Experimental Winds Aloft graphic for Alaska

As pilots, we are very interested in the weather.  An early lesson one gets while learning to fly is not to put total faith in weather forecasts.  I believe it was President Reagan who made famous the phrase– trust, but verify. That certainly applies to forecasts and flying.  For the last year-and-a-half AOPA has been working with our friends at the National Weather Service in Alaska to bringing together groups of seasoned pilots from different parts of Alaska to sit down with forecasters and have a discussion about aviation weather needs, primarily focused on VFR flying.  Questions asked in these sessions typically start with, “What route do you fly to get from Fairbanks to Eagle?” followed by, “Where along that route do you encounter adverse weather?”  A lively discussion regarding the nature of the weather conditions normally follows.

Don Moore manages the Alaska Aviation Weather Unit, located on Sand Lake Road, just south of the Anchorage International Airport, and has led these discussions.  After listening to pilots describe some of the conditions that plagued them, he pulled up an experimental forecast product the weather service is working on, and asked if we thought it might be helpful.  Following a look at the product, heads started to nod around the table.  A few weeks later, an experimental winds aloft forecast was added to the AAWU website, and is available for pilots to use.

sample winds aloft graphic 1

Sample output from the experimental product, showing winds at 6,000 feet for the 12 hour time period. Users can select the altitude, set through time periods, and toggle features on and off.

This product is based on a computer model, but has finer resolution in time and space than current products we are used to seeing.  The arrows indicate the direction of the wind at an altitude selected by the pilot, but the intensity is displayed as a color.  Temperature is also displayed as a contour line, with its own color scheme. The legend at the bottom provides the color codes for each feature.  Several details about this product are worth noting:

1)      The user selects the altitude at the top of the page
2)      The tabs across the top allow you to step through different forecast periods
3)      The + and – symbols on the top left corner of the image allow you to zoom in (only one step, currently)
4)      The + symbol on the upper right edge of the product lets you toggle features on and off (click to expand)
5)      The color patches represent the area forecast for each wind speed, the vectors merely show direction.

Please give this product a try.  You will find this graphic by clicking a link at the bottom of the Winds Aloft page on the AAWU’s website (see yellow arrows, below).

page to find experimental productThis product is still in development.  For now, the National Weather Service would really appreciate receiving pilot reports to help validate this product, as well as their other forecasts.  So when you are headed out to fly, please take a few minutes and file PIREPs enroute, including an estimate of the winds aloft.  Remember– trust, but verify!

Starting a Flying Club? Need help?

During last week’s AOPA Pilot Town Hall meeting at Dupage Airport in Suburban Chicago, I had the great pleasure of meeting with the team from SimpleFlight Radio and Start A Flight Club who formed Ground Effect Advisors — an advisory group aimed at growing the number of flying clubs in concert with AOPA’s Center to Advance the Pilot Community.

The group, with support from many industry partners, has put together a scholarship package for a group interested in forming a flying club.  The package includes start up funding, advice, headsets, logoed shirts, and much more.

In talking with Al, Marc, and Todd, I found out that no one from Michigan or Wisconsin has applied for the scholarship.  So, Michigan and Wisconsin pilots interested in starting a flying club — check out the links above and definitely put your name in the hat and get that club started!

FAA Makes Tower Closing Decisions with Dates

The Federal Aviation Administration (FAA) has decided to close 149 federal contract towers beginning April 7 as part of the agency’s sequestration implementation plan. The agency has made the decision to keep 24 federal contract towers open that had been previously proposed for closure because doing so would have a negative impact on the national interest. An additional 16 federal contract towers under the “cost share” program will remain open because Congressional statute sets aside funds every fiscal year for these towers.

The national interest considerations included to save those 24 towers were: (1) significant threats to national security as determined by the FAA in consultation with the Department of Defense or the Department of Homeland Security; (2) significant, adverse economic impact that is beyond the impact on a local community; (3) significant impact on multi-state transportation, communication or banking/financial networks; and (4) the extent to which an airport currently served by a contract tower is a critical diversionary airport to a large hub.

