NewsWire Complete Issue
By The AVweb Editorial Staff
FAA Head, Marion Blakey, Returns to AirVenture...
"I knew I couldn't come back unless we had this rule out. This is going to be an important advance in aviation -- it will encourage people to come into aviation." -- FAA Administrator, Marion Blakey.
Blakey is no stranger to AirVenture, (she visited Oshkosh in '03) but this trip will likely stand out as a highlight -- at least for the gang down on the farm. The "Farm" is the ultralight encampment;
an area that's a stretch of the legs or a puttering shuttle ride away from the activities of AeroShell Square and show center. Blakey arrived in the FAA's Gulfstream at nine a.m. Oshkosh time
Thursday, and was greeted in true AirVenture style -- ATC waved her pilot off when a plane that had just landed on Runway 9 couldn't vacate fast enough. Regardless, her first stop was the EAA Sport
Pilot Headquarters. The tent was filled with EAA and industry officials and a few sport pilot-hopefuls, all with welcoming words and glad tidings. There, Blakey gave the first of many comments and
compliments about the new Sport Pilot/Light Sport Aircraft category. I'm delighted to be back at Oshkosh, she said. Blakey repeated her Sport Pilot mantra often during the day. The new rule, she says,
will make flying "available, affordable, accessible."
After slipping away from the media throng at the Sport Pilot center, Blakey and crew made a beeline for the ultralight area, where 2,000-hour instructor Kenley Snyder and his green and orange
Quicksilver Sport 2S steed were waiting. Blakey strapped into the Quicksilver to the admiring comments of the ultralight faithful, winning minds and hearts in a way Harrison Ford should note. The day
before Blakey's visit, Ford refused to consider a ride in an ultralight, telling media he had "a strong desire to keep living." Word of the comments made it back to the Farm quickly. "Blakey has
bigger [hand]s than Harrison Ford," said one EAA-er who asked to remain unnamed (probably because, aside from the plurality of the noun, that's not exactly what he said). According to another,
she certainly had little to worry about. Ultralight/Light Plane Convention Chairman Bart Gaffney said Blakey's pilot was one of the "best of the best." But even the best skills can't overcome weather,
and it wasn't a great day to be flying in an ultralight, certainly not for the first time.
"We had a lot of mechanical winds over the trees," Snyder told AVweb. "So we kept the speeds down to 35-45 mph. She was a real trouper." On a flyby, Blakey waved and smiled to the cheering crowd
lining the runway below. "I loved it," she said after landing. "It was the neatest experience I've ever had, just fantastic! It's the first time I've been up in a plane and been able to look through
my legs and see the ground." "She mentioned that up in the air," said Snyder. "She thought it was great. She kept saying, 'look at this, look at this!'" Frank Beagle is the voice down on the farm --
the announcer there for years. He talked to Blakey after her flight. "It gives us a sense that yes, they (FAA) really do like fun flying, and are willing to come down and experience it," he told
AVweb. "For the average ultralight pilot, it's reassurance that our rights won't be revoked. I'm just tremendously happy with all her comments." Responding to the chief's example, a number of Blakey's
top lieutenants grabbed ultralight rides down on the farm as well.
Aside from wandering into the wrong airspace at the wrong time (TFRs), being able to wander in it at all under the LSA rules (and with what medical conditions) was a hot topic generating concern,
questions ... and confusion. Blakey settled down to an hour of AirVenture's annual question-fest in her best effort to clear things up (or at least to be communicative). Nearly one thousand AirVenture
visitors attended. "The second century [of flight] is beginning with Sport Pilot-Light Sport Aircraft." ... "I believe the rule will have a profound effect on local and national economies." Then came
the questions... ranging from making Temporary Flight Restrictions (TFRs) more accessible and up to the minute -- which the FAA is doing (says Blakey) -- to LSA and medical history. If you haven't
already, click through to see what happened.
