“Doing the Right Things” for aviation safety

On November 23rd, the Alaskan Aviation Safety Foundation (AASF) held a special aviation seminar, “Doing the Right Things to Stay Alive.” This day-long session was held at UAA’s Aviation Technology facility at Merrill Field. In spite of a storm the day before that closed schools and canceled many events, well over a hundred people turned out to participate.  While it has been a bad summer for aviation accidents in Alaska, Harry Kieling and the AASF team decided to emphasize the positive.  We typically study accidents looking at what went wrong, however the Safety Foundation decided to look at the other side of that coin: When faced with bad circumstances, what did people do that worked?

To set the stage for the session, a panel with representatives from industry and government agencies discussed “what went wrong” over the past year.  NTSB Investigator Chris Shaver gave us the numbers:  in 2012, we had 109 aircraft accidents in Alaska, nine of which involved fatalities.  A total of 11 people died as a result of those accidents.  We aren’t quite out of 2013 yet, but so far, we have had 86 accidents, of which 14 involved fatalities.  And the worst part, over 30 people died.  Many ideas were discussed in the session that followed.  The need for ongoing training was a recurring theme–whether on your own, with a CFI, on a simulator, etc.  As one presenter reminded us, “you don’t have to be a professional pilot to fly professionally.”

What if the Takeoff goes Bad?

Supercub Tyler Renner was flying shortly before take off.

Supercub Tyler Renner was flying shortly before take off.

Tyler Renner, whose day job is to fly corporate aircraft, was on a weekend mission in a Supercub on floats with a friend.  After landing on a Kenai Peninsula lake on a nice July day, and spending a couple hours doing some maintenance at a remote cabin, he taxied across the lake and started a leisurely takeoff run.  Shortly after lifting off the lake, the engine began to vibrate violently, causing Tyler to shut down the engine.  Nine seconds later they impacted the lake, with the wings collapsing alongside the fuselage, leaving the windshield as the only exit.  Both of them made it out of the aircraft uninjured, and were picked up shortly thereafter by boat.  How do we know it was nine seconds from the engine problem to impact?  Tyler’s passenger was recording the takeoff on an iPhone, which provided the precise timing of events as they unfolded.

Note semi-circular hole on blade of prop after the take-off accident.

Note semi-circular hole on blade of prop after the take-off accident.

But what had caused this mishap?  In the examination after the aircraft was recovered, it became clear that a section of the prop had departed, causing the extreme vibration.  A curious, round semi-circle was visible along the fracture line, where the blade broke.  Further investigation revealed that: (a) the hole was made by a 30 caliber bullet and (b) the bullet hole had been chamfered, filled with automotive body putty, and painted over!  It dates back to work done prior to the current owner of the aircraft.  The lessons here: things happen fast, and one has to be prepared to act—in this case shutting down the engine and continuing to fly the airplane.  Tyler considers himself lucky this happened when and where it did.  And that the engine didn’t completely depart from the aircraft.

Loss of Control at Low Altitude
Loss of control at low altitudes was another topic of discussion, presented by NTSB Investigator Chris Shaver.  So far this year, there have been 9 fatal accidents attributed to loss of control at low altitude, resulting in 21 fatalities.  He shared results of several studies that showed the connection between fatal accidents and loss of control.  This is not a problem confined to Alaska, but often labeled here as the “moose hunter’s stall” or the “moose turn” where the pilot is distracted trying to estimate the size of the moose antlers, and stalls close to the ground.  As Shaver noted, in cases where pilots stall at low altitude, there normally isn’t enough room to recover.  He also reviewed a recent accident where the pilot lost power on take-off and attempted to turn back to the runway, instead of aiming for open areas closer to the initial direction of flight. While NTSB couldn’t determine the cause of the loss of power, attempting to turn back to the runway was a fatal decision.

