1,200 LB MOOSE. BRING IT. Turbo Stationair HD - Textron Aviation
World's Leading Independent Aviation News Service
Volume 25, Number 3a
January 15, 2018
Forward This Email
  • Text size:

    • A
    • A
    • A
Airliner Veers Off Cliffside Runway
Russ Niles

Turkish authorities say they still aren’t sure why a Pegasus Airlines Boeing 737 suddenly veered left at the end of its landing run and ended up hanging off the edge of a steep bank over the Black Sea late Saturday. The aircraft, which was on flight from the capital city of Ankara to Trabzon, on the northeastern coast, was safely evacuated and there were no reported injuries among the 168 passengers and crew. “We swerved all of a sudden,” passenger Yuksel Gordu told the Anadolu news agency. “The front of the plane crashed and the back was in the air. Everyone panicked.”

Video of the evacuation shows the slope where the aircraft ended up was muddy and the runway was wet but Weather Underground reported winds were light all Saturday evening and generally aligned with Runway 11/29. Emergency crews were on the scene within minutes and doused the aircraft with water. There was no post-crash fire. Drone video below shows the aftermath.

Electronics International 'Aviation Alert! Short video on how EI saved this pilot's life
Is Stupidity An Art, A Skill Or A Talent?
Paul Bertorelli

“Why do you get so mad?” It was my wife, Val, asking the question in that incandescently irritating tone that only long-term spouses can summon because they absolutely already know the answer. We had been stuck in stop-and-go traffic on I-75 for seven hours (really 15 minutes) north of Tampa. The cause of it, when we finally got there, was an SUV rollover in the median which, in Florida, counts for just another version of parallel parking. Three lanes of interstate, two response vehicles in the median, not even on the shoulder; no lane blockage.

Yet everyone was slowing to a near stop to take in the spectacle. “What the &^% is wrong with you people?! Just drive!” Of course, I slowed to get a closer look, too. This is because the urge to view train wrecks was baked into our DNA long before trains were even invented. I’m sure the first homo sapien to bash another with a rock had an audience. And this is why, half a million years later, we write articles about airplane wrecks. Oh, make no mistake, as editors, we’ll use high-minded phrases like “lessons learned” and “raising safety awareness,” but really, accident articles are just SUV rollovers by another name. There has always been and always will be an inexhaustible supply of these essentially because, as Albert Einstein was purported to have said, “Two things are infinite: the universe and human stupidity; and I’m not sure about the universe.”

Having been both a student of and a participant in stupidity in airplanes, I’ve come to believe it actually requires a certain kind of numb-minded effort to achieve truly stupendous and inspirational acts of sheer idiocy. And here, let’s delineate simple mistakes from what I’ll call stupidity in depth. Everyone, I think, is capable of both, but all of us make simple mistakes on every flight. Let’s say you lose control on a crosswind landing and clip a runway edge light. That’s not stupidity, but a momentary lapse in judgment or skill, unless you fished around in the TAFs looking for a 35-knot crosswind. That would be stupidity in depth, because it requires planning, forethought, cognitive processing and a willful decision to ignore that little voice we all have. Well, most of us.

Another thing we all have in our logbooks, I’m sure, is an example of when we’ve done just that: piled up a bunch of obviously bad decisions into a towering, streaming heap of why-the-hell-did-I-ever do that? I have several and I invite you to share yours. But one stands out. It had everything: denial, ignorance, arrogance, even a barely controllable urge to pee.

This occurred right around the time Garmin introduced the GNS 530. I’d flown our Mooney 201 to Olathe to report on the new box and was homeward bound back to Connecticut against a tight magazine deadline. It was late winter or early spring and part of the forecast was perfect for eastbound flight: about 60 knots of tailwind, I recall. I could non-stop the 1000 miles in a little under five hours with 1:45 in reserve. It doesn’t get any better unless you own a jet.

