state aviation Journal
Issue No. 4 November/December 2009
Air Tour Industry:
State Focus
Growth Biggest Challenge
Aviation in Arizona
W illenborg L eads N ew A eron autics D ivision in M assachusetts
Vermont Lt. Governor Brian Dubie Bringing People Together to Promote Aviation
T TE EA AM M U UP P w wiitth h
S Stta atte e A Av viia attiio on n J Jo ou ur rn na all
E-Magazine Web Page Business Directory Weekly Skybriefs
Advertise with us! Contact us at jenine@stateaviationjournal.com and we will send you our advertising rates.
Looking toward the F U T U R E The Colorado Department of Transportation and the Division of Aeronautics is dedicated to provide the best multi-modal transportation system for Colorado that most effectively moves people, goods, and information. 76 Public-Use Airports 12 Mountain Pass Automated Weather Stations Next Generation Mountain Radar Coverage Innovative Research and Development Programs Self-Sufficient Grant Funding Source
Colorado Division of Aeronautics 5126 Front Range Parkway • Watkins, CO 80137 • 303.261.4418 www.colorado-aeronautics.org
FEATURES Former Virginia Director Making an Impact in Texas 8 Lt. Governor Brian Dubie: Working for Aviation’s Future 12 Air Tour Industry: Growth Biggest Challenge 16 Agricultural Aviation: Part III 42
On the cover: The cover illustration of Lt. Governor Brian Dubie of Vermont was provided by Phoenix, Arizona artist, Ron Thomas. We look forward to seeing more from Mr. Thomas in future issues.
State Aviation Journal Publisher/Editor/Photography Kim J Stevens Graphic Design/Photography Andrew Stevens Business Manager/Layout Design Advertising
Jenine Johnson Kate Steele
Contributing Writers Geoff Bing Andrea Brennan Beth Flynn Lara Jackson Ariadyn Hansen Gary Ness Dick Wienberg Columnists Chuck Howe Nel Stubbs
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NOVEMBER/DECEMBER 2009
Special Focus: Arizona Aviation 23 Phoenix-Mesa Gateway Airport 24 AviaEd/SSi - Reaching World Markets 26 Grand Canyon National Park Airport 28 Copperstate 2009 30 Barclay Dick ...A Conversation with the Former Director 36
COMMENTARY From the Publisher...Aerospace States Association 6 A Matter of Tax... Gotcha States 21 Environmental Corner... Airport De-Icing Operations 40 Stop Fogging Up My Windows 18 Wind Shear and Safety 20
DEPARTMENTS Legislation Kansas Congressman Tiahrt on Jobs Bill 10 State Officials in the News
New Minnesota Director “Takes Challenges Head On!” 7 Willenborg at the Helm in Massachusetts Transition 14
November/December 2009 STATE AVIATION JOURNAL
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he t m o r F ublish e r P
Aerospace States Association
I
first became familiar with the Aerospace States Association (ASA) as Director of the Nebraska Department of Aeronautics back in the 1990s. ASA has been around since 1989 and incorporated in 1991. The organization at its core is built around a membership of the nation’s Lt. Governors or their appointees. Membership also includes representatives from the aviation and aerospace industry and academia. Dr. Brent Bowen, the former director of the Aviation Institute at the University of Nebraska at Omaha, was the first to expose me to ASA and encouraged me to become involved. I asked Nebraska Lt. Governor Kim Robak to appoint me as an alternate delegate to ASA which she graciously did in 1998. Dr. Bowen believed very strongly in the partnership between state government and the university system and we worked together on a number of initiatives including the Nebraska Space Grant Consortium. ASA, in my estimation, has become a much stronger organization in recent years, due to the efforts of the current ASA Chair, Lt. Governor Brian Dubie, whom we feature in this issue. I know there is some controversy within some state aviation circles, but based on my limited participation with ASA and conversations I’ve had with others, I believe there is a genuine passion on behalf of Mr. Dubie and the delegates to accomplish the goal of ASA, which is to rally America to improve U.S. global aviation/aerospace competitiveness. Today, more than ever, organizations need to support each other and work together to move those initiatives that share a common thread forward. One such thread is the Real World DePage 6 STATE AVIATION JOURNAL www.stateaviationjournal.com
sign Challenge, supported and promoted by both ASA (see Dubie story on page 12) and the National Association of State Aviation Officials (NASAO). Victor Bird, NASAO Chairman, has identified Real World Design as one of his priorities (see Victor Bird story in the October 2009 Special Edition of SAJ). He believes he can influence directors to challenge their states to get involved in this competition. Benjamin Franklin was quoted as saying, “We must all hang together, or assuredly, we shall all hang separately.” I’m not suggesting the noose is around our neck, but we may well be in line for the gallows. We desperately need strong leadership from all of our aviation and aerospace organizations, including the men and women that make up their ranks. Collectively, we face some big challenges out there. Parochial and state interests are fine, but let’s consider the big picture and our national interests as well. Dr. Bowen had the right idea back in Nebraska when he encouraged my involvement in ASA. I think he saw the wisdom of the state aviation organizations, the universities and aviation industry working together for our future. Henry Ford said, “Coming together is a beginning. Keeping together is progress. Working together is success.”
New Minnesota Director Takes Challenges Head On
E
By Lara Jackson
ver since he was a small boy, Chris Roy has been communication and teamwork. …That experience taught me that engineering/technical issues are only a small part of the project… fascinated by flight. “Being named the Aviation Director at the Minnesota Depart- Without focusing on communications, partnerships, and relationment of Transportation [MDOT] has been like a dream come true ships a sound engineering solution might not succeed.” And partnership is on Roy’s mind – he is developing a marbecause I have loved flight my entire life,” stated Chris Roy. New to the position, Roy joins the Office of Aeronautics at a keting campaign, spreading the word about the importance of the difficult time, not only for the aviation industry, but for the country aviation industry, not only in the state of Minnesota, but the entire as a whole, “Minnesota is feeling the effects of the national eco- country. Through this campaign, Roy plans on working with all nomic downturn, which has negatively impacted most in the avia- modes of transportation to show how each depend and rely upon each other because some modes are more prevalent than others tion community,” explains Roy. Even though this is a difficult climate for the state and the depending upon the region of the state. “We [MDOT] want to increase the general public’s view of aviation industry, Roy has decided to take on these challenges head on. Having been with MDOT since 1992, Roy has used his aviation and its many uses – without it life could not be the way it knowledge and experience working with other modes of transpor- is. I want to increase the awareness of the aviation industry’s core tation to develop strategies and meet the challenges the aviation values,” explained Roy. Roy and his staff are turning to technology to improve aviaindustry faces in Minnesota and throughout the country. According to Roy, “Meeting the needs of the aviation commu- tion in Minnesota including studying social media networking sites nity, while dealing with budget reductions and increased costs is as a communication device and creating a PowerPoint presentation that focuses on the value of local always challenging….We [MDOT] airports to communities – airport ofcontinue to look for ways to ficials can use this, or a modified verstreamline processes and expension, as they speak to civic groups, ditures while maintaining a high elected officials and other stakeholdlevel of service and quality for our er groups. customers.” The Office of Aeronautics is conRoy has had to face challengtinually making improvements to the es before while holding previous state’s airports and navigational aids MDOT positions. Two projects Roy to further enhance safety, security is most proud of before becoming and usability. Roy also noted a conAviation Director were the rebuildsultant has been contracted to create ing of Highway 36, which included a new, economic calendar for individthe closing of the highway for five ual airports, which will improve and months, but won America’s Transupdate a tool currently being used on portation Award in 2008 and the the MDOT web site. Traffic Restoration Program after “We are always seeking input the collapse of the I-35W Bridge from the aviation community to asin Minneapolis on August 1, 2007. sure the safety and usability of all the “Within the operations of the public use airports and navigational projects I was responsible for aids throughout Minnesota….Their budgetary controls and technical ideas and suggestions…keep the oversight,” explained Roy, “I saw continual improvement process in it as my responsibility to listen to motion,” said Roy. people involved with the projects as well as those affected by the projects and to handle their concerns and problems. I value clear Chris Roy November/December 2009 STATE AVIATION JOURNAL
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Wiegand Draws on Virginia Experience to Foster Growth cKinney
By Ariadyn Hansen
K
en Wiegand’s experience in dealing with the aviation industry is surely not to go unnoticed. Wiegand has been involved in aviation for over 40 years, ranging in everything from politics to manning major airport capital projects. Wiegand is currently the Executive Director of the McKinney Airport Development Corporation located in McKinney, Texas. However, Texas has not always been home for Wiegand. He resided in Virginia where he was Director of the Virginia Department of Aviation. Wiegand said he is still learning to this day, but said he has a broad-based experience and healthy respect for the politics associated with airports. “I developed a good understanding of how federal and state programs of financial assistance to airports work,” Wiegand explained, looking back at his time in Virginia. “I have a firm understanding of the state, local and federal roles in developing a national system of airports; and I have a fairly good understanding of airport funding programs, i.e., what’s eligible and what isn’t.” Wiegand describes the difference between his role in Virginia to his role now in Texas as, “two different worlds.” Wiegand said he simply reversed roles. “In Virginia I was involved in developing a 68-airport system and responsible for allocating trust fund money to airports,” Wiegand said. “In Texas I oversee the development of a single airport and chase the trust fund money for airports.” During his time in Virginia, Wiegand reported directly to the Secretary of Transportation. “Knowing and working for the taxpayers of Virginia and led by the likes of Governors George Allen and Jim Gilmore; and Secretaries of Transportation Rob Martinez and Shirley Yabara, was a wonderful experience,” Wiegand said. “I discovered myself while exposed to the incredible opportunities and challenges afforded me.” Page 8 STATE AVIATION JOURNAL www.stateaviationjournal.com
at M
While in Virginia, Wiegand had broad authority and control of Virginia’s program of financial assistance to airports. His agency made recommendations to the Virginia Aviation Board for the allocation of state aviation funds. Wiegand also had oversight in the development of the Commonwealth’s aviation system with 59 general aviation and nine commercial airports, where they provided technical, administrative and financial assistance. “Virginia’s aviation programs were very successful,” Wiegand said, “and cited as one of the top six in the nation.” During his career, Wiegand was a part of one of the most senior aviation organizations in the United States, the National Association of State Aviation Officials, also known as NASAO. Wiegand believes he was fortunate to join the organization at a time of transition. “The Association needed leadership, increased funding and a face lift,” Wiegand said. That was when NASAO hired Henry Ogrodzinski or Henry “O” and, according to Wiegand, he was able to bring the organization together. “He re-established the NASAO organization as the predecessor to FAA, the oldest of the aviation advocacy organiKen Wiegand zations,” Wiegand said, “and an organization that could garner the support of 52 governors to pass legislation and weigh-in on important industry issues.” Wiegand’s over all opinion of NASAO is precisely this: Short on funds, high on intellect and very fortunate to have Henry “O” at its helm. “My association with the organization was one of the best over-all experiences of my civil aviation career,” Wiegand said. Wiegand was also directly involved with a hand full of other state officials and NASAO staff in increasing the state apportionment funding amount from 12% to 15%, and finally to 20%, which is what it is at today.
