GA Support Proclamations Go Local

As pilots and aircraft owners, all of us are acutely aware of the benefits of general aviation, not just to us, but to our local communities, our states and our nation. And as we all know, we do exceedingly well at talking with each other about these benefits, but what about the larger non-flying public?  How do we help them understand how important aviation is?

Many of us are familiar with statewide aviation appreciation proclamations or resolutions, formal actions taken by officials acknowledging the importance of aviation in their state, typically signed by a state’s Governor.  Each year, more Governors issue these proclamations, and through mid-June, nineteen Governors have issued such proclamations, five more than at the same time last year.

ID-Twin-Falls-Proclamation

Twin Falls, Idaho Aviation Appreciation Proclamation- June, 2014

Even more notable, however, is the proliferation of such aviation appreciation proclamations and resolutions at the local level, where we all know garnering support for our community airports can oftentimes be challenging.  So far in 2014, the AOPA-supported Alliance for Aviation Across America reports that 62 cities, counties and townships have issued aviation appreciation proclamations or resolutions.  Many times these proclamations come with great media coverage, which can of substantial value to aviation in local communties, making them valuble tools for promotiing your airport.

So as you and your fellow aviators work to educate your local community and non-flying public about the value of aviation and your airport, consider promoting a local aviation appreciation proclamation or resolution as an effective, no-cost way to accomplish that. The links above provide some great examples, and when it comes to such proclamations, there is no pride in authorship- all can be easily tailored to reflect the unique character of your community.

So if your local elected officials have not officially recognized the importance of aviation in your community, get out there and get one done!  And be sure to send a copy to asn@aopa.org if you do!

Emergency Response Up Close

In April, both the California Senate and Assembly passed resolutions in support of the second annual California Aviation Day.  Included in the five “Whereas” clauses of each resolution is the following, “Whereas, In addition to the general economic benefits they offer California’s communities, airports provide convenient and efficient access to remote portions of the State, essential health care services, emergency medical transport, emergency response, and overnight mail delivery.”  “Emergency response” being the point for today.

We live in Shasta County, California, which is predominately rural and mountainous.  Our city, Redding, is blessed with two public use airports.  Benton Field (O85), on the west side of town, is a general aviation facility which houses, among other things, the California Highway Patrol’s north state air wing.  Redding Municipal Airport (KRDD), on the southeast side of town, is the commercial service airport.  Among the many essential services located at KRDD is the U.S. Forest service fire base which also houses a CalFire base.

Shasta County is no stranger to wildfires, which emphasizes the critical importance of the fire bases at KRDD.  The September 2013 disastrous Clover Fire, about 10 miles south of Redding, ultimately consumed over 8,000 acres and nearly 200 structures.  So we’re sort of sensitive about these things around here.

On June 15 I had the opportunity to witness the airport’s emergency response value up close.  We live about two miles northwest of KRDD and in spite of many large trees between our home and the airport, we can often see aircraft approaching and departing the airport or in the pattern.  While enjoying what promised to be a quiet Father’s Day late afternoon on the patio, I heard a helicopter approaching and then saw the CHP helicopter passing over our home in the direction of the airport.  Nothing unusual about that.

Then things turned really unusual, with sirens blaring from several directions, all heading in the same direction.  As it turns out, a fire had started less than a mile north of the airport.  Moments later two CalFire S-2 tankers took off to the north and then turned south, both passing directly overhead.  Shortly later a spotter plane showed up circling high overhead.  And that was the start of what could have been a fun 45 minute air show, had it not been for the realization that someone’s property and possibly home was burning less than a mile away.  And as we saw in September, these things can get very big very quickly.

Ultimately the three CalFire aircraft, two helicopters, and 18 assorted fire vehicles controlled the blaze.  No 8,000 acres this time.  Had it been, I might not be sitting here writing this today.

The event brings renewed appreciation and meaning to a statement on an Aviation Day Resolution citing the importance of airports in emergency response.  Thanks to all the emergency response providers for all they do.

Practice Runways: A low-cost pilot proficiency tool

It is finally summer in Alaska. Salmon are running in the rivers, wild roses are blooming on the roadsides and paint marks are starting to appear on select gravel runways around the state. Paint marks? On gravel runways? Are you crazy? Only a little, but read on…

Threshold of the freshly painted "practice runway" on the Ski Strip at Fairbanks International Airport.

Threshold of the freshly painted “practice runway” on the Ski Strip at Fairbanks International Airport.