FMI: http://www.faa.gov/news/press_releases/news_story.cfm?newsId=14414

The FAA has released its three-part phase in period for closing federal contract towers. On April 7, 24 contract towers will close (http://download.aopa.org/advocacy/130325april7-closures.pdf), followed by 46 on April 21 (http://download.aopa.org/advocacy/130325april21-closures.pdf), and the remaining 79 on May 5 (http://download.aopa.org/advocacy/130325may-5-closures.pdf). The FAA is closing the towers based on activity levels, with the first to close having fewer than 1,000 commercial operations in fiscal year 2012. The second group had fewer than 2,500 commercial operations.

This means the following towers will be closing in the Central Southwest Region:

- Arkansas: Drake Field (FYV in Fayetteville) on April 7 and Texarkana Regional – Webb Field (TVK) on May 5.

- Iowa: Dubuque Regional (DBQ) on April 21.

- Kansas: Hutchinson Municipal (HUT) on May 5, New Century AirCenter (IXD) on April 21 and Johnson County Executive (OJC) on April 7 (both in Olathe), Manhattan Regional (MHK) on May 5, and Philip Billard Municipal (TOP in Topeka) on April 21.

- Louisiana: Shreveport Downtown (DTN) on April 7.

- Missouri: Branson (BBG) and Columbia Regional (COU), both on May 5.

- Nebraska: None.

- New Mexico: Double Eagle II (AEG in Albuquerque) on April 21 and Santa Fe Municipal (SAF) on May 5.

- Oklahoma: Lawton-Fort Sill Regional (LAW) on May 5, University of Oklahoma Westheimer (OUN in Norman) on April 21, Wiley Post (PWA in Oklahoma City) on May 5, and Stillwater Regional (SWO) on April 21.

- Texas:

Closing on April 7:

  • Lone Star Executive (CXO in Conroe)
  • Georgetown Municipal (GTU)
  • Dallas Executive (RBD)
  • Sinson Municipal (SSF) in San Antonio

Closing on April 21:

  • New Braunfels Municipal (BAZ)
  • TSTC Waco (CNW)
  • San Marcos Municipal (HYI)
  • Collin County Regional at McKinney (TKI in Dallas)
  • Victoria Regional (VCT)

Closing on May 5:

  • Brownsville/South Padre Island International (BRO)
  • Easterwood Field (CLL in College Station)
  • Sugar Land Municipal (SGR in Houston)
  • Tyler Pounds Regional (TRY)

For a complete list, visit: http://www.faa.gov/news/media/fct_closed.pdf

AOPA recommends checking notams often, flying with current charts, and reviewing ASI’s Operations at Nontowered Airports safety advisor (http://www.aopa.org/asf/publications/sa08.pdf).

FedEx donates two 727’s to University Aviation Programs in Alaska

The University of Alaska aviation programs at Anchorage and Fairbanks both offer maintenance training, and have airplanes to work on. But nothing like this…  In late February, FedEx donated two fully functional Boeing 727s that are being retired from their fleet – one to each program.  The aircraft will provide the students (our future mechanics) the opportunity to have hands-on training on a fully functional transport category airplane. These aircraft are part of a larger FedEx program that has distributed over sixty aircraft to schools, airports, museums or other organizations across the nation in the past couple years.  But the exciting part had to do with the arrival of the aircraft at the two Alaskan airports.

Merrill Field Arrival
The University of Alaska Anchorage (UAA) aviation program is located at Merrill Field, the largest GA airport in Alaska.  It took an exemption from the Municipality of Anchorage to authorize the 727 to land at there, which normally limits aircraft landing weight to 12,500 pounds.  The delivery also had to occur during the winter while the ground was frozen to accommodate the landing weight without damaging the runway.  Quite a crowd was on hand to watch the much-stripped-down aircraft make two practice approaches and then put the wheels down “on the numbers” (see the photo).  Observers indicated that the aircraft was down to taxi speed by the time it reached the control tower which according to Google Earth is about 2,100 feet, using just over half of the 4,000 runway.  (News video of the landing).