“I learned a great deal from my peers,” Wiegand said, “we were exposed to one another’s state aviation programs and we worked together on common causes.” Some may wonder why Wiegand decided to make the move from Virginia to the Dallas-Fort Worth area. In 2001, Governor Mark Warner was elected in Virginia and Wiegand predicted Warner would want his own team. “I suspected there would be a house cleaning with the new administration,” Wiegand said, “so I began a job search six months before the election.” Which is how he found his place in McKinney making Wiegand a self-professed “political refugee.” It didn’t take long for Wiegand to make a name for himself in the Dallas area. He is currently the Chairman of the Technical Advisory Committee for a General Aviation Airport and Heliport System Study being conducted by the North Central Texas Council of Governments. He serves on the Texas Aviation Committee Board of Directors as airport manager and actively serves as a member of the 2011 Super Bowl Aviation Action Team representing the McKinney Airport. In his present position, Wiegand reports to the McKinney Airport Development Corporation (MADC) Board of Directors who are appointed by the McKinney City Council. The MADC has authority to operate, maintain, develop, market and promote the airport by a written management agreement with the city council. Wiegand said the corporation was formed to remove the politics of airports as a routine responsibility of council and to develop the airport’s business base. “A wise move that I believe will pay huge benefits in the very near future,” Wiegand said. According to Wiegand, the MADC is currently looking for ways to increase revenue producing capability and doing some serious planning while being at the mid-point of a $72 million, multi-year, capital development program. Since 2002, Wiegand has also contributed to numerous airport capital projects. One of the biggest in 2004 was a project that included the construction of three taxi lanes to allow aircraft access to existing hangars and pad sites for future hangar development. “These taxi lanes opened up about 150 acres for aviation development,” Wiegand said. The project also included widening between the taxiway and runway to accommodate larger aircraft and a major pavement rehabilitation project which Wiegand adds, took four years to plan and fund, but only 30 days to construct. “On time and under budget,” Wiegand said.
Although both projects have been completed, Wiegand and his team are now prepared to begin the construction of a new 90foot FAA contract tower which will eventually be home to a team of private air traffic controllers. “The new facility will allow us to introduce modern, state-of-the-art-equipment,” Wiegand said, “and give the controllers a clear view of the planned new runway.” Another large project is the $56 million Replacement Runway project now in its fifth year. The project is planned to be funded over six years by four funding sources on a carefully coordinated funding schedule. KSA Engineers is designing the project and, according to Wiegand, are doing a great job at doing so. “It is a very large and costly project for a GA airport our size,” Wiegand said. “It requires constant attention and will provide many challenges over its eight-year project life time.” Other accomplishments include: conducting a comprehensive regional airport master plan update; and a comprehensive Federal Noise Study to determine that the airport did not have significant noise issues and helped enhance community relationships with the airport. Those are just to name a few. When Wiegand has free time in between projects like those aforementioned, he enjoys doing some projects of his own including home maintenance and improvement, and building wooden model boats. He also enjoys spontaneous weekend road trips with his wife, Donna. “Our most memorable are last minute trips,” Wiegand said, “I mean jump up from the couch, pack a bag, grab the dog and leave road trips.” Wiegand and Donna have two sons, Chris and Doug, who are both married with children and reside in Arizona and Cincinnati. As for leaving Dallas, Wiegand wants to leave that decision to his “tough, army wife”, Donna, who has followed him around the country for 39 years. “If a relocation is in our future, she will decide when and where,” Wiegand said, “so I’ve been told anyway.” From the looks of his past accomplishments and projects in store, it seems like Texas is the right place to be for the highly respected aviation veteran.
November/December 2009 STATE AVIATION JOURNAL
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Consumers to Benefit From Jobs Act
By Lara Jackson
A
s with most industries in 2009, the aviation industry has been impacted by the economic downturn this
year as well. In an effort to boost general aviation aircraft sales, U.S. Congressman Todd Tiahrt (R-Kansas) introduced the General Aviation Jobs Act into the U.S. House of Representatives on October 15, 2009. If passed, this bill would extend the current bonus depreciation allowance for non-commercial aircraft property for another two years. According to Tiahrt, “This [the bill] gives the consumer the opportunity to write-off more of the aircraft on their taxes immediately, therefore giving the tax payer an immediate tax advantage.” The General Aviation Jobs Act, or H.R. 3844, would extend the 50% bonus depreciation for two years and lessen the tax life of non-commercial aircraft from five to three years. For a three-year property, plus the 50% bonus depreciation in the first year, the tax consequence would look like this: Year One: 50% + (50% x 33.33%) = 67% tax write-off Year Two: (50% x 44.45%)=22.2% tax write-off Year Three: (50% x 14.81%) = 7% tax write-off Year Four: (50% x 7.41%) = 4% tax write-off Tiahrt originally developed this bill and the accelerated depreciation schedule after talking to Kansas residents after the aviation industry took a hit after September 11, 2001. The bill was seen as a tax advantage and there was noticeable cash flow in 2003 after the adoption of this bill. Also, according to an October 15, 2009 press release, “This language [the bill] produced immediate economic benefits within Sedgwick County [Kansas] by jump-starting sales in the aircraft industry.” Tiahrt further explains that six days after the original bill was passed, a Cessna salesman told him that this [the bill] was a good idea and he experienced a boost in sales. The General Aviation Jobs Act not only is designed as a tax break to consumers, but it is hoped the Act will assist manufacturers whom have been affected by the economic downturn and create more of a demand for its products, which, in turn, will create more jobs. The recession has affected every industry and this downturn creates a “domino effect”. Airplane parts are manufactured in all 48 states of the continental United States, thus the lack of manufacturing and jobs is widespread. “American businesses are the real force behind economic stimulus, and we need to use every available tool to help workers and businesses succeed…the General Aviation Act …will extend Page 10 STATE AVIATION JOURNAL www.stateaviationjournal.com
proven accelerated depreciation provisions to create more favorable opportunities for sales,” explains Tiahrt in a recent press release Tiahrt also has a more personal reason for creating this act. Having grown up in Wichita, he developed a fascination and a love for aircraft. Wichita is the home of McConnell Air Base and Sheppard Air Force Base, as well as, a Boeing facility located in the city. Tiahrt’s father flew in the World War II Army Corps and Tiahrt himself worked at Boeing for 14 years.
Congressman Todd Tiahrt (R-Kansas)
November/December 2009 STATE AVIATION JOURNAL
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ASA Chair Stresses Preparation for Future of Aviation
By Andrea Brennan
V
ermont Lieutenant Governor, Brian Dubie, has a vi- Alaska, Dubie added, “the most important street in a rural town is sion for the future of aviation and aerospace tech- not Main Street, but the airport runway.” As the Lieutenant Governor, Dubie said, he can bring people nology. As an active military and civilian pilot, businessman, lawtogether, such as state governors, the Secretary of Education maker, and Chair of the Aerospace States Association, Dubie has and the U.S. Department of Labor, to advocate for solumany perspectives of the short and long-term issues factions that will create jobs in aviation. At the state ing aviation and aerospace. The aerospace industry, level, these solutions have included Vermont he said, needs to grow by using the latest techsales tax restructuring that provides fair apnology, and parents and educators should plication of tax laws; this has resulted, be developing students’ interest in career Dubie said, in more jobs within fixed fields vital to sustaining a top-tier workbase operations and maintenance, force. such as at Mansfield Heliflight in The U.S. economy, Dubie sugMilton. gested, might be adversely affectIn his role as chairman of ed if its education system does not ASA, Dubie provides a focal produce enough students and point—aviation—for the disgraduates adept in engineering parate groups to create opand math. “Up to 70,000 jobs portunities. Officials in other might go offshore,” he warned, states “contact me directly “there are not enough trained to expand aerospace in engineers in the U.S. to take their states,” Dubie exthose jobs.” Dubie cited a plained, “and I can constatistic from a White House nect them with other lieuCouncil of Economic Advitenant governors.” Over sors report which stated that 40 states are represented aerospace careers are in the in ASA by either the lieutop five fields. “There are tenant governor or an apgreat jobs in this sector,” he pointed official. Thirteen of emphasized. Business opthose lieutenant governors portunities using “green” techchair ASA subcommittees, nology will need bright minds including general aviation, to develop the full potential for space exploration and eduthose products; the U.S. aerocation. ASA also participates space industry needs every adin issue-specific coalitions vantage to continue to succeed in such as the New York and New a competitive world market where Jersey Port Authority-led Nationprofit margins are thin. al Alliance to Advance NextGen. Dubie points out that in many states, aviation is not just a vital contribEngineering Challenges Encourage utor to the economy, but also a key transLearning Opportunities portation link, which is why it is important to Dubie is determined to prevent the sustain the industry with a qualified workforce. aerospace technology talent shortfall he preFor example, in his home state of Vermont dicted. Part of the solution, he suggested, is commercial aviation contributes nearly $2 Bilmore emphasis on a science, technology, lion in economic activity, including $700 Million Lt. Governor Brian Dubie (VT) engineering and math (STEM) curriculum in revenues at small airports. In states such as Page 12 STATE AVIATION JOURNAL www.stateaviationjournal.com
in middle and high schools. He has been working with Vermont Governor, Jim Douglas and Vermont Education Commissioner, Armando Vilaseca, to introduce key outreach ideas in Vermont, many of which have taken hold and grown. One of those fledgling programs is the Real World Design Challenge. The competition, targeting middle and high school students interested in STEM subjects, presents a problem from an engineering company, a concrete and finite problem that needs a solution. For example, the first challenge students worked on was optimizing an aircraft wing design for better fuel efficiency; this year’s challenge is to design and optimize a business jet tail for a specified cruise condition. Teams are motivated by the knowledge that they are working on a relevant deliverable that is specified by the design owners; other competitions, such as U.S. First, also foster teamwork and creative problem solving, but do not work on real-world products. With Dubie’s promotion and commitment to the Real World Design Challenge, Vermont was one of the first ten states involved in the competition when it began in 2008 and 18 states are now participating. Dubie expects the program to expand to at least 25 states by 2010 and become a nationwide headliner competition in the next few years. More importantly, he is championing the integration of the tools and engineering teamwork concepts into school curricula. Currently the program meets after school and is a voluntary effort. Dubie explains that by making the Challenge part of school, teachers could become adept at working with the problem-solving materials and can more effectively mentor students. Perhaps, he suggested, industry can sponsor aerospace engineering and computer training. One relationship that comes to Dubie’s mind is the work cooperative between the University of Vermont-Montpelier and corporations such as General ElectricRutland. Dubie strives to encourage students to pursue educational and career opportunities in aviation and related fields. He shares his personal experiences with students to encourage their interest in STEM subjects. “Some kids are excited to meet an F-16 and commercial pilot,” Dubie pointed out. “A lot of moms call for advice when their kids want to be pilots.” A workforce educated in STEM subjects has opportunities in aerospace and in other career disciplines. “Technology can be used for environmental purposes, ” Dubie said. He provides two examples of companies in his home state of Vermont using aerospace engineering research to reduce pollution. The first, Clean Earth Technology, uses a system similar to one developed for NASA to find fuel in water and determine where polluted groundwater sites are located. The second, MicroStrain Inc., creates components that track damage on helicopters using energy-harvesting wireless sensors. Because he is also an active pilot, flying an MD-80 for American Airlines, Dubie has had the opportunity to directly experience the issues facing aviation. Dubie’s military service as a Colonel in
the Air National Guard included a tour in Iraq, during which Dubie realized that U.S. security requires a diminishing dependence upon fossil fuels shipped from nations that are sometimes hostile. This is one reason why Dubie’s priorities include promoting NextGen, where technology and creative innovation can improve aircraft fuel efficiency, reduce air traffic congestion and noise, and make flying safer and more secure. For example, the UVM-GE cooperative helped develop titanium aluminide low-pressure turbine blades for the newest GEnx jet engine. GE is expanding its plant to build the blades. The new manufacturing plant will bring 1,200 engineering jobs to Vermont. However, the blades might help lower air transportation costs and reduce pollution, and the engine could reduce fuel consumption by 20 percent and emit 20 percent fewer gases. Dubie plans to continue his outreach through the organizations to which he belongs. In addition to his role in ASA, Dubie is involved with the Vermont Aerospace and Aviation Association and the Aerospace Industries Association. He is participating in the U.S. Department of Labor Aerospace Workforce Development Working Group which has awarded scholarships to engineering students. He is also promoting research and development of propulsion technology at NASA to the U.S. Administration, and sent a letter to President Obama supporting research and development. Dubie maintains a head-spinning schedule. He meets his obligations as the Lieutenant Governor by working in the capitol, Montpelier, Tuesday through Friday and then flies for American Airlines on the weekend. In seven years, Dubie proudly emphasizes, he has missed only two days in the Vermont legislature. Even with everything on Dubie’s public agenda, he still lives in his hometown, Burlington, with his wife and four children. He enjoys working with his siblings who also reside in Vermont. His brother, Major General Michael Dubie, is Vermont’s Adjutant General and is also a pilot for a major airline. The brothers have flown together in the past and Dubie enjoys the opportunity to “hang out with [his] brother” in their roles serving Vermont. Another brother, Mark, is his partner producing maple syrup. On October 1, Dubie announced his candidacy for the 2010 Vermont governor’s race. He said he would continue to advocate for Vermont aviation and business as governor. For the Vermont native who has championed aviation in myriad ways, it would be another platform to promote aerospace technology and opportunities.