While the accidents from this year are still being investigated, Shaver cited loss of control accidents as an increased percentage of this year’s fatalities.  In 2012, twelve of loss-of-control accidents resulted in only two fatalities.  So far in 2013, fifteen accidents were attributed to loss-of-control, nine of those accidents involved fatalities.  The numbers and causes for the year may yet change as several are still under investigation.  This session lead to a lively discussion with the participants.  What can we do?  Train, practice emergency procedures (at a safe altitude or in a simulator), do accurate weight and balance calculations, consider an angle of attack indicator, were among the actions discussed.  When it comes to the moose hunter’s stall—the pros in the audience described using a race track or tear-drop pattern that has you passing the moose (or other object of interest) in stable, wings level flight.  Make your turns away from the “target” where your sole concentration is on flying the plane, in a coordinated fashion.

When NOT to take off
Sometimes NOT taking off is the right answer.  This fall helicopter pilot Sam Egli took two members of a geophysical research crew to the edge of volcano. The plan was to land long enough to retrieve seismic monitoring equipment that was installed previously.  While the weather was good when they landed, some clouds started to spill over the mountain from the south. As a precaution, Egli stayed in the aircraft to monitor the weather while the crew retrieved their equipment.  As the clouds became thicker, Egli advised his passengers they needed to evacuate, rather than finish their original task.  He cranked up the helicopter and waited for a gap in the clouds to depart—but it didn’t materialize. And sitting in this very exposed location at the 8,500 ft level, the helicopter began to ice up from the freezing fog, now pouring over the edge of the caldera.  Seeing that too much ice had accumulated to fly, Egli shut the engine down, and notified his crew that they were going to stay put.  After spending over an hour removing ice from the rotor blades, they waited for conditions to improve to try again–but no break in the weather arrived.  By now, the buildup of ice on the helicopter was too great to fly, thus commencing a two day ordeal, which received national media coverage.  The Air National Guard’s 210th Rescue Squadron was finally able to reach them by helicopter, and fly them off the mountain.  There is much more to this event than can be told here, but the story, with photos, kept the audience on the edge of their seats.  Egli credited both the 210’s Rescue Squadron, and the team work of his passengers, who had the appropriate gear, supplies and attitude to spend the night, with the successful outcome of the incident. He later retrieved his helicopter.  As a nice complement to Egli’s story, Dave Obey, a seasoned pilot with a local air carrier gave a presentation, “Being Prepared to Spend the Night.” He discussed items that should be carried on one’s person and in a survival bag, using items from his vest and pack as a show and tell demonstration.

Near the end of the day, members of the 210th Rescue Center made an appearance at the seminar. They were presented with commemorative coins that Sam Egli had made for them, and received a standing ovation from the audience.  These are some of the folks who WILL come to your aid when stranded in the remote parts of Alaska.

“What If” Scenarios

Participants voted on answers to aviation scenarios posed by Roger Motzko, FAA ATO

Participants voted on answers to aviation scenarios posed by Roger Motzko, FAA ATO

Many safety seminars involve a presenter talking to an audience with, at best, time for a few questions at the end.  AASF decided that it was important to try and engage the audience in a more interactive way.  Teaming up with Roger Motzko, who works for FAA’s Air Traffic Organization in event forensics, they created a number of questions and scenarios for discussion–with a twist. During this session, participants were handed an “interactive response device” that allowed them to respond.  After Motzko presented each scenario, a multiple choice question was posed–and the audience voted, using interactive devices provided by the Chariot Group.  The responses were tabulated and appeared onscreen. In almost all cases, a lively discussion ensued.  Topics ranged from the kinds of equipment people carry, to their response to a given flight scenario.  This technique was thought provoking, and illustrated that there is often not a single right answer…

Right Stuff Award

Sam Egli receiving the  "Right Stuff" award, presented by AASF Board Member Mary O'Conner. Behind Egli are members of the ANG 210th Rescue Squadron.

Photographer Rob Stapleton captures Sam Egli receiving the “Right Stuff” award, presented by AASF Board Member Mary O’Conn0r. Behind Egli are members of the ANG 210th Rescue Squadron.

