AVwebFlash Complete Issue: Volume 18, Number 6a

February 6, 2012

By The AVweb Editorial Staff
 
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AVflash! Filing Plans for Next Year's Flight South back to top 
 
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Migration Pilots Defend FAA

Operation Migration (OM) has leapt to the defense of the FAA in light of the recent controversy over the use of allegedly paid pilots in the well-known aircraft-led migration of whooping cranes to Florida. In a letter to AVweb, OM spokesman David Sakrison said the temporary grounding of this year's migration resulted from the persistent complaints of an unidentified person outside of OM and was not initiated by the FAA, which has been supportive of the effort and had previously inspected and cleared all aspects of the operation. The LSA-category trikes flown by the OM pilots cannot be used commercially and OM and the FAA had previously agreed that while the pilots were paid OM employees, the flying was done voluntarily. However, the launching of a formal complaint by the same person obliged the FAA to open an investigation and the pilots voluntarily grounded themselves in Alabama to avoid any chance of being found in violation. "At that time, agency officials made it clear that they would work with us toward a solution, possibly through a permanent exemption from the 'flying for hire' prohibition," Sakrison wrote. The new rule is expected to be in effect in a few months, in time for the spring cycle of the migration. However, not even the blessing of the mighty FAA is more powerful than Mother Nature and the pilots won't be needed any longer.

Between weather and the almost month-long grounding, it may have simply got too late to complete the trip by air and the cranes were trucked to wildlife refuges in Alabama. "Maybe we have stayed too long in Alabama and for them migration is over," ultralight pilot Joe Duff wrote in a blog entry. Longer days, the angle of the sun and warmer temperatures may also have caused the birds to wander off the southerly course plotted by the trikes and the pilots had to finally give up. A new refuge in Wisconsin awaits them when the urge to fly north strikes in a couple of months or so.

 
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The Migration of a Different Kind of Bird back to top 
 

Kestrel Collecting Resumes

Production may be about two years off and the facility has yet to be built, but Kestrel Aircraft Co. hopes to create 600 jobs in Superior, Wisc., over the next few years, and resumes are already coming in. The company currently employs about 50 engineers who are working to transform the Kestrel prototype single-engine six- to eight-seat turboprop into an FAA-certified production aircraft. Successful completion of that task precludes any mass hiring. New hires will also need a physical workplace and Kestrel will break ground on a 35,000-square-foot production facility this spring, likely by April. Wisconsin's Indianhead Technical College of Superior hopes to work with Kestrel to develop training courses that would address specific needs at Kestrel.

Kestrel hopes its turboprop will be a game-changer, carrying with it the clout of Cirrus founder Alan Klapmeier. While that Klapmeier is no longer associated with Cirrus (his brother Dale currently acts as Cirrus CEO), Kestrel's plans for a new home would make it the two companies neighbors, at least in a geographic sense. Under some financial strain, Cirrus merged with China Aviation Industry General Aircraft Co. Ltd. in June 2011, but remains headquartered in Duluth. Kestrel's development plan so far provides some time for the general aviation market to recover. GAMA reported a decline in the sales of general aviation aircraft through the first nine months of last year, but turboprops fared better than most other classes. As a whole, turboprop shipments fell 5.9 percent for the first nine months of 2011, year over year, but some popular manufacturers showed increases over the 2010 report.

 
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Living in the Future, Part I back to top 
 

Where's My Flying Car?

Back in 2003, the SEC filed a complaint against Moller International and Paul S. Moller, for the development and marketing of a Skycar -- on January 30, 2012, Moller International began promoting two new Skycar designs for the LSA category. The SEC's complaint cited "false and misleading statements" Moller used in promotional releases and soliciting "approximately $5.1 million from more than 500 investors." Moller settled by paying a $50,000 fine and agreeing to a permanent injunction. The latest "LSA" offerings from Moller International are currently available in brochure form. Specifications for one include a cruise speed of 237 mph -- about twice the light sport category's current cruise-speed restriction. A practical flying car with every-man usability has so far eluded the public, but we may have already been introduced to a design that shows promise, aside from the Terrafugia Transition roadable aircraft.

Related Content:

Video: Where's My Flying Car?