November/December 2009 STATE AVIATION JOURNAL
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Ae ron a u t ics Administrator
Welcomes
Massachusetts Transportation Transition By Beth Flynn
C
hris Willenborg, Administrator for the newly created Massachusetts Aeronautics Division, believes the recent transition in Massachusetts will result in very positive outcomes, including having one organization focus on transportation. As part of his Transportation and Economic Security Plan, Massachusetts Governor, Deval Patrick, signed a new transportation reform bill into law on June 26, 2009 which became effective on November 1, 2009. This new bill created four new divisions under the newly developed Massachusetts Department of Transportation (MassDOT): a registry of motor vehicles division, a mass transit division, a highway division and an aeronautics division. As a result of the creation of the Aeronautics Division, the Massachusetts Aeronautics Commission (MAC) was eliminated and the division relocated to the Massachusetts Port (MassPort) offices at the Boston Logan Airport. Willenborg explains this relocation “allows for the Commonwealth’s aviation expertise and resources to work together at one location.” In addition to the benefit of having these resources and expertise in one location, it “encourages one unified transportation system working collaboratively on the Commonwealth’s transportation needs,” said Willenborg. As a result of this bill, different transportation organizations will have more opportunities to work together on projects, allowing them to partner up with other state agencies when available. The new Aeronautics Division maintains the same regulatory responsibilities as MAC, including the continuation of MAC’s mission: ‘To promote aviation while establishing and maintaining a safe, efficient airport system to meet the current and future air transportation and economic needs of the Commonwealth of Massachusetts.’ The bill also created a board of five appointed members, including two transportation finance experts, two planners and one civil engineer. Only three of these members may come from one party. The Administrator of Aeronautics position was also created to oversee the Aeronautics Division; Willenborg was appointed to this position on November 2, 2009, one day after the date Jeffrey Mullan began his position as the Secretary of Transportation and CEO of MassDOT. The Secretary is responsible for appointing administrators for each division under MassDOT.
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Chris Willenborg “The major challenge facing the Aeronautics Division is ensuring the opportunity of public outreach on aviation issues throughout the Commonwealth,” said Willenborg. “When the Board was eliminated on November 1, 2009, it became important for the Aeronautics Division to host regularly scheduled meetings across the Commonwealth to allow the general public, airport managers and aviation enthusiasts the public forum to express their opinions regarding aviation issues in the Commonwealth.” “The major concern I have for the aviation industry is the continued criticism of general aviation and small airports by the national press and numerous federal and state legislators,” said Willenborg. “It is imperative that all aviation enthusiasts involved
in general aviation continue to promote the benefits of our industry to local, state and federal legislators and the general public.” Another challenge facing the Aeronautics Division is the current economy, both nationwide and locally in Massachusetts. “It is critically important to continue to invest in our airport and aviation infrastructure, especially during these though fiscal times,” said Willenborg. “Many of our construction and planning projects assist in stimulating the economy with new jobs and economic development.” Having navigated through the transition, Willenborg described the process as daunting. He says they have been very busy, dedicating a significant amount of time and effort into this transition and able to stay on schedule with no major setbacks. There were 20-25 subcommittees working together and they maintained great communication, insuring everyone was informed with the most up-to-date information. Willenborg had set two goals for himself during the transition: for the transition to be seamless for their customers and employees; and to present the new MassDOT Board with an updated Standard Operating Procedures Manual for the Aeronautics Division. “My past experience as an airport manager has definitely helped me in my current position,” said Willenborg. When he was an airport manager, Willenborg worked for an Airport Commission and the Mayor as a City Department Head, where he collaborated with local, state and federal legislators; similar to the tasks with MAC. In this position, Willenborg established relationships
with the FAA and other governmental agencies, some of whom he continues to work with today. In addition, community outreach played an important role, just as it does with his position as Administrator. Willenborg received a Bachelor of Science in Aviation Business Administration from Embry-Riddle in 1992. He interned with Orange Municipal Airport (ORE) and served as the Assistant Airport Operator at Montauk Airport (MTP). He held numerous positions at Morristown Municipal Airport (MMU) including Operations Coordinator, Airport Operations Manager, Airport Facilities Manger and Projects, and Grants Coordinator. He then served as the Airport Manager for Westfield-Barnes Airport (BAF) before taking the Executive Director position with MAC. In his free time, he spends time with his wife, Taryn, and two children, Luke and Amelia.
For more information on MassDOT visit http://www.massdot. state.ma.us/Aeronautics/
Administrator Chris Willenborg (left) with Aeronautics Division staff. November/December 2009 STATE AVIATION JOURNAL
Page 15
Air Tours: Growth, not Economy,
Biggest Challenge
S
By Andrea Brennan
ome of the most scenic areas of the United States are best viewed from the air, sitting in the passenger seat of a plane or helicopter, flying over locations such as the Grand Canyon or the Hawaiian Islands. Who hasn’t thought about snapping a photo when passing over these incredible vistas? Mike Halpin, manager of the Grand Canyon National Park Airport, observes that air tours are the biggest segment of air traffic at that airport. The popularity of air tours may have even resisted the pull of the economic downturn. However, as the industry grows, operators and aviation officials are determining how to serve tourists and the public while being responsible and respectful of air and ground environments. Taking a scenic air tour around a landmark is easy for tourists. The flights are limited to a small number of passengers,
Brian Brusa, VP Maverick Aviation
carry-on weight is restricted to a small bag or backpack, and a tour usually takes no longer than an hour. In fact, said Brian Brusa, Vice-President of Maverick Aviation, the biggest problem for tourists is selecting the 30-minute tour or the more expensive 50-minute tour. The long tour is more popular than the short tour, Brusa said, and “a lot of people finish the [lower-priced] short tour wishing they had taken the long tour.” Some lucky tourists flew with Marcia Williams in her Cessna 210: “We did some additional maneuvers on the flight up through Sedona rocks at 45 degrees of bank to give passengers a thrill,” she recalled of her days working for a tour company. Air tours appeal to a wide spectrum of people, from “daycation” locals—“we see a lot of same-day drive-up traffic from Phoenix,” Brusa pointed out—to growing interest from European Union (EU) visitors taking advantage of a favorable exchange rate. “We see many foreign tourists,” said Halpin. Perhaps that is why the recession of the past year has not had a big impact on tour operators such as Maverick. The air tour company, owned and operated by Greg and Brenda Rochna, began 13 years ago with one helicopter and will grow to 34 helicopters at three bases of operation by the end of 2009. “Last year we grew at a really good pace,” Brusa said. Halpin observed that the economy plus the H1N1 flu concern caused a drop off in tourism in 2009, but “during peak season, traffic is steady.” Barry Brayer, manager of the Federal Aviation Administration Special Programs Staff, Western-Pacific Region, concluded that “2008, in fact, appeared to
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Barry Brayer, FAA be a fairly good year for the operators flying tours of the Grand Canyon in terms of the number of operations conducted.” With the growth of the air tour industry, the National Parks Service (NPS) and the FAA established the National Parks Overflights Advisory Group (NPOAG) in 2001. The NPOAG was formed to provide continuing advice and counsel with respect to commercial air tour operations over and near national parks and is working with NASAO, tribal nations such as the Hualapai near the Grand Canyon, and operators. Halpin points to the cooperation between ground and air operators to transport tourists from nearby cities to the airport for air tours and then to the park and surrounding hotels, which helps the park by reducing vehicle congestion. One goal is to maintain a manageable number of aircraft in the touring area. At Grand Canyon National Park, said Brayer, operators have an annual allocation of air tour operations they are allowed to conduct within the Special Flight Rules Area airspace over and around the park. According to Brusa, however, the allocation could limit a company’s growth. “Last year we were up against the 5,440 cap and had
Maverick helicopters at the Grand Canyon.
