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- National Guard Bureau Guard News Update
- Guardsmen Continue U.S.-Mexico Border Security Duties
- Contracts for December 05, 2012
- National Guard (in Federal Status) and Reserve Activated as of December 4, 2012
- Today in the Department of Defense, 12/6/2012
- U.S., South Korea Participate in Nuke Deterrence Exercise
- Cyber Pro Discusses Mobile Network Security Challenges
- DOD Identifies Army Casualties
- Dory: Northern Mali a Terrorist Safe Haven
- Fort Riley Current News Update
- Press Briefing with the U.S. Pacific Command Commander
- This Week in the National Guard
- Military History Professor Provides Korean War Perspectives
- Combined Force Kills Insurgent Leader
- Face of Defense: Guardsman Selected for West Point
- DOD Holds Annual Disability Awards Ceremony
- Propwash
| National Guard Bureau Guard News Update Posted: 05 Dec 2012 04:11 PM PST Having trouble viewing this email? View it as a Web page. You are subscribed to Guard News for National Guard Bureau. 12/05/2012 11:52 AM EST  The photos are black and white - images of young men in military fatigues and muddy combat boots staring knowingly into a camera. The edges of the glossy prints are starting to curl and yellow. 12/05/2012 11:52 AM EST  That's the guidance Col. Geoffrey Slack, the 27th Infantry Brigade Combat Team commander, and other leaders are stressing this holiday season to redeploying National Guard Soldiers. The Soldiers deployed earlier this year to various locations throughout the Middle East. 12/05/2012 11:52 AM EST  Spc. Erin Colburn of the New York Army National Guard's 27th Brigade Special Troops Battalion (BSTB) has been selected for admission to the United States Military Academy at West Point.
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| Guardsmen Continue U.S.-Mexico Border Security Duties Posted: 05 Dec 2012 02:28 PM PST
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| Contracts for December 05, 2012 Posted: 05 Dec 2012 02:15 PM PST
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| National Guard (in Federal Status) and Reserve Activated as of December 4, 2012 Posted: 05 Dec 2012 02:13 PM PST
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| Today in the Department of Defense, 12/6/2012 Posted: 05 Dec 2012 02:13 PM PST
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| U.S., South Korea Participate in Nuke Deterrence Exercise Posted: 05 Dec 2012 01:17 PM PST
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| Cyber Pro Discusses Mobile Network Security Challenges Posted: 05 Dec 2012 12:35 PM PST
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| DOD Identifies Army Casualties Posted: 05 Dec 2012 12:13 PM PST
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| Dory: Northern Mali a Terrorist Safe Haven Posted: 05 Dec 2012 11:59 AM PST
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| Fort Riley Current News Update Posted: 05 Dec 2012 11:40 AM PST You are subscribed to Current News for Fort Riley. This information has recently been updated, and is now available. http://www.riley.army.mil/OurPost/CurrentNews.aspx
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| Press Briefing with the U.S. Pacific Command Commander Posted: 05 Dec 2012 11:17 AM PST
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| This Week in the National Guard Posted: 05 Dec 2012 09:27 AM PST
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| Military History Professor Provides Korean War Perspectives Posted: 05 Dec 2012 08:29 AM PST
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| Combined Force Kills Insurgent Leader Posted: 05 Dec 2012 08:28 AM PST
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| Face of Defense: Guardsman Selected for West Point Posted: 05 Dec 2012 07:49 AM PST
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| DOD Holds Annual Disability Awards Ceremony Posted: 05 Dec 2012 07:15 AM PST
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| Posted: 05 Dec 2012 01:09 AM PST ----------------------------------------------------------------- Aero-News Network "Propwash" E-Mail Aero-News Summary A Free E-Mail Newsletter ISSN: 12.05.12 Issue 156/05 Aero-News.Net 'Propwash' Daily News Provided to registered subscribers, Daily: ISSN: 1530-9339 For Subscribe/Unsubscribe procedures: Manage Your Subscription here For Subscribe/Unsubscribe procedures and Privacy Statement, scroll to end. ----------------------------------------------------------------- Welcome to this day's ANN 'Propwash' Daily News Brief. We welcome and encourage your comments, criticism and suggestions... and hope that you'll become active members of the ANN community, though we'd like to ask you one big favor... PLEASE TELL EVERYONE ABOUT AERO-NEWS! NEWS SUMMARY: Remember... You Have to Go to www.aero-news.net to read the WHOLE story! There's much more! ----------------------------------------------------------------- ANN Daily Sponsor: 12.05.12 Edition: Airborne 12.04.12: AOPA 'Holding' Corp?, 406ELT Reprieve, SST Verdict Also: Mattituck Future, Airbus GW Increase, Glider Solo, Water on Mercury?, nEUROn Flies! AOPA was busy over the Thanksgiving holiday - no doubt giving thanks for its millions of dollars in cash reserves, as it has moved to form the AOPA Holding Corporation - a presumably 'for profit' group charged with investing in aviation businesses. While that move raises questions of its own, the choice of the man to lead the group raises even more. If you rushed out and bought a 406 ELT based on our report last week that the Bahamas would soon require installation of such equipment… I hope you kept your receipt. After our story of the looming February 2013 deadline went public, the Civil Aviation Ministry of the Bahamas has extended the waiver for the installation of 406 MHz ELT devices past the February 1, 2013 deadline. All this... and MORE in today's episode of Airborne!!! Airborne 12.04.12 is chock full of info about the half-week period ending Tuesday, December 4th, 2012... Presented by Aero-TV veteran videographer and Airborne Host Ashley Hale, and supported by ANN CEO/Editor-In-Chief Jim Campbell, Chief Videographer Nathan Cremisino, and Aero-Journalists Tom Patton, and Glen Moyer, this episode covers: 1) New Controversy Emerges Over 'AOPA Holding Corporation' 2) Bahamas Civil Aviation Extends 406MHz ELT Waiver 3) French Court Overturns Conviction In SST Accident 4) Mattituck, NY, Airport Faces Uncertain Future 5) Airbus Increases A330 Takeoff-Weight Capability 6) First Catapult Launch Of X-47B Unmanned Aircraft A Success 7) AVW: 'My First Glider Solo' 8) NASA Spacecraft Finds New Evidence For Water Ice On Mercury 9) nEUROn First Flight 10) EASA Certifies Airbus Sharklets Get Comprehensive, Real-Time, 24/7 coverage of the latest aviation and aerospace stories anytime, at aero-news.net. And be sure to join us again next week for the next edition of "Airborne" here on Aero-TV. Thanks for watching. See you, again, in just a few days! © 2012, Aero-News Network, Inc., ALL Rights Reserved. FMI: www.aero-news.net, www.aero-tv.net, www.youtube.com/aerotvnetwork, http://twitter.com/AeroNews, The Full ANN/YouTube AIRBORNE Roster -- www.youtube.com/playlist?list=PL42E90078D99B1053&feature=view_all For the WHOLE story, go to http://www.aero-news.net/news/featurestories.cfm?ContentBlockID=4fb286af-9564-47ef-9ab2-c826aac212c0 ----------------------------------------------------------------- On Being A Good Aero-Citizen – The Good, The Bad, and The Ugly (Part 1) First… “The Good” – An Initial Discourse On An Amazing, Strange, Tortuous Path Thoughts and Observations By ANN Editor-In-Chief, Jim Campbell You must be the change you'd like to see in the world…" Mahatma Gandhi Preface: This missive is long, it rambles, it covers a lot of ground and it takes its own sweet time getting to the point… but hopefully it will say (to you) what I want it to and convey the issues that I want to discuss. Just please bear with me, consider my words carefully and if anything we’ve ever done has had any lasting value to you, I hope you’ll help us stay on this amazing path – Jim Campbell, ANN E-I-C, CEO Another birthday is just around the corner… and it occurs to me that I have been writing about the aviation and flying world for over 40 years, when my first story about aviation was published in a High-School publication (thanks again for that, Mr. Torres). From there, it was a surprisingly short time before my first ‘pay-copy’ stories appeared in a number of aviation publications and a career, and a life (and eventually, a mission) was born. It started, of course, with a love for flying… and a tremendous respect for flyers, built up from my early years as a kid sitting on the airport fences at Lincoln Park and Blairstown New Jersey… dreaming of all the planes I’d fly, the places I’d go., the adventures I’d undertake, and the people I’d meet. Well over 40 years ago, my life was an amazing amalgam of promise, possibility and expectation. It was filled with dreams and desires and a true intent, above all things, to be the kind of pilot/person that I so admired in my early teens. My journey to join their ranks started pretty early in life and the desire to fly has such an early foundation in my life that it seems as if it has always been there… from the moment I could form a coherent thought, my desire to fly was full and real and to be pursued as aggressively as my life would allow. Always. How This Whole Crazy Life Started My earliest aviation experiences were based in the building of plastic and wooden model airplanes, moving on rapidly to flying R/C airplanes and helicopters (I had one of the first RC Kavan Bell Jet Rangers in the country way back then… and even got halfway decent at flying it… between crashes). But my favorite times of all, were the long bicycle trips, either after my paper route was complete or I was finished with my gas station job at the local Texaco, between my home in Oakland, New Jersey, and the Lincoln Park airport… which Google Earth now tells me was all of 8.6 miles… but I swear it felt more like 20, maybe 30. Lincoln Park became my field of dreams—the first of many… I met pilots and instructors who selflessly gave me encouragement, advice, and a little bootleg flight time here and there and allowed me to be a part of a family that I aspired to, above all else. Dual instruction in Cessna 150s could be had for as little as $16 an hour and despite my meager resources (limited, in part, because of the fact that half of all my gas station, newspaper route, airport off-job, and other monies had to be set aside on orders of my Dad – who made me put away 50 cents out of every dollar for my college fund), I was able to gain a fair amount of experience… soloing a glider at faraway Blairstown at age 14, and later in powered aircraft at Lincoln Park a couple of years later. The sights, sounds and aura of those days is indelible… and with little effort, I can close my eyes and be pedaling furiously down Jacksonville Rd., airport in sight, hoping that the guys with the Pitts would be out flying, or that Mr. Bott would be out with his Wittman Tailwind, or that Airport Owner Eddie Gorski would have some odd jobs for me that would allow me an extra few tenths of an hour of dual with Arnold or Tony or Bill or any of the other flight instructors who seemed larger than life to a young teen whose life was all wrapped up in flying… and would be for the rest of my life. The people I met, the pilots in particular, were my instant heroes… and I’d look up, particularly, to those who were flight instructors, airline pilots and anyone else who had pursued their dreams to the point where they were finally doing the kind of flying they wanted to. And for some reason, so many of those I met decided to be kind to me… to take me along on their trips and offer me opportunities that broadened my horizons at a breathtaking rate. By the time I was out of high school, I knew that not only would I be flying for the rest of my life, but