Second Nick Grant adventure published

Jamie Dodson writes historical fiction novels set in the Pacific in the mid 1930s, and he's got an interesting background. From his website:

He has over 25 years of experience in Counter Intelligence, Special Intelligence, Signals Intelligence and Intelligence Analysis for the US Military. He's served with Special Operations, Army Aviation, Airborne Infantry, and Military Police. He's been involved in operations in Laos, Viet Nam, Cambodia, Germany, Hungary, Croatia, Bosnia, Iraq, Saudi Arabia, Kuwait, Japan, Korea, Guam, Samoa, the Hawaiian Islands and the continental United States.

Jamie's first book in the Nick Grant series is Flying Boats and Spies, and now he's got a second novel, China Clipper. You can learn more about these at http://www.nickgrantadventures.com/
but here are some reviewer comments:

Book one, Flying Boats & Spies, A Nick Grant Adventure

"Delightful! Flying Boats & Spies is a welcome return to a glamorous age of high-adventure and heroes--and a tribute to the grand-adventure series of yesteryear. Rollicking and great fun, this well-told tale of international intrigue should appeal to every generation in a family. I look forward to future volumes in this series."

Ralph Peters, author of Wars Of Blood And Faith

“Flying Boats and Spies is a marvelous tale of the men and women who pioneered the sky during an adventurous era. Dodson takes his readers back to those great, old days when aviation was young and nothing seemed impossible. Reading Flying Boats and Spies made me feel like a boy all over again.”

Homer Hickam, author of Rocket Boys/October Sky and The Ambassador's Son

"In Nick Grant, the reader gets a taste of Mickey Spillane, a young Chuck Yeager, and Charlie Chan, all rolled into one. But a gripping climax reveals the true Nick--a memorable hero in his own right. A fun read for lovers of adventure and international intrigue!"

Susan Rosson Spain, Author of THE DEEP CUT, a 2006 Marshall Cavendish Award Winner, www.susanspain.com.

“Flying Boats and Spies nails it! I have sailed those waters, lived some of Nick Grant’s adventures, and shared the very skies he flew. Jamie Dodson got it all right with a page-turning story that took me back to my youth and Pacific adventures that others only dream about. Grab this book before someone else does. And bring shark repellent… you’ll forget it’s not you in the book.”

Austin Boyd, Navy pilot and submarine hunter, award-winning novelist, and author of the Mars Hill Classified trilogy.

"'Return with us now to those thrilling days of yesteryear...' Flying Boats and Spies pays stirring tribute to the classic adventurers of the impossibly romantic pre-World War II period, adding depth, realism, and charm in liberal measure."

Michael Dobson, (no relation) co-author of Fox on the Rhine and MacArthur's War.

Book Two, China Clipper, A Nick Grant Adventure

“China Clipper is a terrific read! It's accurate, fast moving and filled with surprises; perfect for young people interested in history and aviation.”

Walter J. Boyne, Best Selling Author, Former Director, National Air & Space Museum, and enshrined in National Aviation Hall of Fame.

"China Clipper is a thrill ride. The action and perils never stop as young Nick Grant faces attacks on his life and his reputation while he helps Pan Am test its new plane. And his problems continue at school where he deals with anger and prejudice while making new friends. It's an exciting way to learn about a fascinating time in our history!"

Ann Marie Martin, Huntsville Times book columnist and copy editor.

"The popular Nick Grant series continues with China Clipper, a fast-moving, fun tale of adventure, flying boats, spies, and the sea. I love this series!"

Homer Hickam, author of Rocket Boys/October Sky.

Be sure to visit http://www.nickgrantadventures.com/

New edition of Squawk 7700

Pilot and author, Pete Buffington, has published a 2nd edition of Squawk 7700. First Officer, Jeff Skiles from US Airways Flight 1549 writes the following:

Squawk 7700 is a timely, eye opening, must read aviation autobiography. The author, Pete Buffington, tells us what it takes to become an airline pilot. Growing up in the Midwest and learning to fly at a countryside Iowa airport, Buffington describes the sacrifices, focus, and emotions of being a young aviator. After several grueling years working as a flying instructor and flying airfreight, Buffington ends up flying for a regional airline after being sent to San Juan, Puerto Rico as a flight crew base. Immediately Buffington discovers the challenges of the regional airline industry and provides a descriptive, harrowing experience from inside the cockpit of an ATR42 as a First Officer.

Buffington returns to the Midwest to rediscover his love of aviation as a pilot. His life story brings him full-circle to discover deeper meaning to life while exposing the aviation industry from the inside. His personal experiences provide insight to a deeper understanding of why recent accidents like Colgan Air Flight 3407 and Comair Flight 5191 can occur.

My personal experiences as an airline pilot and as acting first officer aboard US Airways Flight 1549 that ditched into the Hudson River, I recommend Squawk 7700 for anyone interested in an aviation career, and mandatory reading for those who fly on our national airline system.

