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The FAA on Thursday afternoon issued a production certificate (PC) to Eclipse Aviation, allowing the manufacturer to issue
standard airworthiness certificates for production Eclipse 500s. Representatives from the FAA presented the production certificate to Eclipse COO Peg Billson at the company's Albuquerque, N.M.
headquarters. Before receiving the PC, Eclipse was previously required to submit every aircraft to the FAA for approval before delivery. "Earning our FAA production certificate means we have
successfully built a reliable, high-quality manufacturing process, and are well positioned to expedite aircraft deliveries, said Billson. 'This is a critical milestone in our journey to become a
high-production aircraft manufacturer." Eclipse received its type certificate for the Eclipse 500 on September 30, but will have delivered 11 customer aircraft by the end of this weekend. It plans on
delivering at least 400 Eclipse 500s by year-end, which if accomplished would be unprecedented in the civil aviation industry.
Recent evidence suggests that managers at the FAA might have rushed the issuance of the Eclipse 500 type certificate (TC) last Sept.
30. A grievance filed on Oct. 20 by National Air Traffic Controllers Association (NATCA) aircraft certification representative
Tomaso DiPaolo and posted this week to a blog site alleges that aircraft certification engineers and flight test pilots assigned to the Eclipse 500 program had identified "several outstanding
safety/regulatory issues" before Sept. 30 that would have precluded issuance of the TC. DiPaolo told AVweb that the unnamed engineers and test pilots were unaware until coming into work on
Monday morning that FAA managers issued the Eclipse TC over the weekend, adding, "Who's ever heard of the FAA working on a Saturday?" Eclipse Aviation director of communications Andrew Broom told
AVweb that his company did not influence the timing of the TC issuance: "We did not use any political connections to push for acceleration of the Eclipse 500 type certificate." DiPaolo also
said he was not aware of any influence on Eclipse's part; instead he believes that the FAA's push might have had something to do with the agency's new "pay for performance" mandate.
Sept. 30 is the last calendar day of the federal government's fiscal year. And since the FAA now ties bonuses and pay raises to performance, it's entirely possible that agency managers could have very
well pushed the Eclipse TC through on the last day of fiscal year 2006 to meet a specified performance level for a pay raise and/or bonus, according to DiPaolo. He further said it is because of this
pay-for-performance structure that the certification engineers and test pilots were not identified in the grievance, for fear that they would be denied any pay raises for speaking out. FAA spokesman
Roland Herwig told the Albuquerque Journal that he couldn't comment specifically on the grievance, while
adding that the FAA had no safety concerns with the very light jet. AVweb was unable to reach designated FAA certification office public affairs officials on Friday for comment. Meanwhile,
DiPaolo said several of the certification engineers and test pilots have had meetings with the DOT Inspector General's office, though DOT Assistant IG for Legal, Legislative and External Affairs Brian
Dettelbach would neither confirm nor deny such meetings or any investigation whatsoever into the matter.
Diamond Aircraft said on Friday that its continuing its investigation into the dual engine failure of a
diesel-powered DA42 Twin Star last month in Germany, and the fix might be a backup battery for the engines electronic control units (ECUs). In meantime, AVweb has learned that an
Airworthiness Directive for the airplanes two Thielert 1.7 Centurion engines is pending. Diamond North American president Peter Maurer told AVweb on Friday that Thielert -- the engine
supplier -- and Diamond arent working at cross purposes, since the problem obviously needs to be corrected. Maurer said that both of the Twin Stars engines quit immediately after the pilot
retracted the landing gear. Activation of the gear retraction system caved the electrical system voltage and knocked both ECUs offline. When the engines quit, the props immediately feathered and the
airplanes dual alternators, which are supposed to provide failsafe power to the ECUs, also died. The airplane landed with the gear partially retracted and was significantly damaged. Fortunately,
the crew survived.
According to Diamond, the pilot found the aircraft with a dead battery, then took off immediately after starting it with ground power, without completely charging the battery.
Although the airplane has dual alternators and dual buses, its unclear how independent the two buses actually are, since theyre connected through a battery isolation relay. In any case,
neither alternator was delivering power because the offline ECUs stopped both engines. The ECUs are designed to reset after a failure, but will do so only if provided with sufficient operating
voltage. One fix -- although it hasnt been decided yet -- is to provide each ECU with its own independent backup battery or to isolate the dual buses more effectively, as some all-electric
aircraft do. Diamonds single-engine diesel, the DA40tdi, has a backup battery and Diamond has also discrete batteries for improved starting and for instruments in its two-seat DA20 C1 model.