The rest of the weather was, well, not that great. The entire route was covered in cloud, but the highest tops were only 5000 feet and the lowest bases in the 500-foot range. I’d be in sunshine for the entire cruise portion of the flight. Icing, as always, was in the forecast and there were numerous PIREPs indicating it was there, too. But all of them were trace to light, the little whiskers of frost you expect in cold-weather flying. Like the good scout I am not, I checked METARs, TAFs and PIREPs hourly enroute and conditions sounded stable. I tuned out those inconvenient reports of moderate icing and I’m going to guess I completely missed several tops reports that clearly showed the tops were rising the further east I flew. I know this because after I landed, I examined the PIREPs carefully … a little late, but then isn’t that a requirement for stupidity in depth?

I’d planned to fly at 9000 feet, but over central Pennsylvania, I was already skimming the tops at 11,000 feet and picking up splotches of rime with just a few seconds exposure. At the time, I had a lot of instrument experience in the northeast and had seen plenty of icing in both protected and unprotected airplanes. As long as the layers were thin and I knew I could climb out of it or the bases were high with above-freezing temps on the surface, I didn’t get too rattled.

I asked for and got 13,000 feet and checked the AWOS at my destination, which was Oxford, Connecticut. I don’t recall exactly what it was, but it was something like 300 and a mile, just about at the ILS mins. For the briefest moment, wisdom intruded in the deafening cacophony of bad decisions when I elected to fly past Oxford and land at Bridgeport, 20 miles south. Oxford is on a hill, Bridgeport is on the coast so it often has better weather. And it did. About 1000 and five and 40 degrees on the surface. Piece of cake.

But cake with thick icing, as it turned out. Bless New York Approach which acceded to my request for a pilot’s discretion descent starting around Poughkeepsie, New York, 40 miles out. I was planning on a more or less hair-on-fire dive to the initial approach fix at Bridgeport. To this day, I don’t believe I have ever encountered severe icing, but I’m sure I was in the robust middle of moderate that day. Within a minute or two, the windshield was thickly opaque and the wing leading edges had lost their shape under a thick layer of mixed rime. If you’ve ever encountered this kind of icing, you can actually hear it accrete. It makes a sort of hissing sound.

I encountered the freezing level around 4000 feet and the ice stopped building, but by then the airplane was a cotton ball and the wing leading edges were just getting that ram’s head shape that you just never want to see. Ever. It took nearly full power to maintain 100 knots in level flight. Just as I broke out on the ILS, the windshield ice sloughed off in one loud gush and banged against the tail. Much of the wing ice went, too, but I landed with some of it. The runway was water covered and, I’ll never forget this, there were chunks of congealed snow sailing around on the puddles in a stiff crosswind, like little icebergs. And here comes the Titanic with Captain Smith at the helm.  

But I landed OK and made the third turnoff. Didn’t have to retract the flaps since I hadn’t dared use them. When I came to a splashy stop, the tower controller, in a moment of sheer understatement, laconically asked about braking action and any icing on the approach? “Umm … moderate,” I replied. (Perhaps that was post-stupidity stupidity. I think all pilots tend to under-report icing for various reasons, one of which is they don’t want to admit to themselves that they actually willfully flew into it.)

I don’t think another pilot can learn much from my narrative here any more than a passing motorist can learn much about driving from seeing an upended SUV. I place it here merely for edification and entertainment. The experience didn’t scare me away from winter flying, even with ice afoot. But it did remind me to be aware of seeing things in forecasts and reports that aren’t there and of not seeing things that are. Ultimately, that’s what defines stupidity in depth and anyone who claims to be immune to it is practicing something else: self-delusion.

Continental Motors || Angle Wave Cylinders for Lycoming
Icom A25N Portable Transceiver
Larry Anglisano

Icom introduced the new A25N portable transceiver to replace its flagship A22. It has a variety of modern features, including Bluetooth connectivity for interfacing with a tablet app, a GPS receiver and more transmit power. In this video, Aviation Consumer Editor Larry Anglisano offers a look at the radio on the Aviation Consumer test bench before heading to the airport to go flying.

Body Closes Honolulu Runway
Russ Niles

Not long after a false missile strike alarm rocked Hawaii on Saturday, pilots and controllers at Daniel K. Inouye International Airport at Honolulu had to deal with the closure of one of the main runways because there was a dead body on it. Authorities closed Runway 26L for more than six hours as they gathered evidence about how the body got there. Runway 26L is known as the reef runway and at this time of year is used by widebody aircraft to keep their approach over the water. They were shifted to 26R, which required them to maneuver over the city.