Note the touchdown marks of the 727, "on the numbers."  Photo courtesy of UAA

Note the touchdown marks of the 727, “on the numbers.” (Photo courtesy of UAA)

Fairbanks International Airport Arrival
Fairbanks was a different story.  Fairbanks International Airport, where the University of Alaska Fairbanks (UAF) aviation program is located, does it all—from the Russian Antonov An-225 freighter, to a Supercub on floats, the airport has runways that support jumbo jets, corporate, air taxi and general aviation with two paved runways, a gravel runway used by ski planes in the winter and a float pond.  The university recently acquired a hangar on the general aviation side of the airport, which provided the space to be able to accommodate the 727.  While the landing itself was not as exciting, given the 11,000 foot air carrier runway, it was the first time any jet that I am aware of was marshaled into the gate by a polar bear (See photo).  The Nanook is the mascot of UAF. No ordinary bear, this one is also a multi-talented UAF employee named Ted E. Bear, who had the credentials to perform this task. (OK, that is just the name he uses when in character.)

Nanook directing the FedEx 727 into the gate at Fairbanks International Airport. (Photo courtesy of UAF's Todd Paris).

Nanook directing the FedEx 727 into the gate at Fairbanks International Airport. (Photo courtesy of UAF’s Todd Paris).

Two records were set in Fairbanks: It was the first time any jet was marshaled by a polar bear, and the first time a FedEx jet had taxied up to a passenger jet bridge, according to David Sutton, FedEx Managing Director of Aircraft Acquisition.  The aircraft was subsequently towed across the airport, along the ski-strip to its current location on the GA side of the field.  I still do a brief double take when I drive onto the GA side of the airport, and look up to see a FedEx 727 pointed at me!

Benefits to the students
Other than having a big, shiny jet liner parked at the school, how will this help the program? The aircraft will provide hands-on training for the students on systems associated with transport category aircraft.  This is much better than only learning through computer-based training materials, according to UAF program coordinator Kevin Alexander.  Both UAA and UAF’s program have lacked large aircraft experience in the past.  UAA’s maintenance track is headed up by Paul Herrick, who indicated that their graduates have a 100 percent placement.  “They are all over the state and in high demand,” he said.

How did this happen?

Dee Hanson receiving a small token of appreciation from Kevin Alexander at an Alaska Aviation Coordination Council meeting. Signed by the students in the UAF aviation maintenance program.

Dee Hanson receiving a small token of appreciation from Kevin Alexander at an Alaska Aviation Coordination Council meeting. Signed by the students in the UAF aviation maintenance program.

We should realize this didn’t just happen.  The ball started rolling with Nicolas Yale, Senior Manager Northwest Region, FedEx Express, who serves on the UAA Aviation Advisory Board.  Dee Hanson, Executive Director of the Alaska Airmen’s Association, who also serves on the board, spoke up and asked if they didn’t have two aircraft available, so that both UAA and UAF programs could take advantage of this opportunity.  To thank her for her role in this effort, UAF presented Dee with a framed copy of a photo of the FedEx aircraft arriving in Fairbanks signed by the most important stakeholders of all—the students in the aviation technology program.  A big thank you to FedEx, and all the players that made this investment in our students, and the future of aviation!

 

Colorado Pilots Association Seeks Scholarship Applicants!

The Colorado Pilots Association (CPA) is accepting applications for its annual scholarship program, which awards one more $2,000 scholarships to Colorado high school graduates interested in pursuing an aviation related career.  Applications are due May 15, 2013.

The program is designed to recognize and assist high school graduates who have demonstrated ability and dedication and who have a strong interest in pursuing an aviation related career. The program is funded primarily from donations by individual CPA members and revenues derived from the organization’s nationally recognized Mountain Flying Ground School.