Multiple questions focused on the medical licensing for Sport Pilot, most specifically, the direction pilots who have been denied medicals in the past will need to go. During the administrator
session, the FAA seemed to indicate that special medical exemptions would be handled for Sport Pilot in much the same way as they are currently handled for private pilots. Not so, says EAA
Communications Director David Berkeley.
Just after the conclusion of Meet the Admin, Berkeley made the rounds, alerting media that statements made during the session might not have been quite accurate. "We're still trying to get
clarification" on that, Berkeley told AVweb. "The comments made today [by the FAA] were a concern to me. There are some inconsistencies on the FAA Web site." Berkeley hopes a meeting scheduled to take
place between the feds and EAA during AirVenture will iron out the "inconsistencies" and give potential Sport Pilots who have been denied medicals the information they need. Pilots never officially
denied a medical would be able to apply for a Sport Pilot license the same as anyone else.
One questioner was a CFI, asking what he needed to cut out of the private pilot training (40 flight hours) to still ensure safety for a pilot who will only need 20 hours under Sport Pilot. "What don't
I teach?" to get there, he asked. It's going to be "less complicated, planes will be simpler to fly," responded the FAA's Sue Gardner. "We feel that the training required will be appropriate for the
type of aircraft and the privileges the pilot will get."
Sport Pilot/Light Sport Aircraft is still a rule in flux. Says EAA chief Poberezny, "We're involved in proactive advocacy. We won't always agree [with the FAA] but we will work together. It's not
perfect. There's a lot to do. But it won't work if there's an adversarial relationship." Blakey takes in more of Wittman Field on Friday, spending time in the warbirds area, meeting with flight
instructors and aviation legend Burt Rutan, and shoveling a spade of dirt at the new Oshkosh air traffic control tower before heading home. But no matter what else happens, Blakey has made new friends
and fans down on the farm.
As for TFRs... The FAA Web site now offers updated TFR information, easily accessible (cough) in real English (hack), said Blakey. And, in fairness,
presentation and accessibility have greatly improved. On the issue of the future of the management of Flight Service Stations, Blakey told the crowd that the feds are looking to improve the
service in a number of ways that includes the best service for the best value. Proposals on FSS are due in August; a decision will come from Washington in March of next year. "We are committed to
first-rate service," says Blakey. She stressed that the service is solid and safe, but says it doesn't make sense to spend millions more on FSS technology until it becomes certain in which direction
(public, private or a variation thereof) the service will go. On the flap over a proposed new Air Tour Rule, Blakey could add little, saying that the decision on the changes have not yet been
made. "We are evaluating all the comments now and hope to get it right," she said.
Diamond Aircraft arrived in style with the DA-42 Twinstar, powered by dual 135-hp Thielert Centurion turbodiesels. The FADEC-controlled, four-cylinder, double-overhead-cam engine promises amazing fuel
specifics: 4.5 gph in cruise, making the Twinstar less thirsty than many singles. Diamond has received type approval in Europe and is working toward certification in the U.S. The Thielerts fit into
slim nacelles on the Twinstar partly because the engine is laid over on its side, with water and oil radiators on top. In the Twinstar installation, the engine breathes through a single large scoop
beneath the propeller. Thanks to its small displacement (1.7 liters), the Centurion engine must spin to 3800 rpm. A reduction drive brings prop speed down to an environmentally friendly 2300 rpm for
takeoff. Dry weight is listed as 295 pounds.
...Slightly incestuous, but for the greater good. A version of Thielert's electronic engine controls appeared on a Superior O-360 engine (a modified Lycoming) intended for homebuilts. The fully
electronic, throttle-by-wire system uses many off-the-shelf automotive components and is, in this application, boosted by a small turbocharger. The installation includes a single throttle lever and
full engine-status instrumentation. Superior has no plans to certify the system.
OREGON AERO HAS A PAINLESS SOLUTION FOR EVERY AIRCRAFT AT OSHKOSH
The EAA reports that, "Typically, about 2,800
show aircraft participate at EAA AirVenture Oshkosh, including homebuilts, antiques, classics, warbirds, ultralights, and rotorcraft." Oregon Aero Universal Portable SoftSeat Cushion
Systems can make flying in virtually all of these aircraft much more comfortable, no matter how long the flight. Visco-Elastic Foam "reads" body temperature and pressure and prevents hot spots,
while the cushion design shifts your hips and pelvis into a comfortable seating position. You can use the cushions just about anywhere you sit cars, boats, office chairs, even wheelchairs.
