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.

The Red Sox & the Yankees; American East – Aviation – Division

As I sit typing this blog on the day of the Red Sox season opener against the Baltimore Orioles—Eastern Region HQ (me) Vs AOPA HQ (colleagues)—I am reminded that competition is indeed a celebrated characteristic of American culture. By the very nature of our nation’s humble beginnings competition is, like in sports, ever present in business and in life.

New York’s aviation industry is credited with an annual economic impact of $4.5 Billion in state and local revenue and the source of 500,000 direct and indirect jobs (or 4.7% of the state’s workforce).  While these numbers are certainly eye catching, as an athlete and competitor, success is less about what is achieved and more about the relationship between ones achievements relative to one’s potential for an interval of time.

There’s an old adage that reigns particularly so for aviation industries in the Northeast where competition between states is compounded by our relatively small geography. That is, “If you are not taking steps to move forward, you are moving backwards.”  In other words, to simply maintain the status quo one must change and adapt.

I recently participated in a phone interview with an NBC news affiliate out of Buffalo regarding the New York Aviation Jobs Act (AJA – A.3677-B/S.273-B)—which is the industry’s sound bite to create jobs and boost revenues through the targeted elimination of a significant financial barrier to the purchase and operation of aircraft in New York.  A respected journalist in his region, I was unable to determine if he harbors personal angst with the legislation or if he is in fact an exceptionally talented devil’s advocate.  I would prefer the latter and of course offer him the benefit of any doubt.    One of his arguments opposing the AJA was a question of Northeastern state’s efforts to repeal targeted sales & use taxes as “a race to the bottom.”  If by bottom he meant the elimination of the associated tax, then I would issue an emphatic “YES!”  His angle (as I understood it) offers the cushy scenario in which the elimination of these exemptions would place states on an even keel and ultimately generate a guaranteed revenue stream for a state.  Within this conjured world I would again reply with an emphatic “YES”, followed by an even more emphatic BUT that world doesn’t exist..”  As some might view this parallel universe a stroke of genius in which big corporations continue to pay government large sums of money with no loopholes to line their deep pockets with additional dollar-signs, reality knows not all things are created equal.  The list of examples is endless so I’ll spare you my own interpretation and point to the first and most obvious of them; differing tax rates.

For fear it isn’t obvious, I’ll jump back to the blog’s title for a moment as I infused a historic Major League Baseball rivalry as a metaphor for competition among the states.  While my intent is always crystal clear in my mind, I am aware that the rhythmic ramble with which I preach results in an uncanny knack for skewing even the most focused minds.  I thank my Nanna for that talent! ;)

Not long after accepting this position I realized politics boils down to a matter of perception.  In New York, our plight has less to do with the economic importance of General Aviation as much as it does its economic potential.  With the annual economic figures as I previously tossed out, no one really disputes GA’s importance to New York—but—with any tax legislation there is a financial value attributed to revenue generated from a given proposal.  We tend to think of this value in terms of a “price tag”, and the value associated with the AJA is $13.4 Million.  Legislators must then weigh the value of these presumed guaranteed revenues against the economic potential, or opportunity for increased (or decreased) revenues.  In other words, an exemption like this one is really an investment and so becomes a case of getting legislators to “see the forest through the trees.”  AND while we have plenty of anecdotal evidence to support our case, the dynamics from upstate to downstate make for a unique challenge gaining support from the Assembly.

Basis for Change: Since 2002, NY has lost approximately 700 income generating aircraft.  Courtesy of our friends at the National Business Aviation Association (NBAA), we know the average business aircraft generates $1 Million in annual economic activity and 5 jobs.  So where did they all go? I should first point out for those of us who grew up in parts of New England outside of Massachusetts; the Boston Red Sox is considered New England’s baseball team; hence the fan-handle Red Sox Nation.  With the advance of targeted sales tax exemptions throughout Red Sox Nation, many of New York’s aircraft popped-out to airports just over the border.  Why you ask?  It is the generally accepted notion that corporations (as well as individuals) are in business to make money and so the competition of a free market society presents opportunity in the form of reduced expenses.  GA is by its very nature a mobile industry.  Given the simple reality that owner/operators can save hundreds of thousands of dollars (or more) basing their aircraft in neighboring states, they did just that.