Last week a twelve-person crew armed with 5 gallons of white paint, a sprayer, couple of plywood templates and a bunch of enthusiasm, assembled to create two “practice runways” on the Ski Strip at Fairbanks International Airport. Each end of the gravel runway (named the Ski Strip, because that’s it’s winter occupation) now sports a 25 foot wide by 800 foot long “practice runway.” Delineated by white 2 x 4 foot white rectangles painted directly on the packed gravel surface every hundred feet, it simulates a narrow, short runway pilots are liable to be landing on at back-country airstrips or gravel bars. These landing areas, often surrounded by trees, with rough surfaces, provide access at their favorite hunting, fishing or camping spot. The practice runways don’t provide the full range of conditions encountered in the field, but are also without the consequences– if you don’t get down and stopped in the right place on the first try!

Airports and stakeholder working together
Often these projects are a collaborative effort between the airport owner and a volunteer group that teams up to paint the markings in the spring, after the runway has been graded and packed. At Fairbanks, AOPA Airport Support Volunteer Ron Dearborn put out a call for volunteers using General Aviation Association’s email list, which brought help not only from that group but also from members of the Alaska Airmen’s Association, Midnight Sun Chapter of the Ninety Nines. and the University of Alaska Fairbanks Aviation Program.

AOPA Airport Support Network Volunteer Ron Dearborn lining out tasks for painting the Ski Strip at Fairbanks International Airport.

AOPA Airport Support Network Volunteer Ron Dearborn lining out tasks for painting the Ski Strip at Fairbanks International Airport.

Previously established reference markers off the side of the runway make it easy to lay out markings for the paint crew.

Previously established reference markers off the side of the runway make it easy to lay out markings for the paint crew.

Plywood templates allow the paint crew to quickly leap frog from one mark to the next.

Plywood templates allow the paint crew to quickly leap frog from one mark to the next.

As soon as the NOTAM closing the Ski Strip went into effect, and after a safety briefing by airport operations staff, the crew took possession of the runway. They marked and painted the two practice runways in just under an hour. Assembling the crew and equipment, and cleaning up afterward took more time than actual painting itself. After the work was done, the group celebrated with baked goodies and beverages, before calling it a night. The Ski Strip stayed closed overnight to let the paint dry, but by the following day, airplanes were hard at it, doing stop-and-goes.

This is the fourth year that volunteers have worked with the airport operations staff to create this piece of infrastructure at Fairbanks, and other airports around the state. The practice runways have proven to be popular not only for super cub drivers, but with students just learning to fly and pilots of a wide range of aircraft wishing to calibrate their landing distances. Other airports that have received a “modification to standards” from the FAA to create practice runways on their gravel runways include: Goose Bay (Z40), Nenana (PANN), Palmer (PAAQ), Soldotna (PASX) and Wasilla (PAWS). I encourage you to use one of these practice strips and see how well you can hit the marks– and how much runway it takes to get stopped.

If your airport has a runway you think might be suitable for a practice runway, contact your airport manager to see if they are interested. The airport typically will need to coordinate with FAA Airports Division to approve a “modification to standards” which specifies how the runway may be marked. This is still a new program, only happening in Alaska. A guide has been developed based on experience from several seasons to help airports owners and volunteer groups figure out how to undertake a similar project. I encourage you to consider whether this program makes sense at your airport, as a small but positive way to influence aviation safety and proficiency.

It certainly makes it much more fun to get out and practice take off’s and landings!

SOUTH CAROLINA’S GOT IT GOIN’ ON

 

SCBC LogoI have represented AOPA in South Carolina for 30 years and have never ceased to be amazed at the general aviation energy in the Palmetto State. This past weekend I had the pleasure of enjoying an aviation tradition that I have somehow missed until now. It’s the incredible “South Carolina Breakfast Club”, a real southern breakfast, with everything, including grits, biscuits and gravy, great fellowship and flying! Every other Sunday since 1938 (that’s 76 years) pilots & aviation enthusiasts in and near South Carolina have met for breakfast. There are no dues and no meeting requirements! Breakfast costs about $6 – $10 a plate – its ready about 9AM and there is always plenty to eat. Fly in or drive to the airport, have a great breakfast and talk flying until your hearts content! Pilots or non-pilots it doesn’t matter… everyone’s welcomed!