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

A practical flying car with everyman usability has so far eluded the public, but we may have already been introduced to a design that could lead to a breakthrough. Some of the major challenges of producing a point-to-point simple and safe to operate vehicle are technological in nature. Autonomous navigation (enter the destination, press a button, and allow the vehicle to navigate, communicate with, and autonomously avoid other aircraft) may be one key to safely organizing masses of flying vehicles in the same airspace. And as society progresses, the gap between the dream and reality may be shrinking.

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If that doesn't work, click here to download the video directly.

 
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Signs of the Times back to top 
 

American Airlines' Bankruptcy May Cost You

As part of its bankruptcy reorganization, American Airlines could announce plans next week to lay off more than 13,000 workers and eliminate pension plans, or, warns one analyst, the end of the airline could be near. "American made promises to pilots" about "pay, benefits, retirement and employment," that in many cases "are not going to be kept," according to Glenn MacDonald, an economics professor at Olin Business School at Washington University, St. Louis. MacDonald believes the airline is not positioned to compete and generate sufficient profits to sustain operations without "significant reduction" in what it provides to employees. According to MacDonald, without those reductions, American "will soon be gone, not just reorganized," with pieces bought up by competitors. Whether that proves prescient or propagandist, pilots' pensions appear to be in the crosshairs and you (the taxpayer) may be on the hook for something.

If American does eliminate pension plans, the federal government's Pension Benefit Guaranty Corporation (PBGC) could add a $9 billion loss to its current $23 billion operating deficit as it covers some portion of the plans. Perhaps aiming to have the government take over the pension plans, American last month announced it would contribute $6.5 million of the $97 million contribution needed to maintain funding for pensions. PBGC reacted by putting liens on $91 million worth of assets held by the airline outside of bankruptcy proceedings. For its part, American plans to meet Wednesday with employee unions, including the Allied Pilots Association, to seek concessions. The head of the PBGC, Joshua Gotbaum, warned that "companies in bankruptcy often try to do things that they don't need to do." American filed for bankruptcy on Nov. 29. An article in The New York Times said of the situation that in bankruptcies, some courts have allowed pensions to be treated as pre-bankruptcy debt. And that debt does not have to be paid so long as bankruptcy proceedings continue.

Air Force Plan Would Cut 10,000 Airmen

Nearly 10,000 of the Air Force's active National Guard and Reserve airmen would be cut next year if plans detailed Friday by the Air Force go into effect. Cuts will reportedly target the National Guard for more than half of the total personnel, aircraft and other equipment to be trimmed. Specific numbers trim 5,100 guardsmen, 3,900 active-duty members and 899 reservists. The Air Force Times has reported that the Air Force does not intend "to employ involuntary cuts in the active force to reach that goal." Changes will come to forces in all 50 states and cuts may not stop there. The plan brought immediate push-back.

A "strategic guidance" document obtained by the Air Force Times "provides a five-year plan for cutting and reallocating aircraft through fiscal 2017." Senator Patrick Leahy, D-Vt., issued a statement that said the reductions as they've been laid out "would save relatively little" and "once done, cannot be undone." The changes have to survive passage through Congress as part of the Defense Department budget. Already on Friday, at least one Reserve unit had found support through a website called "Save the Flying Razorbacks," which asks supporters to petition the Defense Secretary on the Wing's behalf. Precise descriptions of how the Guard and Reserves ranks will be thinned have not been publicly aired. Methods that include early retirement and "reduction-in-force boards" have been used in the past.

 
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Living in the Future, Part II back to top 
 

FAA UAS Rule May Reflect New Standards

The FAA's next major rulemaking effort may reflect a shift in agency standards that could hobble one emerging sector and set the tone for the rest of the industry, according to a Washington-based consultant. Gary Church, of Aviation Management Associates, has been representing companies developing unmanned aerial systems for several years and he told AVweb in a podcast interview he believes the forthcoming notice of proposed rulemaking on UASs will set a new standard for safety regulations. He said the agency appears to be aiming for a "do no harm" regime called a "targeted level of safety" that may realistically be unachievable. He also expects legal challenges to the current ban on commercial use of small UASs if the agency continues to drag its feet in establishing regulations.