Sample the cushions at Oregon Aero's booth in Building C (#3137-3140), or purchase online at http://www.avweb.com/sponsors/oregon/avflash.
The French-built SR305-230 is currently flying in several testbed aircraft, including a Cessna 182, Maule MX-9, and Piper Arrow. SMA expects to have STC approval for installation in the Cessna by
fall. Including engine, prop, new cowling, engine mount and instruments, the update will sell for $77,000. SMA predicts traditional Skylane speeds on just 9 gallons per hour of Jet A. Current TBO is
2000 hours, but the company plans to expand that to 3000 hours with a predicted overhaul cost of $20,000 to $25,000. What's more, SMA is developing a higher-horsepower of the same engine--without
changing the displacement or number of cylinders--to produce 310 horsepower at 2400 engine rpm. The 230-hp version tops out at 2200 rpm.
Now part of the BRP group (which we think stands for Bombardier Recreational Products). Bombardier's liquid-cooled, V300 engine debuted last year with fanfare at OSH ... then mysteriously missed Sun
'n Fun a few months back, and re-appeared at OSH this year on the nose of the massive Murphy Moose utility kitbuilt. (The company offered no news conferences, no press releases, no beautiful people in
tight V300 T-shirts, no balloons ... you get the drift.) The company says it is working on certification for production aircraft. The double-overhead-cam, turbocharged engine is rated for 300
horsepower at 6000 engine rpm. A 3:1 gear reduction drive helps keep prop noise down. The engine is fully FADEC controlled.
THE CESSNA SKYHAWK GOES GLASS
The 2005 Cessna Skyhawk will be available with the cutting-edge Garmin G1000
glass cockpit. The G1000 is the most advanced flight deck package ever installed in this class of aircraft and features a primary and multi-function display, GPS with terrain mapping, satellite
weather and radio, and many other exciting components. It's a Skyhawk so state-of-the-art, you'll have to see it to believe it. Stop by the Cessna AirVenture exhibit (booths
#143-156), or, for more information, go to http://www.avweb.com/sponsors/cse/avflash.
Mistral's two-rotor turbocharged G-230-TS Wankel engine was on display in the Piper Arrow airframe it pulled to the show. The Swiss-built 230-hp, liquid-cooled is being developed in Daytona Beach, FL,
with the assistance of Embry-Riddle Aeronautical University. The installation amassed more than 30 flights before arriving in OSH. Testing for FAA certification is underway. Although the engine
itself, which displaces just 654cc from the twin rotors, is little bigger than a beer keg, it requires considerable ancillary equipment, including a radiator and plumbing for the turbocharger. Wankels
traditionally use dual spark plugs, so it's no surprise to see the Mistral's redundant ignition systems. Using a planetary gear prop reduction unit, the engine can turn ... 6500 rpm ... for a prop
speed of just 2300 rpm. Weighing 328 pounds dry, the G-230 is intended to burn 100LL or unleaded auto gas.
Alas, the hot-rodder's adage that more engine displacement is always better is borne out by Lycoming's two new engine models. Based on the IO-360 angle-valve engine, the IO-390-X produces 210
horsepower. A six-cylinder version tapes out to a whopping 580 cubic-inches version capable of 315 horsepower. Both engines are currently offered only for experimental applications, but don't be
surprised to see the next-generation original-equipment engines grow into these displacement classes. And the experimental Lycomings may now come with the company's own version of FADEC. The product,
EPiC, is on the shelf (for now), but that means it's now okay to offer it as a special cylinder kit for experimentals. Designed to accept 14mm, automotive-style spark plugs used with the Lightspeed
electronic ignition, the new cylinders are otherwise identical to the parts they replace. This dovetails with the development of the O-390 series engines for experimentals.