The South Carolina Breakfast Club is led by President Gerald Ballard who has been visiting airports around South Carolina and a few surrounding states every other Sunday since 1938. He only missed events during World War II when fuel was not available. The SCBC has no dues — you join by attending your first one and the only rule is to “fly safe.” Gerald wasn’t at the one at Rock Hill (UZA) this past Sunday but Stoney Truitt made me feel right at home real quick. He even made me a

Stoney & Bob“Life Member”; gave me a patch to prove it as well as a nice gold SCBC pin and last year’s 75th anniversary patch. I suspect that everybody that attends for their first time gets the same but it was only me on Sunday. I’ll have them sewn on to my vest along with all that other stuff that proves I’m a real pilot.

Yes, there a lot of fly-in breakfasts going on in the South but this one is exceptional. It’s an established tradition, all year round, on Sunday mornings, every other week and it moves all over the state. Valerie Anderson is the current “historian”. She takes lots of pictures during each event, turns them into a nice video that is accessible on-line. You can check it out further at the SCBC website: www.flyscbc.com . The annual schedule of locations is right there. You ought to try and get to of these breakfasts sometime soon.

I moved on to Spartanburg after the breakfast club on Sunday to meet with the Spartanburg Pilot’s Association on Monday evening at Spartanburg’s Downtown Airport (SPA), the oldest airport in South Carolina. The SPA now boasts more than 70 members and there were two new ones who had just soloed recently there too. My gracious host was association President, Terry Connorton and I think everyone there was an AOPA member. Thanks! The Spartanburg Pilots Association was organized about two and one-half years ago and is clearly prospering. I was impressed by their busy activities schedule… lots of events to attend around the region and fly-outs to other airports. Terry said they would plan to arrange flying to our AOPA Southern Region Fly-In at St. Simons Island on November 8th. This local pilots association is a perfect example of one way we can make flying fun again. It establishes a nucleus where pilots can gather and feel welcomed to be around people with the same interest. The activities add even more enjoyment. And what a great place to bring friends to introduce them to flying! I began this blog by mentioning the extraordinary general aviation energy in South Carolina. These two examples are just the beginning. There is so much more: The Triple Tree Fly-In in September 3-7, 2014 – www.tripletreeaerodrome.com ; The Southeast Aviation Expo at Greenville Downtown Airport – September 26-27, 2014 – www.scaaonline.com/southeast-aviation-expo , the South Carolina Aviation Association’s Annual Conference, Feb. 11-13, 2015 – www.scaaonline.com/sample-page/scaa-annual-conference and more I am sure.

We could all learn something from the GA activities and energy in South Carolina. Fly over there sometime soon and enjoy some real Southern Hospitality.

Airport open house draws a crowd in Fairbanks

The opportunity to fly in a small plane, take an “inside the fence” tour of the airport, or to sit in the cockpit of a Boeing 727, drew quite a crowd to Fairbanks International Airport on May 17th.  This year’s edition of Fairbanks Aviation Day was blessed with good weather, and in spite of competition from a dozen competing community events, let approximately 2,000 members of the public experience different aspects of aviation.

ATC controllers coaching “pilots” waiting to “take off” on the mini-airport at Fairbanks Aviation Day. Photo by Ron Dearborn

ATC controllers coaching “pilots” waiting to “take off” on the mini-airport at Fairbanks Aviation Day. Photo by Ron Dearborn

The action started early on Saturday morning—at 7 a.m.—with a the traditional pancake feed, inside the University of Alaska Fairbanks/Community and Technical College Aviation Program hangar.  Almost immediately, families with kids eager to fly started to sign up for EAA Chapter 1129’s Young Eagles flights.  At 9 a.m. the event was in full swing with the Fairbanks ATC controllers operating a 70 by 30 ft. mini-airport, complete with real hold lines, taxiway and runway markings.  Kids, wearing orange vests with individual tail numbers were getting instructions from the “tower” to taxi, take off, and–after a trip around the pattern—cleared to land.  No runway incursions were reported during the 140 “airport operations” that took place during the day.  Meanwhile, exhibitors ranging from flight schools to airlines, military groups and the Alaska State Troopers visited with the crowd.

Future pilot inspecting the controls of a Zenith 750. Photo by Shari George

Future pilot inspecting the controls of a Zenith 750. Photo by Shari George

Outdoors, over two dozen aircraft were on display. These featured everything from old (1929 Travel Air on floats) to the newest aircraft (Jack Schnurr’s Zenith 750 made its first operational flight to participate in the event).  While some airplanes were used “just for fun,” many were working aircraft, which demonstrated some of the roles airplanes serve in a big state with few roads. Tasks included hauling fuel, medevac service, corporate travel, game surveys, forest fire initial attack, parcel delivery and everything in between.