Another approach, says Maurer, is to use capacitors to bridge momentary voltage transients. Diamond and Thielert have yet to decide whether the proposed fix will be an engine or an airframe mod.
Either way, says Maurer, airplanes will be retrofitted in the field, once the fix is developed.
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The FAA's unprecedented recruiting drive for air traffic controllers has caused bitter division between the new recruits and those
who've taken the college route to the console. Pat Forrey, president of the National Air Traffic Controllers Association, told AVweb in an interview that controller trainees who have gone through college, often amassing large student loans, are now training side by side with
people who have almost literally been pulled off the street and into the program. "It's causing a rift amongst the new hires," Forrey said. Ironically, though, Forrey said it's unlikely the
off-the-street trainees are at any significant competitive disadvantage against their college-trained classmates. Although the college program trainees get a grounding in aviation to prepare them for
the controller training, the advantage is short-lived. Forrey said succeeding as an air traffic controller depends more on innate talent than academic training. "Bottom line is, this job as an air
traffic controller really comes down to your aptitude, just your inherent ability to work airplanes," he said. Forrey said the hiring push is coming years too late to avoid staffing problems that
could lead to major delays and air traffic tie-ups as the industry enters its busiest season. "It's going to be an ugly summer for the traveling public this year," he said.
Cirrus and Cessna continue to battle it out for supremacy of the piston single market, and the airplanes with a parachute still have
the edge. According to the General Aviation Manufacturers Association's quarterly report on
aircraft shipments, Cirrus delivered 144 aircraft over three model types in the first quarter, bringing in a little more than $64 million in revenue. Cessna delivered 133 piston singles (total value
not broken out in the GAMA table), across a product range of six models. Diamond Aircraft delivered 73 singles and its diesel twin, the DA42 Twin Star, was by far the most popular piston twin with 42
shipped. Columbia delivered 47 aircraft and Piper shipped a total of 43 airplanes, of which 21 were piston singles. Overall, the industry is mostly maintaining the very busy production levels of the
past three years. According to the report, the light single sector has slowed perceptibly with a drop from 600 units last year to 554 this year, or 7.7 percent. A surge in business jet and turboprop
sales brought the overall deliveries to 842 in Q1, just five shy of last year's total. But because growth occurred in the highest value sectors, the value of the shipments was up 11.3 percent to more
than $4.5 billion.
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The National Farmers' Union (NFU) has joined the juggernaut of opposition to the FAA's funding proposal, saying it's nothing more than a bailout of airlines on the backs of small-town America. In a news release,
NFU President Pat Buis said the plan to more than triple the existing general aviation fuel tax will have a direct impact on rural residents. "Local airfields often provide the fastest and most
efficient means of transportation because the big corporate airlines concentrate most of their service at only the nation's largest airports," Buis said. "The FAA proposal to impose user fees and tax
increases will deal a heavy blow to farmers and rural communities who depend on general aviationfor this reason we are strongly opposing user fees and new taxes in any form." Also joining the
chorus is the Alaska State legislature. The Alaska House unanimously passed a resolution opposing the proposal and
the city of Cordova has also chipped in with its own resolution. Alaska has more aircraft and pilots per capita, by far, than any other state and AOPA spokesman Andy Cebula said the state's actions
send an important message to Washington. "This sends a strong message from an important aviation state and a local community within that state that user fees and a near quadrupling of aviation fuel
taxes is a bad idea," said Cebula, AOPA's executive vice president of government affairs. "It comes at a critical time as Congress is drafting its version of the FAA funding bill."
On Friday, Eclipse Aviation announced its new team of partners -- Flight Simulation Company of The Netherlands and Higher Power
Aviation of Dallas -- who will train Eclipse 500 pilots. These organizations join Eclipse's previously established simulator vendor OPINICUS of Lutz, Florida. United Airlines and Eclipse last month
severed ties under which United would have trained Eclipse 500 pilots. Under the new arrangement, FSC will provide Eclipse's FAA-approved course content and oversee the very light jet manufacturer's
overall pilot-training program. Under its Part 142 certificate, HPA's flight instructors and training personnel will conduct FAA-approved flight training and administer the Eclipse 500 type rating
curriculum in the U.S. "We take our responsibility to train our customer pilots very seriously," said Eclipse Aviation President and CEO Vern Raburn. "We have assembled an outstanding team of
experienced instructors and administrators to deliver our FAA-approved, scenario-based training curriculum to our customers." The Eclipse 500 training program is comprised of a multi-phase curriculum,
including an initial flight skills assessment and supplemental training if required, self-paced computer-based study, emergency situation training, a type-rating transition course, post-certification
mentoring and recurrent training.