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Will The Big Boys Join In?
The CEO of Eclipse says he wouldn't be surprised to see some heavy hitters in the industry join the fun. Vern Raburn, the affable and voluble head of Eclipse Aviation told AVweb he's heard that
Brazil's Embraer, Europe's Airbus and even the grandaddy of them all, Boeing, are poking around with the idea of entering the market. "There's lots of talk," said Raburn. During his presentation
Raburn noted that VLJ is now "a very mature segment" of the industry, adding the 500's development schedule is pretty much being met, with the goal to have a test airplane in the air with the new
Pratt and Whitney Canada 610 F engines by the end of the year. Although there hasn't been a peep to confirm Raburn's speculation about the looming competition, it would be hard for the large companies
to ignore the numbers. Eclipse alone has orders for 2,111 of its jets and, although its chief rivals in the market -- Adam Aircraft, Cessna and Diamond -- are far behind, there are billions of dollars
in orders accumulated so far. It's also important to note where a lot of those planes are destined. More than two-thirds of Eclipse's orders are from future air taxi operators who will be competing
directly against airlines by providing more convenient service at prices that are said to rival full fare business class seats. It seems likely the airlines, and the companies that now supply them
with airplanes, must respond to the attack on their bread and butter.
While the VLJ market generated a lot of excitement at last year's AirVenture, the various companies are having search for "news" to talk about this year. Eclipse's news conference was called to unveil
the four interior design schemes being offered on the 500. Adam Aircraft, which stole last year's show by flying the prototype A700 to Oshkosh only a few days after its first flight, brought the same
airplane this year, although it now has an interior and some spiffy paint. It's also sporting a new price tag that pushes it above the $2 million threshold to $2.1 million. Adam spokesman John
Hamilton said the addition of weather and traffic detection equipment as standard equipment (stuff he says most customers would order anyway) will help mitigate the $135,000 price hike, which takes
effect after Oshkosh. Over at Cessna, spokeswoman Jessica Myers told AVweb development of the Mustang VLJ "is just plugging along. Everything is on schedule." Cessna is testing the PWC 615F (a
slightly larger version of the engine that will power Eclipse) on a CJ1, the first time PWC has let a customer do the initial testing on a new design. Myers said the engine is performing well after 80
hours of testing and, with tooling and parts production for the airframe under way, everything looks set for a first flight in 2005. Development of Diamond's D-Jet continues on schedule according to
an on-site rep. That means first flight sometime in 2005 and certification in 2006.
Perhaps the only significant news out of the VLJ market in recent weeks were the initial flights of Aerocomp's CompAir Jet. The eight-passenger, single engine kit jet first flew on July 21 and is,
shall we say, a more grass-roots approach to the market. "I'd never flown a jet before," said test pilot Ron Lueck. "I'd never even started a jet before." Aw shucks aside, the company, which builds
highly-regarded turboprop STOL aircraft kits, estimates there's a market for 2,500 kit jets over the next 10 years. It's overcome the biggest hurdle to building a jet (either at the factory or in the
garage)by finding serviceable engines that cost only $60,000 for a factory rebuild. The AI-25 bypass engine is built by Nanchanko in Russia and is used in the L39 Albatross and Yak 40. It will produce
up to 3,400 lbs. of thrust. The engine choice results in some interesting design features. Because it's a fairly large engine (24-inch outlet) the airframe must match proportionately. The result is
the only stand-up cabin (70 inches) in this class of jets. There's a kind of workmanlike feel to the jet's sort of blocky shape but spokesman Stephen Young said they don't mind sacrificing a little
speed for the safety and docile flight characteristics gained by the thick wing and other conservative design approaches. "We're trying to keep it as simple as possible," he said. Still, building a
jet is not for those unwilling to make a commitment. Even with the builder assist program being planned, it will take eight months and 2,500 hours to put the aircraft together. Finished cost,
including engine, will be between $600,000 and $800,000. The company is considering certifying the plane in Russia, but Young said it's unlikely to seek U.S. certification unless a reasonably priced
certifiable engine becomes available.
|LIGHTSPEED SELLS RECORD NUMBER OF XL SERIES HEADSETS AT AIRVENTURE|
cell/satellite phone feature was the kicker," said LightSPEED's marketing director. "Last year, that was the number one requested feature, so we added it to all our models even the
passives. That, combined with our patented auto shut-off, makes this headset series extremely desirable in its price range." To order or learn more about the XL series headsets by LightSPEED,
visit their AirVenture booth (#2023 in Hangar B) or their website, http://www.avweb.com/sponsors/litspeed/avflash.