Lining up to see the inside of a Boeing 727, donated to the University by FedEx.

Lining up to see the inside of a Boeing 727, donated to the University by FedEx.

 

Aircraft display viewed from the cockpit of the Boeing 727. Photo by Kevin Alexander

Aircraft display viewed from the cockpit of the Boeing 727. Photo by Wes Ford

 

 

 

 

 

 

Driving a rivet at the UAF/CTC Aviation Program demonstration. Photo by Shari George

Driving a rivet at the UAF/CTC Aviation Program demonstration. Photo by Shari George

Other popular activities included a tabletop flight simulator, courtesy of the Fairbanks FSDO, and a face painting/balloon art station.  Outside the hangar, the Airport Fire Department set up an air-filled slide, along with an impressive array of fire and rescue equipment.  Next to the hangar door, UAF operated a “riveting challenge” demonstration, where anyone could try their hand at driving rivets in a mock wing section.  Indoors, short “aviation sound bites” were going on—15 minute presentations on topics such as the history of the Fairbanks Jenny, air touring opportunities and destinations you could fly from the Fairbanks airport. Civil Air Patrol’s presentation included a two-minute video showing their cadet glider camp operated out of the Clear Airport each summer.  In short, there was something for all ages and interests during the day.

Who makes it happen?
Events like this don’t just spontaneously occur.  A committee of over a dozen people put countless hours of their time into planning this event.  Fairbanks Aviation Day is organized by the Airport Operator’s Council at Fairbanks International Airport.  Over two-dozen organizations sponsor the event by providing the cash, equipment and/or labor to share our passion for aviation with the public.

Sponsors of Fairbanks Aviation Day

Sponsors of Fairbanks Aviation Day

Results
And what did this accomplish? A segment of the public, most of whom don’t fly or work in an aviation field, got a look at something very different from the passenger terminal they normally associate with an airport.  Some went for a flight. Many more got to sit in the pilot’s seat of an aircraft on display.  They interacted with people in aviation businesses and groups that make up the fabric of general aviation.  The food they purchased, buying pancakes for breakfast, or burgers at lunch, brought in about $2,500 that will fund aviation scholarships or safety meetings.  Some of these people will be the next generation of pilots, mechanics, airport managers and air traffic controllers.   You could tell by the looks on their faces!

Valdez Fly In: True Alaska aviation

11 Years and counting. That is the track-record the Valdez Fly In and Air Show established, and continues to uphold.  Something over 275 aircraft from all over Alaska–and from at least as far away as Idaho–converged on the Valdez airport and turned it into a “happening” with tents, campers, families, food booths and a lot of fun.  Most of the aircraft were tail wheel models. Many were supercubs, with big tires, heavy duty landing gear, and other mods to adapt them for back country conditions.  Approximately 2,000 participants watched them perform over the weekend.

Airplanes parked on the ramp at Valdez on Friday night, with more to arrive when the wind dies down.

Airplanes parked on the ramp at Valdez on Friday night, with more to arrive when the wind dies down.

Situated at the end of a fjord, and surrounded by mountains, Valdez is known as the “Switzerland of Alaska” and on the clear days experienced during this year’s fly-in, you can see why.  Weather can be tricky, and this year it was wind that delayed some aircraft from arriving on schedule, cancelled the poker run and caused the STOL competition to get off to a late start.  But that didn’t keep the participants from exhibiting a typical ‘git-er-done’ attitude—which they did!

Paul Claus describes an experience during the off-airport and float plane panel discussion. Other panel members were the Ellis brothers (on the left), Vern Kingsford and Richard Wien (right side).

Paul Claus describes an experience during the off-airport panel discussion. Other presenters were the Ellis brothers (on the left), Vern Kingsford and Richard Wien (right side).

This event has a nice combination of activities for pilots, while at the same time entertaining and educating the public about aspects of general aviation.  Pilots soaked up a presentation by Brady Lane from EAA about how to capture aviation video footage, illustrated with some great examples.  A second pilot session tackled the topics of off-airport operations, and float flying.  A distinguished panel of pilots shared their experiences on these topics: the Ellis Brothers from Nebesna, Paul Claus from Ultima Thule Lodge in the Wrangell mountains, Vern Kingsford who teaches the art of float flying in Moose Pass, and Richard Wien who grew up flying in a pioneering aviation family in Fairbanks.  These aviation veterans had numerous practical tips to offer, and good stories to tell—with a standing room only audience that was hungry for more.

Spectators watching the STOL competition.

Spectators watching the STOL competition.