that I had a mounting debt to pay to all those who had been so kind and generous to me as I worked my way up the flying ladder. I logged hundreds of hours with incredible flyers who were so generous to a pesky kid who had his eyes fixed so firmly on the sky that I was known for tripping over my own feet whenever a particularly interesting airplane appeared overhead. It was a beautiful start to a life that was to be dedicated, first, to flying everything my heart desired… and then to giving something back to that aero-world that I loved so much. You can never cross the ocean unless you have the courage to lose sight of the shore. Christopher Columbus I met and was inexplicably befriended by so many… and it would truly be tough (maybe, impossible) to even attempt to name them all… but their words, their kindness, their counsel, their friendship, and their occasional offer to let me fill an empty seat became the foundation to a life that I was determined to live… and live damned well. Defining A Mission… and A Life That was a million years ago… OK, forty plus… but to this day, I am as still as excited about the world of flight as I have ever been -- and now have thousands of extraordinary experiences in my logs, my memories, and (most important) my heart. I’ve flown all over the world, been privileged to pilot some 1200+ unique types of aircraft, flown for thrilling airshows, played for hour upon hour in delicious Zero-Gravity (and even done so with guys like Buzz Aldrin and Burt Rutan), tested countless new designs, worked among some of the most amazing aviators in the world, and most of all… I’ve been privileged to be your guide to the news, stories, events, images and sounds of the aviation life since my first aviation-centric story was published. The bug that bit back then has never diminished and I now see my life as one of service… as much to my dreams of drinking in as much of the flying life as I could, as well as to sharing it, honestly, realistically and vividly with a part of the world that I came to see as my “other” family. Yes… my family -- my fellow flyers and the rest of the aviation community. With so very few exceptions, I have loved nearly every second of it. Still… as much as I loved the thought of flying all the amazing airplanes that seemed so far out of reach while day-dreaming along the airport fence at Lincoln Park, it was the people that populate this world that have made it all the more amazing and at times, indescribably so. And even when you factor in the negatives that I’ve had to counter, there is little (even now) to dissuade me from the lofty path I’ve chosen… even though I’ve had to deal with some exceptional turbulence along the way. Over time, my path changed from… must fly everything… must get airline job… must fly fighter jets… must get into space -- to the chance to do it all… and then (most importantly) to act as a guide, for others, to the immensely enticing adventures and intricate excitement of the aviation world. Growing up reading the aero-mags, then in their golden age, it became obvious that there was something very cool and adventurous to be pursued via aviation writing and even more so through aviation journalism (yes, there is a difference—a BIG one). And so, it started in high school, followed then with a few newsletters, a couple of articles in Glider Rider, and thereafter I was off on a free-lance writing path, while either pursuing military service or civilian flying gigs for a number of years thereafter. And dear Lord, I have loved so much of the process that I pursued, the lessons I learned, and (most particularly) the amazing folks that encouraged me and gave me opportunity after opportunity, along the way. Over time; my desire to push further and further into the world of aviation journalism became not so much a job or even a really cool vocation, but a life’s work… in service to the industry, the people and the community that I have so come to respect, admire… and yes, love. Throughout this personal evolution, it was not enough to just to tell people how cool aviation was… or to help people get their jollies via some cool pix and some carefully crafted prose… it became important to be “that guy” – you know, the one that people turned to when they wanted the straight skinny. The guy who had the experience and the guts to tell it like it was – so that their fellow flyers could avoid discouragement, fraud, and a number of other (some incredibly dangerous) hazards. I watched aviation change… and not always for the better. I saw a few cons and frauds perpetrated on my fellow flyers… and over time, as the flying world reached its zenith in the late seventies, I learned the sad truth about humanity… and also about that part that interfaces with flying… that as wondrous as the pursuit, itself, was… that occasionally it would attract those who care not a whit for their fellow flyers, and would often express that through cheating, lying, and even more dangerous actions. I never understood why… I mean how do you treat flyers that way? How could you? But even though I never understood it, I was bound and determined to try and limit it, even stop it, in every way that I could. And that’s what became the cornerstone for the businesses I created, the paths that I’ve taken, the decisions that I’ve made, and the contributions I’ve tried to make, lo, these four decades (and then some) since I first took flight on my own and understood the true underlying creed I accepted when I took flight. You can either be a pilot -- a person who understands the mechanics and physics of flying… or you can be an AVIATOR – a privileged caring soul who is a cherished member of an extraordinary and gifted community and, thereby, has the RESPONSIBILITY to pass it along to all those who accept the mantle of flight and to protect each other as much as possible. And you do this, not because it may be appreciated or celebrated (and in fact, it often isn’t), but because it is what the soul of a true aviator requires. So, for many decades, I’ve done my best, when requested and/or alerted to difficulties amongst my brothers and sisters in flight, to be part of the solution to the ills they faced. No one who has ever seriously asked for help has been refused my attention and effort – as limited as it may, occasionally, have been. I take great pride in that. Not always successful; I’ve put my heart and soul into TRYING to be the right kind of aviator, even though this mission is not easy or for the meek or faint of heart… and while most problems are solvable with a little effort, experience or insight; sometimes you come across an exceptionally difficult barrier -- one which is so wrong and threatening and hurtful in countless ways. One that harms not only the people that you care for (so much), but threatens the fabric of the world you work and play in. One that must be stopped… even though it is likely to be tough, ugly, costly and hurtful. And, yes, that’s where we find ourselves right now… but more on that, later, as we discuss “…the bad, and the ugly,” a few days hence. Before I get back to work (on Part 2 and 3 of this missive, among other things), I’d like to express a few things. We flyers are at a crossroads… the aviation world we knew is all but gone and what we see on the horizon is God-awful ugly. But, I have to tell you that every time I wade in amongst the throngs at any well-populated aero-event or airport or other aviation gathering, I get pumped up with the potential we have as a community to reinvigorate and reinvent ourselves. I believe that we can do it… and underlying all that I do is both the desire and the intent to do just that. But I’ve been sidelined… horribly side-lined and distracted, with the issues of a bad economy, running my business, some truly horrific attacks on myself and those I care about, and a few other issues – not the least of which was the loss of someone who mattered more to me than any other. Mind you; all along this convoluted path, I have had great examples to live up to – the folks who helped me (through their own actions and living examples) determine what kind of man I wanted to be… my Dad, Dr. Morris Schwartz (my Grandfather, and the finest man I have ever known), Bob Hoover (no explanation needed), Jim Moser, Peter Diamandis (who has changed the world… in several ways), Chuck Cohen, John Denver (who knew more about ‘joy’ than any man I ever met), Alan Klapmeier (possibly one of the last truly honorable men left in the aviation business), Mikael Via, Paul Poberezny (who has as great a soul as any man in aviation), Phil Boyer (possibly the best Aero-Leader we’ve ever had), Rich Davidson (who embodies more GA ‘spirit’ than any ten flyers I know), Mike Slingluff (another truly honorable man), so many others… so, so, many… and of course, my dear Vicki – who changed my life… over and over again. I had a master plan somewhat put together a few years ago, and was making some progress on putting together both the plan as well as a loose cadre of folks who might be counted on to help in making it all happen. I was about as focused, back then, as I have ever been… business was good, I was flying my buns off, I was surrounded by amazing folks, and was feeling empowered to roll the dice and really take a swing at finding the remaining magic in aviation and use it to craft a new future that could endure the upcoming hazards and obstacles so many of us saw coming toward us like a runaway freight train. I felt that I could play a part in saving and rebuilding the aviation world… as an aviator… and following one extraordinary conversation with my ‘forever friend’ and sweetheart, Vicki; a conversation that finally and blessedly cleared away some long-term ugliness we had experienced, and put us back on a path to again being the forever friends we always promised to be -- it seemed that I was about to step off on an amazing journey that ‘just might’ repay some of the countless kindnesses I had received these many decades… and be allowed to be the kind of aviator I always, always, ALWAYS wanted to be. And days after that chat with Vicki, the world tumbled and twisted and kicked me as hard as I have ever known – as Vicki died… and so did a huge, even critical, part of me. I won’t belabor it all again… it was simply the single most tragic event of my life and there are times when I think of it and can barely breathe with the pain of her loss…. One that shook me to the core, nearly destroyed my soul, made me vulnerable to a number of setbacks, sucked the very life out of me, and pretty much turned me into a zombie for quite the while. Throughout it all, my family and friends (not to mention a certain German Shepherd) were supportive, I worked hard and I got through each day, one at a time -- but without the strength commitment and resolve I had gathered up through August of 2009. For a time, I came to believe that the best part of my life was over and that talk of reinvention and transformation (for aviation or for me) was a pipedream. I had nearly given up on myself… but those who cared for me did not… And now I get to the point of “the good” – that all great things are possible -- that we really can make aviation better than ever. Easy to do? Don’t be ridiculous… since when has anything THAT GOOD been easy? But… I truly believe that it can be done. We have the essential ingredients – the spirit, the drive, the wonder, the amazing reality that IS aviation and that with the VERY GREATEST of devotion and effort that we can rebuild it all… not into what it was… but something far better, more durable and more valuable… if not for us, then for all those who follow… including the next boy or girl who pedals their bikes all the way down Jacksonville Road to gawk and wonder and dream of the planes that fly in and out of Lincoln Park. And here, God help me, is where this gets REALLY personal as I note that there is still an off-chance that one of those kids might someday be mine. Yeah… read that last bit again. If THAT doesn't scare you, nothing will, but I have to tell you that there is now an awe-inspiring miracle happening in my life... and it was truly unexpected. You see… all things may indeed, be reborn… even me. One of those amazing friends that has stood by me for a number of years, and one whom seemed to be quite content with simply being my friend while remaining beside me patiently… is a sweet, stunningly beautiful, girl to whom I gave her first small airplane ride, nearly three years ago. Since then, and in the past year, in particular, she has become so much more, gradually, patiently, incontrovertibly. Several months back she shocked me… by asking me to marry her. Wow… How cool is that? Folks… I was speechless for several minutes (yes, it can happen), but for some reason, this insanely beautiful, smart and sweet girl decided that she wanted me to complete her life… and thereby jumpstart me into the next phase of mine. The time since then has been a whirlwind… not always an easy time, and not without its complications, but as surely as the sun rises and sets, I am in the process of reinventing my life to be worthy of her faith… worthy of the gifts given me by all of you who have trusted and believed in me… and worthy of a future worth creating… My answer to her proposal? I said ‘yes.’ And so my world is about to change... yet again. A transformation, if you will. And, Dear God, I can’t wait. Life isn't about staying inside until the storm passes. Life is about dancing in the rain. (Author Unknown) She’s a bit younger than I and thinks I’d make a good Father someday (at this stage of my life, I have my concerns -- I’m no kid, after all), but she is one of the most determined people I know and may yet convince me that some kind of a family is in our future... And yet somehow, the thought of another young boy or girl pedaling their way up their equivalent of Jacksonville Road (if they choose to fly) to check out the planes and pursue the flying life, just fills me with a sense of determination and a type of true awe/joy I have not felt in the longest time. For them… and for the kids of all my friends, my brothers and sisters in flight, it’s time for me to get even further back on track, to do what I can, to muster as much support as possible and to join in with all those who love aviation to rebuild an aero-world that can take us well into the future. I owe so much… and it’s time for me to get back to repaying the cosmos for this (almost always) amazing life. And yet… get this… there are those who would take all this from me, from you, from all of us… and in short order, I’ll get to the mid-point of my ramblings… and seek your help in setting right a number of great wrongs, and getting back on a positive, upward, transformative path, once again. And yes, we CAN do this. Stay tuned… FMI: Comments On ‘On Being A Good Aero-Citizen – The Good, The Bad, and The Ugly (Part 1)’ For the WHOLE story, go to http://www.aero-news.net/news/genav.cfm?ContentBlockID=15ed313a-be9c-4d34-91a0-303954497b0f ----------------------------------------------------------------- Boeing Forecasts Sufficient Financing For Rising Global Aircraft Deliveries Top Executive Ranks Shuffled By Commercial Airplanes Chief Ray Conner Boeing projects the world's airlines should see reasonable liquidity and pricing for new-aircraft delivery financing in 2013 even as jet builders ramp up production to meet demand, the manufacturer announced here today in issuing its fifth annual finance market forecast. "We expect that despite economic and political challenges, global air travel will again demonstrate its remarkable resilience in 2013. The industry's global growth and airlines' fleet replacements, accelerated by higher fuel prices, should keep demand stable and attract sufficient financing," said Kostya Zolotusky, managing director of capital markets development and leasing at Boeing Capital Corp., the plane maker's financing and leasing unit which develops the forecast. The encouraging report comes amid lingering economic uncertainties and as higher costs for eligible airline borrowing using government export credit financing go into effect in 2013. The manufacturer forecasts total industry jetliner deliveries at $104 billion in 2013, with 95 percent of that expected to be split between Boeing and Airbus. Boeing foresees 2013 financing conditions on par with 2012, and predicts the largest funding source – commercial banks – should strengthen their investment. Among other major players, capital markets are expected to grow as a funding source for U.S. airlines and expand to also serve non-U.S. airlines and leasing companies. Meanwhile, leasing firms are expected to grow in their delivery share and gain access to more diverse sources of equity and leverage. This year began amid concerns that Europe's commercial banks, a primary aircraft financing source, would pull out of the market due to the continent's economic crisis. However, Zolotusky said those fears did not materialize, and in 2013 the company expects that Europe's banks will remain active because the aircraft space is one of the most attractive and high-performing sectors for bank investments. Boeing said regional commercial banks – in places like China, Japan, Australia, the Middle East and North America – stepped back into or entered aircraft financing in 2012 and expect to remain in 2013. In announcing the need for increased financing for rising industry deliveries, the company said market data clearly supports the higher production pace. "Aircraft utilization is at record highs as are global load factors. Growth in people traveling is happening faster now that new capacity is being introduced. These are fundamental indicators that show that the aviation market is healthy and perhaps even a little underserved," said Boeing's Zolotusky. The company expects the higher costs and stricter terms for export credit borrowing next year to drive down reliance on government-backed loan guarantees, as their use gradually returns to lower historic rates. Meanwhile, Commercial Airplanes Chief Ray Connor has shuffled the top of the executive deck, promoting Scott Francher from the 777X program to be the head of all five airplane development programs. Those will include the 737MAX, 767 Tanker (KC-46A), and 787-9 already in development to be followed soon by the 787-10X and the 777X, which is somewhat further down the road. Pat Shanahan has had his role extended beyond the Puget Sound region to oversight of all jet assembly lines, including South Carolina, as well as the far-flung supply chains which keep them operating. The Seattle Times reports that Connor said in a note to employees distributed Monday that the moves will balance the company's production and development priorities. He said that over the next 18 months, the Commercial Airplane Division will increase production rates by 25 percent overall, while at the same time managing the five development programs. And the planemaker announced another milestone at the beginning of the week. In a news release, the company said it had reached a record for year-to-date 737 deliveries with today's delivery of the 377th Next-Generation 737. The delivery of the airplane, a 737-900ER (Extended Range) with Boeing Sky Interior for United Airlines, topped the previous record of 376 deliveries set in 2010. In October, the 737 also broke its own record for net orders in a single year when it topped the 2007 record of 846 orders. Net year-to-date orders for the Next-Generation 737 and 737 MAX total 1,031 airplanes. This also is the first time in the single-aisle jetliner's history that it has logged more than 1,000 orders in a single year. FMI: www.boeingcapital.com/cafmo, www.boeing.com For the WHOLE story, go to http://www.aero-news.net/news/commair.cfm?ContentBlockID=aa069a3a-70da-46ea-8a66-0277aa003ff9 ----------------------------------------------------------------- 40 Years Ago; Apollo 17, 'The End Of The Beginning' Part 1: Late Night With The Saturn V By Wes Oleszewski For months we had been told that Apollo 17 would be the end of the Apollo program. Some in the media, such as the ever-pompous David Brinkley, reported the story almost gleefully. Of course Brinkley gracefully avoided the fact that the end of Apollo had already cost nearly 20,000 jobs over the past few years just at the Kennedy Space Center (KSC) alone. After all, what are 20,000 families without a pay check and just as many lives and careers shattered when viewed from his position high atop the media elite. Others in the media, such as John Chancellor were almost embarrassed to speak of the ending of humanity’s greatest effort; the exploration of the moon. For me, a ninth grader and rabid space-buff, the excitement of the coming mission seemed tempered with the first doubt about the future of America’s manned spaceflight program. For all 15 years of my entire life we Americans had always had a manned space program that was always moving forward, outward into the unknown of space and doing more in giant leaps. Now we were being told that it was all going to stop and pull back. As far back as Apollo 16 I knew that Apollo 17 would be a night launch of the Saturn V. In fact it would be NASA’s first manned night launch and its last until STS-8 on August 30, 1983 just over a decade later. During the Apollo 16 mission Walter Cronkite interviewed Gene Cernan, who would be the commander of the upcoming Apollo 17 mission. They agreed that the night launching of his Saturn V would really be something to see; that was an understatement. Of course for me, the down-side of a night launch was that I would not get to take my normal day-off from school to watch a late evening launch. It was a good lesson in life for a kid- there is always a down-side. At 8:30 on Thursday morning, November 30th, 1972 the countdown for the launch of Apollo 17 began at KSC for a scheduled liftoff at 9:53 pm the following Wednesday. The evening news reports garnished that fact with the prospect of a labor action spoiling NASA’s plans. Technical writers and illustrators were threatening a strike at KSC. Although their duties alone had nothing to do with the launch itself, there was the possibility that other KSC employees, who did have a direct responsibility in the launch process, may refuse to cross the picket lines. As it turned out, the labor issues were settled long before the matter turned into a picket line and could threaten any part of the launch process. Taurus-Littrow was the name of the landing site for Apollo 17 (shown in LRO image). Located near the south east rim of the Moon’s Sea of Serenity, the site is a meandering valley between three mountains called “massifs” in a range dubbed Taurus. Littrow is the name attached to a nearby crater. Overall the lunar EVAs would be the longest ever and I could hardly wait for them to take place. In order to tape record the mission as I had recorded Apollos 14, 15 and 16, I had been saving up what money I could in order to buy what I believed to be “the best” quality cassettes. In my arsenal I had two Memorex 120 minute cassettes and two off-brand 60 minute cassettes. The Memorex tapes were for the actual mission audio and the off-brands were to capture the “extras” that the news media may just toss out there. Yep- I had it all covered from flight broadcasting to contingency broadcasting. This time I’d be using the best of everything… right? Well, 300 years later when I went to take my carefully stored “Apollo Tapes” and transfer them to digital CD, the only ones that gave me trouble were those expensive Memorex cassettes! They were so bad that I had to take apart freshly bought modern cassettes and physically cut the 120 minute tapes in half and the place the historic tapes into modern, off-brand, cases in order to get them to play. Meanwhile, my off-brand cassettes from the Apollo and Skylab era still play just fine. Yet, in December of 1972, I thought that I had it all covered. It was clear from the beginning that the TV coverage of Apollo 17 mission