Officials still haven’t released the identity of the person found on the runway or how he or she got there but the shift in operations did cause a few aircraft to go around. No significant delays were reported. The body was spotted by the crew of an aircraft just after noon and the runway was closed minutes later. The incident happened about four hours after Hawaii’s emergency broadcast system sent out a false alarm over an imminent nuclear missile attack on the state. The false alarm was attributed to human error.

Third Landing Mixup At SFO
Russ Niles

An Aeromexico Boeing 737 lined up for the wrong runway at San Francisco International Airport last week in the third landing miscue at SFO in six months. The crew accepted a clearance for Runway 28R but set up for 28L instead. There was a Virgin America flight on 28L waiting to take off. Controllers saw the error when the Aeromexico flight was a mile out and ordered a go-around, which the crew performed before landing safely on the correct runway.

Last July 7, an Air Canada A320 came close to landing on a taxiway parallel to runway 28R and complied with an abort order at about 100 feet AGL. There were four aircraft on the taxiway waiting for the runway. In October, another Air Canada A320 continued a landing despite repeated orders from the tower to go around. The pilot flying told FAA investigators the radio was on the wrong frequency.

Lycoming - Loyalty Program Easy to join. Easier to stay.
Radio On Wrong Frequency In Air Canada Incident
Russ Niles

The pilot who landed an Air Canada A320 at San Francisco Airport in October after being ordered to go around told FAA investigators the radio was set to the wrong frequency. Documents obtained by the Toronto Globe and Mail under a freedom of information request said the unidentified pilot, who is based in Vancouver, said the radio was set properly to get the landing clearance but was not on the tower frequency when the controller made six transmissions ordering the abort. How the frequency was changed was not discussed. The controller called for the go-around because the flight that landed ahead of the Air Canada plane hadn’t cleared the runway.

The pilot told the FAA that in the absence of the tower information, he saw no reason to go around and he landed normally. "After receiving landing clearance from SFO [San Francisco] tower, the VHF radio frequency was changed to another frequency. The runway was clear and in sight so I landed," the pilot said. "After clearing the runway is when we discovered that the tower did try to communicate with us but we did not hear any communications until on the ground.” While the crew was technically in violation of regulations by not monitoring the tower frequency it appears they won’t face any action from the FAA because the miscue “appears to not have been intentional.” The pilot took responsibility for the mishap and said he was neither fatigued nor feeling rushed during the approach and landing.

'IFR' Is the Only Magazine for Pilots Who Understand the Realities of Instrument Flying || Subscribe and Take Advantage of Our Special Offer
Hypersonic Hypotheses Getting Real
Russ Niles

The largely hypothetical hypersonic aircraft race appears to have become a lot more real at an academic forum in Florida last week. Boeing showed off a model of what it thinks a Mach 5 aircraft might look like and a Lockheed Martin official may have let it slip that his company has already built one. Both developments occurred at the Institute of Aeronautics and Astronautics SciTech Forum in Orlando, which had speakers on a variety of leading-edge esoteric topics that will define the design of future aircraft and spacecraft. In his speech, Jack O’Bannon of Lockheed Martin was talking about “digital transformation” and let it slip that his company’s potential replacement for the SR-71 “could not have been made” without the new technology. Lockheed Martin had, until that point, only spoken of the so-called SR-72 in the future tense. Coincidentally, a strange photo showed up first on conspiracy sites showing what some believe to be a hypersonic aircraft hiding in plain sight in a parking lot at a small Florida airport.

The object in the Google Earth image appears to be about 35 feet long and bears some resemblance to the concept drawings of Lockheed Martin’s SR-72 and the model unveiled by Boeing. However, the object has also been dismissed as a high-speed boat, among other things. Regardless of the alleged photographic evidence, there does appear to be concrete progress toward development of the replacement for the SR-71 and this aircraft has teeth. It will carry precision strike weapons where the Blackbird had only spy gear on board.

Picture of the Week
Robert L. Burns wins this week by combining two of our favorite elements, air to air photography and great historic aircraft. That's a Beech AT-11 Kansan on its way to the annual Beech Party in Winchester, Tennessee.