STOL Competition
Valdez is probably most famous for the Short Take-Off and Landing contest.  Four classes of aircraft compete to see who can make the combined shortest take-off and landing, with distances for each combined to compute a final score.  The full results are available on the show website, but the “Alternate Bush” class winner was Frank Knapp from Palmer, who

Repositioning Frank Knapp's aircraft, that made the shortest take-off and landing of the event.

Repositioning Frank Knapp’s aircraft, that made the shortest take-off and landing of the event.

flew his home-made “Cub X” with a take-off distance of 41 feet, and a landing of only 35 feet.  You had to see it in action. More like a mosquito coming in for a landing!  Knapp, from Palmer, won last year, but over the winter lost his plane to a hangar fire, and had to build a second plane from scratch, in only a few months.  If you want more information on this homebuilt aircraft, check out Brady Lane’s video.  Knapp is also involved in plans for a first ever STOL flight demonstration at Oshkosh this year.

In the “Bush” class (read here, super cubs), young Bobby Breeden from Sterling took that event with a 61 ft take off and 55 foot landing.  Beating his father, Bob Breeden, by only three feet!  A Cessna 170-B took the “Light Touring” class piloted by Shawn Holly of Soldotna, with a take off and landing of 104 and 115 ft respectively.  Finally, the “Heavy Touring” class went to a Helio Courier piloted by Michael Dietz from Big Lake, 118 and 124 foot t/o and landing.  In the “stranger than fiction” department, Chickaloon legislator—Representative Eric Feige—competed in the “Light Touring” class. Take off distance was 172 feet. Landing was 172 feet.  What was he flying? A Cessna 172.  At the banquet, master of ceremonies Joe Prax reported these results with the added quip—“If he’d been flying a C-150, he could have won.”

Aviation History
This year the Saturday night banquet moved from the airport to the Civic Center down town, overlooking the water front.  In addition to STOL results and a sit-down dinner, the audience was transported back the earliest days of Alaskan aviation. Richard Wien, son of pioneer aviator Noel Wien, showed pictures of the early day aircraft and pilots who established many aviation firsts, starting in the early 1920’s.  Richard has a vast collection of photographs, most taken by his father, which recorded some of the early “lessons learned”—like carrying a spare prop for the unexpected forced landing or soft field.

The crowd watches action on the flight line. Families with young children flocked to the event.

The crowd watches action on the flight line. Families with young children flocked to the event.

Bombs Away
Sunday saw a return to the flight line, with Scot Sexton performing an aerobatic routine, balsa wood airplane competitions and the flour bombing contest.  Chuck Miller, flying a WWII vintage Stinson L-13, took first place, placing his flour bomb within 21 feet of the target.  Another impressive demonstration was watching Paul Claus land his turbine Otter land in a few hundred feet, back up under engine power, and then taxi away. While the airplane was not fully loaded, it was carrying a thousand pounds of fuel on board.  By the end of the weekend the crowd had been well supplied with competitions, presentations, demonstrations and food, and ready to declare it another outstanding show of Alaskan aviation.

A big THANK YOU to all the people, businesses and organizations who planned and executed this outstanding event!

Mat Su Valley CTAF Frequencies Change on May 29th

Heads up for pilots who fly in the Matanuska-Susitna Valley. On May 29, 2014 a significant change takes place to the Common Traffic Advisory Frequencies (CTAFs) assigned north and west of Anchorage.  If you aren’t religious about buying new flight charts, or updating your GPS databases, plan to do so with this charting cycle, as approximately 78 airport CTAFs will change on that date.  In addition, 36 airports will have CTAFs assigned for the first time.  In total, FAA is sending letters to 178 airport owners notifying them of the CTAF assignment changes.  Goose Bay, Wolf Lake and Anderson Lake are just three of the airports whose CTAFs will change.  The new frequencies will be found on flight charts, in individual airport listings in the Alaska Supplement, along with a map in the Notices section that shows the “big picture” change taking place.

Background
In the summer of 2011, a number of mid-air collisions occurred in the Mat Su Valley, one with fatal results.  During the subsequent NTSB investigation, it appeared that both pilots involved in that accident had been using what they believed was the correct frequency for the location they were flying—but they were not communicating on the same frequency.  A working group with representation from industry and government was established that fall to look at the published guidance regarding CTAF usage.  Over the past two and a half years, the group methodically examined CTAF assignments, civil and military flight patterns, ATC infrastructure and the results of an AOPA pilot survey.  After agreeing that changes needed to be made, different scenarios for creating “area CTAFs” were evaluated and reviewed by seasoned pilots, commercial operators, flight instructors and pilots based at different area airports.  Like all good Alaska discussions, not everyone agreed with everything, but there was widespread support to reduce the complexity—and overlap—between CTAFs used at different airports and landing areas.  Last fall a set of recommendations was made to the FAA, elements of which will go into effect at the end of May.