- Jeff Skiles, First Officer US Airways Flight 1549

Passenger Bill of Rights, DOT Style

In response to consumer complaints about being stranded in airplanes for hours, the U.S. Department of Transportation (DOT) has issued new rules to "enhance airline passenger protections" in the following ways:

By requiring air carriers to adopt contingency plans for lengthy tarmac delays and to publish those plans on their websites.

By requiring air carriers to respond to consumer problems.

By deeming continued delays on a flight that is chronically late to be unfair and deceptive in violation of 49 U.S.C. §41712.

By requiring air carriers to publish information on flight delays on their websites.

By requiring air carriers to adopt customer service plans, to publish those plans on their websites, and audit their own compliance with their plans.

This goes back to November 15, 2007 when the Department of Transportation issued an Advance Notice of Proposed Rulemaking (ANPRM) that "called for comment on seven tentative proposals intended to ameliorate difficulties that passengers experience without creating undue burdens for the carriers."

[The DOT] received approximately 200 comments in response to the ANPRM. Of these, 13 came from members of the industry-i.e., air carriers, air carrier associations, and other industry trade associations-and the rest came from consumers, consumer associations, and two U.S. Senators. In general, consumers and consumer associations maintained that the Department's proposals did not go far enough, while carriers and carrier associations attributed the current problems mostly to factors beyond their control such as weather and the air traffic control system and tended to characterize the proposals as unnecessary and unduly burdensome. The travel agency associations generally expressed support for consumer protections.

As a result of the input received, a Notice of Proposed Rulemaking (NPRM) was issued on December 8, 2008, which resulted in just 21 comments:

...10 comments were from members of the industry and the rest came from consumers and consumer associations. On the consumer side, eight individuals filed comments as did three consumer advocacy organizations: Flyersrights.org (formerly the "Coalition for an Airline Passengers Bill of Rights" or CAPBOR), the Aviation Consumer Action Project (ACAP) and the Federation of State Public Interest Research Groups (U.S. PIRG). Of the industry commenters, two carriers (US Airways and ExpressJet Airways), and two airport authorities (Dallas-Fort Worth International Airport and The City of Atlanta Department of Aviation) filed comments. Three industry associations filed comments: the National Business Travel Association (NBTA), the Air Transport Association of America (ATA), and the Regional Airline Association (RAA). Two travel agency associations, the American Society of Travel Agents (ASTA) and the Interactive Travel Services Association (ITSA), also filed comments, as did the Airports Council International, North America (ACI-NA).

The DOT stirred all this together, and posted the final rule on 21 December 2009. The air carrier contingency plans require "that each plan include, at a minimum, the following:"

(1) an assurance that, for domestic flights, the air carrier will not permit an aircraft to remain on the tarmac for more than three hours unless the pilot-in-command determines there is a safety-related or security-related impediment to deplaning passengers (e.g. weather, air traffic control, a directive from an appropriate government agency, etc.), or Air Traffic Control advises the pilot-in-command that returning to the gate or permitting passengers to disembark elsewhere would significantly disrupt airport operations;

(2) for international flights that depart from or arrive at a U.S. airport, an assurance that the air carrier will not permit an aircraft to remain on the tarmac for more than a set number of hours, as determined by the carrier in its plan, before allowing passengers to deplane, unless the pilot-in-command determines there is a safety-related or security-related reason precluding the aircraft from doing so, or Air Traffic Control advises the pilot-in-command that returning to the gate or permitting passengers to disembark elsewhere would significantly disrupt airport operations;

(3) for all flights, an assurance that the air carrier will provide adequate food and potable water no later than two hours after the aircraft leaves the gate (in the case of a departure) or touches down (in the case of an arrival) if the aircraft remains on the tarmac, unless the pilot-in-command determines that safety or security requirements preclude such service;

(4) for all flights, an assurance of operable lavatory facilities, as well as adequate medical attention if needed, while the aircraft remains on the tarmac;

(5) an assurance of sufficient resources to implement the plan; and

(6) an assurance that the plan has been coordinated with airport authorities at all medium and large hub airports that the carrier serves, including medium and large hub diversion airports.

Failure to do any of the above would be considered an unfair and deceptive practice within the meaning of 49 U.S.C. §41712 and subject to enforcement action, which could result in an order to cease and desist as well as the imposition of civil penalties.

This rule is not without problems from the air passenger's point of view (see DOT Mandates Passenger Bill of Rights and I’m Not Happy by Cranky Flyer), but I maintain my previous position: the airlines brought this on themselves. They did so by failing to step up to the core issues being raised by irate passengers. The airlines defended overflowing toilets, bad air, and hungry and thirsty passengers by declaring that it was not their fault: they couldn't control the weather.

Well, of course they could not control the weather. They could, however, actively manage the effects of long, weather-induced flight delays in a way that their customers could understand and relate to. "The airlines" didn't do that quickly in at least some highly publicized cases. I think the result was entirely predictable.

Aviation "television" with ASB.TV

Every once in a while something new comes along that makes you sit back and say "wow!" This is one of those times. With ASB.TV, you get a wide variety of aviation content in a user interface that is like no other I have seen.