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One of the oldest family businesses in U.S. aviation is changing hands at the end of June. It was announced Thursday that Executive Beechcraft, which was started by Dan Melsinger Sr. in 1938, is being purchased by BBA Aviation. Terms haven't been disclosed, but the deal gives BBA 100 percent of the capital stock of Executive Beechcraft Inc. Members of the Melsinger family have continuously
owned the business since its inception (when an executive Beechcraft was a Staggerwing) and grew it to include a diversified enterprise with four bases of operation. The FBO chain's headquarters are
at Kansas City Downtown Airport (MKC) and there are full-service facilities at Kansas City International (MCI), New Century Air Center (IXD) and Spirit of St. Louis Airport (SUS). The company is a
Hawker Beechcraft dealer and service center and is also a designated service center for Cirrus and Mooney aircraft. BBA Aviation also owns Signature Flight Support, Dallas Airmotive, Premier Turbines
and several other aviation companies.
A Vancouver Island company has committed to resurrecting one of the most popular passenger/utility aircraft ever built. Viking Air of Saanich (near Victoria) British Columbia intends to begin building DHC-6 Twin Otters this year. Parts
will be built at the Saanich plant for assembly in Calgary. The company hopes to build nine aircraft this year, 12 in 2008 and 18 in 2010 to start satisfying a pent-up demand for the rugged,
STOL-capable fixed-gear turboprops that has forced prices on the used market to skyrocket in recent years. "It's a terrific opportunity," Viking vice president of finance John Morrison told the Peninsula News. "In the aviation world the Twin Otter is a very cherished icon, much like the Beaver, and that we've been given the opportunity to bring it back into production
is exciting." Viking, which for decades has been one of the leading repair and modification centers for de Havilland products, obtained the type certificates for six de Havilland products, including
the venerable Beaver and Otter bush planes and the Caribou, Buffalo and Dash-7 transports, but it identified the Twin Otter as the most viable for production. A meeting of potential customers for the
new Twin Otter last fall suggested a worldwide market of 400 aircraft over the next 10 years. De Havilland built 844 of them until production stopped in 1988, and more than 600 Twin Otters are still
in service. The new aircraft will include updated engines, avionics and other systems, but will retain the rugged versatility of the 19-passenger unpressurized original. The aircraft can operate on
wheels, floats and skis.
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Actor John Travolta has caught the ire of the London's Daily Mail and the retirees of Owl's Head, Maine, in recent days for his
flying behavior. On the U.S. side of the pond, the folks in Owl's Head wish he would abide by the voluntary curfew at Knox County Regional Airport. According to airport manager Jeff Northgreaves, only
one airplane routinely busts the 10 p.m. to 6 a.m. curfew, and that's Travolta's Gulfstream. "He has the loudest aircraft we see here," Northgraves told the National Enquirer. "The area has a lot of
little old ladies and retired people Travolta should have some heart." When Travolta goes overseas, he breaks out the big iron, however, something that didn't escape the notice of the British
media. On a recent trip to promote his latest movie, Wild Hogs, Travolta and his entourage took his Boeing 707, which is outfitted for a maximum of 34 passengers, each of whose carbon footprint for
the trip would cover a city block courtesy of the 1960s-era kerosene guzzler. Travolta might have escaped notice for the contribution to global warming if he hadn't told reporters he believes everyone
should "do their bit" to keep the polar ice caps frozen, while explaining that he needs his five aircraft because he's famous and it's a hassle flying commercial. But his environmental profile was
likely the last thing on his mind on the trip home. Unspecified technical problems with the airplane forced an emergency landing in Ireland.
In most cases, the investigation of a fatal accident reveals an all-too-familiar chain of events leading up to the crash that may include
pilot error, weather and, sometimes, mechanical malfunction. But a crash on a calm clear day in Hawaii on Dec. 15, 2005, gave investigators nothing to go on except the smoking wreck of a Cessna 172S buried six feet in a mountainside at the 2,300-foot level near Hana Airport. According to the Honolulu Advertiser, Alan Gerow, 58, of Salt Lake City, a commercial-rated
pilot, rented the 172 at Maui Aviators at Kahului Airport and said he intended to fly to Hana Airport and return later in the day. The Adverstiser said Gerow was vacationing in the area and had flown
for 30 years before stopping and then resuming about three years before the crash. Although the wreck was close to Hana Airport, its position and direction of travel weren't consistent with arrival or
departure procedures at the airport. A helicopter pilot doing aerial spraying in the area spotted the flaming wreckage but no one saw the crash.
