lockwood Aviation
Supply tells Aviation Consumer's Paul Bertorelli what to look for when asking for a pre-buy on a Rotax-powered airplane.
This podcast is brought to you by Bose
Corporation.
Click here to listen. (5.7 MB, 5:34)
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Fly More for Less
Visit the AVbuys page for discounts, rebates, incentives, bargains, special offers, bonus depreciation, or tax benefits to help stretch your budget. We're helping you to locate and view
current offers instantly, with a direct link to sponsors' web sites for details.
Click for the
resource page.
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The Top Reporter on Our Crack Staff ... Is
You! |
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Each week, we run a sampling of the letters received to our editorial inbox here in AVmail. One letter that's particularly relevant, informative, or otherwise compelling will headline this section as
our "Letter of the Week," and we'll send the author an official AVweb baseball cap as a "thank you" for interacting with us (and the rest of our readership). Send us your
comments and questions using this form. Please include your mailing address in your e-mail (just in case your letter is our "Letter of the
Week"); by the same token, please let us know if your message is not intended for publication.
Letter of the Week: Laser Tag
I was on approach to Ontario, CA one night in a Pilatus PC-12 with all the lights on. For those of you that have never seen a PC-12 with all the various lights on, it is a wondrous sight. From
the ground, I'm sure that a non-aviation person would mistake it for a much larger aircraft.
Shortly after turning final, I was hit by an intense light. I immediately reported it to the tower, and, as luck would have it, there was an Ontario PD helicopter flying close by in contact with
the tower. The tower relayed the location of the light to them, and they raced off to look for the source. To me, this is a perfect example of how serious the authorities take this very real threat.
I'm happy that the FAA takes this problem seriously and know that the more the public knows about the threat, the better
off we will be.
Bill Campbell
As a professional astronomer, I use a 20-watt laser at Lick Observatory to measure atmospheric turbulence and correct for it. We have to coordinate with space command [and] the FAA (NOTAMs) [and]
have our own on-telescope radar and outside airplane spotters all to keep pilots safe. Even with all that effort, we still have planes flying over our laser, forcing us to shutter it at the last
minute.
We also use smaller lasers for teaching the nigh sky to students and the public. Each and every summer we see penalties increasing for beaming aircraft, and yet it seems to [be] becoming
commonplace. What I think is needed is for the alphabets (AOPA, NBAA, etc.) to have a public education campaign so that safe use of lasers becomes the norm, because they are valuable tools for
astronomers, both professional and amateur alike.
Bryant Grigsby
Regarding the "Question of the Week" on laser incidents: I am a police pilot in the Atlanta suburbs and have been
hit multiple times. Our supervisor has forwarded a package to our district attorney asking for a state law to be passed so that we may prosecute locally. At least one of our hits was from a
juvenile, and the feds won't touch juvies. They declined to prosecute.
Lou Gregoire
Hard Feelings with Sun 'n Fun
I happen to be one of the 25 aircraft owners billed by SnF for the services rendered following the tornado. My combined bill came
in at $2,568.33. I submitted the claim to my broker, and Chartis has agreed to pay the claim.
But, quite honestly, I'm very disappointed in the manner in which the officials at SnF have handled this issue. They asked us to submit the bill as a claim to our carriers. I was happy to do so,
and, fortunately, I had coverage. I'm curious if that was the case for all the owners.
The decision by SnF to move the aircraft that night was solely a business decision based upon potential loss of revenue the following day. However, directly following the storm, I was ordered by
officials to leave the area. I had no say in the disposition of my airplane and gave no one authority to touch my plane. In fact, my airplane was further damaged as a result of the relocation. I
understand the environmental remediation and have no issues with that expense.
But I believe the folks at SnF have an obligation to those of us that flew our airplanes to their show. At a minimum, they should have asked us in the cover letter to submit the claim but told us
that in the event our carriers would not cover the loss that they would not seek further restitution. Of course they chose not to do that.
The success of this show, just like AirVenture, is based upon the participation of many, many people. As [an] aircraft owner and, in my case, a homebuilder, I think I should expect a greater level
of support from the organization. Without our participation, it wouldn't be much of a show. I think their approach was in bad taste.
They said they didn't budget for this eventuality. Well, the fact is, neither did I. Thank goodness I had coverage. But I do believe they need to accept some responsibility and show some support
to the people that ensure the success of their event.
I've been going to Sun 'n Fun since 1988. I don't anticipate they'll see me in the future.