would be at a bare minimum. NBC, for example, came on the air at 9:45 pm, just 13 minutes before the scheduled launch time. For Apollo 16, NBC’s launch coverage had started nearly a full hour before launch time. But Apollo 16 had launched on a Sunday at mid-day when most network affiliates were showing old movies on some sort of “Award Theater.” Apollo 17, however, was supposed to launch in “prime-time” and most network executives would have blood shooting out of their eyes at the thought of losing even a minute of prime-time to cover a spaceflight. ABC and CBS were both on at 9:30 with launch coverage; meaning either that their executives had a greater sense of history and the news coverage thereof, or that their eyes did not bleed as easily as the suits at NBC. The plan of all of the networks, however, was to catch Apollo 17 getting off the ground and into orbit, which was scheduled to take a total of 11 minutes and 46 seconds, and then switching at the top of the hour to,“…our regularly scheduled program, already in progress,” thus keeping those prime-time advertising dollars and ratings points firmly in their pockets as well as keeping the shooting of blood from their eyes to a minimum. They would also rob us space-buffs of scads of spaceflight TV watchin’ in the process. After all, no moon flight had ever suffered any sort of a technical delay, so their bet seemed to be a sure thing. The network suits would win and the space-buffs would get skunked. It was well planned by the three big networks- who were all we had to watch in this era before wide-spread cable TV. Of course, events of that Wednesday evening would cast immense suffering upon those network suits- especially at NBC. The final minutes of the countdown, to those of us not in the firing room at KSC, appeared to be moving along smoothly for Apollo 17; that included the crew of Commander Gene Cernan, Command Module Pilot Ron Evans and Lunar Module Pilot Jack Schmitt. What only a few people in the firing room knew was that there had been a glitch at the 2 minute and 47 second mark in the count. At that point the automatic sequencer failed to send the signal to pressurize the third stage’s (S-IVB) Liquid Oxygen (LOX) tank. Controllers in the firing room quickly moved to manually pressurize the tank and it did come up to pressure, but their action was not enough to satisfy the sequencer and at T-30 seconds the count was “cut-off” by the sequencer itself. There was a great deal of confusion in the media as the NASA Public Affairs Officer, Chuck Hollingshead, went into low-flow mode. The public was left guessing as to what the problem was and whether or not there would be a launch tonight. It soon became clear that that those “regularly scheduled programs” were not going to be seen tonight and the well planned broadcast schedule of those network executives turned to toilet paper. AS-512, the Saturn Booster that was supposed to send Apollo 17 to the moon just sat there, venting LOX in that familiar white trail of vapor; commonly called “goxing.” Of course as the countdown clock stood frozen at the 30 second mark the controllers in the firing room were already working the problem and actually had in place a “work around” solution. First, however, the countdown and the sequencer needed to be recycled to the T-22 minute mark. This recycle was a long involved procedure-rich activity that would take nearly a full 40 minutes just to complete. Of course I was glued to our family TV as everyone else in the family went to bed- with the exception of my dad who worked midnights on the railroad. He just wished me luck by saying to me, “I hope you get that one off the pad tonight,” as he left of work. Dad always had a keen sense of how involved I was in spaceflight- even if it was through a TV set located 1,042.93 miles away from Launch Complex 39A. Before going to bed for the night, my mom left me alone in the living room with a clear warning, “No matter how late you stay up for that tonight,” she half snarled in a firm parental tone, “yer’ still getting’ up and goin’ to school tomorrow.” Indeed our deal had been that I could only stay home from school to watch the critical parts of the mission that took place during school hours. Now she had me on a technicality. I kept CBS tuned in during this phase of the mission. The other networks had good people working the flight, but a good space-buff always kept Cronkite and Schirra tuned in during an anomaly; provided they could actually get a CBS station, of course. The broadcasters did their best to make something out of the nothing that PAO was spooning out. Unknown to us all was the fact that the engineers in the firing room were all set to implement their work-around and by-pass the sequencer. This was not a work-around in the sense that we would see in the Space Shuttle era. This was a “bread-board” work-around. A bread-board is a term for a type of tool used in electronics to study and test circuits. Components are connected together with “jumpers” which consist of a single wire with either clips or plugs on each end. Those jumpers can be used to either connect or by-pass a given component or circuit. In the case of the Saturn V sequencer, (and you electrical engineers reading this please forgive me for over simplifying here, but I’m writing for “normal” people), there was no big master computer teaming with scads of hard-drives. Much of what the sequencer did came down to open relays and closed relays which executed each action that needed to be done by triggering additional relays down the chain. Each of these banks of circuits had a one-hole jack on one side and a similar jack on the other. If the circuit, or its associated relay should fail to trigger its task by closing, a technician could by-pass it with a switch or a by-pass could be done by inserting a jumper with a banana plug on each end into the two holes and thus “jump” across the circuit. The system hardware had actually been built with this option in mind. Basically what had happened was that when the sequencer looked, at the speed of light, for the S-IVB pressurization trigger it saw that K577, the “S-IVB LOX Tank Pressurized” interlock relay was open. Although the tank had been pressurized manually the sequencer instantly cut-off the count, it never got as far as the switch that the technician had closed. In the work-around, the jumper would show the sequencer a closed circuit and so would the manual switch. The sequencer would then simply move along and launch the Saturn V. There was, however, one last hang-up that delayed the launch even farther. The folks at the Marshall Space Flight Center (MSFC) in Huntsville, Alabama- who had designed and constructed the Saturn V- needed to convince themselves that the bread-board work-around would actually work safely. It was an expected delay by the ever cautious MSFC engineers, however, and while the team in the firing room at KSC waited, they successfully rolled the countdown clock back to T-22 minutes and began counting down again. They could go as far down as T-8 minutes where the chill-down of the J-2 engines in the second and third stages had to be started. If they had no decision from Huntsville by then, they would have to wait until the launch window was violated by the remainder of the countdown. The count did indeed tick down to T-8 minutes and then was held again awaiting word from MSFC. Meanwhile excess hydrogen from the S-IVB and S-II stages was being drained off and sent to a “burn pond” adjacent to the launch pad where it set aflame. Cronkite went to great lengths to assure the viewing public that this was an intentional, necessary and totally harmless fire. For more than an hour, everyone, from the news broadcasters, to the firing room engineers, to a little kid in Saginaw, Michigan all waited tensely for the count to resume. Swing Arm Number 9, which was the access arm to the command module, had been swung back to the 12 degree “park position.” I wondered what it was like inside the Apollo 17 command module as the crew waited out the protracted delays. In his later book, “The Last Man on the Moon” Gene Cernan summed it up by reporting that CMP Ron Evans, "… didn't think the delay was any big deal and he went to sleep, his relaxed snore a deep undertone to the chatter on the radio net." Somewhere near 20 minutes after midnight Eastern Time, MSFC finally transmitted their blessing upon the KSC work-around that the folks at Huntsville had actually, themselves, designed into the system. The count began again at 25 minutes after midnight and progressed to the point where the S-IVB LOX tank was to be pressurized. Again the console operator manually pressurized the tank. Then when the sequencer looked toward the K577 relay and electronically saw the jumper and thus concluded that the relay was closed. The count continued to ignition and liftoff- which took place at 33 minutes past midnight. It was impossible to grasp the full glory of a Saturn V night launch through our family television set, but the voice of Chuck Hollingshead as he called the liftoff gave a good indication of what was taking place. “It’s just like daylight here at Kennedy Space Center…!” he shouted with the greatest of excitement as the TV cameras that had focused on the vehicle were video smeared by the brightness. Reporter John Chancellor afterward stated, “ …the whole sky became pinkish-green, like nothing I have ever seen. It looked like a hazy day… it was as bright as the sun with a flaming tail, maybe half a mile long… every car in the parking lot here, in the middle of the night at the press site was clearly identifiable, the license numbers could be read…” The boost of the S-IC first stage on Apollo 17 was completely nominal and at staging the firing of the eight retro-rockets shot out a brilliant halo of yellow flame that seemed to be a few thousand feet across as it expanded in the near-vacuum of the upper atmosphere. From that point on, Apollo 17 was little more than a white dot on our TV set. I listened intently to all of the onboard reports and calls. “Mark, 1 Bravo,” an abort mode, “Skirt Sep.” the point where the interstage skirt that had held the first stage to the second stage separates. If it had not dropped away the crew would have to abort using their escape tower. “Tower Jet,” since the skirt departed cleanly, the launch escape tower was no longer needed, and was jettisoned to save weight. Now all three astronauts could look outside. Prior to this the Command Module had a Boost Protective Cover (BPC) over it, but when the tower jettisoned it took the BPC with it. Later in the second stage burn as its fuel and oxidizer drained away, the stage’s level sensor was armed and prior to that the crew was given an expected time for “Lever Sense Arm.” Level sense referred to a set of five probes in the LOX tank’s bottom that while wetted remained neutral, but when any two of these were uncovered they signaled the Saturn V’s Instrument Unit (IU) to begin the sequence of engine shutdown and staging. The system was not armed until late in the stage’s burn to prevent a false shutdown. Level Sense, shutdown and staging for Apollo 17 took place as planned. As separation of the second and third stage took place a series of four retro-rockets buried in the S-IVB’s adapter ignited while at the same time two posi-grade ullage motors on the stage fired. These were all solid propellant rocket motors that burned briefly; the retros to separate the two stages and the ullages to seat the S-IVB’s propellant and oxidizer . Once expended the ullage motors were jettisoned to scrub weight. In the end the S-IVB’s lone J-2 engine shut down some three seconds early, but Apollo 17’s parking orbit was fine. Unlike previous lunar missions, Apollo 17 would make its Trans-Lunar Injection burn at the beginning of its third orbit some three hours after launch. One loss caused by the delayed launch was that there would be no TV coverage of the Transposition and Docking event- where the CSM separates, moves