AVwebFlash - Volume 18, Number 33a

August 13, 2012

By The AVweb Editorial Staff
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AVflash! Pilot Saves Passengers back to top 

Pilot Ensures Skydivers Jump Before Crash

A young Illinois skydive-plane pilot who died Saturday in a crash in Taylorville, Ill., is being hailed as a hero after he ensured his load of 12 jumpers got out safely before he tried unsuccessfully to save himself. Brandon Sparrow, 30, of Augusta, Ill., has been identified as the pilot. Circumstances of the crash are still sketchy but there have been unconfirmed reports that there was no post-crash fire or explosion after the Beech 18 crashed in the back yard of a home.

Authorities said debris from the crash was spread over two to three blocks of a residential neighborhood. They don't know whether it was luck or the pilot's final efforts that kept the big twin from hitting any houses. No one on the ground was hurt. Sparrow was married with no children.

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Dramatic Crash Video Draws Attention back to top 

In-Cockpit Video Captures Stinson Crash

Video that made its way to YouTube early this month shows the June 30 crash of a Stinson 108-3 as filmed by an occupant sitting right seat in the cockpit. (Click the image at right for video.) All four aboard survived the crash and the NTSB is collecting information. The aircraft came down near Bruce Meadows airstrip near Stanley, Idaho. The strip offers 5,000 feet of grass and dirt at an elevation of 6,370 feet. Weather at the time of the accident included an altimeter setting of 30.00 inches Hg with a temperature of 27-degrees Centigrade and a dew point of three. The observations result in a density altitude of 9,167 feet. The four had flown into the airstrip earlier in the day and had reportedly gone hiking before attempting their departure. The video shows that the aircraft becomes airborne before settling to the ground and then gaining altitude. A passenger told the NTSB the Stinson never made it more than about 70 feet above the treetops before settling again -- this time, into the trees.

FAA records indicate the pilot of the accident aircraft, Les Gropp, held a commercial pilot certificate. The NTSB noted Gropp's injuries as serious while the other three men suffered minor injuries. Gropp had been involved in another accident in 2010, also while flying a passenger. In that incident, Gropp found himself low on fuel and elected to land the Cessna 150D he was flying at an alternate airport short of his planned destination. The aircraft reportedly attempted a landing at Smiley Creek airstrip, where the runway was covered in snow and flipped over almost immediately. Neither Gropp or his passenger were seriously injured. The NTSB is in the initial phases of investigating regarding the more recent accident. Watch and listen carefully and you will see the aircraft struggle to get airborne and climb before losing altitude, dipping its wings and impacting trees. Video continues through the entire crash sequence. Find the preliminary report here (PDF) and watch our video analysis here.

Video: Airplane Crash In-Cockpit Footage -- Stinson 108-3

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

Video of a plane crash as it was experienced from the right seat, inside the cockpit. The accident took place on Saturday, June 30, 2012 near Bruce Meadows airstrip, not far from Stanley, Idaho. At the time of this report, information was preliminary and subject to change, but some had been collected by the NTSB. The aircraft is a Stinson model 108-3, a 165-horsepower single-engine high-wing propeller-driven plane capable of carrying four, plus full fuel and light baggage. All four occupants survived the crash with the pilot suffering the worst injury. The cause of the crash is yet undetermined, but an aircraft's performance is dependent, among other things, on the density of the air it moves through. The pilot appears to have faced "high-density altitude" conditions, which degrade an aircraft's take-off and climb performance.

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AVweb Insider Blog: A Few Words About the Idaho Crash

When a pilot does a mea culpa on YouTube, the natural reaction is a cyber lynch mob. But shouldn't we, as an industry, be asking how we can get inside the heads of pilots who make bad judgements to prevent accidents in the first place? That's the subject of Paul Bertorelli's latest post to the AVweb Insider blog.

Read more and join the conversation.

