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FAA Administrator Marion Blakey is painting a bleak picture of the future of air travel if her controversial formula to fund the
agency isn't adopted. In a speech delivered during the Joint Planning and Development Office (JPDO) Day on the
Hill late last week, Blakey told members of Congress that air traffic gridlock is on the horizon and the high-tech solution to the problem needs the funding that her user-pay-based proposal would
provide. "If we're unable to have a financing reform bill in place by September 30, when the current set of taxes expire, the delays and the missed connections and the headlines are only going to get
worse -- much worse," she said. "Without a reliable funding stream, the NextGen program will start to slow down, and when the bow wave of delays hits, it'll be too late." Others, including the
Government Accountability Office, have questioned that view. (Click here to listen to the Reason Foundation's Robert Poole on why aviation user fees
would be good for airspace users.) Blakey said she believes the recent headlines that say airline delays will increase this summer. She said the Next Generation Air Transportation System is crucial to
accommodating growth in air traffic and the funding formula is crucial to the future of NextGen. "You can call it critical mass. You can call it gridlock. But whatever you call it, we all know that
the problem is upon us," she said. "If you walk away from today with only one thought, let it be this: there are 109 days until September 30. Lets get it done."
John Carr, the former president of the National Air Traffic Controllers Association, says high-level talks are under way to get NATCA
and the FAA back to the bargaining table with the aim of hammering out a negotiated settlement. In his blog last week he wrote that a tentative agreement has been reached to return to the table in July to settle outstanding issues. Anything that cant be resolved will go to
binding arbitration, Carr said. NATCA spokesman Doug Church said FAA Administrator Marion Blakey and the new NATCA president Pat Forrey have been discussing a return to the bargaining table since last
August, but perhaps to no avail. "Nothing has changed," Church said in an e-mail to AVweb. The FAA did not respond to our request for comment. Carr says the deal was brokered by Rep. Steve
LaTourette, D-Ohio, and his sources tell him the FAA is going along with the return to bargaining because it is afraid Congress will directly intervene in the dispute and compromise its ability to
autonomously handle its own labor relations. In April 2006, the FAA declared that negotiations were at an impasse and, after 90 days went passed without Congress intervening, it imposed its concept of
what was fair on the union. To this day, NATCA refuses to call the deal a contract, opting for the term "imposed work rules." The imposed deal created a lower starting wage for new hires, implemented
a dress code, made changes to overtime and banned the playing of radios in facilities. The FAA has insisted its deal is fair, but Carr says the threat of legislative intervention is driving the
process, which he predicts will be stacked heavily in favor of the union.
While the bills to reauthorize funding for the FAA have grabbed a lot of attention recently because of the attempt by the Bush
Administration to impose user fees on general aviation, theres another FAA money bill making the rounds that may not be as controversial, but it will have some effects on GA. The Federal Aviation Research and Development Reauthorization Act of 2007 was introduced in the
House on Thursday and earmarks $1.8 billion within the overall FAA budget to kick-start modernization efforts over the next four years. Rep. Mark Udall, D-Colo., chairman of the House Committee on
Science and Technologys Subcommittee on Space and Aeronautics, said in a news release that the airspace
system must be modernized. It is simply incapable, as currently designed, of handling large increases in traffic, he said. The bill before us takes several important steps to address
this issue. Much of the bill addresses structure and accountability, giving more clout to the Joint Planning and Development Office, an interagency body that has the daunting task of modernizing
the system. The bill also makes it a requirement that the various agencies involved commit senior staff to work in the JPDO, and it sets performance standards for the work they do. There are
environmental initiatives as well, which trickle down to GA. Tucked in all those six-, seven- and even eight-figure budgets is a $750,000 annual commitment to try and figure out how to make existing
piston engines run properly on unleaded gas.
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The FAA this week is expected to issue the first Airworthiness Directive (AD) for the Eclipse 500 that will temporarily limit all
flights in the very light jets to day visual flight rules to ensure flight conditions that do not allow the moisture in the pitot/AOA system to freeze. Eclipse says it has developed a solution to the
problem but doesn't expect it to be certified by the FAA until the middle of next month. The fix includes changes to the internal pitot tubing routing to "provide positive drainage to a low point in
the system," and Eclipse plans to begin retrofitting the entire fleet immediately after certification via a Service Bulletin. According to Eclipse, the AD limitations are more restrictive than the
previous FAA-approved restriction, which required aircraft operations to be temporarily restrained to flights in visual meteorological conditions with an Eclipse company pilot or Eclipse-trained
mentor pilot on board. "As always, our primary concern is for the safety of our customers, and the integrity of all Eclipse 500 aircraft," Eclipse President and CEO Vern Raburn said in a letter to
customers. "We are working diligently to remove this limitation and resume complete flight operations as fast as physically possible."