New CTAF Areas defined
To eliminate the overlap from adjacent airport frequencies, the FAA is designating new “CTAF Areas” within which, all the airports will be on the same frequency. This concept is not new in Alaska, as the airspace over Denali National Park has had designated “mountain traffic advisory frequencies” for many years.  Cook Inlet and the Knik Glacier areas also have established CTAFs.  On May 29th, there will be four new CTAF area frequencies identified, to let pilots know what frequency to use, if they are not in contact with ATC or a Flight Service Station.  There are corresponding changes to the north boundary of the Cook Inlet CTAF area that become effective at this time.  A diagram showing these areas will be on page 399 of the Notices Section of the Alaska Supplement, however the information is also listed on the FAA’s website  www.faa.gov/go/flyalaska.

Depiction of the Mat Su CTAF Areas that go into effect May 29. Notice that the adjacent Cook Inlet CTAF Area to the sound also has a change in boundary

Depiction of the Mat Su CTAF Areas that go into effect May 29. Notice that the adjacent Cook Inlet CTAF Area, west of Anchorage, also has a change in boundary

How were boundaries selected?
The Mat Su Valley is a highly aviation oriented place. In addition to over 200 private and public airports in the FAA’s database, there are other landing areas (lakes, gravel bars and rivers) that are heavily used either seasonally or on a year-around basis.  The boundaries were designed, as much as possible, to avoid areas where traffic concentrated—along major rivers, at area airports, etc.  Consequently, the boundaries were offset from rivers and coast lines, recognizing that they are often used for navigation when weather is down.  Flight patterns in and out of area airports were also considered, and verified with ATC radar data. During the review process, numerous boundary revisions were made to minimize conflicts with existing flows of traffic along commonly used routes to popular locations.  Ultimately, the beauty of the airplane is that it can go anywhere—weather permitting—so no set of boundaries will meet everyone’s needs.  Hopefully assigning advisory frequencies to different areas will reduce some of the ambiguity experienced previously.

Hi Traffic areas are also depicted within the Mat Su CTAF Areas.  While some are popular airports, others are not shown on flight charts.

High Traffic areas are also depicted within the Mat Su CTAF Areas. While some are popular airports, others are not shown on flight charts.

High Traffic Locations
The working group also identified “high traffic” locations in the Mat Su Valley.  Many of these are airports that already appear on the charts, familiar to us all.  Others are popular lakes, rivers and gravel bars used during fishing season or to access recreational cabins.  These are also depicted on the CTAF Area diagram, along with their names, to let pilots know which CTAF frequency to use when operating to or near these locations.  We hope those locations not charted as airports will eventually become VFR waypoints that may be depicted on FAA flight charts.

Feedback Needed
Any significant change of this magnitude has the potential to solve some problems, and may cause others.  As a result, the working group set up a feedback mechanism to report problems or concerns.  A feedback form has been established on the Alaska Aviation Safety Foundation’s website so that pilots may report problems or ask questions, regarding this change of CTAF architecture.  www.aasfonline.org/feedback  Please let us know if you encounter problems that need to be addressed.  The working group will continue to address other areas, such as the Glenn Highway corridor between Anchorage and Palmer, to consider further refinements in the future.

What can I do?
This is a significant change, a long time in the making.  Please make sure to pick up the May 29th issues of flight charts, the Alaska Supplement, and update GPS databases.  Make it a point to check the CTAF of the place you are flying from and to-especially if you have gone there a hundred times before.  Talk about these changes with your friends and neighbors, to make sure they know about it.

This only works if we truly are all on the same frequency!

May 23rd Update:
Here are two additional documents to help “navigate” the changes to the Mat Su CTAFs.

Mat Su single-sided transition map This document is a single-sided map of the Mat Su CTAF Areas, which also has the high traffic areas combined.  The document size is 11 x 17 inches, in Adobe  PDF format, but may also be printed on 81/2 x 11 inch letter size paper.

 

MatSuValley Airports CTAF Listing  This document lists Mat Su Valley airports, seaplane bases and helipads, their identifiers and assigned CTAF frequency as of May 29, 2014.