The net result:If you build it, he will come” – Field of Dreams

Red Sox Nation realized that by creating a competitive financial atmosphere for aircraft, we would not only maintain those aircraft currently based here but pick up additional aircraft, each of which needs to bed-down (hangar/tie-down), purchase fuel, and requires various other services all of which—and most importantly—employs people.  These people earn salaries, their income is taxed and then whatever remains is spent on homes, groceries, entertainment, and so forth.  Over any interval of time, the potential for revenue generating transactions increases exponentially, which is all made possible (in this scenario) because of the economic engines that are state airport systems.

Comparison of Success:  Without breaking into the weeds, New York’s GA industry generates its $4.5billion & 500,000 jobs from its system of 130 public use airports.  Comparatively, the seat of Red Sox nation (Massachusetts) is credited with $4.3billion and 400,000 jobs from only 40 public use airports.  Now while the direct comparison of these states treads on apples and oranges, I am required to remind you that not all aircraft were created equal.  Instead let us consider another viewpoint.  According to the FAA, New York is currently host to 7,455 (based) aircraft at its airports.  Massachusetts, with one-third as many airports, is host to 3,664 aircraft.  The simple law of averages indicates the Red Sox’s have a batting average almost twice that (based on raw numbers alone) of its longtime rival.  So again, it is fair to conclude there is a correlation between the number of based aircraft and the associated success of a state’s aviation industry.

The Yankees are and continue to be a historically successful team, however, (as some fans like to gripe about an unlimited payroll) two-times as many airports offer considerably more economic potential than the neighboring system.  As such, my Red Sox continue to dominate the American East—Aviation—Division.  As we say in sports, there’s always tomorrow so fear not my Yankee friends and colleagues.  The Aviation Jobs Act is alive and well despite the final budget resolution released today (Monday, March 31st).  As the AJA awaits consideration in the Assembly Ways & Means Committee, your industry representatives (AOPA, NBAA, & NYAMA) are hard at work educating lawmakers and changing perceptions.  The opportunity to turn the tide is  ever only one-swing away and no fans know this better than those tuned into the fourth game of the 2004 ALCS between none other than the Red Sox and the Yankees.

Keep GA’s voice strong and join or renew today: http://www.aopa.org/Membership.aspx

FAA Upgrades Alaska Aircraft to National ADS-B Standard

It isn’t always best to be an early adopter of a new technology.  Aircraft owners in Alaska that participated in the FAA demonstration program to implement ADS-B were among the first in the nation to experience the benefits of this new technology. Today ADS-B has become a core element of NextGen.  But when the FAA finally approved a technical standard for NextGen, the prototype equipment didn’t meet that standard.  Now FAA is offering to upgrade those aircraft that were “early equippers” so they won’t be left behind.

ADS-B display showing traffic during the Capstone Demonstration Program

ADS-B display showing traffic during the Capstone Demonstration Program

Background
From 1999 to 2006, FAA conducted an operational demonstration program in Alaska to address some serious aviation safety issues.  Known as the Capstone Program, FAA used Alaska as a test bed to launch a new technology, Automatic Dependent Surveillance-Broadcast, better known as ADS-B.  This GPS-based system broadcasts (automatically) an aircraft’s location once a second, allowing another “equipped” aircraft to receive that information—a powerful tool for collision avoidance!

When within range of a ground radio, additional benefits become available.  Your aircraft position may be tracked by ATC, similar to what ATC radars do today—but with better accuracy in both time and space. If you fail to reach your destination, your ground track may speed search and rescue. But there is more… Ground stations allow aircraft to receive weather reports, NextRad weather radar and other information.  (If you are not familiar with ADS-B, AOPA has an online course which will walk you through the basics).

To obtain these benefits, the aircraft must be equipped.  In the course of the Capstone Program, FAA bought and installed the necessary equipment in about 400 aircraft in Alaska. Most of these aircraft operated commercially and were flying in the system on a daily basis, although some GA aircraft were included in the demonstration.  During this time, a few brave souls invested their own money and equipped their aircraft in order to receive the benefits of real-time traffic and weather in the cockpit.  Recognizing the benefits to aviation access and safety that this new technology represented, the Alaska Legislature adopted a low-interest loan program to help individuals and commercial operators (based in Alaska) to purchase and install this equipment in their aircraft.  The loan program continues today.