In keeping with the “emphasize the positive” tone of the day, the Safety Foundation felt it is important to recognize people that had made good decisions in a challenging environment or situation.  Consequently at this seminar AASF launched the “Right Stuff” Award, which is presented to someone (pilot, mechanic, dispatcher, etc.) that used good judgment in a difficult situation.  Presenting awards to people with the knowledge, skills, and courage that are needed to prevent accidents is a way to highlight the right things that can happen, and to positively change the culture of safety within general aviation.  This year’s recipient of the award was Sam Egli, for his superior decision making skills and moral courage in his decision to stay put on the edge of a volcano in a very exposed location rather than attempt to fly out in icing conditions. It was fitting that he received the award in the company of the 210th Rescue Squadron.  If you know of someone you think is a candidate for this award, please let AASF know.  The contact for the Right Stuff Award is AASF Board Member Mary O’Connor (email or call 907-229-6885).

My compliments to the Alaskan Aviation Safety Foundation, and the many sponsors and supporters that organized this session. Also thanks to Alpha Eta Rho, the student aviation fraternity at UAA that organized food service for the seminar.  Aviation safety is important to us all. We owe it to ourselves, our passengers and the public to take the time to participate in events like this, and learn from the experience of others.  NTSB Investigator Chis Shaver shared this quote:

“Learn all you can from the mistakes of others.  You won’t have time to make them all yourself.”

The author of this quote was Alfred Scheinwold—not a pilot but a world class bridge player.  But his words are even more important to pilots, as the mistakes we may make often come at a very high cost. Seminars like this one provide an opportunity to benefit from the experience of others, who knew how to do the right things to stay alive.

Sponsors of the AASF Safety Seminar.  Their support is vital to make events of this magnitude possible.

Sponsors of the AASF Safety Seminar. Their support is vital to make events of this magnitude possible.

Michigan’s Operation Good Cheer Looking For Pilot Volunteers This Weekend!

This weekend, I will be representing AOPA during Operation Good Cheer.  The weather is scheduled to be beautiful and an influx of additional children necessitates additional volunteer pilots!

From Operation Good Cheer Headquarters:

During the December 7th event, pilots can help make a Christmas special for children across the State.  Leaving from Pontiac International Airport, pilots from all over volunteer to help deliver gifts to kids so that they will be insured to have a good Christmas. Even pilots from out of state come to help.

With over 4000 chilred in need and over 13,000 gifts to be delivered more pilots are needed to deliver the gifts!

Visit Operation Good Cheer to volunteer at :http://www.cfsm.org/OperationGoodCheer.htm

AOPA and Aerial Applicators- Working Together to Improve Low Level Aviation Safety

13In late November, I had the privilege of attending my first aviation event focused on agricultural aviation and aerial application, known to fans of the movie “Planes” and most of the public as cropdusting.  While I’ve been around aviation and airports nearly all of my adult life, my exposure to agricultural aviation has been limited, and as I learned, my knowledge naïve.  And even though my wife grew up in northwest Kansas in a family that farmed and with a dad who owned a spray service, I never had the opportunity to meet him, or learn much about this small aviation niche during my days on the airport side of our industry. 

So with that background, I attended a day of the Colorado Aerial Applicators Association’s (CAAA) annual conference in Loveland, where about 150 ag pilots, vendors and their families had convened to talk all things ag.  And what did I learn?  That ag pilots are some of the most welcoming, passionate, entertaining and knowledgable pilots I’ve met.  During the course of my day, I spent time learning about the myriad of challenges faced by ag pilots- stringent rules on materials handling, complex EPA stormwater requirements at airports, continuing agricultural and aviation education demands, and of course, the constant threat posed by structures and obstructions like Meteorlogical Evaluation Towers (METs).