Four Participating Academic Institutions. The scholarships will be awarded in support of ground training and academics at one of four public academic institutions with aviation based programs in the State of Colorado; Metropolitan State University of Denver, Aims Community College, Colorado Northwestern Community College, and Emily Griffith Opportunity School. Funds will be applied towards tuition in an aviation-related program, not including flight training, and will be paid directly to the educational institution.Eligibility is limited to students planning to enroll as full time students at one of the four institutions and is further limited to United States citizens who are full-time Colorado residents.

Basis of Award. The selection of scholarship recipients will be based on academic accomplishment, work experience, community and school related activities, a personal application statement, and interview by the scholarship committee.

Applications. Application must be submitted on the attached application form, postmarked no later than May 15, 2013, and submitted to:

Colorado Pilots Association Scholarship Committee

P.O. Box 200911

Denver, CO 80220-0911

Contact: Walt Barbo, Scholarship Committee, 303-367-0670, WaltBarbo@comcast.net

Web site: www.ColoradoPilots.org

 

 

Free Avgas!!

Did I catch your attention?!

During March 2013, Clare Municipal Airport in Clare, Michigan will be offering free avgas to one lucky visitor up to $100.  All you need to do is stop in, purchase avgas, and fill out a ticket.  The lucky winner will received a full refund for his fuel up to $100!

So fly in, say hello to the friendly manager Dick (who is well known across the State for his ice cream and handmade shakes) and most importantly go fly!

How Sequestration Could Affect Central Southwest Region’s Airports

As most of you know, President Obama and Congress are in the throes of debate over federal sequestration, an unusual legislative requirement that dictates across-the-board cuts of $85 billion in federal spending on March 1, unless Congress finds a solution before. FMI, read the following two articles: http://www.aopa.org/advocacy/articles/2013/130225fed-sequestration-impact-on-ga.html and http://www.aopa.org/advocacy/articles/2013/130227top-officials-offer-glimpse-post-sequester.html?CMP=News:S1T.

I’ll start by pointing out that all of this is worst-case scenario. No one is able to draw any conclusions or reach decisions on where we might end up until, at least, this Friday, March 1.

Those articles above and the letter the FAA wrote to AOPA and other organizations(http://www.faa.gov/news/updates/media/2013_02_22_10_00_10.pdf) cited several measures that the agency might have to enact if a deal on sequestration isn’t reached, including:

1) the closure of 72 airport control towers during midnight shifts,

2) the complete shutdown of 238 towers (189 towers in the Contract Tower Porgram and 49 federally funded control towers) at airports with fewer than 150,000 flight operations per year,

3) the reduction of preventive maintenance, provisioning and support for all NAS equipment, and

4) a staff furlough.

Combined, the impact of the closures would amount to a 30-percent reduction in control tower service system-wide. Cuts would start in April and continue incrementally over 10 years if Congress and the Obama administration cannot agree by Friday, March 1 on a compromise to avoid  the arbitrary $85 billion cuts in federal spending for the rest of this fiscal  year.

You might be wondering how this could affect airports in the Central Southwest Region. Here is the list of airports, by state, that could potentially be permanently closed or their tower midnight shifts cut or reduced:

ATC Facilities - Potential Permanent Closures

Arkansas: Springdale Municipal (ASG), Fort Smith (FSM), Drake Field (FYV) in Fayeteville, Rogers Municipal – Carter Field (ROG), and Texarkana Regional – Webb Field (TXK).

Iowa: Waterloo (ALO), Dubuque Regional (DBQ), and Sioux Gateway (SUX).

Kansas: Forbes Field (FOE) and Philip Billard Municipal (TOP) in Topeka, Garden City Regional (GCK), Hutchinson Municipal (HUT), New Century AirCenter (IXD) and Johnson County Executive (OJC) in Olathe, and Manhattan Regional (MHK).