Wisconsinites: Telling the Story of A Tax Change

Earlier this week, I had the privilege of speaking at the Wisconsin Aviation Conference in Rothschild. I was joined by Abe Weber from Outagamie County Regional Airport and Jeff Baum from Wisconsin Aviation to discuss the aircraft maintenance tax exemption passed earlier this year and the importance of national and state aviation groups working together to achieve their legislative priorities

But, as I mentioned to the group, advocating for the passage of a bill is only part of our responsibility when it comes to a tax policy change such as the reform in Wisconsin.  Telling the ‘on the ground’ story of the reform is absolutely critical — which is why AOPA has put together a brief survey to collect the impacts the tax exemption is having on the industry.  With the information collected from the survey, AOPA and the several Wisconsin aviation organizations can publicize how the tax reform is benefiting the state through job creation, stronger economic performance, and many other factors.

So, if you are a pilot, aviation business owner, or in any other way impacted by Senate Bill 348 which provides a complete sales tax exemption for the parts used for aircraft maintenance please take a moment to complete the survey and return it to me — I’d really appreciate it! Click on the link below to find the survey.

Wisconsin Aviation Maintenance Aircraft Tax Exemption Survey

Winging It: Where Alaska’s aviation system came from

A lot of my time is spent advocating for the aviation infrastructure that we count on to fly around Alaska.  Airports, nav aids, weather stations, Flight Service, weather cameras, etc. are all things that we use and often take for granted. But where did they come from?  If you are at all interested in that question, check out Jack Jefford’s book Winging It,  originally published in 1981, but more recently released in paperback.

winging it coverJack Jefford came to Alaska in the fall of 1937, to take a job flying for Hans Mirow in Nome.  Like many pilots of the time he learned to fly by shear persistence. Jefford kicked around the mid-west trying any way he could to make flying into a career—including a stint as a barn-stormer—before coming north.  Travel to and from Alaska at that time was by ship. Once arriving in Nome, the airplane was pressed into almost around-the-clock service transporting miners to the creeks for the short summer season.  Aviation was all by visual reference, when the weather allowed.  “City” airports were located at the larger communities like Fairbanks, Anchorage, Nome, Bethel. In-between, the airports literally were “fields” or gravel bars; frozen rivers, lakes and sea-ice in the winter months.

Pre-1940, radios were just starting to be installed in airplanes.  Not the VHF radios we know today, but HF radios initially requiring the pilot to learn Morse Code.  Even that was greatly appreciated, Jefford explains, when he crashed in the mountains east of Nome in severe winter conditions. The distress call he tapped out in code eventually brought local natives on dog teams to his rescue, ending his six day ordeal.

In the spring of 1940, Jefford made a change that corresponded with a huge growth spurt in aviation infrastructure development. He was hired by the Civil Aeronautics Authority (precursor to the FAA), as an Airways Flight Inspector just as the country was headed into World War II.  This was the start of his government career which “…would span thirty two years and over twenty thousand flying hours.” It put him in the cat-bird seat during the establishment of the initial airway structure that linked Alaska to Seattle, and connected the communities across the state.

The Japanese invading the Aleutian Islands certainly kicked military activity into high gear. A number of Jefford’s stories involve building the airports and airways down the chain.  The federal DLAND (Development of Landing Areas for National Defense) Program started in 1940, and poured $400 million into the development and improvement of military airfields across the nation.  Over two dozen airports in Alaska were constructed or improved under that program, many of which would later be turned over to the Territory (and eventually the State).  Jefford spent considerable time shuttling engineers and equipment between these construction projects.  Airstrips constructed under the DLAND program included King Salmon, Cordova, McGrath, Galena, Northway and Moses Point, to name a few.

At the same time, radio ranges to establish IFR airways were under construction.  These were low-frequency ranges that operated with dots and dashes to define the different “beams” leading to the station.

Not only did Jefford help site these facilities and transport the teams in to construct them, his job included flight checking and hauling the supplies to the technicians, specialists and families that staffed the network of facilities. Some of the most compelling stories center around rescue missions.

Old Illiamna Flight Service Station.

Old Illiamna Flight Service Station.