METIf you’re not familiar with METs, these are small towers used to evaluate wind power generation feasibility at a particular location.  METs are small, difficult to see, and often erected quickly with no notice, posing a significant hazard to low level aviation activities such as aerial application, firefighting and emergency medical service (EMS) operations.  Because most METs are less than 200’ tall and typically located in rural areas away from airports, they are not usually subject to obstruction review or approval by the Federal Aviation Administration under FAR Part 77.  In the Northwest Mountain region, legislation addressing the marking, lighting and reporting of such towers has recently been passed in Montana, Idaho and Wyoming.  Such marking, lighting and reporting of METs significantly improves aviation safety.

Recognizing this, the National Transportation Safety Board weighed in last May, when it released a Safety Recommendation about the towers and how ideally they should be lit, marked and reported.  For those not familiar with METs, the Nebraska Aviation Trades Association has comprehensive MET information, along with an excellent five minute video.

Across the country, my fellow AOPA regional managers and I are working with aerial applicators and others to mitigate the impact of (METs) on aviation. In Colorado, through the initaitive of AOPA and the recently established Colorado General Aviation Alliance, discussions about legislation to require the marking and lighting of METs in the state began earlier this year.  At the CAAA convention in November, I had the opportunity to participate in a legislative forum led by State Represenative Jerry Sonnenberg, an AOPA member and active GA supporter from Sterling, who has agreed to sponsor a bill in the 2014 Colorado General Session addressing the hazards posed by METs. 

I thoroughly enjoyed my day with Colorado’s aerial applicators and learning more about this unique segment of general aviation.  I’m looking forward to collaborating with them and others to improve aviation safety in Colorado, and across the Northwest Mountain Region.  In fact, myself and AOPA are also already hard at work with our partners in Washington state on similar MET legislation in 2014, so stay tuned.

Oh, and the best part about hanging out with ag pilots?  Hands down, I think they have the best flying stories of any pilots I’ve encountered.  When was the last time you met a pilot who survived a mallard strike through the windscreen and into his chest at 140 knots while in a climbing turn at 50′ AGL?

 

 

 

Jenny returns to the “sky” in Fairbanks, 90 years later

Curtis Jenny, after assembly but prior to being suspended in the terminal at Fairbanks International Airport

Curtis Jenny, after assembly but prior to being suspended in the terminal at Fairbanks International Airport

In 1923, then school teacher Ben Eielson talked a group of Fairbanks businessmen into buying a Curtis JN-4D, a bi-winged aircraft commonly known as a Jenny.  Eielson proceeded to fly out of the local ball field, and soon demonstrated that an airplane could reduce the time it took to travel to remote mining camps from days—or even weeks—to hours.  Even with a larger engine, it remained an open cockpit airplane, without a heater, which is pretty limiting for a cold climate like the interior of Alaska.

As more capable planes became available, the Jenny was sidelined and donated to the University of Alaska Museum in the mid-1930’s.  It spent almost half a century in a warehouse, before being brought back to the public’s eye in 1981. At that time, it was fitted with a set of wings from a different type of aircraft, and suspended In the terminal at Fairbanks International Airport (FAI).  When the terminal was reconstructed a few years ago, the Jenny was taken down, and became the object of a restoration project that started in 2007.  Now, thanks to a volunteer effort by the Pioneer Air Museum, University of Alaska Fairbanks Aviation Technology Program and Experimental Aircraft Association’s Chapter 1129, the Jenny sports new wings, built from scratch, a fresh coat of paint, and is aloft again over the baggage claim in the new terminal at FAI.  The history of the airplane was recently summarized in a feature story in the Fairbanks Daily News-Miner. Another section of the paper recognized the team of volunteers who performed the restoration.

This airplane has earned its place in the history.  Jenny’s flooded the market after World War I, and in many respects jump started civil aviation.  It was affordable, and became a popular airplane for barn-storming, which is how much of the public was initially introduced to aviation. In Alaska, with fewer road-miles today than the state of New Hampshire, the Jenny showed the promise of aviation—even with its limited range and open cabin.  A fuel tank was designed and added to the upper wing to extend the range. A set of skis were fabricated to make it functional during the winter months—thus starting the Alaskan tradition of modifying aircraft to make them more suitable for our conditions. That tradition continues to this day.