Louisiana: Chennault International (CWF) and Lake Charles Regional (LCH) in Lake Charles, Shreveport Downtown (DTN), Monroe Regional (MLU), and Lakefront (NEW) in New Orleans.

Missouri: Branson (BBG), Columbia Regional (COU), Jefferson City Memorial (JEF), Joplin Regional (JLN), and Rosecrans Memorial (STJ) in St. Joseph.

Nebraska: Central Nebraska Regional (GRI) in Grand Island.

New Mexico: Double Eagle II (AEG) in Albuquerque, Lea County Regional (HOB) in Hobbs, Roswell International Air Center (ROW), and Santa Fe Municipal (SAF).

Oklahoma: Ardmore Municipal (ADM), Lawtown-Fort Sill Regional (LAW), University of Oklahoma Westheimer (OUN) in Norman, Wiley Post (PWA) in Oklahoma City, Stillwater Regional (SWO), Enid Wooding Regional (WDG), and Klamath Falls (LMT).

Texas: Waco Regional (ACT) and TSTC Waco (CNW) in Waco, New Braunfels Municipal (BAZ), Jack Brooks Regional (BPT) in Beaumont, Brownsville/South Padre Island International (BRO), Easterwood Field (CLL) in College Station, Lone Star Executive (CXO) in Conroe, Fort Worth Spinks (FWS), East Texas Regional (GGG) in Longview, Arlington Municipal (GKY), Grand Prairie Municipal (GPM), Georgetown Municipal (GTU), San Marcos Municipal (HYI), Dallas Executive (RBD) and Collin County Regional at McKinney (TKI) in Dallas, Sugar Land Regional (SGR), Stinson Municipal (SSF) in San Antonio, Tyler Pounds Regional (TYR), and Victoria Regional (VCT).

ATC Facilities – Potential Overnight Closures

Arkansas: Little Rock (LIT) Tower

Iowa: Des Moines (DSM) Tower

Kansas: Wichita (ICT) Tower

Louisiana: Shreveport (SHV) Tower

Missouri: Kansas City Downtown (MKC) Tower and Springfield (SGF) Tower

Nebraska: Eppley Field (OMA) Tower

New Mexico: Albuquerque Sunport (ABQ) Tower

Oklahoma: Oklahoma City (OKC) Tower and Tulsa (TUL) Tower

Texas: Abilene (ABI) Tower, Austin Bergstrom (AUS) Tower, Corpus Christi (CRP) Tower, El Paso (ELP) Tower, Meacham (FTW) Tower, Lubbock (LBB) Tower.

The exact timing of these overnight closures would vary by facility.

Stay tuned for updates on the AOPA website/newsletters/etc, the Region’s Twitter account (@AOPACentralSW), or on this blog.

TENNESSEE’S AVIATION DAY ON THE HILL

Last week, AOPA joined with the Tennessee Aviation Association and Tennessee Aviation Hall of Fame and together we put on TENNESSEE AVIATION DAY ON THE HILL at Legislative Plaza in Nashville.

Getting exhibits set up and providing a Continental Breakfast for Legislators and Staffers by 7:00 AM started for me at about 4:30 in the morning. As the State Capitol began to come alive for the day’s business, we got into full-swing serving biscuits & sausage, coffee, fruit and juice and talking about General Aviation! Jo Ann Speer, the President of the Tennessee Aviation Association brought hundreds of little balsa airplanes with the TAA logo on them and they were a real big hit. TAA’s entire Board of Directors were there as was TAHF Chairman, John  Black. We had the best location possible, right outside the entrance to the Lt. Governor’s office.

Wednesday morning at the Capitol, a first ever event for TAA and the TAHF, was a great day. I spend a lot of time in the halls of the Legislature for AOPA so I knew most of our visitors personally. Tennessee has a long history of legislative support for aviation and that was strongly re-enforced by the reception we all got from both Legislators and Staff. It is such a pleasure working with governmental leaders that “get it”, as we say! Of course, we managed to work in some lobbying on a few issues of interest as well.