out, turns and then goes back to dock with and remove the Lunar Module from the S-IVB. The tardy launch left the earth-bound antennas that would normally receive the onboard TV out of position, so there would be nothing to watch. I packed it up and went to bed with two thoughts heavy on my mind; 1) this was the last time that humans would launch aboard a Saturn V and fly to the moon, and 2) my mom was going to wake me up in about five hours so that I could trudge off to waste yet another day in the mayhem of Webber Jr. High School. For the record, 40 years later I remember every detail about the launch of Apollo 17 that night- but I don’t recall a damned thing that went on at that “school” the following day. (Images courtesy NASA) FMI: www.nasa.gov For the WHOLE story, go to http://www.aero-news.net/news/aerospace.cfm?ContentBlockID=9d7ff869-bd73-403d-abb9-e4165bea99dd ----------------------------------------------------------------- Dynon Ships New ADS-B "In" Weather, Traffic And TFR Receiver Permanently-Mounted Unit For The Experimental And Light Sport Market Dynon Avionics is now shipping the SV-ADSB-470 UAT Band Traffic and Weather Receiver for the SkyView system. This remotely mounted receiver module integrates with the SkyView system to provide easy access to weather and traffic information on top of the detailed navigational information SkyView already provides. At an MSRP of $995, the SV-ADSB-470 is an affordable, permanently-mounted ADS-B “In” solution which has been designed specifically for experimental and light sport aircraft. It is powered directly from aircraft power and utilizes an externally mounted antenna (not included) for superior performance. All information displayed is free with no monthly subscriptions, based on the FAA’s ADS-B broadcast in the USA. Weather is displayed graphically and textually on SkyView, and includes NEXRAD radar, METARs, and TAFS. Airport weather data can be chosen based on nearest or by airport identifier. Additionally, when paired with an ADS-B “Out” capable SV-XPNDR-26X Mode-S Transponder, the SV-ADSB-470 receives a full traffic portrait from the FAA ADS-B system. This portrait is tailor-made for the SkyView-equipped aircraft and includes all ADS-B and radar targets that the FAA can detect. In contrast, other portable/receive-only ADS-B solutions only receive “partial” traffic when another ADS-B “Out” equipped aircraft happens to be nearby, drastically reducing their traffic-sensing capabilities. The SV-ADSB-470 is only suitable for use in the US with the FAA's ADS-B system, as it receives data via the US-only 978 MHz UAT frequency. It will not receive traffic, weather, or TFRs in other countries. FMI: www.DynonAvionics.com For the WHOLE story, go to http://www.aero-news.net/news/genav.cfm?ContentBlockID=dacf6aba-0ae0-4b47-a5f4-6bea9cbeb7d2 ----------------------------------------------------------------- NTSB Prelim Released In CA Cessna 421 Accident Report: Radar Track Showed A 'Cluster Of Primary Targets' The NTSB's preliminary report for an accident involving a Cessna 421 on a flight under VFR conditions from California to Nebraska in November indicates that the airplane broke up in flight. The report says that there was a "five-mile-long cluster of primary targets" showing no altitude information on the airplane's route of flight. Two people were fatally injured in the accident. NTSB Identification: WPR13FA037 14 CFR Part 91: General Aviation Accident occurred Saturday, November 10, 2012 in Shaver Lake, CA Aircraft: CESSNA 421C, registration: N700EM Injuries: 2 Fatal. This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report. On November 10, 2012, about 1920 Pacific standard time, a Cessna 421C, N700EM, impacted terrain following an in-flight breakup near Shaver Lake, California. The private pilot was operating the airplane under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The pilot and passenger sustained fatal injuries. The airplane sustained substantial damaged during the accident sequence, and was partially consumed by post impact fire. The cross-country flight departed Salinas Municipal Airport, Salinas, California, about 1835, with a planned destination of Eppley Airfield, Omaha, Nebraska. Visual meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan had been filed. Preliminary radar and voice communication data provided by the FAA revealed the airplane departing Salinas on a heading of 060 degrees magnetic towards the Clovis VOR (very high frequency omni-directional radio range). The airplane reached Clovis coincident to attaining its stated cruise altitude of 27,000 feet, and the pilot reported to air traffic control personnel that he had leveled off. The controller responded, and the target began a 15-degree turn to the left. For the next 5 minutes, the airplane continued at the same altitude and heading, with no further transmissions from the pilot. The airplane then began a descending turn to the right, with a final radar target recorded 60 seconds later. During that period, it descended to 22,600 feet, with an accompanying increase in ground speed from 190 to 350 knots. For the following 6 minutes, a 5-mile-long cluster of primary targets (no altitude information) was observed emanating from the airplane's last location, on a heading of about 150 degrees. The town of Shaver Lake is located on the western foothills of the Sierra Nevada Mountain Range, within the confines of the Sierra National Forest, at an elevation of about 5,600 feet. The main wreckage, which consisted of the cabin, inboard wings, both engines, tailcone, and vertical stabilizer, came to rest upside down on a heading of 125 degrees within a rocky outcropping, located about 1-mile southeast of the town. The site was at an elevation of about 5,700 feet, and surrounded by trees ranging in height from 50 to 150 feet; none of the trees sustained damage. The entire lower portion of the main cabin was consumed by fire from the forward through to the rear bulkhead. The inboard right wing and engine nacelle sustained vertical crush damage, and remained partially attached to the cabin. The left inboard wing was partially consumed by fire, and along with the left engine nacelle, sustained similar crush damage. The debris field continued on a bearing of about 150 degrees. The left and right wing, outboard of the engine nacelle, were located 2,500 and 3,200 feet, respectively, from the main wreckage. The right elevator tip and left horizontal stabilizer aft spar were located 1,000 and 1,700 feet further downrange. FMI: www.ntsb.gov For the WHOLE story, go to http://www.aero-news.net/news/genav.cfm?ContentBlockID=727999dc-f43e-4b49-ad37-55b73405e5fa ----------------------------------------------------------------- Two Plead Guilty In Plot To Ship Aircraft Parts To Iran One Of Those Charged Was An Airline Pilot A plot to illegally ship aircraft parts to Iran has led to guilty pleas by the two men charged in the scheme. The two were stopped before any parts were shipped in violation of the embargo. The guilty pleas were announced by David J. Hale, U.S. Attorney for the Western District of Kentucky, Lisa Monaco, Assistant Attorney General for National Security, and Perrye Turner, Special Agent in Charge, Federal Bureau of Investigation, Louisville Division, in a news release. The two men pled guilty to charges related to unlawful export of aircraft and aircraft parts from the United States to Iran. One of the defendants, Hamid Asefi, age 68, is a citizen and resident of the Republic of Iran. The other, Behzad Karimian, also known as “Tony” Karimian, age 53, is a United States citizen living in Louisville, Kentucky who holds a valid Iranian passport and is employed as a Mesaba Airlines Pilot. The guilty pleas were made Monday in Louisville before Magistrate Judge James D. Moyer. The two-count Indictment was returned by a Federal Grand Jury in Louisville, Kentucky on August 2, 2012, and was unsealed before the hearing. Hamid Asefi and Behzad Karimian were both charged with conspiracy to violate and violation of the International Emergency Economic Powers Act for exporting, selling, or causing the export or sale of aircraft and aircraft parts without first having obtained the required license from the U.S. Department of Treasury. Asefi made his initial appearance in U.S. District Court in Louisville, Kentucky on June 1, 2012. Karimian was arrested and made his initial appearance in U.S. District Court in Louisville, Kentucky on June 6, 2012. Asefi is the principal officer of Aster Corp Ltd., an Iranian company with offices in both Iran and the United Kingdom. The Indictment charges that, beginning as early as August 2007 and continuing through April 2011, Asefi used the United Kingdom office of Aster to serve as a transshipment point to facilitate shipment of goods from the United States to Iran; Asefi used Aster to facilitate the shipment of goods from the United States to Iran through third party countries; Asefi sent requests on behalf of Iranian entities to Karimian for purchases of aircraft and aircraft parts located in the United States or owned by United States persons; and Karimian knowingly and willfully made inquiries, placed orders, and attempted to facilitate the purchase of aircraft and aircraft parts located in the United States and owned by United States persons on behalf of defendant Asefi and persons in Iran. The Indictment also asserts that Asefi and Karimian acted with knowledge and intent to violate the Iran embargo when on September 27, 2007, Asefi and Karimian sent email to establish a “profitable business collaboration” for the purpose of procuring aircraft and aircraft components for end-users in Iran. The Indictment further alleges that on or about October 1, 2009, Asefi sent an email to Karimian which outlined the terms of delivery and payment on future transactions with Iran Air and stated “…remember that, only US Embargo has brought this chance and benefit to us, to get involved in these deals….” According to Count Two of the Indictment, beginning in September 2009 and continuing through April 2010, defendants Asefi and Karimian violated the embargo against Iran by exporting and causing the export of services related to the sale of a G.E. Aircraft Engine Model CF6-50C2, as well as attempting the procurement of helicopters manufactured by Bell Helicopter, from the United States to Iran, without first having obtained the required authorizations from the U.S. Department of Treasury. All of the aircraft and aircraft parts involved in this case were intended for civilian use. “The investigation and prosecution of national security cases is the top priority of the Department of Justice and my Office,” stated David J. Hale, the U.S. Attorney for the Western District of Kentucky. “We view the circumvention of Iranian export control laws as a very serious matter. The FBI should be commended for its excellent work in disrupting this international scheme and bringing these men to justice.” The International Emergency Economic Powers Act authorizes the President of the United States to impose economic sanctions on a foreign country when the President declares a national emergency with respect to a national security threat. On March 15, 1995, the President issued an Executive Order declaring the actions and policies of the Government of Iran constituted a national emergency. On May 6, 1995, the President issued an Executive Order imposing the Iran Trade Embargo. On June 23, 2011, the U.S. Department of the Treasury imposed sanctions on Iran Air after designating it as a proliferator of weapons of mass destruction for providing material support and services to Iran’s Islamic Revolutionary Guard Corps. At sentencing, defendants Asefi and Karimian face a maximum sentence of 40 years in prison, a fine of $500,000, and a three year period of supervised release on each count. Sentencing is scheduled before Chief District Judge Joseph H. McKinley, Jr. on March 4, 2013, at 2pm, in Louisville. FMI: www.justice.gov For the WHOLE