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Aviation Safety: Quick Reactions Over Fuel back to top 

Airport Replaces Fuel Pending Lab Results

UPDATE 8/13/2012: World Fuels received independent fuel testing results and announced in part, "testing found the fuel to be in compliance with all specification requirements for Avgas Grade 100LL." (Full report, here -- PDF)

Truckee Tahoe airport authorities told AVweb Friday they have swapped out their self-serve 100LL and contacted pilots after initial tests following a fatal crash suggested there may have been a problem with fuel sold on the airport. As of Friday, it was not clear if there was a problem with the fuel, with the testing, or if any other airports might be affected. The crash took place at the California airport on Aug. 3, when an O-540-powered PA-24 Piper Comanche that had fueled up on the field crashed into a hangar shortly after takeoff, killing the pilot. Kevin Smith, general manager, Truckee Tahoe airport district, told AVweb Friday that the airport immediately stopped selling fuel after the crash as part of protocol and sent fuel samples to an independent lab for testing. Those results were inconclusive, Smith said, but showed a discrepancy regarding octane levels. That was enough for the airport to replace its supply and start looking for and replacing fuel in potentially affected aircraft while waiting on more lab results over the weekend. Some potentially affected pilots may yet be unaware.

Based on the early results, airport officials had fuel supplier World Fuels empty the airport's potentially affected tanks and replace the airport's fuel supply. World Fuels is also working to discern whether or not discrepancies identified by early tests are indicative of an actual problem in the supply chain. Smith said the airport put out a press release and attempted to contact by phone the roughly 160 pilots that airport records show purchased 100LL at TRK between July 23 and Aug. 3. Fuel sales resumed at TRK on Aug. 7, only after World Fuels drained and replaced the suspect fuel. The potential problem has earned the attention of Chevron, which is waiting on another set of test results from a different independent lab. Until they have conclusive results, Smith says, "We're a government agency, not an FBO. We're trying to be as transparent as possible. The bottom line is that we put safety before profits. We're doing our best to find pilots who might be affected, let them know what the situation is, and allow them to make an educated decision. We're draining tanks and swapping fuel if that's what they want." Smith says he hoped to have a new set of lab results in hand over the weekend and hopefully some resolution.

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Kent Pietsch Update back to top 

Pietsch OK, Planning Comeback

Airshow pilot Kent Pietsch is back home in Minot, N.D., after crash landing his Interstate Cadet show plane after a show in Wetaskiwin, Alberta, Canada last week. According to local media, Pietsch broke his nose when the aircraft clipped a wing during a forced landing short of the runway after his performance. He was looking for the aileron he drops as part of his act and lost power at low altitude. Pietsch and his bright yellow "Jelly Belly" aircraft are expected to be back.

Pietsch's next stop on the circuit was to be the Abbotsford International Air Show in British Columbia (where we shot this video). Airshow announcer Bob Singleton said Pietsch apologized about not being able to attend and said that he intends to repair the Cadet after he's recovered from his injuries.

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The Joy Is in the Journey, Not the Destination back to top 

Pilots Land At Wrong Airports

Considering the navigation resources available to pilots these days it would seem like Wrong Way Corrigan type incidents would be next to impossible, but a military and an airline crew each proved recently that it is still possible to land at the wrong airport. Last Tuesday, a United Express Saab 340 operated by Silver Airways missed its destination of Clarksburg, W.V., by about 10 miles and landed instead at Fairmont Municipal Airport. The 11 passengers were "re-accommodated" to the right airport shortly afterward and the crew has been suspended. "Safety is our top priority, and we have launched an internal review to determine what led to the flight diversion," Silver Airways COO David Querio said in the statement emailed to CNN. "We sincerely apologize for the inconvenience to passengers aboard flight 4049." The incident came a few weeks after an Air Force C-17 mistook an executive airport in Tampa for its intended target.

On July 25, the C-17 with 19 crew and 23 passengers set down at Peter O. Knight executive airport's 3,405-foot runway. The crew had been hoping to land at MacDill Air Force Base where they would have had more than 11,000 feet of concrete. The Air Force still hasn't explained what happened but it wasted little time getting the highly visible mistake rectified. Crews offloaded everything not needed to safely fly the aircraft and it took off for its original destination a few hours later.

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New on AVweb.com back to top 

Forty-Seven Years In Aviation: A Memoir; Chapter 16: Books, Helicopters, and Gliders

After time in Korea, Richard Taylor re-entered civilian life with many duties: teaching at OSU, writing books, shuttling students and staff in the university's Air Transportation Service in T-Bones and Diesel-3s, learning to fly helicopters and sailplanes. And for good measure, he added time in the Army National Guard and the Air Force Reserve.

Click here to read the 16th chapter.