Kentucky Democratic Rep. Ben Chandler has presented a bill calling for an independent review of the FAAs progress on safety
programs. Chandler suggested that the agency is dragging its heels on safety programs and he wants the National Research Council to find out what the real progress is on things such as runway safety,
air traffic control staffing and other safety-related concerns. We simply cannot afford to wait any longer for the FAA to act, Chandler told the Lexington Courier-Journal. The FAA must be held accountable on their promises
to bring added safety measures and equipment to airports across the nation. Chandler said the crash of a Comair regional jet at Lexington Airport last year points to the need for increased
scrutiny of the FAAs commitment to safety programs. The Comair crash last year made it clear that improved safety measures for air traffic controllers and pilots are desperately needed in
airports throughout the United States, he said.
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The FAA declared Automatic Dependent Surveillance-Broadcast (ADS-B) to be fully operational in Alaska on May 31, and now it's working on the
rest of the country. Following "extensive technical analysis," the agency determined that ADS-B is a far more accurate way to keep airplanes from banging into each other. "The evaluation found that
over 96 percent of ADS-B data had at least 10 times better accuracy and integrity than the minimum required to support today's separation standards," the FAAs Air Traffic Organization said Thursday. Of course, Alaska has a leg up on the rest of the
country since it's been using government-funded ADS-B systems as part of the Capstone Project aimed at reducing the state's high crash rate. Many Alaska-based aircraft have had the required equipment
installed at the government's expense, but this is unlikely to happen elsewhere and the system will likely be mandatory only in high-traffic areas until it's more widely installed by aircraft owners.
ADS-B requires onboard equipment that broadcasts the altitude and position of aircraft so they can keep tabs on each other rather than relying on air traffic control and radar. However, all aircraft
have to have the ADS-B gear before they can see and be seen using this new technology system.
Deployment of Automatic Dependent Surveillance-Broadcast (ADS-B) and Wide Area Multilateration around Yampa Valley and
Garfield County Airports in Colorado is expected to make it safer and more convenient for skiers flocking to the area's ski resorts. Sensis Corp., which was awarded the contract to install the
systems, says the implementation will also save millions of dollars worth of fuel used in holding patterns and the indirect routing that the topography of the area dictates with ground-based radar
systems. According to the release, radar coverage drops at 17,000 feet in the mountains and that means aircraft have to maintain a 30-mile separation, resulting in the holds. With the new gear, Sensis
says the aircraft will stay on the radar screens to the ground, permitting a five-mile separation. All 10 airports in the area will be covered by the new system.
On Friday, Eclipse Aviation officially opened its Southeast Eclipse Service Center at the Gainesville-Alachua County Regional
Airport in Florida. The 61,000-sq-ft complex, which is Part 145 compliant and fully operational, is the second Eclipse maintenance center to come online but is the first one outside of the company's
headquarters in Albuquerque, N.M. "Today is a great day for Eclipse Aviation, the City of Gainesville and our customers in the Southeast," Eclipse COO Peg Billson noted during the ribbon-cutting
ceremony. "The enthusiasm for the Eclipse 500 in this region has been incredible [and] it is also an honor to be a part of the state of Florida's ongoing efforts to build a progressive aviation
infrastructure that generates economic development and business growth for its communities." The new facility includes a 45,000-sq-ft hangar that can hold up to 12 Eclipse 500s at a time, a
10,800-sq-ft maintenance floor and a 5,400-sq-ft customer service area. Currently, there are about 20 employees at the Gainesville facility, though Eclipse plans to have 65 employees there by
year-end. Technicians in this facility will be able to perform all Eclipse 500 scheduled and unscheduled maintenance, including work on the Eclipse 500's Pratt & Whitney Canada PW610F engines. Eclipse
plans to open additional centers in Albany, N.Y., and Van Nuys, Calif., by year-end, with expansion into other regions planned later on.