story, go to http://www.aero-news.net/news/genav.cfm?ContentBlockID=37f5d30b-2603-4a10-b7c5-35fd7738a4a4 ----------------------------------------------------------------- LightSquared Makes Bid To Share Weather Balloon Spectrum Claims Operations Will Not Affect Current Uses, Comments Close This Month LightSquared has popped up on the radar again, and this time the company which has been trying for some time to establish a wireless 4G LTE data network is proposing to share spectrum with NOAA weather balloons. The company entered bankruptcy earlier this year after its original proposal was found to cause unacceptable interference with GPS. The proposal was made back on September 5th. According to the Government Technology website, LightSquared has proposed that it be allowed to share frequencies at 1675-1680 MHz ... which is just above its approved satellite bandwidth ... for the terrestrial transmitters it says are necessary for the network to be viable. The spectrum is currently used by NOAA for data transmission from weather balloons. LightSquared said its operations would not be disruptive to the government functions. In its FCC filing, LightSquared proposes “permanently relinquishing” its “right to deploy terrestrial downlink operations at 1545-1555 MHz and permanently relocating those terrestrial operations instead to 1670-1680 MHz.” LightSquared states that doing so "will provide GPS receivers with an additional 10 MHz guardband from terrestrial services and will allow LightSquared to deploy its broadband network." The FCC says interested parties must file petitions to deny or comments no later than December 17, 2012. FMI: www.fcc.gov/document/lightsquared-subsidiary-llc-2 For the WHOLE story, go to http://www.aero-news.net/news/genav.cfm?ContentBlockID=6fdad8cd-ce54-4e44-bc4e-f494086bd271 ----------------------------------------------------------------- First Fuel-Injected CTLSi Aircraft Being Delivered In The U.S. New Engines Proving Popular In The Established CTLS Airframe The first Flight Design CTLSi airplanes powered by the new fuel-injected Rotax 912 iS engine have landed in the U.S., and many have reportedly been delivered to customers both in the United States and abroad. Despite the effects of hurricane Sandy around New York City, where Flight Design USA Light-Sport Aircraft make landfall, the first of CTLSi aircraft have arrived and been shipped on to the Northeast U.S., Florida, the Midwest, and the West Coast. While demand is high for the new "i" version of the LSA, airplanes with the carbureted 912 ULS engine are also available. The injected engine was projected by Rotax to improve fuel economy by 20 percent, along with other improvements. Lone Mountain Aviation president Kenny Scherado said, “We received and assembled one of the first CTLSi aircraft with the new Rotax powerplant. Besides the fuel economy, the CTLSi with the 912iS engine runs smoother and starts easier.” As with all Rotax engines, 91-octane automobile gasoline works very well at lower cost. The engine can also use 100 LL avgas or can mix either in any proportion. “We now have several CTLSi aircraft equipped with the Rotax 912iS engine in the USA and more en route from Germany,” said Flight Design USA President Tom Peghiny. “Early reports from our dealers across the country are a strong indication of the popularity we can expect from the CTLSi.” Peghiny said that after seven years of importing the Flight Design CT series, the model remains atop the market share list, a position it has enjoyed since the beginning of the Light-Sport Aircraft era. (Image provided by Flight Design) FMI: www.flightdesignusa.com For the WHOLE story, go to http://www.aero-news.net/news/sport.cfm?ContentBlockID=4f055703-73aa-434a-a54a-b4f19d66d6d9 ----------------------------------------------------------------- Four Receive Master Instructor Designation In November Designation Recognized By The FAA For CFI Renewal Four flight instructors completed the Master Instructors course to receive the prestigious designation in the month of November. The title has been earned by fewer than 700 of the 91,000 CFIs currently active in the country. The last 17 National Flight Instructors of the Year were Master CFIs. In addition, the FAA has approved the accreditation as an alternate means for CFIs to renew their flight instructor certificates. The Master Instructor designation is a national accreditation recognized by the FAA and industry that is earned by a candidate through a rigorous process of continuing professional activity and peer review. Much like a flight instructor's certificate, it must be renewed biennially. This process parallels continuing education regimens used by other professionals to enhance their knowledge base while increasing their professionalism Aviation educators who earned the "Master" title during November are: Shane Larrel Vande Voort, Pella, IA. Master CFI Shane Vande Voort, a 4-time Master and SAFE member, recently renewed his Master CFI accreditation. Shane is the chief flight instructor as well as president of Classic Aviation at Pella Municipal Airport (PEA) where he specializes in technically advanced aircraft and tailwheel training. He also serves as a pilot examiner (DPE) and a FAASTeam representative in the FAA's Des Moines FSDO area. E-mail: Shane@FlyClassicAviation.com Todd Michael Underwood, Prescott, AZ. Master CFI Todd Underwood, a 2-time Master and SAFE member, recently renewed his Master CFI accreditation. Todd is a Prescott-area flight instructor working with Wright Aviation, North-Aire Aviation, and FreedomAir at Prescott's Love Field (PRC). He also serves as a volunteer Angel Flight pilot and is a designated pilot examiner as well as a FAASTeam representative in the FAA's Scottsdale FSDO area. E-mail: Todd@Atjeu.com Brian Lee Robbins, Columbus, NJ. Master CFI Brian L Robbins, a 4-time Master and charter SAFE member, recently renewed his Master CFI accreditation. Brian is an independent flight instructor as well as an instructor with Free Flight Aviation at Medford's Flying W Airport and Resort (N14). He also serves as a FAASTeam lead representative in the FAA's Philadelphia FSDO area. E-mail: Aeromentor@comcast.net Kenneth Steven "Ken" Fukayama, Prescott, AZ. Master CFI Ken Fukayama, a 1st-time Master, recently earned his Master CFI accreditation. Ken serves as a ground instructor and flight check instructor with Embry-Riddle Aeronautical University at Prescott's Love Field (PRC). He was also recently named the 2013 Arizona State Flight Instructor of the Year by the FAA's Scottsdale FSDO and will now move on to the regional competition. E-mail: FukayF5E@ERAU.edu FMI: www.MasterInstructors.org For the WHOLE story, go to http://www.aero-news.net/news/genav.cfm?ContentBlockID=12c9868c-177d-4eec-80e3-bda11b8df3ce ----------------------------------------------------------------- Wildlife On Runway Causes Problems For Bizjet Crew Citation II Tangles With A Deer On Landing At Greenwood, SC A Citation II registered to the U.S. Customs Service landing at Greenwood County Airport (KGRD) in Greenwood, SC, came out the worse for wear after striking a deer that had strayed onto the runway. Fortunately, the two flight crew members who had been conducting a post-maintenance test flight managed to escape uninjured from the airplane, which was "substantially consumed" by a post-accident fire, according to the preliminary report from the NTSB. NTSB Identification: ERA13LA061 14 CFR Part 91: General Aviation Accident occurred Saturday, November 17, 2012 in Greenwood, SC Aircraft: CESSNA 550, registration: N6763L Injuries: 2 Uninjured. This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report. On November 17, 2012, about 1145 eastern standard time, a Cessna 550, N6763L, registered to the United States Customs Service, and operated by Stevens Aviation, Inc., was substantially damaged during collision with a deer after landing on Runway 9 at Greenwood County Airport (GRD), Greenwood, South Carolina. The airplane was subsequently consumed by post-crash fire. The 2 certificated airline transport pilots were not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the maintenance test flight which was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. According to the pilot, the purpose of the flight was to conduct a test of the autopilot and flight director systems on board the airplane following a "cockpit modernization" their company had performed. The airplane completed the NDB/GPS RWY 27 instrument approach procedure and then circled to land on Runway 9. About 5 seconds into the landing rollout, a deer appeared from the wood line and ran into the path of the airplane. The deer struck the airplane at the leading edge of the left wing above the left main landing gear, and ruptured an adjacent fuel cell. The pilot was able to maintain directional control, and the airplane was stopped on the runway, spilling fuel and on fire. The crew performed an emergency shutdown of the airplane and egressed without injury. The airplane was manufactured in 1991, and its most recent Approved Aircraft Inspection Program (AAIP) inspection was completed November 16, 2012, at 8,611 total aircraft hours. FMI: www.ntsb.gov For the WHOLE story, go to http://www.aero-news.net/news/commbus.cfm?ContentBlockID=6d9c9067-9bd0-4125-aea4-1335752e2177 ----------------------------------------------------------------- NBAA Issues Call For Speakers For 2013 Regional Forums Speaker Proposals Due By December 17 The NBAA has announced its call for speakers for education sessions at the Association's 2013 Business Aviation Regional Forums. Proposals for presentations are welcome on topics such as safety and risk management, maintenance and technical issues, airspace and airport access, aircraft and flight operations, aviation management, aircraft ownership and career and leadership development. The 2013 Regional Forums are: 1) Feb. 28: AirFlite, Long Beach Airport (LGB), Long Beach, CA 2) June 6: Panorama Flying Service, Westchester County Airport (HPN), White Plains, NY 3) July 11: TAC Air, Centennial Airport (APA), Denver, CO 4) Sept. 12: Landmark Aviation, Waukegan Regional Airport (UGN), Waukegan, IL NBAA's Business Aviation Regional Forums are designed to meet the local needs of businesses by providing a venue for exchanging information about specific airport policies, environmental protocols, safety and security proposals, taxation and other issues. At the same time, these events offer an opportunity to underscore the importance of the industry to local leaders in business and government. “The education sessions at NBAA’s Regional Forums offer a unique opportunity to communicate key industry issues with the local business aviation community,” said Scott O’Brien, NBAA’s senior manager of finance and tax policy. The deadline for submission is Monday, Dec. 17. Those wishing to make a proposal should review and complete the 2013 Regional Forum call for speakers form. FMI: www.nbaa.org For the WHOLE story, go to http://www.aero-news.net/news/commbus.cfm?ContentBlockID=8b1fcc69-0c02-49df-974d-74e130b79a58 ----------------------------------------------------------------- NASA's HS3 Hurricane Mission Ends For 2012 Final Flights Over The Pacific Prep For 2013 Campaign NASA's 2012 Hurricane and Severe Storms Sentinel, or HS3, mission came to an end last month when a NASA unmanned Global Hawk aircraft flew a final data-collection mission in the North Pacific Ocean over a large storm in preparation for next year's campaign. The primary activity of the 2012 HS3 mission included a NASA Global Hawk aircraft (pictured) that flew from NASA's Wallops Flight Facility in Wallops Island, Va., in September to investigate the environment and cloud structure of hurricanes Leslie and Nadine in the Atlantic Ocean with more than 148 hours flown over six science flights. A second Global Hawk equipped to examine hurricane precipitation and wind structure was unable to deploy to Wallops before the end of the hurricane campaign, but successfully