to purchase 2,000 operations or we would have had to close our doors in late September,” he said. The FAA also works with the National Parks Service to develop Air Tour Management Plans for operators flying within the boundaries of a park; this gives affected parties in the air and on the ground an opportunity to consider and mitigate the effect of congestion and noise. For example, said Brusa, Maverick Aviation upgraded its entire helicopter fleet to the Eurocopter EC-130 ECO-Star, which uses quiet tail rotor technology. The company is also in a working group that is exploring noise and the scheduled times of flights. Another goal for air tour operators is to maintain safe and secure skies. Williams explained that for her this included altitude restrictions, such as not flying below the rim of the Grand Canyon, calculating the performance of the aircraft given the high density altitude and weight of the aircraft, and frequently broadcasting the aircraft’s position over the canyon with respect to landmarks. Brusa touts Maverick’s helicopters that use redundant hydraulic and
fuel systems. Brayer acknowledges a changing perception of air tours with respect to safety. “Over the last ten years, the FAA has begun to recognize there is a significant component of the air tour operation that could arguably be considered more entertainment than transportation, a distinction that introduces a whole new array of safety concerns and is vastly different compared to a pure transportation operation,” he stated. As a result, Brayer said, the FAA recently established the National Air Tour Safety Office to study the unique safety attributes within the air tour environment and will be working with experts at the federal, state and local levels to understand the impact on safety when operating in a variety of air tour environments. In the recent past, the FAA, NPS, tribal nations and air tour operators have cooperated to improve air tour processes. In the near-term future, these collaborators might further regulate and manage the industry. For example, in 2007, Brayer explained, the FAA issued Part 136 that created a separate rule for air tour operations. In 2008, the FAA developed the Hawaii Air
Tour Common Procedures Manual in part as a result of feedback received from local state officials. The FAA has proposed reauthorization legislation, Brayer said, that might contain provisions from the specifications and manual that would affect commercial air tour operations. The FAA regularly attends meetings of the National Association of State Aviation Officials (NASAO), Brayer noted, and requests feedback pertaining to regulations, policy, and guidance that could or has affected officials’ states. Also, he added, “the FAA and NPS are also jointly funding additional research to better understand the human response to noise in naturally quiet areas, such as national parks.” The future also seems positive, yet uncertain, for air tour operators such as Maverick. The company purchased AirStar Helicopter Tours in 2005 and has expanded that fleet from three to eight helicopters to explore the south rim of the Grand Canyon. Brusa said he would like to see a long-term resolution to the allocation of operations issue that affect his operations, but he foresees a rebound in visitation at the national parks. “We haven’t pulled back our salespeople from the EU,” he said.
November/December 2009 STATE AVIATION JOURNAL
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STOP Fogging Up My Windows
I
guess I’m one of the most fortunate pilots around. I’ve lived both on the east coast and in the west. That opens up an awful lot of beautiful scenery. Non-pilots have no idea what they’re missing in the scenery department. Let’s review some of the spectacular scenic places that I’ve flow over: Flying the length of Monument Valley in Utah at 1,000 feet is pretty high on my list. I could swear that I once saw John Wayne hobbling along on a horse. We had four people in the plane and I swear 300 pictures were taken (God bless the digital camera). The colors and towering pillars of stone were unequalled. So, we flew from north to south and on the return trip, to avoid a duplication of scenery, I made a right turn and flew back over Lake Powel again at 1,000 feet. Holy mackerel, that was almost as good as Monument Valley. I always say that Lake Powel is one of the west’s safely guarded secrets. You mention it to folks that have never been there and they usually say, “You seen one lake, you seen them all.” Lake Powel and the surrounding shoreline give you a feeling like you’re on another planet. You would never think that there is anything like that in this world. As you fly over the lake you notice little tributaries that branch off to the left and Page 18 STATE AVIATION JOURNAL www.stateaviationjournal.com
By Dick Wienberg
right with walls of stone on each side of each tributary that go up hundreds of feet. The best part is, there isn’t anyone else there (guarded secret). There is one problem with Lake Powel. The heat! From May 1st through the end of October, you experience 100+ degrees, sometimes 110+ degrees. But in a plane, you’re king! Visibilities out west are usually 100 miles or more and frequently more than 200 miles. Coastal pilots will insinuate that you’re a liar when you mention that. Oh sure, we pay the toll when the heat makes it bumpy as a cob in the afternoon. The gem of the west is the Grand Canyon. The first time I flew over the canyon I couldn’t believe what I was seeing. The colors - the spectacle – the size, are all unbelievable. The airspace in and over the canyon is convoluted. Anyone that wants to fly over the canyon and not mess with the airspace restrictions has to remain above 14,000 feet. The airspace inside the canyon is reserved for commercial sightseeing flights. I guess they stay below the rim (I say ‘guess’ because I’ve never seen any of them). Above the rims of the Canyon there are VFR (Visual Flight Rule) corridors roughly four miles wide. Each corridor has a few GPS waypoints that I’d recommend you load into your GPS. Trying to
remain in one on those four mile wide corridors without a GPS can be done, but you’ll be so busy, you’ll probably miss all the scenery. To abide with the airspace restrictions, you are required to maintain a different altitude, depending on your direction of flight. The scary part is that same question keeps popping into your head – “Where do I set this thing down if the engine quits?” I once had two adults in the rear of the plane who where so overwhelmed they kept fogging up the windows. I had to open some vents, even though it was quite chilly at that altitude. A typical trip from Denver to Las Vegas brings you over about five different National Parks. During a trip over Moab, in Utah, I passed over a uranium mine and the waste pools were all different vivid colors – WOW! Not much to see flying over southern California because of the haze and smoke. The other coast is a slightly different story. Niagara Falls is quite memorable. Southern Maine is quite neat, and the magnetic variation runs about 25 degrees and then if you get too close to Mount Katahdin, you’ll find out the hard way, like I did, that it is a giant ball of loadstone (magnet). I don’t care who you are or how much experience you have; it’ll do a number on your head. You’ll try to figure out how you got in the middle of the Bermuda Triangle in the middle of Maine. While we’re over New England, try to time your flight during the “Fall Foliage Event.” If the sequence of rain and frost during the evenings are just right, the colors get so bright and vivid; it’ll knock your socks off. Out here in Colorado, people praise the turning of all the leaves to yel-
low in late September. I usually smirk behind my hand and politely agree with them. Of course there’s one of my favorites, the VFR corridor on the Hudson River. I’ve written about this a number of times and last month, again after the helicopter / Cherokee mid-air. I won’t comment on the accident that should have not happened if the pilots were looking out the windows like they should have been. I will say that it is an eye-opening experience at 1,100 feet above the River. At one point, you pass the Statue of Liberty a few hundred feet lower than you and just west of your course. Then there’s the USS Intrepid with all the static displays for the tourists. The Manhattan sky-scrapers are just a mile or so off your wing. Pre-9/11, you would experience the World Trade Center that towered well above your 1,100 altitude. Now that was a sight! Make sure your pilot is paying attention for traffic because there is a fair amount of planes etc. driving up and down the river. I hope the Feds don’t regulate that corridor to death and make it unattainable in the future. America has some real neat things to see from the air. Folks in automobiles only see what is within a half mile from the road they are on. In the air, you see it all and beyond. I’ve only touched on a few areas that I never get tired of flying over. Europe is pretty and historic, but they don’t even come close to what we have in America.
November/December 2009 STATE AVIATION JOURNAL
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A Closer Look at Wind Shear and Safety By Geoff Bing
A
viation officials, airport managers and pilots alike know the significant impact weather has on aviation safety. Some 30 percent of all fatal accidents are caused by or related to weather, according to the International Civil Aviation Organization (ICAO). Wind shear is one of the most dangerous and least understood aviation weather phenomena. According to the United States Aviation Safety Network (ASN), at least two major accidents were caused by wind shear between 1990 and 2000, resulting in over 90 fatalities. Today, airports around the world are taking measures to prevent mishaps caused by wind shear through training and installing wind shear detection systems. Wind shear has been a recognized meteorological phenomenon in aviation since the late 1960s, but little is known about the issue and how to address it. Detecting low-level wind shear hazards is still greatly challenging for airport authorities and even the most experienced pilots. Wind Shear: What You Should Know Wind shear is a small scale meteorological phenomenon in which winds change rapidly over a very small distance. Although wind shear is complex, it is often connected to abrupt changes in specific weather conditions, such as sea and land breeze, jet streams, weather fronts, showers or thunderstorms. Often interconnected with wind shear are microbursts of wind, which are small scale, intense downdrafts causing both vertical and horizontal wind shears. Microbursts spread on the ground, causing rapid changes in wind direction and speed. Wind shear and microbursts are among the most dangerous of all weatherrelated threats to flying, with unpredictable changes in wind speed and direction, making it very challenging to control the aircraft. These weather threats can cause a sudden and dramatic loss in height and result in a serious accident. After Eastern Air Lines Flight 66, a Boeing 727-22, crashed at the JFK Airport in 1975 resulted in 113 fatalities; systematic studies were conducted on wind shear. However, it wasn’t until 1997 that ICAO formally established a Low-Level Wind Shear and Turbulence Group to promote global awareness about the phenomenon.
Page 20 STATE AVIATION JOURNAL www.stateaviationjournal.com
Keeping Airports by Addressing Risks Wind shear poses the greatest danger to aircraft during takeoff and landing because its local nature makes it very difficult to forecast. Airplane pilots generally regard significant wind shear to be a horizontal change in airspeed of 30 knots (15 m/s) for light aircraft, and near 45 knots (22 m/s) for airliners (FAA). When wind shear occurs below 2,000 feet altitude, it is called low-level wind shear. Many airports prone to wind shear still lack adequate solutions to mitigate this threat. Although many airports do not have the necessary methods to address wind shear, there are numerous steps they can take. Airports should investigate the likelihood of wind shear occurring at the airport in question. This will depend on the climate and weather patterns surrounding the airport. If the risk exists, addressing wind shear threats should be done on a case by case basis, as each airport is unique. Airports should look to their local airport authorities and an expert organization with deep understanding of the phenomenon, to find the right solution. Many airports use a Low-Level Wind Shear Alert System (LLWAS) to detect wind shear. LLWAS comprises wind speed and direction sensors sited around the runway which are connected to an on-site data collection package. Wind shear alerts are presented to air traffic controllers both visually and audibly, and the affected areas can be easily identified, thanks to the system. Access to wind shear data is a vital resource to the air traffic controller, increases pilots’ confidence at the airport and improves overall aviation safety. Addressing wind shear safety issues requires expertise, training and the proper equipment, such as LLWAS. Airports that plan ahead will benefit from increased safety, traffic and confidence in their facility.
About the Author: Geoff Bing is Vaisala Americas Regional Market Manager for the airport market segment. Contact him at geoff.bing@vaisala.com.
by Nel Stubbs
A M at t e r o f Ta x
G O T C H A States
W
hat is a “Gotcha State”? For purposes of this article, a “Gotcha State” is a state that may subject an aircraft to a tax in their state even though the aircraft is registered and paying all the appropriate taxes to the state where it is predominately hangared. This is a huge concern to owners/operators of aircraft, as it sometimes makes it difficult to understand where they should pay taxes. Discussed below are some of the states that fall into this category. Of course some states are more aggressive than others and, in the past and coming year, more states are getting aggressive in collecting taxes and fees they feel are due to them.