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Three days after Hyannis-based Cape Air grounded most of its fleet of Cessna 402 aircraft, the airline was expecting to operate an
almost normal schedule this weekend. Now the big question is what is causing crankshaft counterweights to wear out prematurely in the big Continental engines that power the aircraft. According to the
Cape Cod Times, theres been speculation that a directive to pilots to reduce
power settings to save fuel might have something to do with it, but the airline says the engines are being operated within limits and that that part of the engine shouldnt be affected by power
settings. "We have parts on an aircraft engine that wore faster than we would have expected," Cape Air CEO Dan Wolf said. "It could mean anything." Although the airline is flying again, work continues
to replace the counterweights in the engines of its 49 Cessna 402s. By Friday, 19 aircraft had been completed, and it could take two weeks to finish the job. The abnormal wear caused two engine
failures within a few days of each other in late May. Jim Goddard, Cape Airs vice president of maintenance, said the aircraft are safe and said the airline makes maintenance a high priority. "We
spend more money on the safety end of our operation than other people do," Goddard said. The FAA is monitoring the situation, but hasnt issued any advisories or directives.
Doctors who work for University of North Carolina's Area Health Education Center (AHEC) say they've been pressured to not
oppose the university's plan to close the on-campus airport that allows them quick deployment to far-flung areas of the state. The university wants to close Horace Williams Airport to make way for a
new research center, but the doctors say moving the airplanes they use for their medical outreach programs to Raleigh-Durham International will take up valuable time. AOPA paraphrased one doctor as
telling a state legislative committee that supporting the airport could negatively affect his career. He was among about a dozen people who spoke at a joint appropriations committee hearing on the
airport closure last week. Closing the airport is considered a major step in the university's fulfilling its closure plans, something AOPA has been fighting for two years. "It's clear that this
airport is a vital asset to the community, AHEC and the university," said Greg Pecoraro, AOPA vice president of regional affairs. "These doctors aren't in an easy position, yet they are standing up
for Horace Williams because it provides them the fastest response time for medical flights."
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The light sport aircraft (LSA) segment might have reached another milestone in the last few weeks. It appears
the first type club (the first we've heard of, anyway) has been formed for owners of Flight Design CT aircraft and is doing all the things that type clubs do, including hosting fly-ins, holding
seminars and generally gathering like-minded souls together. Flight Design has sold more than 200 aircraft in the U.S., the most of any LSA manufacturer. The first national CT fly-in was held in May
in McMinnville, Ore. There were 13 aircraft flown to the event and other owners, from as far away as New York and Texas, took commercial flights. The fly-in was hosted by Roger Heller, who also looks
after the CT owners online discussion group. Tom Pegihny, the U.S. distributor for the high-wing composite aircraft, and Oliver Reinhardt, from the manufacturer's German head office, were on hand, as
were technical representatives for companies that supply components. McMinnville is the home of the Evergreen Aviation Museum, which houses the Spruce Goose, and delegates attended a barbecue under
the wing of the massive flying boat.
At least one Canadian airline is concerned that a measure intended to make flying safer could actually spark some security
problems in the terminal. A no-fly list of unknown length, but containing a lot of very common names, will be used to screen airline passengers in Canada starting today, and Air Canadas security
chief is concerned about the reactions of customers who will inevitably be unjustly flagged by the measure. Yves Duguay told a Parliamentary commission looking into the 1986 Air India bombing that
hes concerned about "unruly behavior" from passengers who have the same names as the known terror suspects and violent criminals that are included. "The situation could be very tense, and we
need to have an authority figure in place to defuse that situation. So we want to make sure that we have a police presence," Canadian Press quoted him as saying. As of today, airlines will cross-check all passengers against the secret list, and those who match will have to be interviewed by a Transport
Canada official who will decide if they can board. There is currently no mechanism in place to remove a name from the list, which the Canadian Press says is thought to contain fewer than 1,000 names.
Just how the list will be consulted and distributed isnt clear.
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DayJet now has five Eclipse 500s in its fleet and expects this number to swell to seven by the end of the week. It plans to launch per-seat, on-demand service in Florida by the
end of next month...
Brig. Gen. Robin Olds, considered by many to be one of the best fighter pilots ever to wear a uniform, died Thursday at his home in Steamboat Springs. He was 84. Olds was a triple ace who had a
total of 16 victories in World War II and in Vietnam...