Church said the commercial ban is rooted in policy rather than regulation since there are no UAS regulations yet. Legally speaking, policies can't be enforced and violators of policy can't be sanctioned. However, the FAA is now using the "bully pulpit" of its reputation for tough enforcement to intimidate the UAS industry into compliance in the absence of its legal authority. The issue came to light with the shutting down of UAS operations doing movie and real estate work, but Church said there are thousands of organizations and companies, including 18,000 police departments, anxious to put small UAVs to work. The FAA had hoped to have an NPRM out by the end of January but the schedule has slipped to sometime "this spring."

Podcast: New Attitude at the FAA?

File Size 10.5 MB / Running Time 11:30

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As the FAA works on rulemaking to allow the integration of unmanned aerial systems into the national airspace system, there are signs that the agency has significantly ramped up the safety requirements for this brand-new aviation sector. Aviation consultant Gary Church discussed the issues and their potential effect with AVweb's Russ Niles. (This podcast is longer than most at more than 11 minutes.)

This podcast is brought to you by Bose Corporation.

Click here to listen. (10.5 MB, 11:30)

 
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The Friendly Skies Have a Voice back to top 
 

Flight Attendants Plan OccuFLY Event

Flight attendants from more than 20 airlines will "occupy" a section of LAX on Monday to protest labor provisions in a proposed FAA reauthorization bill. The OccuFLY protest, organized by the Association of Flight Attendants, is a reaction to change in voting standards for union organization that unions consider an attack on organized labor. "This controversial labor provision is nothing less than an attack by the 1% against the 99%," said AFA President Veda Shook in a news release.

As we reported last week, the proposed bill has compromises that legislators swallowed in exchange for enough stability to get NextGen and other modernization programs under way. It's the first reauthorization bill to gain traction in four years.

 
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The Top Reporter on Our Crack Staff ... Is You! back to top 
 

AVmail: February 6, 2012

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: In Defense of the FAA

It is in the nature of pilots to complain about the FAA and the news about the temporary grounding of Operation Migration's aircraft, and its migrating whooping cranes in December sparked some strident criticism of the agency from pilots. As a member of the board of directors of Operation Migration (OM), an EAA member, and a private pilot, I'd like to set the record straight.

FAA officials were not the bad guys in this affair — far from it. They have long recognized the value and the uniqueness of what OM is doing for an endangered species and the high standards of safety that we have maintained in our flight operations.

When the Light Sport Aircraft rule went into effect in 2008, Operation Migration registered and N-numbered their aircraft. From the beginning, we maintained that our staff was paid for a long list of non-flying duties that kept them busy seven days a week and that for the very small portion of their time that they spent flying, they were volunteers. From 2008 to 2011, we believed that OM's pilots and flight operations were in compliance with the LSA Rules.

That belief was reinforced by the FAA in 2010. When someone outside of OM claimed that our pilots were flying LSAs for compensation, in violation of the FARs, a local FSDO inspector spoke with our attorney and accepted our explanation. The inspector declared the matter closed, telling us that no further action would be taken.

In 2011, the same individual filed a formal complaint, and the agency was legally obligated to investigate. The FAA inspected our aircraft in August 2011, and the trikes passed with flying colors. In November, the agency sent letters of investigation to OM and to each of our pilots. Up to that point, the pilots believed they were in compliance with the FARs. But after a discussion with the FAA in December, they voluntarily stopped flying so they would not knowingly fly in violation of the rules. Because of that response, the FAA stated they would take no action against the pilots for prior violations. We voluntarily grounded our planes on 21 December 2011, and no other enforcement action was taken against OM or its pilots.

At that time, agency officials made it clear that they would work with us toward a solution, possibly through a permanent exemption from the "flying for hire" prohibition. A permanent exemption must be published in the Federal Register — a slow process. So, in early January, the agency granted us a temporary waiver from the rule that gives us an adequate window to complete this year's migration from Wisconsin to Florida, while the wheels grind toward a permanent resolution.