completed its maiden science research voyage in the Pacific flight. The Global Hawk departed from NASA's Dryden Flight Research Center on Edwards Air Force Base, CA, and flew along the Pacific Coast to as far north as Washington state. The aircraft flew over four Pacific Ocean buoys and a low pressure system south of the Aleutian Islands in Alaska. The 24.2-hour flight allowed for testing of several instruments that will be flown during the 2013 HS3 campaign. All three instruments operated well and collected good data. One of the instruments on this HS3 journey was the High-altitude Imaging Wind and Rain Airborne Profiler, or HIWRAP. This system maps 3-D winds and precipitation within hurricanes and other severe weather events. Gerry Heymsfield is the principal investigator for the HIWRAP and is a research meteorologist at NASA's Goddard Space Flight Center in Greenbelt, MD. "HIWRAP measured precipitation and Doppler winds in the weather front associated with the low pressure system," Heymsfield said. "The vertical structure of this front is very interesting in preliminary looks since it was in a data sparse region of the Pacific. We are really excited about looking at this data in more detail. While this data was not from a tropical weather system that we are interested in for HS3, the flight nevertheless allowed us to test upgrades to HIWRAP such as real time plots that are very promising for future flights." A second instrument that flew on this final 2012 HS3 flight was the Hurricane Imaging Radiometer, or HIRAD. HIRAD is an instrument that measures surface wind speeds and rain rates using its rectangular antenna to track storm-induced fluctuations on the ocean’s surface. The antenna measures microwaves emitted by the ocean surface that are increased by the storm. As winds move across the surface of the sea they generate white, frothy foam. This sea foam causes the ocean surface to emit increasingly large amounts of microwave radiation. HIRAD measures that microwave energy and, in doing so, allows scientists to deduce how powerfully the wind is blowing. With HIRAD’s unique capabilities, the two-dimensional structure of the surface wind field can be much more accurately determined than current operational capabilities allow. "The Pacific flight was a major step in the development and validation of the algorithms that retrieve wind and rain measurements from the microwave brightness temperatures," said HIRAD Principal Investigator Tim Miller of NASA's Marshall Space Flight Center in Huntsville, AL. The High Altitude MMIC (Monolithic Microwave Integrated Circuits) Sounding Radiometer (HAMSR) (pictured) instrument was also tested during this flight over the Pacific Ocean. For HS3, HAMSR will provide measurements of the moist thermodynamic state (e.g. temperature, water vapor) and precipitation structure in and around a tropical cyclone, which are important measurements for understanding the storm dynamics and evolution. During the Pacific Global Hawk flight, the HAMSR quick-look temperature and water vapor profiles showed a transition from warmer, moister air to cold, dry polar air as the plane traversed a front associated with a low pressure system centered in the Gulf of Alaska. "Because HAMSR operates at microwave frequencies, it readily penetrates the clouds that are prevalent in the core regions of hurricanes, which allows us to map out the temperature, water vapor, cloud and precipitation structure there," said Bjorn Lambrigtsen, HAMSR principal investigator at NASA's Jet Propulsion Laboratory, Pasadena, CA. He noted that infrared sounders are "blinded" by those clouds, and dropsondes only give sparse spot samples -- and neither measures precipitation or cloud structure. HAMSR and the other two instruments previously flew in NASA's 2010 Genesis and Rapid Intensification Processes (GRIP) hurricane mission. During GRIP, the HIRAD flew aboard a WB-57 aircraft and HIWRAP was mounted in a NASA Global Hawk. (Images provided by NASA) FMI: www.nasa.gov/HS3 For the WHOLE story, go to http://www.aero-news.net/news/aerospace.cfm?ContentBlockID=78d82401-6641-49ae-a7cf-bd504cb7c969 ----------------------------------------------------------------- Ex-Im Backs Bonds Issued By Ethiopian Airlines For Export Of U.S Aircraft Will Finance Four Of Ethiopia's 10 Dreamliners The Export-Import Bank of the United States (Ex-Im Bank) is backing bonds issued by Ethiopian Airlines of Addis Ababa to finance the export of four of ten Boeing 787 Dreamliner aircraft to Ethiopia. Ethiopian Airlines obtained competitive interest rates on its bonds. "This good news illustrates that the capital markets are yet another funding source available to facilitate U.S. exports and support American jobs," said Ex-Im Bank Chairman and President Fred P. Hochberg. "We are proud that Ethiopian Airlines, one of our longstanding partners, has benefited from this new financing program, and we hope that it will be the first of many African buyers of U.S.-manufactured goods and services to do so." "The combination of high-quality, high-technology U.S.-manufactured Boeing aircraft, along with Ethiopian Airlines' business model and management team and Ex-Im Bank-supported financing, is enabling Ethiopian Airlines to successfully connect Africa and its people and products to the world," added Bob Morin, Ex-Im Bank's vice president for transportation. Ex-Im Bank authorized the final commitment for the purchase of the Dreamliners in May, and Boeing delivered the first aircraft to Ethiopian Airlines at a ribbon-cutting ceremony in the main terminal of Washington Dulles International Airport here August 15. Nippon Export and Investment Insurance (NEXI) co-financed the transaction. The Boeing 787 aircraft delivered to Ethiopian Airlines is the first of its kind to be delivered to any airline outside of Japan, and it is the first one to be financed by Ex-Im Bank. "We are lucky enough to secure such lowest coupons at our first entry into this market. It is a result of good understanding, dedication and effort among Ethiopian Airlines and our partners, Ex-Im Bank and JPMorgan," said Kassim Geresu, Ethiopian Airlines' chief financial officer. "We were all closely working together over several months to close the financing deal and achieve such attractive rates. I thank all involved from ET, JPMorgan and Ex-Im Bank for such fruitful work. As part of our cost leader ship strategy and the ongoing efforts to make our airline competitive and cost efficient, it is my belief that the bond financing arrangement is also contributing to take us to a better position." Ex-Im Bank has worked with Ethiopian Airlines since 2002 to support its ongoing fleet renewal and expansion program. In FY 2012, Ex-Im Bank authorized a record $1.52 billion to support U.S. export sales to buyers in Sub-Saharan Africa. FMI: www.exim.gov For the WHOLE story, go to http://www.aero-news.net/news/commair.cfm?ContentBlockID=7936a81a-20a1-4a57-b92f-6789dd12a334 ----------------------------------------------------------------- NTSB Issues Prelim In CA Police Helicopter Collision Two Pasadena PD Aircraft Collided During Airport Operations The NTSB has released its preliminary report in an accident involving two Pasadena, CA, police helicopters operating at Pasadena Police Benedict Heliport, Altadena, California. One of the aircraft was maneuvering to a parking space when it hit a second, stationary aircraft with its main rotor blades. The five people on board the two aircraft sustained minor injuries, but both helicopters were badly damaged. NTSB Identification: WPR13GA044A 14 CFR Public Use Accident occurred Saturday, November 17, 2012 in Altadena, CA Aircraft: BELL OH-58, registration: N911FA Injuries: 5 Minor. This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this public aircraft accident report. On November 17, 2012, at 1558 Pacific standard time, a Pasadena Police Department (PD) helicopter struck another stationary Pasadena PD helicopter while maneuvering to park at the Pasadena Police Benedict Heliport, Altadena, California. N911FA, a Bell OH-58, was attempting to park on Pad 2 at the Pasadena PD heliport, and N96BM, a Bell OH-58A, was standing adjacent to Pad 1 with its main rotor blades turning when the collision occurred. Pasadena PD operated both helicopters under the provision of 14 Code of Federal Regulations Part 91, as public-use flights. Both helicopters sustained substantial damage. The commercial pilot and two passengers of N911FA received minor injuries. The commercial pilot and tactical flight officer (TFO) of N96BM (parked helicopter) received minor injuries. Also, one person on the ground received minor injuries. Visual meteorological conditions prevailed, and no flight plans had been filed. According to the Pasadena PD, N911FA departed the heliport toward the Rose Bowl to provide traffic support for a football game. About 3 minutes later, N96BM was moved out of the hangar and parked immediately adjacent to the west side of Pad 1 placing it in between Pad 1 and Pad 2. The parked helicopter’s engine was started and the main rotor blades were turning. A short time later, the Lieutenant on duty walked out of the office and toward the parked helicopter. The left side door of the parked helicopter was open, and the Lieutenant was standing on the landing gear skids when the accident occurred. About 3 minutes later, N911FA was observed approaching from the west on a right pattern for landing to the south on the main landing pad. Once over the main landing pad the helicopter was observed turning left, and then hover-taxied toward Pad 2. Once the helicopter reached Pad 2 it turned to the right, and as it settled to the ground, the main rotor blades contacted the main rotor blades of the standing helicopter. (File photo of Pasadena PD OH-58 N96BM.) FMI: www.ntsb.gov For the WHOLE story, go to http://www.aero-news.net/news/commbus.cfm?ContentBlockID=b3e32588-5184-4cb4-aec7-17728480906a ----------------------------------------------------------------- F-35C Lightning II Hits Weapons Testing Milestone CF-2 Completes Initial Pit Drop Testing The F-35 integrated test force at Naval Air Station Patuxent River completed a weapons ejection milestone for the Lightning II carrier variant on Nov. 28. CF-2, the second F-35C test aircraft, ejected a 2,000-pound inert GBU-31 Joint Direct Attack Munition (JDAM) and a 500-pound GBU-12 Paveway II Laser Guided Bomb from an internal weapons bay into a foam-covered concrete pit, completing the series of first-ever ground weapons ejections for the F-35C. “The integrated government and industry team here, particularly the weapons team, have had a terrific 2012,” said Navy Capt. Erik Etz, director of test and evaluation for F-35 naval variants. “We have a lot more of the envelope to expand on the [F-35C], but we have a lot of momentum and we’re well equipped for the in-flight weapons separation work ahead of us.” In addition to the GBU-31 and GBU-12, the CF-2 team successfully ejected the AIM-120 Advanced Medium-Range Air-to-Air Missile (AMRAAM). Overall, the team completed eleven weapon releases, split between the left and right weapon bays, earlier than planned. Weapons pit drop testing collects data to measure stresses on the airframe and any neighboring munitions, ensures proper function of weapon and suspension equipment, and validates the separation models for the munitions’ ejection characteristics, including trajectories and velocities. Combined with airborne test missions carrying inert weapons to evaluate environmental and handling conditions, pit drop testing is precursor to airborne separations. In 2012, the F-35 test team at NAS Patuxent River completed the first airborne weapons separation for any of the three variants and at Edwards Air Force Base, CA, the F-35A test team completed successful testing with a GBU-31 JDAM and the AIM-120 AMRAAM. (U.S. Navy Photograph) FMI: www.navair.navy.mil For the WHOLE story, go to http://www.aero-news.net/news/military.cfm?ContentBlockID=ec65c30b-9841-4350-a1eb-e27f78db77a6 ----------------------------------------------------------------- Airbus Military Delivers Final A330 MRTT To RAAF Last Of Five Tanker-Transports Ordered By The Australian Air Force The fifth and final new generation A330 MRTT multi-role tanker transport ordered by the Royal Australian Air Force (RAAF) has been delivered by Airbus Military. The handover of the aircraft marks a major milestone for the A330 MRTT program. Designated the KC-30A by the RAAF, it was converted from an Airbus A330 commercial passenger jet by Qantas Defence Services in Brisbane, and will serve with No. 33 Squadron at RAAF Base Amberley in Queensland, AU. “It is an enormous pleasure to make this landmark delivery which confirms the reality of the A330 MRTT as the world´s only certified and flying new generation tanker/transport," said Airbus Military Vice President Derivative Programs, Antonio Caramazana. "We greatly appreciate the cooperative role of the RAAF in bringing this aircraft from development into service and we look forward to the declaration of Initial Operating Capability (IOC) of the KC-30A in the very near future.” “We are very pleased with the in-service testing of the KC-30A and we expect to declare IOC before the end of the year," said Air Commodore Gary Martin, RAAF Commander Air Lift Group. "RAAF F/A-18A and B aircraft now conduct routine refuelling missions with the KC-30A, and the pilots are happy with the KC-30A tanking experience. The KC-30A makes a tremendous contribution to Australia’s need to move large numbers of personnel and cargo over long distances, both domestically and throughout the Asia Pacific region.” In RAAF service the A330 MRTT is equipped with two underwing refuelling pods, the fly-by-wire Airbus Military Aerial Refuelling Boom System (ARBS), and a Universal Aerial Refuelling Receptacle Slipway Installation (UARRSI) enabling it to be refuelled from another tanker. Powered by two General Electric CF6-80E engines, the aircraft equipped with a comprehensive defensive aids suite (DAS) and fitted with 270 passenger seats. (RAAF MRTT image from file) FMI: www.airbus.com For the WHOLE story, go to http://www.aero-news.net/news/military.cfm?ContentBlockID=53803ea6-d663-435a-a11e-79db11768296 ----------------------------------------------------------------- Volunteer Pilots Fly Endangered Sea Turtles To Rehabilitation Helping In Effort To Rescue Animals That Had Become Too Cold In The North Atlantic The mass stranding of hypothermic sea turtles on Cape Cod reached a new peak late last week as 22 more of the endangered and threatened marine reptiles were collected by Massachusetts Audubon staff and volunteers and transferred to the New England Aquarium's rescue facilities in Quincy. Since Monday of last week, 67 animals of three different turtle species have been found stranded on Cape Cod Bay beaches with body temperatures in the mid to high 40's. The mass wash-up of cold stunned sea turtles on this scale is believed to happen no where else in the world. Sick sea turtles do strand each November and December on Cape Cod. The Aquarium's record for treating sea turtles that arrive still alive is 144. Yesterday's new 22 pushed this season's total to 107 animals received, and Aquarium officials think that might just be at the half-way point. Compounding the massive volume and pace of the strandings is a new phenomenon of a record number of large loggerhead sea turtles arriving. Usually, 90% of the sea turtles that strand are 2 to 12 pound juvenile Kemp-Ridleys. On Wednesday and Thursday last week, eleven 50 to 100 pound loggerheads arrived. In a normal year, the Aquarium might handle four or five of the husky, chestnut brown turtles in an entire season. The big turtles quickly fill tank space in the Aquarium's state of the art rescue facility which is optimally designed to handle about 100 smaller turtles. To make space for more incoming turtles, the Aquarium has been reaching out to fellow marine animal rescue facilities and aquariums up and down the East Coast. Thursday, eight re-warmed and stable Kemps were driven to the National Marine Life Center on Cape Cod. Friday, four more Kemps were flown out of Norwood to the Virginia Aquarium on a donated flight by Lighthawk, which is a network of private pilots that help move endangered wildlife around the U.S. Also Friday, six big loggerheads were transported to the University of New England in Biddeford, Maine. Later this week, Worcester-based Polar Beverages will fly more sea turtles to Maryland and Georgia. The Aquarium said in a news release it is grateful for both the generosity and expertise of these partners in helping save endangered sea turtles. FMI: www.lighthawk.org For the WHOLE story, go to http://www.aero-news.net/news/genav.cfm?ContentBlockID=72e433b0-3a49-4e26-9082-9788bd4a120d ----------------------------------------------------------------- ANN FAQ: Feel The Propwash (Updated) New Form Makes Subscribing, Unsubscribing Even Easier While we're very proud of our newly-redesigned website, we know that some folks really enjoy the convenience of having their Aero-News dropped into their e-mail boxes every day. Our new site makes that process even easier than before. Not This One. It's A Screen Grab Graphic All you have to do to have Aero-News delivered to your virtual doorstep every day is put your e-mail address in our online form, and let us know how you'd like to see the news. You can choose plain text, PDF file, or full-blown HTML just by clicking the checkbox on the form. Then, through the "magic" of the Internet, a fresh edition of Propwash will appear in your mailbox six times a week with all the day's aviation news from ultralights to aerospace. And while we hate to see any reader leave, we've made it easy to unsubscribe as well. Just put your e-mail in the form and click "Unsubscribe." That's it ... you're done. But we hope you'll come back. FMI: /index.cfm?do=newsletter.subscribe For the WHOLE story, go to http://www.aero-news.net/news/featurestories.cfm?ContentBlockID=b43128da-bbcd-4f29-8797-94b7fa611d5a ----------------------------------------------------------------- Aero-News: Quote Of The Day (12.05.12) Aero-News: Quote of the Day ANN's Quote of the Day usually derives from current news, though we reserve the right to pick quotes out of history that have a bearing on the day's events and issues. Sometimes, you'll find them timely and in keeping with the content of the day's news... and sometimes, they'll just be thought-provoking. Reader suggestions and comments are welcome... and if particularly intriguing, timely, or poignant, may themselves become future Quotes of the Day. Let us hear from you, folks! Aero-News Quote of the Day "We expect that despite economic and political challenges, global air travel will again demonstrate its remarkable resilience in 2013. The industry's global growth and airlines' fleet replacements, accelerated by higher fuel prices, should keep demand stable and attract sufficient financing." Source: Kostya Zolotusky, managing director of capital markets development and leasing at Boeing Capital Corp. FMI: www.boeingcapital.com For the WHOLE story, go to http://www.aero-news.net/news/featurestories.cfm?ContentBlockID=c0a7c7c7-8256-4c1b-8157-ff86621a6dce ----------------------------------------------------------------- ANN's Daily Aero-Term (12.05.12): Maintain Aero-Terms! Aero-Terms are designed to be a daily reminder of the terms, names, acronyms and explanations of the unique language that populates the aviation world. Aerospace, sport aviation, fixed wing, helo, you name it... it's all fair game. Aero-Terms should serve as a quick but intriguing reminder of the terms you may use every day, or an introduction to an aspects of the Aero-World you may not yet be familiar with. ANN also encourages readers to go beyond the FMI link, and further research any intriguing terms. Suggestions for future Aero-Terms are ALWAYS welcome, as are additions or discussion of the explanations given for each Aero-Term. Maintain Concerning altitude/flight level, the term means to remain at the altitude/flight level specified. The phrase "climb and" or "descend and" normally precedes "maintain" and the altitude assignment; e.g., "descend and maintain 5,000." Concerning other ATC instructions, the term is used in its literal sense; e.g., "maintain VFR." FMI: http://www.faa.gov/air_traffic/publications/atpubs/pcg/M.HTM For the WHOLE story, go to http://www.aero-news.net/news/featurestories.cfm?ContentBlockID=fd9e83a3-ab2f-478a-9f84-d4413b9a1b21 ----------------------------------------------------------------- ANN's Daily Aero-Linx (12.05.12) Aero-Linx! Scouring the information super airways can sometimes be a tough, if educational, task for the Aero-News staff... but it also allows us to check out some truly neat and exciting sites, so it's not that bad a gig. On any given day, we may check dozens (and often hundreds) of different sources for story ideas, and facts confirmation. And, as is the nature of our business, much of this is done on the Internet. The ANN gang decided we probably shouldn't keep some of the neat sites, info resources, and organizations we've discovered to ourselves... so we decided to bring you Aero-Linx. These are the sites that WE check out -- when we need added perspective, a new spin on a day's topic... or just want to escape into cyber-aero-space for awhile. Look for some of our favorite sites, coming each day to ANN via Aero-Linx. Suggestions for future Aero-Linx segments are always welcome, as well. Aero Linx: The Spitfire We've been following the saga of the Spitfires that are expected to be unearthed next year in Burma. Here's a fairly extensive, independent history of the iconic airplane. FMI: www.secondworldwar.org.uk/spitfire.html For the WHOLE story, go to http://www.aero-news.net/news/featurestories.cfm?ContentBlockID=6121375d-3b9c-4e29-88c6-bb48d38b2708 ----------------------------------------------------------------- AD: GA 8 Airvan (Pty) Ltd Airplanes AD NUMBER: 2012-24-04 PRODUCT: GA 8 Airvan (Pty) Ltd Models GA8 and GA8-TC320 Airplanes. SUBJECT: Airworthiness Directive 2012-24-04 ACTION: Final Rule SUMMARY: This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as burnt electrical connectors leading to the left-hand wingtip pitot heater, which may result in loss of airspeed indication. DATES: This AD is effective January 7, 2013. FMI: AD For the WHOLE story, go to http://www.aero-news.net/news/commbus.cfm?ContentBlockID=7c7aa149-4ba9-491c-8ce4-86fe8aab2355 ----------------------------------------------------------------- AD: Stemme GmbH & Co. KG Powered Sailplanes AD NUMBER: 2012-24-02 PRODUCT: All Stemme GmbH & Co. KG Models S10, S10-V, and S10-VT powered sailplanes. SUBJECT: Airworthiness Directive 2012-24-02 ACTION: Final Rule SUMMARY: This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as unapproved rubber hoses installed in the engine fuel, oil, and cooling systems, which could lead to a system leak and result in an engine fire. DATES: This AD is effective January 7, 2013. FMI: AD For the WHOLE story, go to http://www.aero-news.net/news/sport.cfm?ContentBlockID=400b6e76-f147-4b48-aafe-0b7ce1f9f8de ----------------------------------------------------------------- ANN Senior Staff Roster J.R. 'Zoom' Campbell CEO/Editor-In-Chief jim@aero-news.net Glen Moyer Aero-Cast Producer gmoyer@aero-news.net Tom Patton News Editor editor@aero-news.net Nathan Cremisino Ashley Hale Aero-TV Video Production Team Aero-TV HQ MKTG Inquiries Marketing Director mktg@aero-news.net Note: This newsletter is supported solely by sponsors like the one(s) listed herein. We stand 100% behind every ad that we run. If you ever have a problem with a company that advertises here please contact us and we will try to get it resolved. -- Aero-News Network Aero-News Network POB 305, Green Cove Springs, FL, 32043. 863-299-8680, www.aero-news.net ANN Aero-Casts /podcasts Provided to registered subscribers, Daily. 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