When I returned to the Ohio State University in June 1969 after 18 months of Air Force active duty in Korea, I joined a group of flight instructors that provided classroom instruction for general-aviation pilots preparing to take FAA written examinations. The program was sponsored by the Aircraft Owners and Pilots Association (AOPA) and provided courses all over the U.S. for private-pilot candidates, pilots preparing for the Instrument rating, and commercial pilots working toward the ultimate aviation credential, the Airline Transport pilot certificate. On nearly every weekend, there would be several of these three-day courses taking place in different parts of the country, and in the early 1970s -- when general aviation was experiencing rapid growth -- it was not uncommon to see classes of 100-plus students. (The ATP courses averaged 15-20 students.)

Learning to fly on instruments was a challenge and provided a lot of satisfaction for me during my Air Force flight training; I had done well under the hood, which resulted in my recognition at graduation as the outstanding instrument pilot in Class 56-I. During the years that followed, I acquired a solid foundation of practical IFR experience and knowledge as well as the ability to share it with others in classroom settings, assets that prepared me well for joining the weekend group as an instructor in the preparatory course for instrument-pilot wannabes.

The weekend courses were conducted as a team effort with two instructors sharing the load. By the time we finished a class on Sunday afternoon, we had presented all the material our students would encounter on the FAA written exam and we advised these folks that although they were now well-prepared to take the test, there was much more to be learned: instrument procedures and techniques and the flying skills that could only be developed by actual flight experience. We simply didn't have the time to enlarge upon this part of instrument training.

After just a few of these weekend sessions, I noticed there were always students lingering after class to inquire where they might get the additional information we didn't have time to present. These constant requests led me to think there might be a book that would help solve the problem, so I outlined my thoughts, wrote a chapter or two and sent the manuscript to a senior editor at the Macmillan Publishing Company in New York; within a short time (and with a gracious referral from Bob Buck, retired TWA captain and a prolific aviation writer), I had a contract for my first book, titled Instrument Flying.

I burned a lot of midnight oil the following year pounding away on a portable typewriter at home and on OSU trips, almost all of which involved more than a few hours of waiting time (corporate and charter pilots will know what I'm talking about) that I could put to good use on the book project. Instrument Flying hit the streets in 1972 and was well-received by the general-aviation community, in part because it helped resolve the problem of providing the practical information we hadn't time to cover in the instrument-written classes. Instrument Flying went through four editions and remained in print for almost 40 years. One book led to another, and when all was said and done I had written 14 aviation books (including eight books for young readers about "firsts" in aviation) and edited a group of six more that spoke solely to problems of flight safety. In 1978 I founded and served as the editor of The Pilot's Audio Update, a monthly tape-cassette (later produced on CD) subscription service for pilots that was published continuously for 33 years.

1970 to 1980 was a busy decade: I was teaching a regular classroom course (sometimes two in the same quarter), working in weekend courses all over the country, and flying for the university's Air Transportation Service and the Air Force Reserve. The corporate airplane hand-me-downs had all but evaporated by this time, but in the summer of '72 an automobile dealer in Columbus gifted the university with a Beech D-50, also known as the Twin Bonanza or The T-Bone.

This big, husky, light twin flew like a much larger airplane ... it even sounded bigger, thanks to the exhaust augmenters. The D-50 was a cabin-class twin sans air-stair entry door (that feature was added in later models), and to the best of my knowledge it was also the only light twin with three seats up front. The Twin Bonanza begat the Beech Queen Air and the King Air series, perhaps the most popular turboprop airplanes in the world.

None of my fellow ATS pilots expressed a burning desire to fly the T-Bone, so N754B became "my airplane" by default; I flew it for about 50 hours until it was sold at year's end -- and I enjoyed every minute I spent in the airplane.

The rest of my civilian flight time in 1972 was in Piper Aztecs, DC-3s and a smattering of other light airplanes. One of the Diesel-3s (just one of many nicknames, including Douglas Racer, Gooney Bird, Dizzy Three, and the Grand Old Lady) was an ex-American Airlines airplane built in the late 1930s with 40,000-plus hours of flight time when it was donated to Ohio State. Rechristened N11OSU and repainted in school colors, it was the university's "flying classroom," fitted with 28 airline seats, a movie projector in the rear and a screen at the forward end of the cabin. We flew students and faculty on field trips that were enhanced by visual presentations during their flights to and from various points of interest.

The OSU athletic department was a major source of business for the Air Transportation Service; 11OSU transported nearly all the varsity teams except football (too many players and too much equipment) to games at all the Big Ten schools and occasional non-conference venues. As you can see, the airplane was a little worse for wear from a cosmetic standpoint, having spent a lot of time out in the wind and weather because of hangar-space restrictions. But 11OSU served Ohio State well until it was sold in 1974.