These types of aviation events, focused on State Capitols are productive and important. In the every-changing halls of democratic government we should never stop doing these things. The Tennessee event was my second one this month. I also participated in one in Atlanta on February 6th. It too was very successful.

A 50-year-old aviation survival story, with lessons for today…

From the “Looking Back” section of the Feb. 11, 2013 Fairbanks Daily News Miner.

The “Looking Back” section of yesterday’s Fairbanks Daily News Miner reported that on that day fifty years ago (February 11, 1963) an aircraft from Fairbanks was the object of an search along a Canadian stretch of the Alaska Highway.  The missing aircraft, a single engine Howard, was on its way to San Francisco. As a kid growing up in Fairbanks when this story first hit the papers, I followed with the rest of the country as the search, in severe winter conditions unfolded.  Initially searchers had no luck finding the downed aircraft.  Missing was 42 year old pilot Ralph Flores and his passenger, 21 year Helen Klaben, who had been sharing expenses for what was planned to be a three-day trip from Fairbanks down the Alaska Highway.

As the days passed, searchers found no trace of the missing pair. Winter temperatures in the areas plunged to 40 below and colder, and hopes begin to fade.  After two weeks, search efforts were called off, with the assumption that no one was able to survive in those conditions.

It definitely made headlines when 49 days after their disappearance the couple was found— ALIVE!  Not equipped with conventional survival gear, the little food they were carrying had been consumed in the first few days, leaving them to survive on melted snow and a tube of toothpaste for the better part of 40 days in the sub-Arctic wilderness.  Both had sustained injuries in the crash, so how did they survive?

Years later as a relatively new pilot, I attended a seminar organized by the Alaskan Aviation Safety Foundation on survival skills, taught by the late Ray Tremblay. He used the Flores/Klaben accident to illustrate several aspects of a survival situation. Having no conventional survival equipment (sleeping bags, axe, firearm, food, etc.), they managed to survive 49 days in the wilderness in sub-zero temperatures.  How did they accomplish this feat, which would today challenge seasoned professionals?  Tremblay studied the case in detail and came up with his own answers, in part from the account of the ordeal written by Helen Kalben in her book, “Hey, I’m Alive.” 

There were two aspects of this accident that Tremblay suggested held important lessons  to consider:

  1. Conventional wisdom is to stay with your airplane, in a survival situation in the wilderness.  Not only is the aircraft easier to see from the air than a human, but it may supply a wealth of materials to use if you are stuck for an extended period.  In this case, the victims could hear search aircraft, but couldn’t attract their attention due the wooded nature of the crash site.  About five weeks after the accident, they moved to a more open area, and made a signal which was spotted by a pilot making a routine flight a few days later.  His point was this: conventional wisdom is valuable, but you have to consider all the factors and come up with the best course of action for the situation you find yourself in. Had they moved sooner, rescue undoubtedly would have been earlier. Had they not moved, their survival would have been in doubt.
  2. As the ordeal progressed, Flores attempted to convert Klaben to his religion.  Both were reasonably strong willed.  The discussions and mental conflict between the two kept them occupied, and provided a continued reason not to give up.  Tremblay impressed upon us not to overlook the role mental attitude plays (not necessarily always conflict) in a survival situation.

In addition to carrying standard items like food, first aid kit, signaling devices, and a sleeping bag in my survival gear, I include reading material to occupy the mind, in the event of a forced landing.  Even in non-emergency situations, I have found it valuable to read a chapter of a book while waiting for conditions to improve, to help reduce the temptation to “push the weather.”  And if push comes to shove, I can always use the pages to light a fire…

Helen Kaben did us a favor in writing her book, published within a year of the accident, that provides a detailed first-person account of the ordeal.  There are many factors that went into the success of this situation, leading to their survival. I recommend it for those interested in survival stories.