ARIZONA If the owner of an aircraft is not a resident of Arizona, but brings an aircraft into Arizona for more than 90 days in a calendar year, but less than 210 days, the aircraft is subject to a .1% (1/10%) of FMV Aircraft License Tax. However, if it is found that the owner is either a resident or the aircraft is in the state more than 210 days; the owner will owe the .5% (1/2%) of FMV Aircraft License Tax. CALIFORNIA The State Board of Equalization (SBE) is extremely aggressive. It is not a question of if the aircraft owner will receive a letter, but when. If an aircraft spends any significant time in California there is the likelihood of correspondence from the SBE. In addition, aircraft that are operated under FAR 91 Subpart K “Fractional Ownership” are subject to property tax based on the amount of time the aircraft spends in the state. FLORIDA Florida has been aggressively pursuing aircraft owners who bring their aircraft into the state within six months of purchase. The state has been interpreting this to mean that the owners now owe sales tax to the State of Florida. There are currently a couple of bills that have been introduced for the 2010 Session to clarify this. ILLINOIS Although there are number of ways to reduce the application of the Illinois Sales and Use Taxes, Illinois also has an Aircraft Use Tax that is imposed on aircraft which may override any exemptions.
INDIANA Any non-resident who bases an aircraft in the state for more than 60 days shall register the aircraft with the Department of Aviation. If the aircraft is in the state with a dealer or repair station for repairing, remodeling or refurbishing, neither the non-resident nor the dealer or repair station is required to register the aircraft. IOWA Aircraft are required to be registered, if they are operated or otherwise controlled, within the state for a period of more than 30 days. Not only could this subject the aircraft owner to the aircraft registration fee, but also the Aircraft Use Tax. KENTUCKY The Commonwealth of Kentucky will subject any commercial aircraft that come into the state to their property tax based on the amount of time the aircraft spends in the state. MAINE An aircraft brought into the state by a non-resident for not more than 20 days is exempt from the state sales/use taxes. This is strictly enforced. MINNESOTA Any aircraft owned by a non-resident of this state and transiently or temporarily using the air space overlying this state or the airports, thereof shall be exempt from taxation, unless it uses the airspace overlying this state or the airports thereof for more than 60 days in the tax period. The operation of an aircraft in the air space overlying this state or the use of airports within this state for any purpose, at any time, during one day, shall be considered as use for one complete day. MISSOURI There is exposure for property tax unless the aircraft owner can prove that they do not have sufficient Nexus in the state. This is because Missouri defines a commercial aircraft as any aircraft November/December 2009 STATE AVIATION JOURNAL
Page 21
that weighs more than 3,000 pounds and all commercial aircraft are taxed based on the amount of time the aircraft spends in and over the state.
TEXAS Several counties in Texas have become very aggressive in assessing property taxes on aircraft that land at an airport in any county. However, there are very good guidelines available that explain own much time the aircraft would have to be in the state to establish sufficient Nexus. VIRGINIA Aircraft that are owned by non-residents and are based in Virginia more than 60 days in a 12-month period, are required to be licensed in the Commonwealth. In addition, before any aircraft can be licensed by the Department of Aviation, the owner of the aircraft must have satisfied the 2% Aircraft Sales and Use Tax imposed by the Virginia Department of Taxation. WASHINGTON Aircraft owned by non-residents, if the aircraft is in the state for less than 90 days, are exempt from registration. In addition, if an aircraft qualifies as being operated by a public utility companies, the company operating the aircraft could be subject to additional taxation.
Nel Stubbs, VP/Co-Owner Conklin & de Decker
Page 22 STATE AVIATION JOURNAL www.stateaviationjournal.com
The State Aviation Journal would like to thank our advertisers for their support in our inaugural year.
ADB Airfield Solutions anyawos Applied Pavement Technology Avia Ed/SSi Belfort Industries Colorado Aviation GCR Consultants Manairco Panther International, Inc. QED Superawos Vaisala
Arizona Aviation
Special Focus
AviaEd/SSi
Reaching World Markets
Phoenix - Mesa Gateway Grand Canyon Airport
Fulfilling Commercial Reliever Role
Gateway to a Natural Treasure
Barclay Dick Copperstate 2009
Special Photo Coverage
Air Force Thunderbird F-16 at Luke Air Force Base
A Conversation with the Former Arizona Aeronautics Director
ARIZONA AVIATION
Phoenix-Mesa Gateway Airport
Fulfilling Commercial Reliever Role
P
hoenix-Mesa Gateway Airport’s role as a commercial reliever to Phoenix Sky Harbor International Airport is being fulfilled in more ways than one. When Williams Air Force Base was recommended for closure in 1991, public officials knew it also meant the loss of 3,800 jobs and $300 million in annual economic activity. However, a regional partnership which formed in March 1994, has turned the former base into a national success story. “We opened the airport in March 1994 and every time a plane landed, the staff would run outside to see what was going on,” said Lynn Kusy, Executive Director. “We had no tenants, no customers and very little activity.” By the end of 1996, they had virtually all the former Air Force buildings leased and had some pretty significant traffic. “Still”, said Kusy, “we never expected to grow quite as fast as we have.” Today, Phoenix-Mesa Gateway Airport generates more than $534 million in annual economic activity and supports 4,075 jobs in the region. Over 1,250 of those jobs are through more than 30 international aviation employers who operate on airport property, including Boeing, Embraer, Cessna and Hawker Beechcraft. “The biggest surprise was the use of the airport for aircraft and aircraft component testing”, said Kusy. “Our first customer was a testing set up for B-747 evacuation slides. Since that time we have Page 24 STATE AVIATION JOURNAL www.stateaviationjournal.com
been the site of testing of the B-777, Boeing Business Jet, MD11 freighter and several others.” According to Kusy, that was not something they had anticipated in their early business plans. In addition to creating jobs, Gateway is among the few airports in the United States expanding passenger service. “The biggest challenge today is keeping up with the growth in commercial passenger service,” said Kusy. Allegiant Air started service in October 2007, with two aircraft flying to eight destinations. Today, they operate five, 150-seat MD-80 aircraft, flying to 20 destinations. More than 600,000 passengers are expected to come through the newly dedicated Charles L. Williams Passenger Terminal in 2009, and every Allegiant flight delivers an estimated $37,700 into the Valley’s economy. Last month, the Federal Aviation Administration (FAA) announced an $8.9 million grant to expand the Charles L. Williams Passenger Terminal from 35,000 square-feet to 60,000 squarefeet. The FAA agreed to the grant because of Gateway’s potential, prompting Mark McClardy, Manager of the FAA’s Western-Pacific Region Airport’s Division, to say at a recent press conference, “The potential at Gateway is unlimited and a great investment.” The funding was made available through the FAA’s Military Airport Program which funds conversion projects associated with
former military bases. The funds are not part of the economic stimulus program. The expanded terminal is just the beginning of anticipated growth for Gateway. In 5 to 10 years, travelers will arrive and depart from a larger facility on the eastern side of the airport with freeway access. Gateway is forecast to accommodate 10 percent of the Valley’s total airline passenger service by 2020. The development of passenger service and the creation of jobs is a priority for Gateway officials, but no priority is greater than the commitment to safety. Recipient of the 2008 Airport Safety Award from the Aviation Safety Advisory Group of Arizona, Gateway also recently received a perfect annual safety inspection from the FAA for the 12th consecutive time. Gateway is among the few U.S. airports to accomplish this. Another recent accomplishment includes the activation of a new U.S. Visitor and Immigrant Status Indication Technology (U.S. VISIT) system at Gateway. The installation and activation of this new system will allow private aircraft carrying no more than 20 passengers and crew, the ability to clear customs at Gateway. Gateway becomes the only alternative in the Greater Phoenix region to Phoenix Sky Harbor for foreign visitors to enter the United States on private aircraft and be processed onsite.
In the midst of an economic recession, Gateway continues to expand and thrive, providing jobs, commercial passenger service options and enhanced general aviation international service to the State of Arizona – fulfilling its commercial reliever role in more ways than one.
Lynn Kusy
November/December 2009 STATE AVIATION JOURNAL
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Women in Aviation
Lorena de Rodriguez:
By Beth Flynn
A
Company’s Customiz
Reaching
simply need assistance to get programs up and running, they fter spending a decade working with airlines, are very able and talented to keep their programs current. It is starting out as a ramp agent, working in customer taking the time to write, rewrite or extensively service and then training new hires, Lorena de revise the programs that the airports have Rodriguez combined her love for aviation, menasked us to help with.” toring and teaching to develop Aviation EducaSSi is AviaEd’s computer-based e-learntion: Adaptive Training Services (AviaEd) and ing program, one of the only companies ofSafety & Security Instruction (SSi). Although fering clients eXpress Course, a multi-media both companies are independent of each other, course development tool. they do have some of the same clients. “The purpose is to provide consistent De Rodriguez possesses an Associate’s training programs for more aviation personDegree in Graphic Arts, a Bachelor’s Degree nel,” said de Rodriguez. “We have 59 courses in Communications, a Master’s Degree in Aviabeing use by 15 airports in the U.S.” One of tion Management and has completed the AirSSi’s clients is currently distributing their Safe ports Council International Executive LeaderAviation Vehicle Operations Program worldship Program. Although she was always very wide. This program was written to speak Ininterested in travel, it was during her Master’s ternational Civil Aviation Organization (ICAO) program that she became even more attached standards instead of FAA standards. to the travel industry. In order to ensure AviaEd and SSi are up “When I started AviaEd, I went back to get Lorena de Rodriguez to date and providing accurate information, my Master’s and then really got hooked on it for de Rodriguez is actively involved in numerous aviation related the interconnectivity to all facets of travel, transportation and organizations, and she consults with several regulatory offirules and idiosyncrasies of this industry are different from any cials, maintaining close relationships with the TSA, FAA and other,” said De Rodriguez . other associations. AviaEd provides consulting for customized Department of De Rodriguez was looking for employment when she Transportation (DOT), Transportation Security Administration made the decision to launch AviaEd. Having been laid off, she (TSA) and Federal Aviation Administration (FAA) regulatory was working to figure out what she wanted to do. compliance programs, as well as, classroom presentations to Knowing she had always been interested in training, she various transportation industries, especially focusing on aviarealized she wanted to develop a program to provide better tion. AviaEd, which has taught worldwide for the last three training than what she had received. Although she doesn’t reyears, offers management systems courses and airport secumember ever feeling nervous about beginning her new jourrity coordinator training to all levels of airport personnel. They ney, de Rodriguez was “excited to try something new and difwork with smaller airports, assisting them in writing and revisferent.” She knew she could survive in learning mode as the ing safety and security programs, which can then be submitted business gradually grew. to the TSA or FAA for approval. AviaEd is also capable of proShe started these companies with the hopes of initially viding Occupational Safety and Health Administration (OSHA) contracting work to airlines, including those she had worked assistance if needed. with in the past, however, she found airports were more atDe Rodriguez’s greatest accomplishment at AviaEd is tracted to the training AviaEd and SSI provided. One of the their expansion beyond the classroom. greatest challenges she faced in the early stages of these “We updated FAA required ACMs [Airport Certification businesses was understanding the industry, which is why she Manuals] and TSA ASPs [Airport Security Programs] for airwent back to get her Master’s Degree. ports that have been approved by the FAA or TSA in an expeditious manner,” said de Rodriguez. “Airports with small staff
Page 26 STATE AVIATION JOURNAL www.stateaviationjournal.com
zed Training
World Markets “The first couple years were also spent on going to industry events and conferences to meet people and understand what needs there were for training,” said de Rodriguez. Both companies have expanded extensively and come a long way since they first opened. De Rodriguez described her greatest accomplishment at SSi as reaching several larger airports with competitive training programs which are utilized daily by personnel to ensure consistent and current training. “We have created a series of generally required safety and security programs for airports to use,” said de Rodriguez. “These programs are distributed over a secured web site and airport management maintains access to all record keeping and usernames so they can create reports to TSA, FAA and auditors as necessary.” Although the companies are concerned the industry has slowed due to the economy, De Rodriguez says they have not been instantly affected. She explained she has seen a lag over the past couple years in airports adopting new programs, similar to the ones they offer, due to budget constraints. “Due to this perhaps, we’ve not been hit immediately by the downturn and are looking for innovative ways to do more for our clients without them having to expend more than was previously budgeted or from decreased budgets,” said de Rodriguez. “We, of course, are concerned that the industry has slowed; however, most, if not more, of the same requirements exist for training.” Currently, AviaEd participates in educational career days and is involved with the Small Business Association, with hopes of a continued market growth for both companies, focusing on assisting smaller airports. De Rodriguez’s advice for future aviation enthusiasts is to “learn as much as you can about various aspects of the industry. You’ll never know when the information will come in handy or when a previously unknown area takes on a spark of interest that becomes a new career.” In addition to overseeing the operations at both AviaEd and SSi, de Rodriguez is an adjunct faculty at Embry-Riddle and enjoys spending her free time working on home improvement and yard work projects.