Within a few weeks, all flight-school operators will be required to take an online tutorial developed by the Transportation Security Administration (TSA), Security Specialist Steven Calabro told
AVweb yesterday at Oshkosh. The tutorial, called "Flight School Security Awareness," is on display at the TSA's booth in the Federal Pavilion. "It will go online in about a month," Calabro said.
"Flight-school operators can take the test online and print out a certificate to show they've met the requirement." Calabro said a similar program is in development for airport managers, and it may be
extended to FBOs and corporate flight departments. At present, there is no plan to require a test from individual pilots, Calabro said. The tutorial is followed by an online multiple-choice test,
which consists of "scenarios." For example, if someone is observed taking pictures of aircraft through the airport fence, or a student seems uncomfortable about taking a background check, what should
you do? We know the right answer, but that would be cheating.
While it used to be the conventional wisdom that if you build it, they will come, the sport aviation industry isn't buying it ... they are already hard at work behind the scenes to develop a marketing
plan to let the "great unwashed" know all about sport flying. "Preaching to the choir just won't get us where we need to go," said Dan Johnson, EAA's sport-pilot guru, who is spearheading the
so-far-informal LSA Industry Promotional Board. The group held its second meeting yesterday, at Oshkosh. Johnson said he believes the FAA's estimate of 12,000 new pilots over 10 years is not enough.
"That's only 100 new pilots a month," he said. "We think we can triple or quadruple the current market." The group yesterday brainstormed a variety of ideas, from creating a traveling exhibit for boat
shows and motorsport expos, to showcasing sport aircraft at local shopping malls and county fairs, to following the Be-A-Pilot model that has brought tens of thousands of new pilots into the GA fold,
to staging unusual stunts that would attract the public's attention. Johnson also said FAA Administrator Marion Blakey's estimate for the cost of becoming a Sport Pilot, which she mentioned at
yesterday's Meet the Administrator session, seems too high. "I don't know how the FAA came up with the cost of $2,600," he said. "We think a lot of sport pilots, in powered parachutes for example, can
get certified for much less than that." The group plans to meet again in Sebring, Fla., in October, during the first U.S. Sport Aviation Expo.
NON-OWNER (RENTER) PILOTS EXPOSED: PILOTS ARE HELD FINANCIALLY LIABLE
for losses involving rented or borrowed
aircraft. You rent an aircraft on a beautiful day to fly around the patch for a couple of hours. It's time to land, and you get caught in a crosswind. The aircraft is damaged.
Fortunately you are okay, but the airplane is in bad shape. Who is responsible for the plane's repair expenses and the FBO's lost revenue? Far too often, it's YOU uninsured
renter pilot. Get the comprehensive coverage you need by calling AVEMCO today. For as little as $215 annually you can have liability and aircraft damage (hull)
coverage. Stop by AirVenture Booth #1159-60 to speak with an AVEMCO professional, or call (888) 241-7891 and mention this AVflash, or go online NOW at http://www.avweb.com/sponsors/avemco/avflash.
Garmin -- actually GarminAT -- began contacting dealers and owners of the sophisticated CNX80 GPS navigator on Thursday to fix a potential transformer failure that could blank the display screen as
cause minor smoke in the cockpit. Garmin told AVweb on Thursday that there have been three known failures of the transformer and that the condition has been reproduced on the test bench. Although
further failures are unlikely, Garmin says it will replace transformers and a small resistor wired into the same circuit. An unknown number of units are affected and owners should contact dealers or
Garmin at www.garmin.com for more information before removing and returning the unit for a repair covered by warranty.