First, the content: ASB.TV has a collection of videos that are stunning. This is not low quality amateur stuff - these videos and animations are professional grade in both production quality and subject matter. You'll find airshow and air racing video, historic movies, animations, and more. Here's an example: 

The videos are compelling and by themselves could be reason enough for an entire website. But, as they say, there's more.  ASB.TV also has photographs, a forum, and a store where you can purchase merchandise. There's lots to see and do here.

Now for the user experience: This site lives within something they developed called Black Box, which is pretty unique. Think of a box or a cube with six sides. By navigating to the right or left, or up or down, you expose different sides of the box which then become your desktop. Within a side of the box, you can have a number panels that hold the content, be it a video player, the forum, or anything else, and these can be rearranged or resized to suit your need. I think of it as little worlds of content that you customize as you go along.

Black Box runs on top of Adobe Air, the same thing powering TweetDeck and other applications. If you don't have it yet, you will after the installation process. That process also involves installing the ASB application on your computer. Now, I know what you're thinking. I also resist installing "stuff" that just clutters up my PC. Well, this is different. Just do it and you'll see why.

So just who is ASB? Well ASB is Air Show Buzz. They were founded in 2006 to "deliver the exhilarating aviation lifestyle to millions of consumers worldwide by providing top flight content, thrilling live events, consumer products, social networking and a community that connects a worldwide shared passion for flight and a fearless approach towards life." Talk about a high bar! Well, I'd say they're rockin' so far.

ASB's tag line is "Escape Life's Gravity" and they offer a portfolio of branded businesses beyond ASB.TV: animated and live-action film and television entertainment, The Horsemen acrobatic fleet, and lifestyle branded merchandise. ASB also offers innovative branding and marketing for air shows and top-rated performers.

So go get set up with ASB's Black Box application and I guarantee you'll spend some quality aviation time with their content.

Sport Air Racing League

Received this press release:

The Sport Air Racing League: Final Race in the 2009 National Championship Series

Twenty eight aircraft are scheduled to vie for glory and prize in the Rocket 100 Air Race to be held on November 21, 2009. Aircraft will assemble in Taylor, Texas from Nevada, Utah, Louisiana, New Mexico, Colorado, Oklahoma, Missouri and Canada for this last race of the 2009 race season.

The 2009 Rocket 100 Air Race will be a six-turn, 130-mile timed event for Production and Experimental aircraft. Competitors will meet to complete their quest for season points and the ultimate Gold award. The year end banquet and awards ceremony will be held directly after the race concludes.

For more information on Sport Air Racing League events contact Mike Thompson or visit www.sportairrace.org.

The Sport Air Racing League (SARL) exists to promote cross-country air racing for production and experimental aircraft.

Aviation Weather Video

The e-Go LSA

In 2007, the UK's Civil Airworthiness Authority de-regulated light aircraft. The Light Aircraft Association organised a design competition for aircraft for this new class and Cambridge aeronautical engineers Giotto Castelli and Tony Bishop won the state-of-the-art category with their e-Go design. Since then, the project has been joined by Cambridge University research staff and students, specialists from local aerospace companies, pilots, and light aircraft builders.

Over 100 pilots have expressed an interest in buying the aircraft even though it doesn't go on sale for more than a year.

To achieve high strength and performance with low weight, the e-Go uses carbon fiber, foam, and advanced materials. It will take off from short grass strips, cruise at over 100 knots (115 mph, 185 kph) for 400 miles, and climb at about 1000 feet per minute. And it'll do all this at about 80 mpg!

The design was completed this summer after extensive computer simulations, wind tunnel tests and structural tests. Work is now underway on building the prototype, which should be completed by mid 2010.

For more information, see www.e-Go.me.

Eclipse Aerospace not wasting any time

Eclipse Aerospace, the new owner of the remaining assets formerly owned by Eclipse Aviation, intends to open the doors September 1, 2009. Eclipse Aerospace, which offered $40 millions for the assets, was the only bidder in the bankruptcy proceedings.

According to New Mexico Business Weekly in Hirings rise as new Eclipse feels wind under its wings, Eclipse has already started hiring. Mike Press, one of the two Eclipse Aerospace investors:

“We have more than 600 resumes from former Eclipse employees [who] want to come back to work,” Press said. “We won’t hire back any of the old executive management, but we will re-hire engineers and the people who actually built the jet. There are a lot of high-quality, highly trained workers ready to come back to work.”

Tough break for the "old executive management," or maybe not!

First order of business is to support the existing fleet of Eclipse jets, but Press isn't content with that. He says, “It will take us at least six months, but a maximum of 18 months, to re-start production.”

Re-start production? As much as I'd like to see that happen my question would be, "what's different, other than the management team?" Mainly, where is the money to fund this going to come from? There must be a plan here, right?

A buyer for Eclipse?

The bankruptcy court for Eclipse Aviation seems to have but one offer to buy the remaining assets: Eclipse Aerospace. They've put in a $40 million bid and the bankruptcy sale is now scheduled for August 20, 2009.

See: One bid for Eclipse as deadline set.

For detailed analysis, see the Eclipse Aviation Critic NG.