Our CEO/Lead Pilot Joe Duff spoke with the director of the Milwaukee FSDO on January 20. The FSDO director assured him that the agency would work with us to find a long-term solution, and we are confident that will be in place before the next migration cycle begins this spring. We are preparing a case based on the uniqueness of our project so that a permanent FAA exemption will not set a precedent for the commercial use of Light Sport Aircraft.

The officers and staff of Operation Migration are sincerely grateful to the FAA for its efforts on our behalf and its ongoing support of whooping crane recovery.

You can learn more about Operation Migration, read our daily field journals, and watch the birds on our real-time "Crane-Cam" at OperationMigration.org.

For the birds,
David Sakrison

AVweb Replies:

We asked Operation Migration for the name of the person who complained because we'd like to hear his or her rationale, but the FAA doesn't release the names of complainants. We're inviting the complainant to contact us at editor@avweb.com to get his or her concerns on the record.

Russ Niles
Editor-in-Chief


Death of a Pilot and CEO

Editor's Note:

Micron Systems CEO Steve Appleton died in the crash of his Lancair IVP in Boise, ID last week. Frequent AVweb contributor Dr. Brent Blue knew him well.

Russ Niles
Editor-in-Chief

Steve Appleton was a friend and a pilot. At 51 years old, we lost him way too young.

Steve was a stellar member of the aviation community — low-key, energetic, and excited with every flight. On the level playing field of aviation, there was no way anyone would know he was CEO of a Fortune 500 corporation. It was actually a shock to visit him at the Micron campus and see him in a suit and tie, but his warm and unpretentious style made you forget the adornments of the executive office. During a campus tour, he greeted every employee he passed and proudly showed off the employee medical and exercise facilities right next to the production facilities. He looked at Micron as a family. He agonized over layoffs that he delayed until forced to by the market in order to save the company. He did not take a salary for several years to demonstrate his compassion for his employees. Steve was truly a special person.

Steve was not a "daredevil" or "stunt" pilot as the lay press has reported. He did perform aerobatics in an Extra and his Viper jet, and he was good at it. Adventuresome — yes, he was. Taking unnecessary risk — no, he did not. These are qualities that propelled him to the top of his corporation from the factory floor.

Steve made the decision to buy a small, "go fast" airplane. Why he bought a homebuilt Lancair turboprop over a TBM or another production aircraft was typical of Steve's imagination and drive. Maybe a production aircraft was too "standard."

Steve was performing a test flight on the Lancair when something went terribly wrong. To some extent, we all perform a test flight after every annual our aircraft undergoes. We try to minimize risk and then take to the air. We do not know what went wrong with Steve's aircraft in its less-than-one-minute flight. We do know that he was a skilled pilot, and if there were a way to survive the problem, he would have.

Many have stated that CEOs of major corporations should not undertake "risk-taking" behavior. They probably do not know about the recent study that showed an out-of-proportion high number of corporate leaders are pilots, possibly reflecting the same qualities being required for both [roles]. Steve's qualities certainly fit.

We talked about death last July during dinner the night before AirVenture. We were having dinner when Steve got the call that his good friend, aerobatic pilot Greg Poe, died unexpectedly from medical causes. The news spurred a conversation about risk, reward, and death. We all understood the value of life and living it to the fullest.

The stunning airbrushed tiger paint job Steve commissioned for his Kodiak Amphibian that he brought to Oshkosh last summer was representative of his style. When asked whether it was worth the exorbitant cost, he would respond, "I've got more money than time." How prophetic and sad for all of us who knew him. At least we know he lived his life to the fullest.

Dr. Brent Blue


FAA Funding

I just wanted to write a quick note regarding Reid Sayre's letter on his thought of charging a user fee per passenger.

While I understand his desire to find an equitable way to pay for ATC, I must disagree with the method he proposes.

Let's take Sayre's proposal and literally move it to our highway system. The driver hauling freight on an 18-wheeler would pay less than a family of four in a minivan, even though the truck is going to have a bigger impact on highway wear and tear. The tollway system bases charges on vehicle weight/vehicle classification, because the heavier the vehicle, the more wear is placed on the pavement. That's also how airport landing fee structures are based, on aircraft weight.