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USAF's U-2 spyplane will make a return visit to EAA AirVenture this year as part of the Air Force's 60th Anniversary celebrations. The aircraft will be on display in Aeroshell
The Dassault Falcon 7X received EASA and FAA certification in a ceremony in France on Friday. The aircraft is expected to begin service in June...
Frederico Fleury Curado has been elected CEO of Embraer by the company's board of directors. Mauricio Botelho will stay on as chairman of Embraer's board of directors.
The National Business Aviation Association is moving its annual convention back to Orlando after it became apparent that New Orleans Lakefront Airport will not be able to handle the large
static display that goes along with the show. The 2005 convention was to have been in New Orleans but was moved because of Hurricane Katrina, the aftermath of which is still hampering Lakefront
The National Air Traffic Controllers Association says a funnel cloud passed directly over the Tulsa Airport last Tuesday but, because they don't have weather radios, controllers didn't even
know it was there. One of their wives phoned to see if they were OK and that was the first they heard of it.
Our best stories start with you. If you've heard something that 130,000 pilots might want to know about, tell us. Submit news
tips via email to firstname.lastname@example.org. You're a part of our team ... often, the best part.
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Read a step, do a step ... that's probably how you learned to use this checklist. This is an effective way to learn the proper order of actions, but there are two very common errors associated with
this type of checklist use:
Using the checklist as the instigator of your actions makes it very cumbersome to use, especially once in the air.
The checklist is seen as a temporary crutch to be overcome, then discarded once you "learn to fly".
In short, most instructors teach checklists as a "do list" -- do this, so that happens -- instead of what it really is designed for, to check you haven't forgotten something as a result of
inexperience or workload. Using printed cards as a "do" list is a sure fire way to stop using them at all.
Why Checklists are Important
The Boeing B-17 was one of the most successful warplanes in all history. Thousands upon thousands left massive defense factories for combat overseas as well as the vital combat-crew training role in
the Zone of the Interior (the Army's WWII term for the continental U.S.). The Flying Fortress carried America's might to its enemies in the only way possible until troops or ships could move in. The
B-17 also developed a deserved reputation for saving its crewmembers by absorbing the worst that could be thrown against it and, more often than not, still making it home. But the entire Boeing B-17
project was nearly halted before the war ever began. And it was because of a checklist.
The U.S. military began requiring its pilots to use checklists in the 1930s. Airplanes were becoming very complex and it was difficult for pilots to train quickly enough to keep pace with progress.
With a possible war looming, Boeing responded to an Army proposal for a bomber with the Model 299, a four-engine behemoth the Air Corps designated the YB-17 ("Y" for prototype). In isolationist
America, the big Boeing was under intense public criticism and scrutiny when one of the YBs crashed on takeoff from Wright Field near Dayton, Ohio, the Army's primary engineering test base. The
professional test crew had forgotten to disconnect the tail's gust lock before takeoff. The big, silver ship was uncontrollable, crashed into a hill off the end of the runway, and was completely
consumed by fire. The crew was lost but somehow, politically, the B-17 program survived. The Army immediately began requiring the use of checklists for all pilots in all phases of flight.
Why They're Important to You
If a professional flight test crew can fatally forget something as simple as a mechanical gust lock, workload and pressure to "go" also can cause everyday pilots like us to sometimes forget critical
Consider that some of the
most common accidents result when something simple is forgotten. Pilots run out of fuel because they forget to lean the mixture or switch fuel tanks when needed. They crash on takeoff because the
trim is set incorrectly or flaps are used (or not used) as needed, or they forget to latch a door, window or canopy. Altitudes are "busted" and clearances are violated because a pilot does not follow
procedure for a departure, level-off or approach. The ultimate "Oops, I forgot" -- simply forgetting to extend retractable landing gear for landing -- is the most common type of accident in
retractable-gear airplanes and is absolutely preventable with proper checklist use.
The most common checklist deviations happen when an outside distraction -- weather, a sick passenger, a radio call, another aircraft in the pattern -- interrupts a pilot's checklist actions. If you
get distracted while running a checklist, the safest thing to do is to go back to the beginning of that checklist and verify you've not forgotten anything.