See all submissions

Brainteasers Quiz #239: Have A Little Fun, Already

The FAA can be so serious when discussing regulations and safety of flight -- which are important -- but many of us began flying simply because it was fun. To keep it safely enjoyable, simply ace this quiz.

Click here to take the quiz.

Short Final

It was one of those days where the winds were very gusty, and the pattern was just a mess at ILG (Wilmington, DE). It's a training site for controllers and downwinds were being extended by miles, clearances were changing, and everything was just a bit messy. Combined with the gusts, it wasn't a fun day. 

My goal was landing practice since I was new to the plane. After three unimpressive efforts I threw in the towel.I cleared the runway and the following exchange took place. 

Tower: Skyhawk 65R, are you going to do another? 

Skyhawk 65R: No, I don't think so. Today's not my day. 

Tower: (Very loud audible laughter in background) Yeah, that's true for a lot of us today. Taxi via H, remain this frequency.


Joshua Zide

Dynon Skyview HDX Glass: An Update
Rick Durden

Dynon effectively stirred the avionics-for-certified-airplanes pot at EAA AirVenture 2017 when it announced that its experimental-only Skyview HDX glass suite would be available for certified aircraft—with the first STCs expected by the end of the year. As an integral part of the program, it was launching an entire product line called Dynon Certified. The first airplanes to go through the STC process were to be a Cessna 172 and a Beech Baron. One of the goals of the program was to be able to price the Skyview HDX for certified aircraft as nearly as possibly the same as for experimental aircraft. If Dynon could pull it off, the savings to owners of CAR 3 and FAR 23 aircraft for a glass panel retrofit could be measured in the tens of thousands of dollars. 

As we left 2017 astern, we hadn’t received word that Dynon had received the first STCs. Having followed the certification of just about everything in aviation that can go through the process, we’ve found that few time predictions prove accurate. Even with the new, somewhat streamlined Part 23 rules, the process is staggeringly complex and even a key individual being sidelined with the flu for a week can create bottlenecks that take more weeks to straighten out. We also cringe just slightly when we hear that certification is hoped for by year-end as we’ve personally observed that when the holiday season rolls around, everything in the aviation development and certification world tends to come to an abrupt halt.

"Weeks Away"

We called Dynon last week to see if we could find out where things stood. Michael Schofield, Dynon’s marketing manager, told us that, as we suspected, there had been some delays, however, they “. . . were closing in on certification of the installation of the 172. It should happen early this year, it’s weeks away.” He went on to say that certification will be the start of an AML (Approved Model List) STC—the basic certification data for the Supplemental Type Certificate is approved for the first airplane and then used as the basis for the STC to be applied to additional aircraft. Dynon will not have to reinvent the glass panel for each type of airplane, just adapt it for the specific differences of each type. It’s nothing new for Dynon; when it and the EAA obtained the Accessible Safety AML STC for the Dynon D10A EFIS, it was eventually expanded to encompass most of the Cessna 100 and 200 series, the Piper PA-32 line and Beech and Mooney singles.

For legacy aircraft with round gauges, the Dynon HDX will replace the flight instruments and allow the owner to 86 the vacuum pump. The HDX suite includes a 10.32-inch (total width) display designed to incorporate a full primary flight display and can be split to show a PFD on one side and a multi-function moving map on the other. It’s mostly self-contained in a package that’s 3.1 inches deep, so fitting it into all but the tightest panels should be doable without outrageous modifications to the panel. A D10A EFIS will be the backup attitude indicator.

HDX screen resolution is 1280 by 800 pixels, according to Dynon’s spec sheet. The display has a 37-pin and 9-pin connector for main wiring harnesses and interfaces and also features USB connectors. It also has onboard wireless capability. Functions are controlled via touchscreen or knobs—which we appreciate having been willing to cheerfully throttle designers of touchscreen-only systems when flying in turbulence.

The HDX control set has two knobs at the lower corners of the bottom bezel with eight keys for various functions that change with context. These are labeled along the bottom edge of the display. While the HDX can be paired as two displays, it can also provide full function in just one.

The PFD can also be configured to show virtual steam gauges rather than what has become the traditional HSI and tape view. The display is loaded with information, including true airspeed, density altitude, outside air temperature, wind and an angle-of-attack indicator.