After the Capstone Program ended, a national standard for ADS-B avionics was adopted, however the original “demonstration” equipment no longer met the new standard.  To address this problem, FAA has launched a one-time project to upgrade the equipment installed in aircraft that were ADS-B equipped by November 30, 2013, to new “rule compliant” equipment. This includes not only the aircraft equipped by the FAA, but any Alaska-based aircraft that had invested in this technology prior to that date.  FAA has hired an installer who will be operating from different bases around the state on a defined schedule to make the upgrades.  Owners wishing to participate will be required to sign agreements, to have some equipment removed and new, rule-compliant avionics installed.  It may not be the way you wish to upgrade your airplane, but if you qualify, it would be worth checking with FAA to see if this upgrade program could work for you.  If you own an Alaska based aircraft equipped with Capstone-era equipment, contact the FAA Surveillance and Broadcast Services Program (907-790-7316 or jim.ctr.wright@faa.gov) to see if this helps upgrade your airplane!

Utah’s Airports- A Strong GA Focus

headerIf you’ve enjoyed the opportunity to hear AOPA CEO Mark Baker speak, you know that he is incredibly passionate about making airports fun and accessible, noting that “all things aviation begin at an airport”.  Last week, I had the opportunity to attend the Utah Airport Operators Association (UAOA) annual conference in beautiful St. George, where coincidentally, the theme was “Fun and Function at Your Airport”.  Mid-March is a fantastic time of the year to enjoy the beautiful red rocks of southwest Utah, especially while hearing about the great things Utah airports are doing that are precisely in line with the vision Mark and all of us at AOPA have for general aviation airports.

Utah’s system of 47 public use airports is somewhat unique in that all of them, including commercial service airports like Salt Lake City International, have significant general aviation presence.  As such, the UAOA conference is always a great gathering of passionate and engaged general aviation airport operators, many of whom are pilots or owners of small FBO’s charged with managing their local airport.

At the conference, which was attended by over 150 airport managers, consultants, FAA and Utah Aeronautics Division staff and others, I had the pleasure of making the opening presentation, providing the group with an overview of AOPA’s current state, regional and national advocacy efforts.  I also briefed attendees on AOPA’s efforts to grow GA activity and the pilot community, including our new Flying Club Initiative, and federal legislation streamlining third class medical certification requirements.

Over the two days of the conference, there were some phenomenal presentations about great things going on with GA in Utah.  Scott Weaver, the President of Leading Edge Aviation at the South Valley Airport (U42) in Salt Lake City gave an excellent briefing about their efforts to revitalize what had been a struggling and negative GA environment at U42.  Through monthly pilot breakfasts, dinners and seminars, along with a strong customer-service focus and partnership with the Salt Lake City Department of Airports(which owns U42), the folks at Leading Edge have generated a whole new level of excitement and engagement at the airport, and GA activity there is on the rebound.

In keeping with the “Fun and Function” at your airport theme, Tom Herbert from the Delta Airport (KDTA) gave an excellent presentation on their 2013 airport open house, which featured not just aviation events, but classic cars, races, kids events and other attractions designed to get the local community as well as pilots out to the airport.

ArrowPresentationforUAOA_PDF_Page_28

Historic Airmail Route Arrow in Bloomington Hills, St. George, UT

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Airmail route airway beacon/arrow configuration

But it wasn’t all business!  Former Logan/Cache County airport manager Bill Francis gave a fascinating presentation about the history of the original lighted airway beacons and concrete directional arrows that guided early airmail pilots across the west.  Many of these beacon sites and arrrows can still be found today, and Bill had some excellent historical photos and information, along with some great shots of how these arrows appear today.  If you enjoy aviation, hiking and the thrill of a search, these relics of a bygone era await your discovery across the west.