A new FBO is scheduled to open at Lexington Blue Grass (Ky.) Airport in October. Air 51 will offer all the usual services, in addition to amenities like Lexus courtesy cars...
The Perlan glider Steve Fossett and Einar Enevoldson used to set a record last year will be on display at EAA AirVenture next month. The glider reached 50,699 feet riding mountain waves over
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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If you haven't had the pleasure of experiencing long hold times, lost flight plans and lack of local knowledge while getting an FSS briefing, you've surely read about it here on AVweb.
Is there a danger here?
the only way to pick up my instrument clearance is via telephone. For many years, once I had a cell phone, it was a piece of cake: I'd fire up the engine, taxi out to the runup area, do my
pre-takeoff checks and then call Flight Service. I'd get a briefer within seconds, the briefer could call up my clearance, and I'd be on my way quickly and efficiently.
Now, I preflight the airplane and debate whether to have my passengers even get in. The problem is that I know it is going to be a long time between when I place the call and when I reach a briefer.
Plus, for some reason, the briefer always has a heck of a time getting my clearance (if it hasn't been lost because of some screw-up). So it will usually take the briefer several minutes of hunting;
however, once the clearance does come, I get a void time that is only about seven minutes away; far shorter than I've gotten in the past. Then I've got to shoehorn everyone into the airplane, start
up, taxi out, do the pre-takeoff checks and get into the air within seven minutes. If the wind is out of the north, it's not physically possible unless I take off downwind, because it's too far to
taxi to the other end.
The problems are obvious. What is nagging at the back of my mind is the question of whether anyone has, or is going to, die because of this situation. How many pilots have given up and launched
without a full weather briefing? Will there be any deaths attributable to flying into forecast weather that they didn't get because of the system collapse? How many pilots have given up trying to get
their IFR clearance by telephone and launched, intending to scud run while they pick up their instrument clearance from ATC in the air? Will there be any that hit something because they couldn't get
high enough to reach ATC? Or, if they do reach ATC, will they run into trouble when they're delayed because their instrument flight plan vanished into computer limbo?
Yes, I know it is the pilot's responsibility to get a full weather briefing and to assure terrain clearance when taking off to pick up a clearance airborne. However, I also know human nature, and I
know that one of the factors that causes a pilot to make an unsafe decision may be the impossibility of reaching the very people the FAA has tasked to provide life-saving information. I can't help but
wonder if the FSS mess will cost lives.
That Lockheed-Martin is going to remain comfortably profitable through all of this troubles me. That no one at the FAA will get fired because they negotiated a screwy contract that they knew might put
general aviation users at risk tends to add to my native cynicism. Once upon a time I read the Federal Aviation Act, the law that created the FAA. It
said that the sole purpose of the FAA's existence was to enhance air safety. That's it: The FAA is supposed to be a safety agency, pure and simple. (It no longer exists to encourage aviation; that
role was taken away by Congress some years ago.)
Somewhere, somehow, Marion Blakey and her Administration seem to have lost sight of their mandate to provide for the safety of American citizens who travel by air. Perhaps it was when she made the
decision to get rid of those pesky general aviation aircraft by starting the user-fee juggernaut. Perhaps it was earlier, when someone saw that one of the portions of the FAA, the Flight Service
Station system, was carrying out its designated function rapidly, accurately, safely, and generally working in a nearly flawless manner. Naturally the reaction was that such a situation was
intolerable. Because ongoing competence in the field of safe aviation could not be allowed to continue, the FAA went through a grueling and expensive process to fix it. In October of 2005, ostensibly
to save the taxpayers money, it entered into a $1.7 billion contract to "privatize" (is that really a verb?) a portion of the FAA that worked well. I know, children ... one would think that if private
industry could do a government function better than the government, then the FAA would have privatized one of the parts of the FAA that doesn't work. Children, such a thought would require us to apply
that evil concept, logic, to the operation of political machinery. Children, you know very well that logic should never be used when traveling through the looking glass into privatization land.