An early aircraft repair and recovery on Wickersham Dome, northwest of Fairbanks. George King Collection, Archives, University of Alaska Fairbanks

An early aircraft repair and recovery operation on Wickersham Dome, northwest of Fairbanks. George King Collection, Archives, University of Alaska Fairbanks

A picture in the News-Miner article showing two Jenny’s on Wickersham Dome caught my eye.  In the mid-1920’s, Noel Wien was flying passengers to Livengood, a mining community fifty miles northwest of Fairbanks, when the water pump broke, causing Wien to make a forced landing.  In a landscape nominally covered with forest or boggy tundra, the top of Wickersham Dome was about the only place he thought he could attempt a precautionary landing, with any hope of avoiding major damage to the aircraft.  After getting the airplane on the ground, Wien and his two passengers walked the twenty-two miles to Olnes, the nearest mining camp, where they could use a phone to summon assistance.  Since this was after break-up in the spring, walking conditions were terrible.  It took them twenty hours to make the trek to Olnes.  After returning to Fairbanks, a second Jenny with the necessary parts and a mechanic was pressed into service to make the rescue.  On landing, a wheel was damaged on the second aircraft, but they had anticipated that possibility, and brought an extra wheel along. After making the necessary repairs, both airplanes took off successfully. This story is documented in Ira Harkey’s book, Noel Wien, Alaska Pioneer Bush Pilot.  In that time, before the gravel and paved runways we enjoy today, even the planned “landing fields” were hard on another part of the airplane–the propeller.  It was a common practice to have an extra prop tied on to the side of the aircraft to be used, if necessary, for the trip home.

Earlier this year Alaska celebrated the centennial of the first powered flight, which took place in Fairbanks on July 3rd, 1913.   The Jenny arrived in Fairbanks on July 1, 1923, almost exactly a decade after that first demonstration flight.  Even with its limitations, I think it is fair to say that the Jenny claimed the prize as the first aircraft in Fairbanks to show the commercial potential of “the aviation.”   Seeing the Jenny “fly” again is a fitting way to wrap up the Centennial of Flight in Alaska.

Operator Being Sought for Canton-Plymouth Mettetal Airport

Early this week, the Michigan Department of Transportation Office of Aeronautics sent out the following notification seeking parties interesting in the operation of Canton-Plymouth Mettetal Airport in southeastern Michigan.

Could this be your big break? Have a great aviation business or idea you’ve been thinking about!?  I encourage you to take a look at the request:

The Office of Aeronautics (AERO) is requesting your assistance to try and spread the word about a request being proposed for a public/private partnership for the development, maintenance, and operation of Canton-Plymouth Mettetal Airport (1D2).  AERO is soliciting responses to determine whether of not there is any interest or opportunities for a public/private partnership at Canton-Plymouth Mettetal Airport.  If there is sufficient interest it is the intention of AERO to use those responses to assist with the development of a request for proposal to be posted in the near future.  The current posting for the request can be found visiting the AERO home page (www.michigan.gov/aero) or by clicking HERE.  AERO will be accepting responses to this request until December 16 at 10:00am EST. Contact the Office of Aeronautics at 517-335-9568 with any questions.

MDOT would like to emphasize that responses to this request are not a guarantee of a contract nor is this request intended to be used for selection purposes.

 

Mat Su Traffic Working Group makes Recommendations

For the past two years a working group of industry and government stakeholders have looked at ways to reduce the risk of mid-air collisions in the Mat Su Valley. Initially the group listened to briefings from CFI’s, charter pilots, military users, Air Traffic Control, FAA Airports Division, Flight Service and others.  During the summer of 2012, AOPA conducted an online survey, which gathered feedback from over 500 pilots who fly in this airspace.  Communications ranked highest among the factors that pilots said contributed to unsafe situations when flying over the Mat Su.  Based on this information, the working group started work on a plan to simplify radio frequency usage in the area.  By April, 2013 two different scenarios were proposed, and taken back to the aviation community for review.  Starting with the Airmen’s Trade Show in May, numerous meetings were held with individual pilots, flight schools, air taxi operators as well as the government participants in the group.  Air Traffic Control staff members produced a set of radar tracks, showing traffic patterns that lead to modification of some of the initial boundaries.  At a meeting near the end of October, the working group selected a single alternative, and finalized an initial set of recommendations that will go to different parts of the FAA requesting changes in the guidance regarding CTAF frequency usage in this area.