Just as airmail pilots of the past relied on airway beacons and arrows, every one of us today relies on an airport as we pursue our aviation aspirations.  And of course, airports rely on us pursuing those aspirations to remain vibrant and sustainable.  So if you’re not familiar with your state’s airport management association, learn a little bit more about them, and consider attending one of their events-  it a great way to further the dialouge and communications between GA users and the airports we use.

 

 

Arctic Winter Games: An International Fly-In to Fairbanks

Fairbanks is undergoing an international invasion—of a good sort.  Almost 2,000 athletes ages 13-23, from eight Arctic nation teams (nine, if you include the Alaska kids) have arrived to participate in the Arctic Winter Games 2014.  Think Olympics (on a smaller scale), to compete in games with others from across the circumpolar north.

What caught my attention was how the international participants got to Fairbanks.  Not exactly general aviation—but by a series of charter flights from all over the Arctic.  The aircraft are one or another model of the Boeing 737, with a couple Airbus 320 or 330’s thrown in for good measure.  After studying the planned schedules, I decided to try and figure out where these planes were coming from, so turned to Google Earth, and below is my best approximation of where the flights came from, and roughly how they got to Fairbanks International Airport.

Approximate map of routes bringing almost 2,000 athletes to Fairbanks for Arctic Winter Games 2014

Approximate map of routes bringing almost 2,000 athletes to Fairbanks for Arctic Winter Games 2014

For the past three days, these aircraft have converged on Fairbanks to bring the participants together for a week-long set of games, ranging from snowshoe based biathlon’s, skiing, and dog mushing to indoor events like curling, soccer and traditional native games.  Much more than an athletic event, Arctic Winter Games has brought people across the arctic together since 1970, when the first games were held in Yellowknife. A total of 500 people participated in that event, which included athletes, coaches and supporters.

Fairbanks will see another flurry of air traffic on March 21, when the return migration occurs.  Airplane watchers will have an opportunity to see aircraft with paint jobs seldom seen in these parts (Air Greenland, Flair Air, Air Yamal, etc.) as they arrive to take the AWG participants home.  Hopefully taking with them new insights and inspiration after a week of rubbing shoulders with people from other circumpolar countries!

University of Michigan Flyers Fly It Forward

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As you may have seen on various aviation websites, March 3 through March 9 was Women in Aviation Worldwide Week and I was honored to help celebrate it with the University of Michigan Flying Club at the Ann Arbor Municipal Airport. Almost 100 children, invited by Michigan Flyer’s members Anne Greenberg, Kathryn Robine, and Amelia Jayne, appeared through the snowy streets outside the Airport on March 7.  The students were given the opportunity to hear about aerodynamics, airplane systems, careers in aviation, and were able to sit at the controls at Michigan Flyer’s new Cessna Skycatcher and 172 in addition to a Piper Archer provided by yours truly thanks to my flying club Mang Aero Club based at the nearby Willow Run Airport.

Since the weather has been unusually harsh here in the Great Lakes, it was great to see some activity, both of current pilots and of the visiting students at the airport — many of which were so surprised at how easily they could get into an airport and fly off in an aviation career.

I can’t say enough good things about Michigan Flyers and the team that put together such a great event!

Students visit Ann Arbor Municipal Airport

 

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Michigan Flyers member and CFI Joe Morabito describes his previous airline career and what it takes to become a pilot.

 

 

 

 

 

 

 

Alaska Directory of Youth Aviation Education Programs

Youth participating in an airport "traffic pattern" event, under ATC supervision.

Youth participating in an airport “traffic pattern” activity, under ATC supervision.

Do you know a kid who is interested in aviation?  Whether it’s one of your own, a neighbor or someone you met along the way—knowing the programs that are available in your community might help the next generation of pilots, mechanics, air traffic controller or airport managers get their start.  With that in mind, AOPA in Alaska has started a directory of pre-college aviation programs to help connect kids with different aspects of aviation.  They range from classes in middle or high schools, to “build a plane” projects, to a tour program at the Alaska Aviation Museum at Lake Hood.  The Civil Air Patrol has cadet programs in a dozen communities across the state, which are all listed, including a person to contact and the day and time they meet.  Two schools have actual pilot training programs, where a student could end up with a private pilot’s license!