One memorable event took place on December 11, 1950.  The CAA manager at the Illiamna station, also a relatively new private pilot, crashed his Piper Clipper near the small community of Nondalton, on the shores of Lake Clark– badly injuring himself and his passenger.  The military flew a doctor to Illiamna, who was transported by dog sled to treat the injured pilot and passenger. He reported that the pilot was in critical condition, not stable enough for dog sled transport, and in need of air evacuation to Anchorage. Snow and icing, severe enough to force a military rescue helicopter to retreat, thwarted an earlier rescue attempt.  Departing from Anchorage in the FAA’s DC-3, Jefford encountered moderate icing as he crossed the Alaska Range but made the approach into Illiamna, which was reporting a 500 foot ceiling and less than a mile visibility. He managed to land and waited for conditions to improve.  Reports from the doctor advised that the injured pilot probably wouldn’t survive the night if he couldn’t get advanced medical attention.  After testing the snow cover on the unplowed crosswind runway at Illiamna in a truck, Jefford asked the residents of Nondalton to put out an array of gas lanterns on the lake ice in front of the village.  The flight crew calculated how many minutes they could fly the north leg of the low-frequency range before arriving at Nondalton, knowing that beyond were the peaks of the Alaska Range.  Jefford took off and flew the prescribed number minutes before being forced to circle back—without seeing any lights. On the second try he extended slightly, and just as he started his turn back, a crew member spotted the lanterns, allowing them to land on the unconsolidated snow. The deceleration in the unpacked snow made for a very short landing roll, requiring all of Jeffords talents to keep the Dug from nosing over.  After loading the patient and doctor, it took multiple attempts before they were able to get airborne, and make the trip back across the mountains to Anchorage.

This book is not a traditional biography, but was developed from many hours of tape-recorded stories Jefford told over a five year period.  It reads as though you were listening to the master story teller himself.  He and the CAA/FAA employees of that era transformed Alaskan aviation, allowing the development of more reliable service.  Low frequency airways gave way to VOR-based airways that are now the “legacy system” we are watching transition to space-based navigation.  Even though Alaska still has a sparse network of infrastructure in comparison to the lower-48 states, it is good to look back and appreciate what aviation was like in earlier times.  A big THANK YOU to Jack’s daughter Carmen Jefford Fisher, who with the assistance of her husband Mark and the late Cliff Cernick, made it possible for the rest of us to enjoy Jack Jefford’s stories—and have a greater appreciation for the men and women who developed aviation system we rely on today!

PAYING IT FORWARD

My interest in aviation education frequently leads to discussions with my peers about the current world of aviation education from our desire to introduce children at a very young age all the way through to career training in higher education. I should define my reference to a “peer” as, like I, someone whose career has “matured”. Add to that a feeling we share that motivates us to want to share some of what we have learned along the way. I think the current vernacular is called “paying it forward”. I especially enjoy talking to youngsters who are enamored with airplanes. I was, and still am, and they enjoy listening to someone who can tell them about flying in a way they can understand. Maybe having grandchildren helps me relate at their level, or possibly, I haven’t really grown up yet myself. I like the second one!

I can remember, like it was yesterday, flying jump-seat on a DC-3 at age 12 with a crew that were anxious to tell me as much about what was going on in that cockpit as I could absorb. I’m sure they have passed on now, but those guys really sunk the hook in me in those days. That’s why I got into aviation some 53 years ago. If only they knew what a great career and what a happy man they helped shape all those years ago.

I remember when I was in high school and at Embry-Riddle Aeronautical Institute in Miami. Some of the highlights of those learning experiences were visiting lecturers from business and industry who shared their knowledge with us. It was real world stuff that provided insight we weren’t getting from Teachers, Profs and books. I took notes like crazy and there weren’t even any tests afterwards. I don’t think we ever had a “visitor” who wasn’t enthusiastic about their career and that was contagious.

I’ve been talking recently with some friends who, like me, want to share what we can with those who aspire to a career in aviation. We don’t want to teach at the elementary or high school levels full-time but do enjoy an invitation to speak to those children on occasion. On the other hand, if there was an opportunity to teach at a college or university, that might be a different matter. What better place to help prepare those headed into the real world with some… “real world”. Sounds almost ideal… college students learn some useable information from those who lived, loved and learned it and they both share the satisfaction of having done it together.

But wait… there is a problem. Most of us with decades of real-world experience don’t have Master’s Degrees or Doctorates so we can’t qualify to teach at most colleges or universities. Why, you ask? Well it seems that “educators” have built a fence around their world that artfully excludes we, the perceived to be “under-educated”. Yes, I know about “Adjunct Professors”. Look up the word adjunct sometime and see if it doesn’t insult you a bit as an accomplished career professional. I must be careful now that this doesn’t turn into a rant.

So, if you agree that there is, in fact, a sadly under-resourced pool of knowledge among those of us “matured career” folks, lets come up with a way not to waste it.