 

Recommended "Area Frequency" zones for consideration by the FAA to simplify radio communication when not in contact with ATC.

Recommended “Area Frequency” zones for consideration by the FAA to simplify radio communication when not in contact with ATC.

Initial Recommendations
The group crafted four “Area Frequency” zones, where a single discrete VHF radio frequency would be recommended, when not in contact with ATC.  The accompanying image map shows the proposed frequency zones.  Within each area, individual airport CTAF frequencies would be changed to match, to eliminate conflicting guidance for aircraft flying in this airspace. The working group suggested making changes to some of the existing “area frequency” zones in Cook Inlet and around the Knik Glacier, to conform to the newly proposed zones.  Outside the defined zones, pilots would use the CTAF frequencies assigned to an individual airport, or the “default” 122.9 MHz frequency used for airports or landing areas without an assigned frequency.

Another recommendation is to create VFR reporting points for a number of “high traffic” areas identified by the working group, and confirmed by the 2012 user survey.  This would allow pilots not familiar with these sites to understand their proximity to areas that are heavily used (in some cases on a seasonal basis) but that aren’t charted as airports.

An additional recommendation is to clarify the language in the Aeronautical Information Manual (AIM), to recognize Area Frequency zones.  Pilots need to understand how they differ from conventional CTAF areas, which today the AIM defines as a 10 mile zone around an individual airport or landing area.

More work to come
With this initial set of recommendations completed, different parts of the FAA will have to go through their own internal process to change aeronautical charts, airport CTAF assignments, and guidance in other documents such as the Alaska Supplement.  Meanwhile the working group will continue to address other issues that need attention, such as the corridor along the Glenn Highway between Palmer and Anchorage, extending to the Kenai Peninsula.  Further work is needed to review and possibly revise the guidance to pilots on best operating practices in that area.

It will take months for the changes described above to be implemented by the FAA.  At this time these are only recommendations that are not in effect today.  The industry and government members of this team also agreed that a significant educational campaign will be needed when changes are made. Stay tuned as guidance is revised for more details in the months ahead. Meanwhile, keep your head on a swivel and be vigilant as you fly!

This update by Tom George, AOPA Alaska Regional Manager and Adam White, Government Affairs, Alaska Airmen’s Association

The Value of an Airport: Lake Hood Seaplane Base

Float planes line the shore at Lake Hood, in Anchorage, AK

Float planes line the shore at Lake Hood, in Anchorage, AK

Those of us lucky enough to fly airplanes know the value of an airport: priceless!  Some of our non-aviation friends and neighbors may not have the same warm, fuzzy feeling.  Across the country  population centers have expanded, and started to encroach on our airports—even though the airport has been there decades ahead of the subdivisions, schools, and other community infrastructure.  One of the tools the aviation community uses to help communicate the value an airport brings to the community is to quantify its economic benefits.  This was recently done for the seaplane base at Lake Hood.  And the numbers are impressive!

Based on a September, 2013 study, the Lake Hood Seaplane Base (LHD) is responsible for an overall economic impact estimated at $42 million for 2012.  Employment associated with the facility is estimated at 230 jobs during the same time period.  With approaching 800 aircraft based at the facility, Lake Hood not only supports a world-class crop of seaplanes, the 2,200 gravel runway is heavily used by a host of wheel planes. During the winter, many of the aircraft trade wheels and floats for skis, making good use of the lake surface after the water is firmly frozen.

Next time you look at the Lake Hood airport diagram, think "230 jobs and $42 million economic impact."