Our other DC-3 (no photo available) was formerly owned by the Kroger Company in Cincinnati, Ohio, and was donated to OSU when the grocery giant decided to transport their VIPs in turbine-powered airplanes. 77OSU was everything a corporate transport should be: luxurious seating for 14 passengers, mahogany cabinets and sideboards topped with living-room quality light fixtures, leather headliners and picture windows on each side, to name just a few of its accoutrements. It had oversized prop spinners, enclosed wheel wells and several power and aerodynamic enhancements that added more than a few knots to its cruise speed. For all practical purposes 77OSU became the university president's airplane -- a "royal barge" to be sure -- but our then-sitting president, Dr. Novice Fawcett, deserved it. Two weeks after I returned from Korea it was the airplane in which I earned my ATP certificate and DC-3 type rating. 77OSU appears in my log books on many occasions until it was sold in 1972.

The Veterans Administration benefits derived from 18 months on active duty included a generous fund for educational assistance, the most significant result of which was the master's degree in journalism I earned from Ohio State in 1971. After finishing the master's program there was enough money remaining to add rotary-wing ratings to my Commercial pilot and Flight Instructor certificates. The Bell 47G (H-13 in Army-speak), the bubble-nosed helicopter made famous by the TV series M*A*S*H, was the vehicle of choice due to the aviation department's recent acquisition of two surplus Army aircraft for training purposes.

The Bell 47G was not far removed in technology -- or appearance, for that matter -- from Igor Sikorsky's VS-300, vintage 1941. Note Igor's fedora ... crash helmets had not yet been invented.

My choice of flight instructors was also a no-brainer: Courtney Chapman, one of my faculty mates in the Department of Aviation, was flying Bell 47s as a member of the Ohio Army National Guard unit located on the OSU airport and was also a civilian CFI with a rotary-wing rating. Early in my training I learned a lesson never to be forgotten: While flying relatively straight and level between maneuvers one day, I turned around and looked behind, whereupon Court grabbed my helmet, turned my head to the front and said in mock seriousness, "Don't ever look behind you in a Bell 47!" The point -- lightly taken -- was his concern for a student seeing all that mechanical movement going on just a few feet behind him ... the sort of thing you never see when flying a fixed-wing aircraft.

One of the hoops a helicopter trainee must jump through is landing the aircraft on a slope -- i.e., one skid a time, gently -- so we built a small mound in the airport infield to accommodate that exercise. As the grass grew, the mound became less visible. On one solo practice flight, I was moving very slowly about five feet off the ground trying to spot the mound. Flying a helicopter is an exercise in coordination carried to a very high level: both hands, both feet plus a twist-grip throttle on the collective pitch control are in near-constant motion to make the machine do your bidding. On this occasion, with my attention devoted almost entirely outside, I realized I was flying without thinking about moving the controls -- they had become extensions of my thought processes; it was truly an epiphany and from that point on, my helicopter flying improved significantly, to the point where I managed to convince the FAA examiners that I was qualified as a rotary-wing commercial pilot and flight instructor.

In 1938 Leighton Collins (father of Richard Collins, well-known aviation writer -- it runs in the family) started a unique aviation publication titled Air Facts – The Magazine for Pilots. About the size of the original Reader's Digest, this monthly magazine was filled with useful, interesting information for general-aviation pilots and remained in publication until 1973. I became acquainted with the inimitable Mr. Collins and wrote a regular column and many stories for Air Facts over the next several years.

The July 1973 issue of Air Facts featured the OSU Department of Aviation and was an in-depth coverage of our faculty and their activities. Of note was the department's unique approach to aviation education: OSU students could pursue degrees in several of the university's colleges with a specialization in aviation; many of them became pilots, others applied their aviation knowledge to other areas such as business, engineering, etc.

August 1974 was a beehive of flying activity at the OSU airport. Several of our faculty (myself included) spent a lot of time that month examining the piloting skills and knowledge of a large group of non-commercial aviators who had volunteered for an FAA-sponsored experiment. The scope of piloting experience in this group ran the gamut from very little to quite a lot. Our objective was to determine if there was a reasonable and dependable way to judge whether a pilot was capable of flying safely.

I flew as an observer in a wide variety of airplanes that included most of the Cessna, Beech and Piper singles. As unofficial examiners, we asked our guinea pigs to complete a comprehensive set of flying tasks to arrive at a determination of pilot suitability, for lack of a better description. At the end of the project, I had flown with 50 pilots, 14 of which I considered unsafe for flight without further training. One poor soul performed so poorly I suggested he have someone fly him home ... which he did.