Start something new
I hope this listing of programs will encourage educators or interested parent who might be thinking about starting a ground-school class in their high school, or an after-school aviation club to take that first step. Using the directory, they can find out who is already engaged a similar activity and contact them for ideas on how to get started.

Be proactive!  As an individual, or as part of a local aviation group, find out what youth programs are active in your area, and offer to help. Consider providing (or being) a guest speaker, setting up a Young Eagles flight event, or organizing a visit to an aviation facility.  If someone has an airplane they want to donate for a build-a-plane project, look for a youth group interested in participating.

AV8RS icon path-coverAlso listed in the directory are some of the resources that AOPA has to offer, such as the free-online AV8RS Program for young people aged 13-18.  Teachers may be interested in the PATH Handbook—Pilots and Teachers Handbook—that helps integrate math, science, physics, history and technology using general aviation examples.

The inspiration for starting this project came from my counterpart Yasmina Platt, AOPA Regional Manager for the Central Southwest Region, who developed a similar directory covering the nine states she serves.  If you would like to see what kinds of middle and high school programs are available in her part of the country (New Mexico, Texas, Louisiana, Oklahoma, Arkansas, Kansas, Missouri, Nebraska and Iowa), have a look: http://blog.aopa.org/vfr/wp-content/uploads/2013/12/Listing-of-Pre-College-Aviation-Programs.pdf.  There may be ideas worth borrowing.  Each program’s website is included, as well as a personal contact.  Kudos to Yasmina for assembling this document, which prompted me to do a similar thing for Alaska.

This is just the start of this directory. I hope to find other programs that are not yet listed.  If you know of a youth program not included in the directory, just let me know. Please include contact information so I can invite them to participate. Or forward a copy to someone involved in the program, and invite them to contact me directly.  Over the months and years ahead, I hope to see a lot more entries added to the list!

Alaska Flight Service adds InReach to satellite tracking program

A little over a year ago Flight Service offered a new service to Alaskan pilots, allowing them to incorporate satellite tracking devices into their VFR flight plans.  Named eSRS for Enhanced Special Reporting Service, pilots sign up for (or update) a Master Flight Plan to identify the satellite tracking device they use, and obtain contact information so that a distress signal will be received by FSS—along with your GPS location. (For a more complete description of the service see http://blog.aopa.org/vfr/?p=396)

The Delorme InReach has been added to the list of satellite devices used by the Alaska FSS to receive distress messages.

The Delorme InReach has been added to the list of satellite devices used by the Alaska FSS to receive distress messages.

While this was initially restricted to SPOT and Spidertracks devices, starting on March 10, 2014, FAA has added Delorme InReach to the list of supported devices.  The InReach has some features worth noting.  Its purchase price, in the $300 range, is attractive.  Like the other devices in this class, the user has to subscribe to a messaging or tracking service—which ranges between $10 – $25 per month.  Flight Service has already been paid for— so no added cost there.  And they operate 24/7, with someone always on duty to receive a distress call.  FSS already knows your aircraft type, number of people on board and other detail from your flight plan, and is poised to expedite getting help on the way during an emergency. Add to that the GPS coordinates with your location. This service could take hours off the time required to summon help, when you need it the most!

The InReach has some attractive features in addition to price.  It uses the Iridium satellite constellation, which provides excellent coverage in Alaska.  The unit also supports two-way texting, so in addition sending a HELP message, you may be able to communicate with rescuers to let them know exactly what assistance is needed. It is portable and can go with you outside the airplane.  The only down side, from an aviation perspective, is that it lacks the automatic tracking feature used in the Spidertracks system, which automatically sends a distress in an emergency—even if the unit is destroyed in the crash. That is a powerful feature that trumps a 406 MHz ELT, from my perspective.

AOPA and the Alaska Airmen have worked closely with the FAA in support of this service.  In a little over a year’s time 55 pilots have signed up and, almost 1,000 flights have been conducted under the program.  Hopefully more people will consider participating with the addition of the InReach unit to the program.  For more details on eSRS and information on how to sign up, see: http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/systemops/fs/alaskan/alaska/esrs-ak/