With airspace, weight isn't the controlling issue; it's the airspace that is taken to protect each aircraft. Airspace is finite, and our air traffic rules give aircraft separation standards. The more aircraft [are] in the system, the more valuable the airspace is, just like in real estate. Airspace is a premium. Additionally, if memory serves me right, certain aircraft require additional separation due to their aerodynamic qualities during approaches.

A UPS 757 would pay less than someone operating a Cessna Citation full of people, in Sayre's proposal. How could this be a fair proposition? We need to keep all operators in mind as we find a solution.

There needs to be a more effective way to collect the money needed to pay for our ATC system. The 23 temporary FAA funding measures over the course of nearly four years should be proof enough of that. Congress should get their hands out of the ATC modernization cookie jar. Labor issues not at all affiliated with FAA funding should not impact our modernization efforts.

We as individuals typically don't trust Congress with much of anything. Why do our advocacy groups trust them with ATC modernization funding?

Ponder that one.

Al Dewey


Good Riddance, Columbus

Regarding Cessna's decision to not proceed with the Columbus: When introduced at NBAA a few years back, the aircraft looked like many other "me-too" mid-size/super-mid-size airplanes. It didn't offer anything significantly better (speed, range, size) than a lot of other offerings from other OEMs. Plus, it compromised its own Citation X leader-of-the-pack status, which would have been a marketing disaster, especially the top-speed bullet. Luckily for Cessna, it died as a cabin mock-up.

Jamie McIntyre


UASs Need Rules

With regard to unmanned drones, such as large R/C helicopters, I am glad that the FAA is ready to issue guidelines or restrictions. In all fairness to the companies that would like to operate them, I hope that the agency will proceed as quickly as possible, so that they will know where they stand.

I do feel that it was pretty arrogant of these operators to fly them around neighborhoods and events with no authorization. These are, after all, unlicensed, uncertified vehicles. Besides the need for clear allowable airspace definition, a process will have to be put in place to certify the pilots and the machines, in order to protect the public — both groundbound and flying.

I remember when ultralights started to become popular. The FAA seemed to be reluctant to get involved, so before the industry matured enough to self-regulate, there was some chaos. I remember very well almost colliding with a formation of three of them at around 400 feet on short final to Ocean City, New Jersey. They just blindly overflew the airport and landed! We can't allow this kind of ignorance all over again!

Steve Tobias

I am puzzled about the LAX airspace and the UAV ban that you have reported on. Looking at a TAC for the area, the class B airspace in Los Angeles has a floor of 5,000 feet starting northwest of LAX. Also, there is the magenta tint in that area, indicating that controlled airspace begins at 700 AGL. From the information you have, how does the FAA get to legislate what flies in uncontrolled airspace? I'm just curious about the basis of this recent ban.

Ken Spencer


Pilots as Criminals

Regarding the "Question of the Week": Pilots who willfully make choices to violate the rules and safe operation practices should face consequences. If I kill someone with my car because I was careless or negligent, how is that different from killing someone with an airplane?

Dick Lathrop

Aviation in the U.S. is based on "assumption of the risk." As a lawyer, I applaud this concept; an individual should be allowed to try anything which will not adversely affect another. That has formed the basis of the EAA: Design it, build it, and try it, under controlled conditions that minimize risk to others.

However, the New Hampshire pilot was clearly unqualified. As a CFI and examiner, I believe that pilots operating outside the FAA's parameters for qualification and currency should be held criminally liable should they risk the safety of another. This should be limited to intentional and grossly negligent acts, not just mistakes, since it is seldom that any pilot has a flawless flight. We just usually catch our mistakes before they result in harm.

David Dodson


Read AVmail from other weeks here, and submit your own Letter to the Editor with this form.

AVweb's Newstips Address ...

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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Opinion & Commentary back to top 
 

AVweb Insider Blog: Gippsland's Airvan -- What "Nice Flying" Really Means

Experienced airplane people say FAR 23 is a good guideline to build safe, flyable airplanes. If the Gippsland GA8 is an example of that, they're right. On the AVweb Insider blog, Paul Bertorelli offers some thoughts on why the Airvan is such a nice flying airplane.

Read more and join the conversation.

AVweb Insider Blog: Three Wishes -- Which Aviation Historical Events Would You Elect to See?