The engine instruments, which will vary by aircraft, are placed along the bottom edge of the display and in addition to the required power instruments and temperatures, fuel quantity is also displayed. There’s also voltage and amp info and visual flap and trim-state indicators. A unique addition is a percentage-power indicator and a leaning function.

Complete Package

What may be the Skyview’s strongest selling point is that it’s a complete package that includes the display itself, plus Dynon’s autopilot servos controlled through the virtual panel or dedicated hardware. ADS-B In and Out are also included.

The autopilot is controlled through a virtual panel or a dedicated hard panel and offers altitude hold, vertical speed and altitude pre-select. A separate virtual subpanel controls the Mode-S transponder Dynon supplies for ADS-B Out.

The system will be approved for IFR when paired with approved IFR navigators from Avidyne and Garmin as the onboard GPS is not approved for IFR.

At Oshkosh, Schofield said that the HDX Skyview for certified aircraft was expected to be priced at $16,000 for the hardware. In our telephone conversation, Schofield told us that the $16,000 number has not changed—Dynon wants to price its boxes for certified and experimental aircraft the same. There will be one difference: Because Dynon had to expend a great deal of money obtaining certification, it will have to charge for the STC for a certified aircraft. For the Cessna 172, Schofield told us that he expects the price of the STC to the buyer to be $2000. That number may be different for follow-on airplanes, depending on the cost to obtain the STC and the expected demand for units for that type of airplane. According to Schofield, Dynon has been nearly overwhelmed with owners contacting it to say they want their type airplane to be the next STC: “Thousands of people are saying ‘I want this,’ and hundreds are telling us that they are ready to buy now.”


Initially, Dynon plans to approve individual shops to do installations, for quality control and to keep costs down. Schofield said that they want to keep the total cost for the HDX suite, STC and installation in the low- to mid-$20,000 range.

Schofield said that the STC for the Baron will be completed after STCs for some other airplanes. He told us that decisions as to which airplanes will come first have not been finalized but talked about the Cessna 182, Piper Cherokee series, Mooneys and the Bonanza line (“those guys are really organized”). Reading between the lines, while Dynon wanted to show that the HDX suite will be viable throughout the general aviation piston world with simultaneous certification in the 172 and Baron, it makes economic sense to first go where the highest demand is expected to be—piston singles used by flight schools and owners who use their airplanes to travel.

We think a $16,000 glass panel suite that includes an autopilot and engine monitoring for a certified airplane is a big deal. Dynon has made it work and become a force in the experimental world for some time. It’s a big step to the certified aircraft world. We’d like to see Dynon pull off bringing high-quality glass at a competitive price to a world that hasn’t had much competition. We’re hoping to hear an announcement of STC receipt from Dynon before the end of March.

Rick Durden holds a CFII and ATP with type ratings in the Douglas DC-3 and Cessna Citation and is the author of The Thinking Pilot’s Flight Manual or, How to Survive Flying Little Airplanes and Have a Ball Doing It, Vols. 1 & 2.

Meet the AVweb Team

AVweb is the world's premier independent aviation news resource, online since 1995. Our reporting, features, and newsletters are brought to you by:

Tom Bliss

Russ Niles

Paul Bertorelli

Contributing Editors
Mary Grady
Geoff Rapoport

Rick Durden
Kevin Lane-Cummings
Paul Berge
Larry Anglisano

Ad Coordinator
Karen Lund


AVwebFlash (reaching 101,000 subscribers 167X/year) and our website, AVweb.com (450,000 unique visits monthly) inform and entertain GA industry leaders and owner-pilots who fly and buy. Our subscribers operate more than 120,000 airframes including turboprops, owner-flown jets, high performance twins, singles and training aircraft.

AVweb's recent survey shows subscribers think AVweb is the most useful of the nine leading GA print and digital publications they read!

That's why most leading GA companies advertise in AVwebFlash, year after year.

For ad rates and scheduling, solo eblasts, video and special marketing offers, contact:
Tom Bliss, publisher: 602-625-6815 Email: Tom@avweb.com

Home Contact Advertise Help
Unsubscribe Manage Subscriptions Privacy Policy