If you haven't guessed by now, this was the FAA-sponsored research project that became the Biennial Flight Review a year or so later, since then changed to simply "Flight Review." (Did the FAA think "biennial" was more than the general aviation pilot community could fathom?) It was intended to assure that general-aviation pilots would be prohibited from carrying passengers unless they got an instructor's OK on their performance at least every two years. The teeth in this regulation were not very sharp, but today's FAR 61.56 is much better than no oversight at all.

In 1974 things quieted down somewhat, at least for the several days I spent in September at the Black Forest Gliderport in Colorado Springs on assignment for Air Facts magazine. I had never been in a sailplane (the non-powered-flight people will take great umbrage if you call their aircraft "gliders") and the near-silence I experienced while learning the rudiments of powerless flight was astonishing.

I was treated to several instructional flights in the Schweizer 2-33 two-place trainer, followed by my first solo venture into this totally fascinating, very quiet environment with nothing but wind noise in my ears. After my instructor climbed out of the back seat and walked away, I heard someone talking softly ... it wasn't until another sailplane passed directly overhead that I realized the conversation was coming from an instructor talking his student through a landing ... that is quiet flying with a capital Q.

The next event in my short course was a flight in the Schweizer 1-26 single-seat sailplane that featured the smallest cockpit I have ever experienced; it was more like "putting on" the airplane instead of climbing into it but the close quarters made it easy to become one with the machine. The specs suggest the 1-26 can accommodate a 255-pound pilot, but a person that big would need a shoehorn.

Flying the 1-26 was nothing short of delightful. I cast off from the tow plane at 9000 feet MSL (Colorado Springs is about 6000 feet MSL), climbed three or four thousand feet and sailed back and forth in the updraft from the Front Range Mountains for the better part of an hour. The 1-26 can produce a glide ratio of 23:1 (more than double that of most powered airplanes when the engine quits) but that is still far short of the 50:1-plus gliding performance of competition sailplanes whose high-aspect ratio wings and very light weight generate fantastic soaring numbers.

The Black Forest experience was so intriguing and challenging I arranged for more training (thanks again, VA) at a facility closer to home and eventually added Glider ratings to my Commercial and Flight Instructor certificates.

Unfortunately, the topography and weather of central Ohio does not generate good conditions for sailplane pilots; many of the flights in this area are "sled rides" -- i.e., get an aero tow to a nominal altitude of 2000 feet AGL, release the tow line and glide back to a landing. But there's another way to get sailplanes airborne: Launch them with a winch. To see what this unusual procedure was all about, I traveled to a grass strip in northern Ohio where sailplanes were pulled into the air by a winch.

This requires a pilot technique completely different from an aero tow. The sailplane is hooked to a steel cable perhaps 3000 feet long; when power is applied to the tow rig, the cable is wound up rapidly on a drum (out of sight on the far side of the machine in the picture), pulling the sailplane toward the launcher. Flying speed is reached quickly and the pilot must maintain enough back pressure on the stick to keep the cable taut; this results in a short, steep ride until the sailplane is directly over the tow rig at 1000-1500 feet AGL, at which point the pilot pulls the red knob in the cockpit and, hopefully, sails away.

I didn't plan to participate in six different military reserve units on my way to Air Force retirement; it just worked out that way. Long story shortened considerably, I spent only a year flying as a warrant officer with the Ohio Army National Guard in 1970-1971, having resigned my Air Force majority. When I left the Army Guard unit because of conflicts with my primary job at the Ohio State University, I applied to the AF Reserve for reinstatement to my former rank. (By that time I had close to 15 years of creditable service toward retirement ... the decision to continue as a reservist took about a millisecond of thought.) Those of you who can imagine the time and red tape required to grant such a request won't be surprised by the two-and-a-half years of administrative procedure that resulted; the Air Force eventually took me back at my former rank, but not with my original date of rank ... I may have been the oldest major in the AF at that time.

In June 1974, with gold leaves on my uniform once again, I paid a visit to the Ohio Air National Guard unit at Lockbourne AFB in Columbus, the group with which I had spent 18 months in Korea, hoping I would be able to resume my former staff position. But alas, all the flying slots were filled, so I went down the street (literally) to the Air Force Reserve unit at Lockbourne and found a new military home. I signed on as a pilot in the 356th Tactical Airlift Squadron that was equipped with the Fairchild C-123K, an aircraft with an intriguing history that I will relate in the next chapter of this memoir.