The $1.7 billion contract with Lockheed-Martin was to save 20% off the cost of having the work done by FAA personnel, who apparently were evil, money-grubbing government employees who had committed
the mortal sin of competence. Of course, there were those sticks-in-the-mud who felt that the numbers didn't add up. After all, you have to pay enough to hire the kind of talent needed to staff the
Flight Service Stations, located where the briefers could have detailed local knowledge of the prevailing weather patterns, and equip them with the latest computers, and finally allow for the kind of
profit that shareholders will demand (on the order of 8-15%). How can Lockheed-Martin do this for less than the folks who have been doing it so very well for so many years without the cost of a return
to the stockholding mutual funds?
Well, those who were skeptical were told to close their eyes, click their heels together and get with the program. Even when the FAA's own internal investigative folks looked at the contract and
pronounced that there were grave doubts as to whether Lockheed-Martin could pull it off, Marion Blakey and her friends decided that such talk was defeatist and shouldn't be considered. Besides,
Lockheed-Martin contributed nicely to the appropriate politicians, so a politically appointed sort doesn't want to make waves, even if she is
in a job involving air safety. Nevertheless, for people whose sole purpose in employment is air safety, to shrug off an objective report by one's own agency that indicates that a critical safety
function is imperiled is, at least in my opinion, reckless and irresponsible in handling our money. If someone dies as a result, it may become criminal.
As we know, the result has been a system that just isn't working. When we get through to a briefer, they are usually very friendly folks who are trying to do their best, but they generally have no
idea about the local areas where we are flying. They often complain that the computer system isn't working and (through no fault of their own) they lack the essential feel for weather patterns and
behavior in specific areas of the country, such as the lee side of the Great Lakes, the ice machine of the Pacific Northwest, tornado alley through the Heartland and others, because they were tasked
to cover too much of the country.
The day I gave up after my 40-minute-with-three-disconnects-call series I could not help but think that I'd seen this all before. It had all the earmarks of a classic slowdown in an attempt by an
organization to get more money. For some years I lived in Chicago, probably the most brazenly corrupt city in the country. When the "L" trains started running way late and irregularly, everyone knew
that in about a week the CTA (Chicago Transit Authority) would announce the need for a rate hike. More money would be applied and the trains would resume scheduled operation. I was at Oshkosh and
attempted to depart IFR two days before the controllers' strike occurred in 1981. Strangely enough, ATC suddenly couldn't seem to arrange more than a few IFR departures per hour, a tiny fraction of
what it had been doing over the previous week. I got in line and pulled my airplane along by hand for four hours before being able to depart.
I've seen slowdowns.
So it wasn't a bit surprising when, two days later, AVweb reported that Lockheed-Martin was having trouble
implementing the FSS contract and wanted 10% more money. It's the standard major-defense-contractor shuffle that President Eisenhower so eloquently described in his "military industrial complex" speech in the 1950s. Nothing has changed. Lockheed-Martin got the contract with a
low bid and is already starting the time-honored procedure of running up the price.
Let's see, 10% of $1.7 billion is what, class? Yes, $170 million. Very good, class.
Oh, yeah, the contract was to save us, the taxpayers, 20% over the cost of keeping the FSS system where it was. And the first overrun claim is for half of that. We're doing well, eh?
Oh, and Lockheed-Martin magnanimously admitted it had experienced "intermittent service issues." Much as rival Chicago gangs experienced "intermittent service issues" after Al Capone's folks visited
them. Don't you just love understatement? So very British.
Charging More for Doing
But wait. During the week of June 4, 2007, our ever-vigilant FAA announced Lockheed-Martin was not doing its job well
and the FAA was going to withhold $3 million, pursuant to penalty clauses in the contract. Hmmm ... $170 million on the first overrun claim, minus $3 million. Those Lockheed-Martin executives must
have some very sore wrists from the slapping they got at the hands of the FAA.
Lockheed-Martin has been around the block enough times to know how to play the political contractor game well. I suspect it will make sure it doesn't lose a cent on this contract. A number of
Lockheed-Martin executives will probably sweat things for a few months, but as the overrun payments kick in, I won't be the least bit surprised when they get nice promotions and six-figure bonuses. No
one at the FAA will be fired or demoted for stupidity or aggravated stupidity. And pilots and passengers are put at risk because the people responsible put political expediency before air safety.
Makes a person feel all warm and fuzzy inside.
What struck me as I researched this column was that other countries are harder on their bureaucrats and corporate executives whose actions are irresponsible and put people at risk. In the midst of the
FSS mess, on May 29, 2007, the head of China's version of the Food and Drug Administration finished up his criminal trial for allowing tainted food out of the country (which killed a number of
American citizens) and accepting bribes. He was convicted and sentenced to death.