Printed checklists can be cumbersome to use in flight. That's one reason most instructors teach us, incorrectly, to use checklists for the start-up and before takeoff checks, then throw the book in
the back or shove the laminated card in a sidewall pocket until we've landed and are ready to shut down.
Checklists do, however, have great value in all phases of flight. But we have to use them correctly. Establish a flight condition or attitude from memory, but then as time permits, pull out the
printed checklist and check that you didn't forget something. If I had been in this habit when I flew that Springfield trip, I would have leveled off, completed all actions to the best of my
memory, and then right away found my forgotten leaning when I verified my actions on the level-off checklist. If I had been trying for Denver that day instead of Wichita, that may have made the
difference between making it to the destination and running out of fuel somewhere over western Kansas.
Instead of using printed checklists, some instructors teach diligent use of mnemonics, or memorized checklists. Used consistently these are excellent checklists in their own right. One of the most
famous is CIGARTIP as a before-takeoff check:
Controls free and correct
Instruments read correctly
Gas sufficient for flight and proper tank selected for takeoff
Angle of flaps
Run-up magneto, carb heat, and propeller checks as appropriate
Interior set: Seat belts, doors and windows latched
Pattern checked for other aircraft.
If you're an instrument pilot, you probably remember the four-, five- or six "T"s (depending on your airplane) for crossing a fix:
Tires (gear down as appropriate)
Talk (report to ATC)
Another frequently used for landing is GUMPS :
Gas set to the proper tank for landing
Undercarriage (landing gear) down and
Switches (fuel pumps, etc.) set as appropriate, and safety check (seatbelts, etc)
Some pilots add a "C" to make the mnemonic C-GUMPS, adding "carb heat"
and "cowl flaps" to the pre-landing check. The "S" is often used as a
reminder for basic "safety" checks as well, such as seatbelts, etc.
Do you have a mnemonic you use? Send me an email -- if we collect enough, they may be subject of a future Leading Edge.
A disciplined pilot may use a combination of printed and mnemonic checklists to fly safely. Commercial operators and especially the airlines have taken this a step further, creating a concept that is
also extremely useful in a high-workload, single-pilot aircraft. It's called the cockpit flow.
Airlines developed the cockpit flow as a means of quickly accomplishing proper actions in a complex aircraft at times when, even as a crew, there might not be time to run through a printed checklist.
Flows are a memory aid, which of course is the goal of all checklists. Cockpit flows also work well to verify what you did from memory is what you think you did, and that the airplane is
properly configured for whatever comes next -- a checklist.
I'm reminded of a retired Air Force pilot who, in the early 1960s, took a C-124 Globemaster (a large, four-engine, propeller transport) to Vietnam as part of the U.S.' early build-up. Once in-country,
my friend was detailed to fly a high-priority cargo inland. Since the target airstrip could not possibly accommodate the massive C-124, my friend was ordered to take the trip in a C-47 (DC-3). Trouble
was he'd never flown that version of the -3. Wartime emergency and all, he got a quick cockpit check from a crew-chief mechanic: "Move all the shiny switches, and leave the dull-colored switches
alone." The implication was that anything that needed to be operated frequently would be shiny metal where the paint was rubbed off. And if it wasn't used a lot, the switch would still be painted
black. OK, that's a little beyond our topic, but it does highlight the value of a methodical, visual check of the cockpit to confirm you've configured it the way you intend.
In airline terms a flow is a structured habit pattern that mirrors a printed checklist. In other words it's a memorization aid, and can be used for normal, abnormal and emergency procedures. Since we
who fly single-pilot have to do all the work ourselves (at times, ably assisted by an autopilot), the idea of a cockpit flow has great promise. Just "look around the cockpit" and make sure you've not
Of course, without some structure "looking around" has limited value -- you need to make certain you look at everything that's necessary. Professional training organizations develop pictorial flow
references for all conceivable maneuvers and tasks. Below is a translation of the flow concept into a single-pilot Beech Baron for the task of Engine Fire in Flight/Precautionary Shutdown, also shown
in the figure at right:
Fuel selector (failed engine): OFF
Mixture control (failed engine): IDLE CUTOFF
Propeller (failed engine): FEATHER
Auxiliary fuel pump (failed engine): OFF
Ignition and alternator switches (failed engine): OFF
The flow for a normal-procedure task, like configuring for an instrument approach, might look something like this:
Flaps: SET FOR APPROACH (within flap operating speed)
Attitude: ESTABLISH as appropriate for speed and altitude requirements
Avionics: CONFIRM SET FOR THE APPROACH
Using this technique, you'll need to come up with a specific sequence of events for each flight maneuver and task. Another, far simpler, way is to set things the way you think you should and then --
starting at the point of your choice (for instance, the attitude indicator, or the upper left corner of the instrument panel) -- look across the panel from left to right, then across the circuit
breakers and lower subpanels from right to left, and then finally along the seats and floorboards from left to right (for things like fuel selectors, etc.). A quick but methodical visual sweep of the
cockpit should help you catch anything that was forgotten or misconfigured. It takes but a few seconds, but if you're disciplined to do it every time you change configuration, altitude or attitude,
the cockpit flow is a tremendous boost to the safety of a single-pilot airplane.