Next time you look at the Lake Hood airport diagram, think “230 jobs and $42 million economic impact.”

Like many other general aviation airports, Lake Hood is home to a variety of aviation related businesses: air taxis that take residents and tourists to remote locations, maintenance and repair facilities, flight schools, etc.  Government agencies base aircraft and maintenance facilities at LHD (state and federal), in addition to the Civil Air Patrol. Other aviation related tenants include the Alaska Airmen’s Association and the Alaska Aviation Museum.  Seasonally, the Iditarod Air Force uses the lake as a base of operations in support of the famous 1,049 mile race to Nome.

The recently released report, authored by the McDowell Group, acknowledges that there are additional economic benefits not captured in their study. Jobs and income associated with remote businesses that rely on Lake Hood operations are not included in their estimates.  The numbers also don’t take into account the jobs that result from capital projects, funded principally by the FAA. Those projects totaled almost $35 million over the past twenty years or so.  There were more than a few jobs and supplies purchased to make those improvements happen!

So in addition to the benefit we pilots get either from keeping our airplane at Lake Hood, or flying in for business or pleasure, the base adds a significant number of jobs and dollars to the economy of the local area. Don’t hesitate to point that out to your non-aviation friends and neighbors when they ask how the airport might matter to them.

Seeds of Inspiration

As the saying goes, there’s no place like home! Those who know me well know I am a native Mainer—or “MAINEiac” as we refer to ourselves and our 101st ANG Air Refueling Wing. While I currently reside in southern Massachusetts, Maine will forever be my home. In terms of my aviation upbringing, however, the Bay State afforded me my formal start in aviation as I embarked on the path that led me to today. After high school, I attended Bridgewater State College (now State University) in Mass and began flight training at the New Bedford Regional Airport, (EWB)—a fact that no doubt played into my family’s decision to return to the area when I became Regional Manager.

An important factor leading to my many aviation firsts in the Bay State was my childhood inspiration for learning to fly—back in the Pine Tree State. As I mentioned the 101st MAINEiacs ARW, like many enthusiasts I spent countless hours enjoying the sundry sights and sounds surrounding my local airport—which for me was the Bangor (said with an “OR” not “ER”) International Airport (BGR). At that time my uncle worked at a General Electric manufacturing plant in the industrial park adjacent to the airport. Aware of my passion for aviation, my family would bring me to sit at the picnic tables supplied by GE for plant workers, so I could watch the many aircraft—some unusual—making use of the 2-mile long runway to transit customs, top-off tanks, or practice touch-and-go’s. A few of my favorites were: The Concorde, Antonov AN-225, Panavia Tornado, Rockwell B-1 Lancer, Boeing E-3 Sentry, and a bevy of other military and civilian aircraft.

Why tell you this? Last weekend the Atlantic Aviators—the local chapter of Women In Aviation—held the Grand Opening and ribbon-cutting ceremony for their Aviation-themed Playground that now stands along the fence at the New Bedford Regional Airport. Situated between an active FBO and popular airport restaurant—prime airport property—this site could very well have been used for a revenue generating venture. A realist, the reality is this property has set vacant for longer than I’ve been in aviation. With that fact in mind, and no alternative plan in the works, why not use this unique community asset to plant seeds of inspiration and improve the airport’s image among residents?

Like most of you reading this blog, I was fortunate to have grown up in a time when rules were less strict, airport security less imposing, and maintaining interest in all things loud, fast, and seemingly dangerous was not only encouraged but used as motivational tool. I also happen to be from a non-aviation family. Today it seems increasingly difficult for kids from non-aviation families to find or push for those aviation opportunities available to them. The ceremony was particularly special for me as not only did I learn to fly from this airport, but my daughter can now come and enjoy many of the same sights and sounds I did growing up back home. Now she and other children have the opportunity to come out to the airport and be inspired by aviation just as I was—just as you were.