Rick McBride
Ejection Experience
My condolences to friends and family of the Red Arrow pilot who died. I do not pretend to know the circumstances,
but here are two incidents I am familiar with.
I personally know of two incidents where the ejection seat (or part of the system) fired inadvertently. One happened to me on the ground. The seat had been inspected, but a short lanyard was then
installed on an initiator (the butt snapper) instead of a longer one. When I adjusted the seat, the initiator fired.
The second happened to our ops officer, on a downward-ejecting seat. The seat height adjustment was too close to the arming mechanism (both between the legs, under the seat). When he attempted to
adjust seat height, the hatch blew. He flew over open sky, then landed in an armed seat. He didn't want to risk setting it off by getting out of the seat.
Again, condolences and prayers to all affected.
Marc Santacroce
The Training Calendar
I started my flight training in 1954 in a Taylorcraft DC-65 that I purchased for $450. It took me seven hours to solo. I now hear of student pilots who take 20 hours to solo. Are the schools
just dragging out training, or is a Cessa 150 that much more difficult to fly than a 65-horsepower taildragger?
Louis Hastings
Reno Risks
Although this was a terrible accident, and I feel for the families that lost loved ones, we all need to remember why
people go to watch the Reno Air Races.
If it were not for those who pushed the limits of physics on the plane, being risk takers, no one would go to watch.
Denton Brown
A Real Champion
Nice piece on Champion Aircraft. I am chief pilot for a small airline in the
Northwest. I use my 1973 7GCAA to commute around the San Juan Islands like you would a Volkswagen. I fly it daily in every kind of weather.
Having over 14,000 hours and having owned many aircraft over the years, I cannot say enough good things about my Citabria. My wife and I bought it in Savannah, Georgia in 2004 and flew it
trouble-free from coast to coast. Anyone learning to fly a taildragger around here has probably learned in this plane. It has proven to be reasonably fast, rugged, and reliable. It has a full gyro
panel. It shoots approaches into Boeing Field and Bellingham. And to cap off the day, it does a nice loop and a roll before tucking into the hangar. Do I love this airplane?
Eric Gourley
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 255,000 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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A Great Read!
Available from AVweb Bookstore.
Brave, Splendid Fools is your aviation must-read this holiday season. This amazing autobiographical account from WWII fighter pilot Captain William L. Bacheler, a.k.a.
"Batch," will hold you spellbound. Brave the crosswinds and fly into the combat zone!
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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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details. 
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Nominate an FBO
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Rules
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Tips
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Questions
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Winning FBOs
AVweb's "FBO of the Week" ribbon goes to Yelvington Jet Aviation Inc. at Daytona Beach International Airport (KDAB) in Daytona
Beach, Florida.
AVweb reader Dave Gillespie nominated the FBO and shared his outstanding experience if memory of the FBO's manager, Mike Fuller:
We landed our helicopter and were met by a beautiful young lady marshaller, then picked up by FBO manager Mike Fuller and delivered to the front door to a waiting Suburban, whereupon we were
given an escort around the airport to the entry gate by two Daytona Beach motorcycle policmen! We were even given a cell to call for our return trip. Mike's courteous and exceptional service was the
best I've ever seen in over 35 years flying. He will be missed. He was unfortunatly killed last weekend in a T-34 accident. The FBO community and aviation as a whole has lost one of the best.
Godspeed, Mike.
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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I heard this going into Los Angeles International Airport on SoCal approach frequency:
Approach:
"Airliner 123, turn right, heading 180, for spacing."
Airliner 123:
"Right turn, 180. Airliner 123. What's up?"
Approach:
"Well, our computers have the ability to suggest a specific vector to help us get the required spacing. So the computer says you gotta go south for a while."
Airliner 123:
"Oh. Well, our computer says that direct to the airport for the visual will work."
Approach (laughing) :
"Yeah, but my computer trumps your computer."
Frank Bowlin
via e-mail
Heard anything funny, unusual, or downright shocking on the radio lately? If you've been flying any length of time, you're sure to have eavesdropped on a few memorable exchanges. The ones that
gave you a chuckle may do the same for your fellow AVweb readers. Share your radio funny with us, and, if we use it in a future "Short Final," we'll send you a sharp-looking AVweb hat
to sport around your local airport. No joke.
Click here to submit your original, true, and previously unpublished story.
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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
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.
Aviate. Navigate. Communicate.
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