One of the neat things about the really big shows is the airplane stuff that's either new or just new to us. Here are a few things members of the AVweb staff noticed while poking about the show
grounds and found interesting. We hope you do, too.
A new high intensity Xenon landing light that gives off six times more light than standard incandescent or halogen bulbs burns a lot cooler and is guaranteed for the rest of your natural life. OK, so
the light costs $550.00, but according to Tom O'Neill at Wag-Aero, it's the "last light you'll ever need." The light is STC-ed for most airplanes. The light is # B-226-000 in the latest Wag-Aero Catalog. By the way, the company is also developing a new tailwheel towbar that they say will be a much improved method of towing your tailwheel aircraft
Pilot-friendly GPS manuals from ZD Publishing. (My gosh, you can read them, you can actually read them!) The type is larger and the pages are task-oriented in
plain English. Who would have guessed that common sense and larger type could make such a difference? Not all GPS models are available, but those that are in manual form cost between $34.95 and
Even if you've never cared about designing an airplane, it might be a fun project to tackle. Don't do it with graph paper and a slide rule because now there is an easier way. DaVinci Technologies is
offering an AirplanePDQ computer package to help you build an airplane that could carry your name. Choose your type, high-wing, low-wing, trike or taildragger, and you're off! Price of this package is
ATTENTION, CESSNA PILOTS & OWNERS! THIS IS THE BEST $45 YOU CAN SPEND
With over 12,000 active members, the
Cessna Pilots Association (CPA) is the world's biggest and best aviation "type club" for Cessna pilots and owners. Members receive technical support by a full-time staff of A&Ps with
tremendous expertise in all Cessna models, model-specific buyer's guides and systems courses, a group aircraft insurance program, access to CPA's giant online knowledge bank and popular online member
forums, a monthly magazine, and a weekly e-mail newsletter. Join by calling (805) 922-2580 and mentioning this AVflash, by visiting the Cessna pros at AirVenture Tent
#183-193, or by signing up online at http://www.avweb.com/sponsors/cpa/avflash.
HAVE YOU SIGNED UP yet for AVwebs NO-COST twice monthly Business AVflash? Reporting on breaking news, Business AVflash also focuses on the companies, the products and the industry leaders that
make headlines in the Business of Aviation. Business AVflash is a must read. Watch for a Business AVflash regular feature, TSA WATCH: GA IN THE "SPOTLIGHT". Sign up today at http://www.avweb.com/profile/
If it caught your attention, it will probably interest someone else, too.
Drop us a line.
Submit news tips via email to
AVIDYNE'S NEW CMAX APPROACH CHARTS TAKE SITUATIONAL AWARENESS TO THE NEXT LEVEL
Charts, which can be displayed on Avidyne's FlightMax EX500 or Entegra/EX5000 MFDs, provides geo-referenced approach charts and airport diagrams. CMax reduces the amount of paper in your
cockpit and allows access to critical chart data more quickly and easily. CMax overlays your flight plan and aircraft position for optimum orientation. CMax even shows runway incursion hot spots and
improves taxiway awareness, reducing the need for "progressives" at unfamiliar airports. With CMax, you'll know exactly where you are on the approach, or on the field. Stop by AirVenture Booth #2100 for a demonstration, or, for more information, go online to http://www.avweb.com/sponsors/avidyne/avflash.
|Sponsor News and Special Offers
Access to AVweb and AVflash is provided by the support of our fine sponsors. We appreciate your patronage.