Eventually, my daughter will grow-up to have her own interests and aspirations of which I will support however varied and different they are from my own—except for boyfriends! Luckily, any exposure she has to aircraft and aviation at this young age will only strengthen the industry for tomorrow as she is less likely to fear aviation and more likely to support it, if only on ballot measures. There are likely countless other examples of similar inspirational efforts across the nation, alas so few ever gain the needed lift. So please, as we continue to celebrate this community achievement, seek out opportunities to assist those efforts nearest you—and then tell your Regional Manager about them so we can help tell the story.

Dare to dream—and dare others too! Read more about the Atlantic Aviators effort HERE

Seaplanes as a Disaster Response Tool? Absolutely!

DSC00010

Kenmore Air Beaver On Lake Washington During the October 27, 2013 ESRP Exercise

One of the most enjoyable aspects of my Regional Manager position with AOPA is meeting aviators who are passionate about flying, but also about using general aviation for their community’s wider benefit.  One such group that I’ve recently learned about is the Emergency Volunteer Air Corps, whose mission is to “promote and coordinate effective and useful additional General Aviation volunteer participation in emergency relief efforts, especially following disasters.”

In the Northwest Mountain region that I cover for AOPA, earthquakes are a significant potential natural disaster, as evidenced by the 2001 Nisqually earthquake in Seattle.  That quake injured 400 and resulted in signficant damage to highway and aviation infrastructure, including severe damage to the air traffic control tower at Seattle Tacoma International Airport (KSEA), and major airfield damage at Boeing Field/King County International (KBFI, where a large portion of the airport’s main runway was rendered unusable for weeks.

Recognizing the threat that earthquakes pose in this part of the country, a dedicated group of regional seaplane pilots that are part of EVAC have created an Emergency Seaplane Response Plan (ESRP), which aims to coordinate the response of trained seaplane pilots to a natural disaster such as an earthquake, which could render land-based emergency access such as roads and airports unusable.

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Disaster “victim” being unloaded from a Kenmore Air Otter During the ESRP Exercise

On October 27th, a group of dedicated and engaged Northwest seaplane pilots, coordinated by Sky Terry (what a great name!), EVAC’s Northwest Seaplane Regional Coordinator, converged on Lake Washington northeast of downtown Seattle for a full scale exercise of the ESRP to practice just such a scenario.  In this exercise, GA seaplane pilots actually transported casualties and supplies via seaplanes in a simulated “mass casualty incident” following a devasting earthquake in the Puget Sound.

While we tend to think that we will never be the victim of a horrible disaster or emergency, isn’t it comforting to know that our fellow GA pilots are ready to leap into action to help us in a time of need?  Unfortunately, many in non-aviation circles never know about programs like ESRP or EVAC or volunteers like Sky Terry until they’re needed.  In your community, please consider volunteering your time and aircraft, and be sure you share the story of those who do with a broader audience.

We know all the good GA does in our communities- let’s make sure everyone else does too.

 

 

Social Media in Central Southwest Region

In addition to several “friendly airports,” there are also quite a few airports, museums, and organizations in the Central Southwest Region (NM, TX, LA, OK, AR, KS, MO, NE, and IA) that are active in social media. Click on the link below to see the list I have compiled to date but I welcome any additional ones I may have missed.

Twitter and Facebook Accounts in Central Southwest Region

If you have a Twitter account, you can quickly follow all the “listings or Twitter accounts” (sorry, I don’t know the appropriate Twitter nomenclature) in your state by going to the regional Twitter profile (https://twitter.com/aopacentralsw) and clicking on “Lists.” Once you log in with your account information (if you are not logged in already), you will see a list for each of the state, titled “Aviation in New Mexico,” “Aviation in Texas,” and so forth. Rather than typing each one of the Twitter names from this blog, you can view them all very quickly on each of the lists and follow who you want.

Thanks to Jim Rivere from www.LaAviator.com (and AOPA Airport Support Network Volunteer for St. John the Baptist Parish Airport (1L0)), we now also have a list of Facebook pages for airports and aviation businesses in Louisiana. I have also been able to find a couple in Iowa.