[Continued next month.]

To send a note to Richard and AVweb about this story, please click here.
More articles, stories and fiction about the joy of aviation are found in AVweb's Skywritings section.

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International Association of Flight Training Professionals (IAFTP)
GAO: "Weaknesses Exist in TSA's Process for Ensuring
Foreign Flight Students Do Not Pose a Security Threat"

Is the concern about verifying foreign student pilot identity only a U.S. problem, or does it relate to the much broader global challenge of verifying individual pilot identity and competency? And how will the potential remedies for this perceived problem affect the U.S. flight training community? Join the discussion:

Do You Think the Concern About Verifying Individual Pilot Identity and Competence Is Just a U.S. Issue?
Your Favorite FBOs back to top 

FBO of the Week: Liberty Flying Service (Lonesone Pines Airport, Wise, VA)

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

Our latest "FBO of the Week" ribbon goes to Liberty Flying Service at Lonesome Pines Airport (KLNP) in Wise, Virginia.

We hear plenty of stories of FBO personnel going above and beyond, but this tale from AVweb reader Dennis Wilt may top the list:

My wife and I arrived late in the day due to weather on our way to Oshkosh for AirVenture on Saturday, July 21. We called the FBO manager, who had left for the day, and he immediately came back to the airport to give us the keys to the courtesy car and give us directions to a hotel. The FBO manager, Robert Spera, is a member of SAFE, and it turns out we knew him — but he didn't know that when he drove back to the airport to help us. He was trying to get his wife to a surprise retirement party that evening, and we delayed him somewhat. The next morning, when we needed to depart for Oshkosh, he came out to the airport again on his day off to fuel the plane. This is beyond the call of duty for an FBO. Wonderful kudos to Bob and Liberty Flying Service.

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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What Have You Missed on AVwebcom? back to top 

AVweb Insider Blog: Runway Chicken at DCA

Now that the FAA seems to have figured out why the tower launched a couple of departures into an arriving RJ last month at Reagan National, it's suggesting that there will be consequences. We can only hope that the agency doesn't come up with some silly procedures that complicate things further, introducing new distractions and errors. On the AVweb Insider blog, Paul Bertorelli offers the novel suggestion that the guy who owns this deal — probably a supervisor — simply be asked not to do that again. Not that he hasn't figured that out already. What we have here is a failure to communicate.

Read more and join the conversation.

Video: Flight Trial -- Dynon's New D1 Pocket Panel

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

It was only a matter of time before someone stuffed a full-up EFIS into a portable box the size of drink coaster. It didn't exactly take Dynon very long to get around to it, either. In this video, AVweb takes a tour of the new D1 Pocket Panel, and while it's not really a full EFIS, it's close enough — a clever combination of MEMS gyro and GPS aiding.

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AirVenture 2012: News Coverage Round-Up

The year's mostly eagerly anticipated fly-in and trade show, EAA AirVenture took place in Oshkosh, Wisconsin from July 23 to July 29, 2012. Click here for an all-in-one-place index to coverage from the show — including podcasts, videos, blogs, and photo galleries.

Or skip to your favorite section here:

videos | podcasts | photo galleries | blogs | daily coverage

Traditional Tactics Need a Fresh Approach
Doing the same thing and expecting different results is the definition of insanity. Isn't it time to initiate a digital marketing program with AVweb that will deliver traffic and orders directly to your web site? Discover several new and highly successful marketing options to use in lieu of static print or banner campaigns. Click now for details.
The Top Reporter on Our Crack Staff ... Is You! back to top 

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.

The Lighter Side of Flight back to top 

Short Final

Overheard on the radio a few years ago:

"Kalamazoo approach, student pilot N1234 five miles west."

"Are you the red and blue Cessna 172?"

"Yes. How did you knnow?"

"I have color radar. N1234, go to tower 123.45."

"Kalamazoo approach, white Bonanza with black and red stripes checking in."

Approach (laughing) :
"I used to fly that 172!"

Robert Brown
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:

Tom Bliss

Editorial Director, Aviation Publications
Paul Bertorelli

Russ Niles

Scott Simmons

Contributing Editors
Mary Grady
Glenn Pew

Kevin Lane-Cummings
Jeff Van West

Ad Coordinator
Karen Lund

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