ATTENDING OSHKOSH? Don't Forget to:
|CHECK WITH MARV BEFORE YOU BUY ANY PILOT SUPPLIES!|
Marv Golden takes the time
and trouble out of looking for everything aviation from apparel, avionics, ELTs, GPSs, headsets, Jepps, and manuals to oxygen systems, watches, videos/DVDs, and much more. Marv Golden
Pilot Supplies the pilot's one-stop shopping with the best prices in the industry, at http://www.avweb.com/sponsors/marvgold/avflash.
|IN CASE OF FIRE, AN EVAC-U8 ESCAPE HOOD FROM AEROMEDIX CAN SAVE LIVES|
Whether it's smoke in the
cockpit or a fire in your home, hotel, or office, the EVAC-U8 escape hood provides 15 minutes of breathable air to help you get to safety. The patented EVAC-U8 has a canopy made of DuPont
Kapton that protects your head, face, and eyes from temperatures up to 800 degrees Fahrenheit, plus an active air-purifying filter to remove carbon monoxide and other toxic gases. Priced at
$64.95 each, or less when ordered in a 4- or 10-pack. Stop by AirVenture Booth #3002-03 to see this and all Aeromedix's products. Order by calling (888)
362-7123 and mentioning this AVflash, or go online at http://www.avweb.com/sponsors/aeromedi/avflash.
|LET YOUR FAMILY KNOW WHEN YOU'LL BE HOME|
Sign up for the AVweb Edition of
Flight Explorer. It's the PC-based service that provides a real-time picture of all IFR aircraft in flight. Your family simply enters your N-number to track your flight, be alerted to
delays, and get updated ETAs. AVweb Edition Flight Explorer costs just $9.95 a month, a small price for such big peace of mind. Order at http://www.avweb.com/sponsors/flightexplorer/avflash.
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|AIRSPORT ALTITUDE ALERTERS OFFERS A $100 DISCOUNT PLUS |
shipping. AirSport Avionics is the only manufacturer of Altitude Alerters that work by listening to everything your transponder and encoder are reporting to ATC, both Mode A (squawk code) and
Mode C (altitude). A double benefit! AirSport Alerters are completely portable and don't require permanent installation. OSHKOSH SPECIAL: $100 discount on all models, with complimentary
ground shipping. Offer ends August 10th. Order online at http://www.avweb.com/sponsors/airsport/avflash.
|POWER FLOW DEBUTS C-172N WEIGHT INCREASE STC & AN EXHAUST SHINE KIT|
at AirVenture. Cessna 172N
owners, you can now increase the gross weight of your aircraft by 100 pounds with this new STC. To meet the STC's requirements, your aircraft must have complied with Cessna's Oil cooler relocation
from the firewall to the engine baffle and the installation of a cowl cooling lip, and flaps have to be limited to a maximum of 30 degrees. Best of all, the introductory STC cost is only $300.00.
(This gross weight STC does not require the installation of the Power Flow Exhaust.) For more information, go see the Power Flow experts at AirVenture Booth #1050, or
go online at http://www.avweb.com/sponsors/power/avflash.
|FOR AVIATION PROFESSIONALS WHO WORK WITH YOU ON YOUR AIRCRAFT INSURANCE,|
CS&A Aviation Insurance. CS&A combines one the most knowledgeable teams of aviation insurance professionals with the industry's most respectable aviation underwriting
companies. Call the pros at (800) 761-2557 and mention this AVflash, or go online at http://www.avweb.com/sponsors/csa/avflash.
|ENHANCE AIR TIME ON THE GROUND!|
Wouldn't it be great if you could take all the time you
"waste" on the ground driving to work, mowing the lawn, puttering around the house and apply it to the hours you log in the air? Now you can, with the monthly CD program called
Pilot's Audio Update. Order your subscription at http://www.avweb.com/sponsors/belvoir/avcons/paucd/avflash.
|ONLY A COUPLE OF DAYS LEFT TO VISIT AVWEB at AIRVENTURE 2004 in OSHKOSH!
If you plan to attend AirVenture, stop by AVweb's booth #1007-08 and meet our editors. You'll find a complete schedule online at http://www.avweb.com/news/osh2004/187681-1.html.
Also, many of our advertisers will be exhibiting. Print out our list to stop by and say "thanks" for bringing AVweb and AVflash to you at no-cost. You can find our guide
to AVweb advertiser booths at Oshkosh here: http://www.avweb.com/sponsors/oshkosh.
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