After a couple of crashes of the first series of Airbus airliners, involving a number of deaths, some of whom were Americans, French courts sentenced some Airbus executives to jail for their
negligence in failing to appropriately oversee the design process of the aircraft.
If there were an effective legal system in the U.S., our own Department of Justice would right now be conducting an investigation into the Lockheed-Martin FSS contract. We might even learn the
identities of the now faceless Lockheed-Martin executives and FAA bureaucrats who put together the FSS deal and who diminished the level of air safety.
I won't hold my breath. Lockheed-Martin is too politically connected. The FAA bureaucrats knew enough to get plenty of fingerprints and signatures on each and every decision that was made along the
way so it will prove impossible to determine who the true half-wits were.
At the very least, we could ask that FAA Administrator Marion Blakey and Robert J. Stevens, the Chairman, President and Chief Executive Officer of Lockheed-Martin, publish their home phone numbers. We
pilots would like to personally compliment them on the FSS contract.
Our president has said that our government must be responsible to its citizens. If someone comes up with those phone numbers, I'll put them in this column.
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AVweb posts audio news on Mondays, plus a new in-depth interview each Friday. In last Friday's podcast, you'll hear SATSair's Sheldon
Early talk about how his company proved the air-taxi model using Cirrus SR22s. And AVweb's podcast index includes interviews with Epic Aircraft's Rick
Schrameck; AOPA's Randy Kenagy; Eclipse Aviation's Vern Raburn; Xwind's Brad Whitsitt; BoGo Light's Mark Bent; DayJet's Ed Iacobucci; Pogo Jet's Cameron Burr; Teal Group's Richard Aboulafia; Air
Journey's Thierry Pouille; Epic Aircraft's Rick Schrameck; Cessna's Jack Pelton; Embraer's Ernest Edwards; LAMA's Dan Johnson; Piper's Jim Bass; AOPA's Andrew Cebula; Hawker Beechcraft's Jim Schuster;
and Avfuel's Craig Sincock. In today's podcast, hear Robert Poole of the Reason Foundation explain why aviation user fees would be good
for airspace users. Remember: In AVweb's podcasts, you'll hear things you won't find anywhere else.
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AVweb reader Snorri Snorrason said the FBO is tops in his book.
"Great setup with remarkable pilot accommodations. A lobby that makes your grandma feel comfy, and staff so helpful it feels like a five-star hotel. We had to stay the night for maintenance, which
was taken care of promptly as soon as our part came in. We took the courtesy Hummer to town for dinner, and while the FBO closed down we were allowed to use the recliners and TV till the next morning.
A brilliant experience with top-notch staff. They are the number-one FBO in my book."
What's summer without a few big-budget, special-effects-heavy, totally-unbelievable blockbuster movies? In the spirit that brings us films like Fantastic Four and Die Hard
and, most especially, Transformers, which opens in two weeks we think it's time to bring you something totally off-beat and just darn cool. Presenting, from the Japanese film The
Returners (and thanks to a tip from AVweb reader Gerald Avella), a transforming 747:
Betting starts now on how many AVweb readers will ask Boeing staff at AirVenture when the new transforming jet goes into production!
Don't forget to send us links to any interesting videos you find out there. (Try as we might, we can't
seem to goof off enough to see all the videos on the Web!) 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."
Dallas/Fort Worth Clearance Delivery: Nine Eight Two Sierra Yankee stand by to copy clearance.
N982SY: Nine Eight Two Sierra Yankee ready to copy.
Clearance Delivery: Nine Eight Two Sierra Yankee is cleared direct Rockport, after departure fly runway heading at or below 2,000
expect 10,000 in 10 minutes, contact Dallas Forth Worth Departure 125.2, squawk 2351.
N9800Y: Nine Eight Two Sierra Yankee fly runway -- hey, if you guys dont hold still and be quiet, your mother and I will be flying to the Bahamas without you for spring break next week
and youll be in Dallas with the babysitter. Am I clear?
Clearance Delivery: Oh no. Can I please go too, daddy?
N9880Y: Sure, come on. Guess I forgot to turn loose of the transmit button. Sorry.
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.
Today's issue was written by Contributing Editor Russ Niles (bio) and Editor In Chief
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