I will be watching the “Looking Back” section of the Fairbanks paper during the weeks ahead to see if other accounts of this story surface, and how it was reported, a half century ago.

Flight Service integrates satellite trackers in Alaska

After almost two years in the making, the Alaska Flight Service Program issued a Letter to Airmen last week, announcing a new service that combines two of the popular satellite tracking devices with VFR flight plans.  The program is called the Enhanced Special Reporting Service (eSRS), originally designed to track pilots operating over mountains or water using frequent radio calls.  Of course, in much of Alaska there aren’t nearby radio outlets to receive those calls— so enter the era of satellite tracking devices.  These units combine the features of GPS positioning and a satellite communication network to send “Help” messages to a ground facility somewhere on the planet, which forwards them to the email or text message address of our choice.  So why not send those to Flight Service, the people holding your VFR flight plan?

In a nutshell, that is what this service does.  Pilots who own either a SPOT or Spidertracks tracker may sign up to have alert messages from their devices sent directly to Flight Service. In the event of an emergency, FSS will relay the messages to the Rescue Coordination Center, including your location.  Signing up is fairly simple.  Fill out, or update, a Master Flight Plan indicating that you want to participate in the eSRS program, and list the type of satellite tracker you have. (The service is currently limited to SPOT or Spidertracks, however other devices are expected to be tested and added in the future.)  Upon receipt of that plan, Flight Service will email the information needed to add them to your contacts list.  You can still have your family or friends receive the message at the same time.  A few details to be mindful of:

  • FSS is NOT actually tracking your flight. They only expect to receive a message if you are in distress and need help.
  • This supplements, but does not take the place of the legal requirement to have an ELT.
  • There is no charge by FAA for this program; however both SPOT and Spidertracks charge an ongoing fee for their tracking and messaging services.

An example Spidertracks track from a 191 nm photo mission flight into the Alaska Range. Had anything gone wrong, FSS would have received an email with my flight track and my reported position within the last two minutes before the unit quit transmitting. It would have been hard to describe this route precisely for FSS in a flight plan.

I have used both SPOT and Spidertracks devices.  Before the FAA offered this service, my wife was my primary contact to receive a distress message. This was fine until she was riding in the airplane with me. And even though I have other friends set up to receive my messages, they don’t necessarily know where I am going, and who is on board.  So having an alert message go straight to Flight Service, where it can be matched up with my flight plan, brings the information together needed to get help headed my way.  This seems especially well suited for people flying to remote areas where there are no phones or radio outlets to close a flight plan.  While we have always had the option to file a long-duration, “round robin” flight plan, it didn’t offer much protection until we came up overdue, which might be several days.  Combined with a satellite tracking device, Flight Service will respond when they get the help message.   It also makes sense for pilots who fly on complex routes on a “round robin” flight plan where it is difficult to precisely describe to Flight Service where you intend to go.  How well this works does depend on what tracker you have, and how you chose to use it. Do your homework before investing in a device.

This program didn’t just happen.  Adam White, at the time serving as the President of the Alaska Airmen’s Association, and I approached the FAA about this concept.  It took a team of Flight Service staff from the three “parent” flight service stations (Juneau, Kenai and Fairbanks), the Alaska Flight Service Program Office in Anchorage and support from FAA headquarters to develop the concept and operational procedures.  While Adam and I served as the initial “parties in distress” to test the system, before the service was declared operational, a dozen other pilots from the interior, south central and south east Alaska participated in the beta-testing phase of the program.  Spidertracks Ltd. loaned the FAA a system for test purposes while a member of the Flight Service staff loaned their personal SPOT tracker for the test period. My thanks to all that donated their time, talents and resources to incorporate this new technology, which I hope in the future will get pilots help sooner, and reduce the time spend searching for overdue aircraft.

To learn more or to sign up, Flight Service has developed a brochure and other background information to explain how the system works.  It could someday save your bacon!