November/December 2009 STATE AVIATION JOURNAL
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ARIZONA AVIATION
Grand Canyon Natio By Andrea Brennan
O
Gateway to a Na
n the South Rim of the Grand Canyon in Arizona, air tour companies and other operators use the Grand Canyon National Park Airport, providing access to the region around the park and nearby communities such as Prescott. As the third-largest airport in the state nears 50 years of operation and service, new opportunities and challenges will shape its future. Airport Manager, Michael Halpin, who is relatively new at the airport (he became the manager two years ago), has noticed how many different users take advantage of the airport’s location. According to AirNav.com, 95 percent of the traffic is air taxis: helicopters and small fixed-wing aircraft from tour operators, such
Almost completed, the aircraft rescue and fire fighting building (ARFF). See more information on the ARFF building in the Environmental Corner story on Page 41.
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as Papillon, Grand Canyon Airlines and Maverick, take sightseers around the Grand Canyon; and Vision Airlines flies in tourists 30 at a time, who then take a bus tour of the Canyon. Air Force Reserve units, such as F-16s from Luke AFB near Phoenix, stop for refueling. “I think they pick us so they can stop and see the Canyon,” Halpin joked. VIPs sometime fly in, he added. Currently, less than one percent of the air traffic is commercial flights, but according to Halpin that might change. Halpin said, that in 2009, the airport experienced a big drop off in air traffic due to the economy and concerns about the H1N1 flu
onal Park Airport:
atural Treasure
On the tarmac at the Grand Canyon National Park Airport during a recent visit by President Obama.
virus. However, during the peak season, he said, traffic has been steady. To handle the busy skies, the area around the airport restricts the routes planes and helicopters may use. The airport also has an air traffic control tower which directs arriving and departing flights. Halpin cautiously views the short-term future of air operations at the airport. If noise and congestion concerns lead to restrictions for the number of flights over the Canyon, the limits would have an adverse effect on the airport, he explained. “If air tours can’t operate, it would affect our revenue,” he said. [Air tours] “are the biggest segment of our traffic.” Long-term plans for Grand Canyon National Park Airport might include potentially bringing scheduled commercial traffic back to the facility, Halpin said, and building a new terminal to handle the increased baggage and Transportation Security Administration requirements. A study to select the site and plan funding should be
completed by the end of 2009, he said, and the terminal could be built within the next five years. Increased traffic would have a positive impact on the business community, Halpin suggests. If, and when, Vision Airlines begins 737 commercial flights between McClaren Airport (Las Vegas) and Grand Canyon National Park Airport, it will be easier for travelers to come out for the weekend. It might be possible to reduce ground traffic congestion, he added, if travelers flying into the airport could use shuttles to visit the Grand Canyon and commute to and from hotels. “A lot of locals have told me they would love to have more travelers coming through the airport,” Halpin said. If their plans become a reality, the locals can look forward to seeing more visitors enjoying the Grand Canyon—and the local businesses.
November/December 2009 STATE AVIATION JOURNAL
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ARIZONA AVIATION
oo st in
sB
2 E 0 T 0 A 9 T S R S E P ee P O C
Demonstration flights, educational forums, exhibits and fly-bys were just a few of the daily activities at the COPPERSTATE Fly-In 2009 held in Casa Grande, Arizona, October 22nd through 24th, 2009. Billed as the largest fly-in of its type in the western United States, and the fourth largest fly-in in the U.S., COPPERSTATE has been bringing together aviation enthusiasts in the southwest since 1973. The 2009 event was described in an EAA story as “one of the most successful events in memory.” Attendance was reported up more than 20 percent and the number of aircraft up by 12 percent. COPPERSTATE Fly-In, Inc. is a completely volunteer-based, non-profit 501(c)(3) organization, dedicated to promoting recreational and general aviation through events, scholarships and public education. Proceeds from the COPPERSTATE Fly-In help support scholarship programs for youth seeking careers in the aerospace industry. The event has been held in Casa Grande for five years. Next year’s event is scheduled to occur, October 21st through 23rd, 2010.
Jim Timm, Executive Director of the Arizona Pilots Association and co-pilot, Carole Care Bear.
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At
ttendance
November/December 2009  STATE AVIATION JOURNAL
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ARIZONA AVIATION
Photos by Kim J Stevens
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November/December 2009 STATE AVIATION JOURNAL
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Photos by Kim J Stevens
Arv Schultz leads a forum on back-country landing strips in Arizona.
Nancy Arizon one of availab Page 34 STATE AVIATION JOURNAL www.stateaviationjournal.com
.
y Benscoter, President of the na Pilots Association, displays the organization’s shirts made ble at their booth. November/December 2009 STATE AVIATION JOURNAL
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y r o t s i H and Responsibility Key Motivators for Former Arizona Aeronautics Director
A
rizona has had the good fortune over tenant liaison responsibilities was helpful with the the years to be able to tap into a robust management and operation of the airport. aviation fund that has allowed the development and However, I’m not a pilot, so I was thankful there improvement of an aviation system which ranks in were pilots on the Aeronautics staff who advised me the top tier of the country. Leading the charge, unabout air traffic issues, navigational topics and flight til recently, was Aeronautics Group Director Barclay safety. Dick, in the saddle since 2004. It was also good to find an experienced staff Dick came to the state, after retiring from a 30 handling the aircraft registration details, as I was plus year career with the Tucson Airport Authorcompletely unfamiliar with that. ity (TAA), and readily admits there have been real challenges during his five year stint. One of the most Barclay Dick From your perspective having been at TAA, recent challenges came in the form of a total restruchow important has the Aeronautics Division been turing of what was a Division within the Arizona Deto the state over the years? partment of Transportation, to what is now a Group placed under the Multi-Modal Planning Division. Aeronautics’ importance to the state’s airports and aviation The restructuring occurred in July of this year. Three months can certainly be quantified in dollars spent, which is significant. later, he was told ADOT no longer required his services. The Far more difficult, is to appreciate the full value of the improveState Aviation Journal interviewed Mr. Dick, inquiring about his ments made to airports and aviation safety. It’s impossible to experience, accomplishments and time with the State of Arizona. verify the prevention of accidents or the minimization of damage to aircraft and structures, or injuries and deaths due to improveHow did your 30 plus years at TAA prepare you for the ments made at airports. It’s also difficult to accurately gauge the top job at Aeronautics? full impact of an airport’s improvements on the region the airport serves. During my airport management career, I was involved in a For instance, we helped fund an 1,800 foot extension of the variety of construction, operations, planning, administrative and Flagstaff airport runway. That, in itself, is not a “big deal.” But, managerial disciplines. That broad experience has been signifi- that extension improved the operational capabilities of corporate cantly beneficial to my work with aeronautics. The planning and aircraft using the airport. It was a prime factor in attracting addiconstruction experience are valuable to my work with the airport tional airline service to the community and the initiation of regional development staff. Although I’m not an engineer or contractor, I jet service. All that has major economic development potential for do have some fundamental knowledge and experience with air- Flagstaff and northern Arizona. port construction. It helped me to understand problems and posWe helped fund significant airfield and safety improvements sible solutions. for the Wickenburg airport. Those improvements not only inMy airport operations experience, including building and field crease the safety of operating in and out of the airport, but could maintenance, custodial services, police and fire protection, and also improve the airport’s operational capacity. That could have ground transportation, were helpful in understanding the needs an economic development impact on the area. of the Grand Canyon National Park Airport. Additionally, previous And, so it is with most, if not all, of the airport improvement experience with airport use agreements, lease negotiations and projects for which we have issued grants to the state’s public airports. When you look at the potential return on the state’s invest-
Q:
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ment in airports, it’s a return that any investor would envy. Typically, we’ll invest $20 – 25 million annually in airports. Arizona’s airports’ annual economic output is estimated at $38.5 billion. Besides that, we have the airport pavement maintenance program which benefits the state’s public airports, particularly the smaller airports. For up to $6,000,000 a year, we provided pavement maintenance projects to those airports with the greatest need for that work. That reduces the airport’s maintenance expense and protects the previous investments we have made at the airports. It’s definitely a win/win program.
Q:
How have the changes, (re-structuring) to what was the Aeronautics Division, impacted the employees and the mission of the group? Change is always greeted with anxiety. Despite any and every effort, it’s never easy. It has an immediate impact on the morale of employees, often causing a decline in morale until they see what the personal impact of the change will be. We’re only three months into the significant realignment of the Aeronautics Division. Between that and the unknowns of the state and ADOT budget situations, it’s early and difficult for any of the former Division’s employees to fully appreciate the ultimate impact of the realignment. Besides my concern for all of the employees in Aeronautics, I’m also concerned about the impact of the realignment of all the airports in the state, including the Grand Canyon National Park Airport. I’m hoping to insure the state’s airports can continue to rely upon the grant funding, loan program and pavement maintenance program for improvement and development. However, in this economy and with these budget hurdles, that will be difficult. During my tenure with Aeronautics, a focus has been to improve the Grand Canyon National Park Airport. For that, I tried to assemble a staff with a strong airport management background who could also perform well in the airport development arena. I think we did that, with three Accredited Airport Executives and another professional airport manager, representing a total of over 100 years of airport management experience. Ironically, the realignment of the Aeronautics Division removed responsibility for the management and operation of the airport from Aeronautics purview.