Checklists and Flows
Have you ever forgotten where you put your car keys, or to pick up some milk on the way home from work? Did you ever start your engine with chocks still under the nosewheel, or (like me in the A36TC)
discover you'd missed a seemingly obvious action like leaning the mixture? Then you need to use some form of checklist. If you do things right, a cockpit flow will become as natural to you as rolling
into a bank to turn. You'll literally wear out your printed checklists from use. That's OK, because as you learn and experience more, and as equipment is added or removed from the airplane, you'll
want to personalize and revise your checklists for the most efficient ways to fly.
Best use of a checklist comes in concert with flows and mnemonics. You should:
Configure the cockpit for the desired flight activity from experience and memory, including use of mnemonics;
Cross-check with a practiced flow pattern to confirm everything is where you think it should be; then
As time permits, reference a printed checklist to make certain you didn't overlook or forget something.
Fly safe, and have fun!
Thomas Turner's Leading Edge columns are collected here.
This month AVweb's survey of the latest products and services for pilots, mechanics and aircraft owners brings you a glass-cockpit retrofit for Cessna 300- and 400-series, portable cabin air
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Pilot Journey Isn't Just for Students & Instructors; There's Something for Everyone
You know Pilot Journey's Discovery Flight program converting leads to students. However, all pilots can find something at Pilot Journey: Pilot e-mail accounts, pilot eCards; a
pilot cruise with seminars; AvCareers, where position wanted and positions available are listed; and much more.
is the pilot's choice online.
AVweb posts audio news on Mondays, plus a new in-depth interview each Friday. In last Friday's podcast, you'll find part one of an
interview with Rich Schrameck at Epic Aircraft. And AVweb's podcast index includes interviews with Cessna's Jack Pelton; Embraer's Ernest Edwards; LAMA's Dan
Johnson; Piper's Jim Bass; DayJet's Ed Iacobucci; AOPA's Andrew Cebula; Hawker Beechcraft's Jim Schuster; Avfuel's Craig Sincock; Comp Air's Ron Lueck; and VistaNav's Jeff Simon. In today's special podcast, hear Pat Foley of the National Air Traffic Controllers Association on controller hiring. Remember: In AVweb's
podcasts, you'll hear things you won't find anywhere else.
Would you like to see more original video content from AVweb? Do you an idea that would make a great video? Let us know.
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AVweb's "FBO of the Week" ribbon goes to Atlas Aviation at KTPF in Tampa, Fla.
AVweb reader Armand Bendersky says the FBO went above and beyond.
"I contacted them before flying to Sun 'n Fun, and they were friendly on the phone and went above and beyond in obtaining hotel reservations, printed directions and the right rental car. Their
facility is clean and the staff is friendly and helpful to a fault. I highly recommend this small, but very convenient operation for anyone going into the Tampa area. Fuel prices are probably less
than others in the area, and they treat you like they appreciate your business."
This week's flying video comes from an as-yet-unidentified Australian comedy troupe who take us inside the cockpit of flight simulator to talk to airline "pilots." (Did we mention how thankful we
are that this is just a simulator?)
Don't forget to send us links to any interesting videos you find out there. If you're impressed by it,
there's a good chance other AVweb readers will be too. And if we use a video you recommend on AVweb, we'll send out an official AVweb baseball cap as a "thank you."
Overheard between a Cessna 310 driver and Chicago
Chicago Center: Cessna One Two Three Five Bravo, Ill bring you in a little high so I dont lose radar contact while vectoring you to the ILS. Do you think youll have any
problem losing the necessary altitude to make the approach?
Cessna 1235B: No problem Center, this baby comes down like a Bonanza full of doctors!
AVwebFlash is a twice-weekly summary of the latest news, articles, products, features, and events featured on AVweb, the internet's aviation magazine and news service.
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