If the genie popped out the bottle and granted you three wishes to witness three events in aviation history, which three would you pick? On the AVweb Insider blog, Paul Bertorelli offers his choices. Plus, there's a link to a cool 3-D video.

Read more and join the conversation.

 
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New on AVweb.com back to top 
 

Brainteasers Quiz #168: Dreams Are Made of This

Brainteasers

It's not just how well you fly that makes you a great pilot. How good you look in flight also matters. Which airplane do you think is the most beautiful?

Take the quiz.

More Brainteasers

Podcast: Controllers to the Rescue

File Size 5.8 MB / Running Time 6:17

Bose® A20™ Aviation Headset

Podcast Index | How to Listen | Subscribe Via RSS

When a Mooney pilot got into trouble last December, stuck above the clouds and running out of fuel, controllers at the Seattle tracon helped him to a safe landing. In this podcast, AVweb's Mary Grady takes you through the audio tape of the event, which won the controllers an award this week from NATCA.

This podcast is brought to you by Bose Corporation.

Click here to listen. (5.8 MB, 6:17)

Picture of the Week: AVweb's Flying Photography Showcase

This week's winning photo comes from Craig Morris of Hoveton, Norfolk (U.K.). Click here for the rest of this week's submissions.
 
Your Favorite FBOs back to top 
 

FBO of the Week: Golden Eagle Aviation (K06A, Tuskegee, AL)

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

AVweb's newest "FBO of the Week" is Golden Eagle Aviation at Moton Field Municipal Airport (06A) in Tuskegee, Alabama. Reader Billy Tyndall tells us how an unplanned stopover made Golden Eagle a standard by which other FBOs are measured:

On a cross-country flight in my Sport Cub from North Carolina to Arizona, I encountered adverse weather and landed at Moton Field Municipal Airport in Tuskegee, Alabama to wait it out. The rain which arrived took three days to pass, and during that time the staff at Golden Eagle Aviation made those days the most enjoyable of the trip. Sylvester and Minnie run the FBO with such personality and warmth that transient pilots immediately feel at home. They helped us with the standard FBO offerings, such as avgas, computer access, and coffee, and went further to see that we found the cultural and culinary assests of Tuskegee, which were many. When it was time to leave, Sylvester improvised an apparatus to preheat the cold engine in the Cub, even though the climate in Tuskegee doesn't normally require preheating engines. He went the extra mile to get us back in the air, and we'll remember his FBO for their caring actions!

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!

 
The Lighter Side of Flight back to top 
 

Short Final

Years ago, I had an interesting ATC encounter in Washington airspace that I think would be humorous to your readers of "Short Final." While flying my RV-4 in the narrow VFR slot between the old Washington ADIZ and the expanded Camp David TFR, I lost my GPS. Without a VOR, I contacted Wash. Center. The call went as follows:

N1234 (me):
"Washington Center, N1234."

Center:
"N1234, go ahead."

N1234:
"I've lost all nav aids over Frederick, and I'm concerned that I will violate airspace and cause a little excitement. Please give me vectors to keep me out of trouble."

Center:
"No worries. Everyone is targeting you."


Bruce MacInnes
via e-mail

Heard Anything Funny on the Radio?

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.

 
Names Behind the News back to top 
 

Meet the AVwebFlash Team

AVwebFlash is a twice-weekly summary of the latest news, articles, products, features, and events featured on AVweb, the world's premier independent aviation news resource.

The AVwebFlash team is:

Publisher
Tom Bliss

Editorial Director, Aviation Publications
Paul Bertorelli

Editor-in-Chief
Russ Niles

Contributing Editors
Mary Grady
Glenn Pew

Webmaster
Scott Simmons

Contributors
Kevin Lane-Cummings
Jeff Van West

Have a product or service to advertise on AVweb? Your advertising can reach over 225,000 loyal AVwebFlash, AVwebBiz, and AVweb home page readers every week. Over 80% of our readers are active pilots and aircraft owners. That's why our advertisers grow with us, year after year. For ad rates and scheduling, click here or contact Tom Bliss, via e-mail or via telephone [(480) 525-7481].

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.

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

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