During the NASAO Annual Meeting in September 2009, Barclay Dick (left) presents Carol Comer of Georgia with a door prize. Victor Bird, NASAO Chairman, is also pictured.
Q:
You just mentioned the
Grand Canyon National Park Airport. It is a pretty unique airport and serves as a base for one of the largest air tour operations in the world. With visitors from around the globe utilizing this facility has the State of Arizona taken advantage of this facility to enhance the visitor’s experience and enjoyment of Arizona and one of the world’s natural wonders? Beginning with my interview for the Aeronautics Director position and subsequently, I had been critical of the state’s management of the airport. In my opinion, the State of Arizona has been woefully inept in its care for the airport. During my employment with the State, we tried to make improvements to the airport; tried to make it the great little airport is could and should be. We made a significant investment in the airport, over $25 million in the last five years, not including the annual operating budget. We completed a master plan study; we overlaid all the paved surfaces on the airport; we replaced old and worn-out ARFF and snow removal equipment with new vehicles; we replaced all the employee housing, including two units which had been condemned; a new ARFF/Maintenance building is about to be completed; and a terminal area plan study is about to be completed. Despite a very restricted budget, we began a marketing effort for the airport two years ago. We had just begun to see the fruits of those labors with articles about the airport appearing in national and international aviation and travel periodicals. We tried to increase the airport’s operating budget, rates and fees, but those attempts, for the most part, encountered hurdles that couldn’t be negotiated. Still, I hope we created enough momentum in the right direction for the airport to continue to move forward. The airport is a gateway to Arizona’s premiere tourist attraction. It’s the only airport the state owns and operates. It receives hundreds of thousands of visitors, national and international, every year. It should be a proud and positive reflection of
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ARIZONA AVIATION the State of Arizona. It’s not that yet, but we had it moving in the right direction. I hope that movement continues.
As a result of those collective efforts, the state’s airports are in pretty good shape. However, the economy and the state’s budget difficulties have taken a hit on the Aviation Fund during the last couple of years. The Fund The Aeronautics Team has and, consequently, the state’s airports, been involved with all aspects of have lost over $40 million due to transaviation in the state; aircraft regisfers to the General Fund which could tration, airport development, aviaeasily continue into the next couple tion education and as a resource to of years. Multiple years of little or no various aviation groups. Since the improvement grants, will take a heavy reorganization, can the Aero Group toll on the state’s airports. Already, the continue to have an effective role? needs exceed available funds. We’re contributing to a greater airport develThe Aeronautics Group is in a peopment/improvement deficit. You have riod of adjustment. First, there had to to wonder if the expenditure of Aviation be an adjustment to the realignment, to Fund monies on airport improvement determine what strengths can be deprojects: keeping the money flowing, rived from that and discover where the Barclay Dick presents John Lauher (left) of helping to mitigate unemployment, and weaknesses are. Then, they will need Flagstaff with the 2009 Airport of the year award. providing tax revenue back to the state, to shore up the weaknesses and build wouldn’t, in the final analysis, be betupon the strengths. ter for the state, its economy and its airports than the transfer of Obviously, they will need to continue the airport development programs. The recently completed State Airport System Plan Aviation Fund monies to the General Fund to plug budget holes.
Q:
study identifies the needs of the airports in the state. They will need to work closely with the individual airports, the Arizona Airports Association, airport consultants and the FAA to best utilize limited financial resources to satisfy those many needs. To positively impact aviation safety, besides airport improvement grants, there must continue to be outreach to all of the state’s aviation groups. They will need to work closely with them to identify safety issues, options and solutions. With the relocation of the outreach and education program coordinator to another area, and that area’s announcement that it will cut back on the aviation outreach effort, they will have to, somehow, pick up the slack and keep those efforts going effectively.
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How do you think Arizona airports are doing comparatively to those in other parts of the country? Thanks to aviation visionaries like Jim Vercellino, Chuck Broman, Wally Burg and Dutch Bertholf, Arizona developed a strong system of airports. Jim and Chuck were responsible for the creation of the State Aviation Fund, from which airports receive grants and loans. Wally and Dutch were responsible for finding a significant revenue source for the Aviation Fund, enabling the state to issue more and larger improvement grants to airports. The Aeronautics Division and the State Transportation Board developed policies to guarantee a fair and equitable distribution of the Aviation Fund monies among the state’s public airports.
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In your career, you’ve been a part of various organizations: AAAE, SWAAAE, AzAA - what has been your impression of the National Association of State Aviation Officials (NASAO) and how has it been working with other state directors? The thing that has kept me in the aviation profession for nearly 40 years is the quality of the people involved. As a group, whether in AAAE, SWAAAE, AzAA or NASAO, it’s a bunch of well-intended professionals striving to do the right thing and eager to share information with their peers. That’s a very nice environment. NASAO is impressive, if only for the amazing job a staff of only four does. They are very responsive and helpful. Given all the obligations they have and the number of “masters” to whom they report, that only four people do all they do is testament to their dedication and professionalism.
Q:
You just finished hosting the NASAO Annual Meeting in Tucson. How was that experience? We wanted to give NASAO and its members one of the best annual meetings it has had. You have to start with a supportive staff. A city like Tucson, with its many great hotels, helps. Reaching agreement with a property as nice as the Hilton El Conquistador Hotel was a good step. Assembling a dedicated, hard-working conference committee was important.
Working with NASAO, we were able to develop an interesting agenda and attract quality speakers. Attendance was good. The weather was good. I hope all the conference attendees felt they received a good value for their time and expense, and I hope they enjoyed themselves while they were in Tucson. I know we had fun having everyone in Tucson and providing what we thought was a good conference.
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What’s been your biggest surprise while working for Aeronautics? That’s easy. My biggest surprise is how extraordinarily difficult it can be to do the right thing.
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Do you care to gaze into the crystal ball and share your thoughts on the future of aviation in Arizona – in the country? That’s tougher. Regrettably, the aviation experience, whether it is a commercial flight or a general aviation operation, becomes more and more of a chore. Security requirements, those already in place and those that are coming, are as onerous as they are necessary. They inhibit the pleasure of flight. I hope technology will help to make security procedures less intrusive in the future. Until then, they will be a definite inconvenience. The inconvenience of air travel has negatively impacted the “short haul” markets, causing greater congestion at medium and large hub airports. The recent “attacks” on general aviation and “smaller” airports could, if given any credence by elected officials, also contribute to greater congestion at medium and large hub airports. Ultimately, that’s not good for aviation. Commercial service airports, particularly the closer they are to each other, could be impacted with an advent of faster, more convenient rail service. That alternative is drawing more and more interest but, in this country, faces lots of obstacles.
and a grandson. Your sons are paving their way in areas other than aviation. Will you encourage your grandson to follow in your footsteps? I won’t necessarily encourage it, but neither will I discourage it. He’ll have to find his own interests and I’ll support him in that quest. However, aviation has been a great career for me. It has provided opportunities I could never have anticipated. Forty years ago, I had no expectation of making aviation my profession. I didn’t know anything about it, but I got lucky, fell into it, and had a variety of great mentors over the years to guide me through it.
Q:
Barclay, you just mentioned mentors. Can you expand on the influence they’ve had on your life? I was hired into an airport management position in 1970 by Chuck Broman, then the General Manager of the Tucson Airport Authority. Chuck worked closely with Jim Vercellino, then the Director of the Aeronautics Department for the State of Arizona. Chuck provided guidance for the development of the Grand Canyon
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You enjoy fishing and working with ceramics. How important to you is spending time with these activities? Fishing in a desert state like Arizona is difficult. Effectively, it takes the better part of a day to get to a good fishing location, so that activity is mostly confined to vacations. Ceramics, on the other hand, provides my “moment of Zen.” I find that when I’m working with clay, that’s all I can think about. I have to stay focused on what I’m doing. I can’t be distracted by concerns about budgets, personnel issues, grant funding issues, or the economy, politics, etc. As the stress of the job increased, my time with clay became increasingly important.
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You have a great family: your wife, Susan; three sons;
Barclay Dick taking a moment to enjoy the spirit of the old west during NASAO’s Annual Meeting in Tucson, September 2009. November/December 2009 STATE AVIATION JOURNAL
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ARIZONA AVIATION Airport and was instrumental in the creation of the state’s Aviation Fund. Under Chuck, my immediate supervisor was Wally Burg. Wally went on to succeed Chuck as the top staff person with TAA. He was also instrumental in getting the flight property tax as a source of revenue for the Aviation Fund. Each of them believed, and taught me, that to take care of an individual airport, you also have to care for the system of airports. Thus, when ADOT hired me for a position in the Aeronautics Division, I felt a personal obligation to Chuck and Wally to safeguard the Aviation Fund and to care for the Grand Canyon National Park Airport to the best of my ability. That responsibility didn’t leave me. I continued to do what I could to insure that Arizona’s system of airports was improved by grants and loans from the State Aviation Fund. I continued to do all that I could to see that the Grand Canyon Airport was managed and operated in a responsible and professional manner. Prior to leaving Aeronautics, Mr. Dick wrote in a memo to staff, “Since coming to work with the ADOT-Aeronautics Division in 2004, I’ve never stopped to look back at what we’ve accomplished. We’ve just kept moving forward looking at what more needs to be done. But, as we start to take different paths toward those future goals, maybe it’s time to reflect on what has been accomplished during the last five years.” Those accomplishments filled several pages and, in what was typical Barclay Dick style, he concluded his memo to staff by saying, “These are very significant achievements for which you should feel justifiably proud. Thanks for allowing me to participate in these accomplishments with you. Stay focused on the direction we’ve been moving and the accomplishments yet to be achieved.”
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Envir
M
y last article, in August, seemed to be a stretch from the concerns of that day - winter operations. Now, it doesn’t seem so very far off, and some of you are well into your de-icing operations for the season. As a follow up to my last installment, on August 28th, the U.S. EPA issued their Proposed Effluent Limitation Guidelines Rule for Airport Deicing Operations. Specifically, the affect to airport facilities (classified by U.S. EPA under the National Pollutant Discharge Elimination System (NPDES) program as industrial) would be a greatly-reduced threshold for untreated discharge of de-icing agents from airport facilities. Currently, the American Association of Airport Executives (AAAE) and Airports Council International-North America (ACI-NA) are soliciting comments to instill an industry perspective in an attempt to build continuity. The group comment period has passed, but comments will be accepted on the proposed rule changes through December 28, 2009. The summary document and comment submittal format can be found at the following link: http://www.regulations.gov/search/Regs/ home.html#documentDetail?R=0900006480a16b99 . I was surprised to find out that several airports within my local area have no facilities in-place to collect de-icing run-off from discharging with storm water. One airport in particular has made no accommodations for surface water collection in the de-icing area, as well as, not having a designated snow dump area to handle snow contaminated with de-icing agents. On the opposite end of the spectrum, as an example of either good planning or the right decisions coming together at the right time (along with a little luck), the Grand Canyon National (GCN) Airport, located in north central Arizona, at the gateway to the South Rim of the Grand Canyon, has employed a fully contained catchment system for de-icing operations. Now, most people don’t realize that such a small airport would support such large volumes of passenger traffic, but with the draw of the Grand Canyon, along with five resident air tour providers, this facility is the third busiest airport in the State of Arizona. Along with the high numbers associated with this passenger volume, the high elevation (6,700 feet) climate around the South Rim of the Grand Canyon has been known to produce snow any month of the year, resulting in the
o n m e n ta l C o r n e r
by Chuck Howe
Airport De-icing Operations needto support winter de-icing operations. The Grand Canyon is typically the coldest weather reading in the state, with record lows dipping below -20°F. The GCN has an additional benefit of being covered under an individual storm water permit issued to the Arizona Department of Transportation by Arizona Department of Environmental Quality (ADEQ) under the NPDES (delegated to ADEQ as AZPDES). Now the nature of the airport (Category Eight (viii): Transportation facilities that have vehicle maintenance, equipment cleaning, or airport deicing operations) requires classification as an industrial facility, which imposes an individual Storm water Pollution Prevention Plan (SWPPP), as well as, additional conditions and monitoring requirements. Along with the development of this site-specific SWPPP, many of the new facilities are incorporating “Green” practices. The Aircraft Rescue and Fire Fighting (ARFF) building, that is nearing completion, is headed toward Gold Status in the LEED Certification process. As with many LEED certified
buildings in the arid southwest, the new facility will retain gray water for landscaping purposes. The current de-icing operations at GCN includes a full containment apron, sloped to a single drain, which is plumbed to a holding tank. A manual switch operated prior to application of de-icing fluids diverts all captured drainage to a holding tank. Once switched back, all storm water run-off is diverted to the community sanitary sewer system for general treatment. The current treatment process allows the operator of the treatment plant to accept a controlled release of glycol products in the sanitary sewage system. This release within the system is controlled at the storage tank to ensure consistent distribution. Certainly the installation of a holding tank and drainage infrastructure is not an easily implemented, long term objective. However, with proposed changes, the airport operator’s exposure through NPDES (or state equivalent) must be monitored to prove compliance. Until next time...
On the roof of the new Aircraft Rescue and Fire Fighting building (ARFF) at the Grand Canyon National Park Airport. Looking for Gold status in the LEED certification process. November/December 2009 STATE AVIATION JOURNAL
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Ag r i c u l t u r a l Av i a t i o n
by Gary Ness
Dusters, Sprayers or Arial Applicators Part III: The Marker and the Loader
Contributing writer Gary Ness presents Part III in a series on aerial applicators. Ness is the former Director of the North Dakota Aeronautics Commission, having served in that capacity for over 20 years.
I
n the last two issues of SAJ, we discussed the aerial application business of the early years. I promised we would continue to explain those development years. Let us review the “Bright Idea Air Spray Service” business plan. Equipment: One (1) aircraft; usually a civilian model modified to do the job required. One (1) truck; normally a old gas truck, cleaned to deliver water to aircraft. One (1) on-site water storage tank. One (1) pickup; older aged for Marker use. One (1) public use airport or private airstrip. STAFF: One (1) “Pilot”: usually a WWII or Korean War Veteran, with a love of flying, a strong background in agriculture and an entrepreneur of the highest order. One (1) “Marker”: typically a young, high school age student, usually age 16, hired to help the pilot maintain the correct distance between swaths while in the field during application mode, plus tasks as assigned. One (1) “Loader”: the loader started at a very young age. If you happened to be the son
of an applicator, you started at age 12, in the summer after your sixth grade year. The Loader put the chemical in the aircraft and then added the correct total number of gallons of water to the mix, plus tasks as assigned. “MARKER”: Support personnel for an aerial applicator business; provides groundbased guidance to pilots for dispensing herbicide on a growing crop to eradicate unwanted weed growth; provides target for pilots’ practical jokes; ground level entry point to aviation; on the food chain of employment the “LOADER” is the only lower form of being. Job Description: Drive marking vehicle like crazy to/from fields, load water when required, move and restack chemical barrels, clean up airport property, mowing and filling the badger holes on the X-wind runway, trim around runway lights, paint anything that requires it. The best - clean the leading edge of all the spray plane wings of bugs, every night. The most difficult - reading the minds of the pilots (we never had reliable two-way radios). The most important - taking a chewing out several times a week because something went wrong and you were there, you probably never knew what happened, but you were there. The main job - get to the contracted field using the
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work order drawing, legal description and reading the “plat book” at 60 mph on a gravel road. Not only get to the field, you were expected to get to the field before the airplane, to check the wind and look for wires and any other obstacles. Line up the airplane for the first pass and take 15 steps before the plane hits you. The 15 steps represented the swath of the chemical the aircraft is spraying on the crop. Normally you were wet, to the hips, from the dew and by noon you needed dry pants and socks, and a shoe change. The local restaurant management asked if the crew could come into lunch at 2 p.m. because we smelled so bad that regular noon customers were complaining. We started work at 4:30 am and if the wind stayed down went until dark. You learned to fall asleep when the wind came up, under pickups, trucks and aircraft wings. However, the best sleep of all was in the middle of a wheat field when you were waiting for the airplane to return with a new load. You had your own flag to carry and your own herd of mosquitoes. You were into aviation, it was exciting and glamorous. You were an important link in the food chain of agriculture. You were so important, that about the 1969-70 season, your job was replaced with the “AU-
TOMATIC MARKER”, a mechanism attached to the aircraft wing that dispensed an eight-foot length of toilet paper with a cardboard weight on one end to mark that field on each pass of the airplane. No one is in the field to check the wind for drift or for hidden wires or gardens next to the field. But it was progress and a few bodies and expense were done away with. Now you know what a “MARKER” was! “LOADER”: As a member of the crew, was the lowest on the food chain. Job Description: Multi-talented individual, who started young and evolved into an asset to the operator, typically went unnoticed. The management of 55 gallon barrels of chemicals, which normally outweigh the “Loader” by about 420 pounds, where survival instincts became honed during this part of a workday. The normal equipment in the 50s was a 40-gallon spray tank in the back seat of a PA-11 or Aeronca Champ. It later evolved to a PA-18 and other aircraft with a Sorenson Company, 100-gallon, custom built sprayer system attached to the airframe. If the crop to be sprayed needed ½ pint per acre of chemical and a 1-gallon of water per acre application, the recipe would read this way: 40 acres x .5 pint = 20 pints of chemical ; 8 pints = 2 ½ gallons of chemical; then fill the tank with water and spray 40 acres. Very simplistic when compared to today’s world. Now, the real problem was, how does a 12-year-old, boy weighing 110 pounds, get a five-gallon can of chemical up to the top of a chemical hopper in the back seat of a PA-11 without spilling? Answer: create a step stool to make the “Loader” taller and use a 2 ½-gallon can. Your margin for error, small, and the punishment for spilling on the “Pilot’s” seat would make human services blanch today. As the equipment evolved, the tank came out of the back seat to be attached to the belly of the aircraft. The belly tank took the overhead lifting problem down to a knee high loading port. Kiss the Sorenson Company engineer that came up with that idea. The development of small electric chemical pumps helped with this job description and the efficiency and safety of the Loader. Customer Relations: When the pilot was doing what pilots do, the Loader had the first contact with the customer. A Loader had to
know how to fill out the work order form with all the correct information: number of acres, legal description, drawing of field shape, crop type, control needs, crop growth stage, desired chemical type and rate, and adjoining crop type. Plus a few more pieces of information, most important, the location of the wife’s garden. Being very young and a front person for the business, being SHY was not part of the job description! The MARKER and LOADER did share some responsibilities, one was water. Whoever was available, was given the job to maintain a quantity of water for the operation. If the operation was fortunate to have a well on the airport, you were in tall cotton. If not, the job became more complex. Water access was broken down many ways. City water, river water, slough water or rain water. City Water: The team had to drive to town and find the right water department employee to provide access to the loading facility. The worst part was you had to pay for the water. The second problem, the Loader at this time in life did not have a driver’s license. River Water: Find a safe area for entry and access to the river. It usually meant contact with a friendly customer for access. Plus, that access had to be close to the airport. Slough Water: Same access problems, with additional quality concerns and quantity availability. Rainwater; An enterprising team recognized that the rainwater run-off of the hangar roof could be captured and routed to a storage tank located beside the hanger, with plumbing to the loading area, resulting in free water and no hauling costs. From the young ages of 12 to 15, the LOADER, as described, was the lowest form of life on the food chain. A promotion was an expected happening within the operation when you received your driver’s license, advancement was to MARKER. A LOADER spent hours waiting for aircraft to return. You had to be aware of the chemical and how you should handle them safely. Your duty was to keep the loading area clean and neat. You were always thinking about improved delivery systems. You were aware of when, where and what, on every load that left
the airport. You also knew when the aircraft left and when you expected the aircraft to return. On the evening of June 16, 1959, two aircraft left the Lisbon airport to spray together. Fifteen minutes later one aircraft returned with a heavy load still on board. That day still remains in my memory. Chuck Pagley, a hired pilot had crashed. My Father returned with the load on board. Chuck was okay, however the fear didn’t go away quickly for a 14-yearold LOADER. That was the first time I really thought about my Dad being in a business that was different than the “Tire Store Dad” in town. Many young men came though the Ness Air Spray aerial application business in Lisbon, North Dakota. There is a group that gets together at high school reunions and they talk about the growth and many desirable factors in their teenage years. They talk about learning to get up early in the morning and to do their liquid math quickly and accurately. They discuss how their people skills dramatically improved by need. Their geographical map reading, label reading and agricultural knowledge increased beyond the normal teenager. Most of all, they learned to be productive, organized and personable, enjoyed long hours of work and lived with stress. Not all that bad a way to spend part of the summer. The money was good too. I have to remind everyone that this business plan was duplicated many times, in many airports, in many states, in the country over the years. The typical operation grew, with the acceptance of the agricultural community, to become a most important part of the food chain. The operations expanded with the demand of efficiencies with delivery, as well as, the pressures of the changes in the chemical production. These operations became multi-aircraft and multi-piloted enterprises. The MARKER and the LOADER, in the description of the early years, has gone the way of evolution in many ways, to be replaced by technology and efficient design. In the next column of this series, I will discuss what I feel is the most important job description in these early year business enterprises. There is a real reason that in many business plans the words “MOM AND POP SHOP” are accurate.
November/December 2009 STATE AVIATION JOURNAL
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Aviation
Coming in
January 2010 State Aviation Journal
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