STATE AVIATION JOURNAL Issue No. 5
Pavement Design & Analysis: Balancing Sustainability and the Environment
March/April 2010
NextGen: FAA Seeks Major Improvements
Texas Aviation Overview
Travis Vallin: Advocating for NextGen in the Private Sector
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.
MARCH/APRIL MARCH/APRIL 2010 2010
On the cover: Jviation photo of asphalt paving on the extension of Taxiway A at the Eagle County Regional
FEATURES
Airport
in
Eagle, Colorado. Tra-
NextGen
6
Travis Vallin - Shifts to Life in the Private Sector
9
Pavement Advances Improve Design and Analysis
10
Pavement Maintenance Keeps Aviation Flying 14 Special Focus : Texas Aviation
vis Vallin promises to be a multi-dimensional consultant in his new role as Vice President with Jviation. Vallin photo by Shahn Sederberg.
16
Agricultural Aviation: Part IV - Conclusion 22
One of the first aircraft, a commercial flight by Great Lakes Airlines, lands following the final paint application on the runway in Riverton, Wyoming.
COMMENTARY From the Publisher...A Change of Season Who Cares About Aviation? State Aviation Journal
4
19
Environmental Corner... Aviation Industry on Pins & Needles 21
Publisher/Editor/Photography Kim J Stevens Business Manager/Graphic Design Jenine Johnson Photography
Andrew Stevens
Advertising
Kate Steele
Contributing Writers Andrea Brennan Lara Jackson Dick Wienberg Ariadyn Hansen Gary Ness Columnists Chuck Howe March/April 2010
STATE AVIATION JOURNAL
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he t m o r F ublisher P
AA Change Change of of Season Season -The Dark Side
M
any of you know that although the State Aviation Journal is a passion for me, I continue to work in
the aviation industry in another capacity. I’ve spent over 15 years in state aviation, first as the Director of the Nebraska Department of Aeronautics and most recently as the Deputy Aeronautics Division Director for the Arizona Department of Transportation. Throughout those years, I’ve kept in touch with many former directors who have either retired or gone on to pursue other endeavors. Some, as we have reported in previous issues, have become airline pilots, airport directors or have signed on with the FAA, while others have gone to the “dark side”. I now count myself as a member of that latter category. I had heard the term used before to refer to aviation consultants, but didn’t think it would ever apply to me, until recently when I joined Olsson & Associates. Hearing this news, former state aviation director from Wisconsin and current consultant, Bob Kunkel, sent me an email congratulating me for coming over to the “dark side”. There is certainly a long list of former directors who have gone this route, including most recently, the former Director of Colorado, Travis Vallin, whom we feature in this issue. I’ve know Travis for many years and have the utmost respect for him and for what he has accomplished. He would be the first to tell you that much of what he has accomplished can be attributed to the great teams he has had around him. Well, right there is a good reason for much of that respect. The world of aviation consultants may lurk on the “dark side”, but Travis and other former state aviation officials (turned consultant) bring a good deal of light to the group and aviaTravis Vallin (left) and Henry Ogrodzinski, President of the National Association of State Aviation Officials (NASAO), at the recent celebration honoring Vallin’s service to the State of Colorado.
Page 4
STATE AVIATION JOURNAL www.stateaviationjournal.com
tion will certainly benefit from it.
March/April 2010
STATE AVIATION JOURNAL
Page 5
N ext G en: Major Improvements for Safety, Efficiency and Environment BY ANDREA BRENNAN
T
he Next Generation Air Transportation System, commonly known as NextGen, is a major Federal Aviation Administration (FAA) initiative that will have immediate and long-term effects on operations, management and planning, at every level of the aviation industry. The FAA’s goal for NextGen is to improve the safety, efficiency and environmental performance of the National Airspace System (NAS) by the year 2018. For most passengers, NextGen will mean that their flights will arrive at the intended destinations on time more often with fewer disruptions. Communities near airports might notice less noise and pollution from emissions, as more efficient routes and optimum descent profiles, new aircraft technologies and alternative fuels are implemented. For pilots, NextGen could improve flight safety and reduce fuel costs. For state aviation officials, NextGen will provide better access to airports—including small airports popular with general aviation and uncontrolled fields. Page 6
STATE AVIATION JOURNAL www.stateaviationjournal.com
NextGen encompasses many different programs and will involve the modernization of many functions of air traffic control including communications, navigation and surveillance. The website for NextGen (www.faa.gov/about/initiatives/nextgen/) provides information about the projects that are currently in progress or planned for the future. The NextGen 2010 implementation plan will be released early 2010. One of the major efforts in NextGen is to modernize surveillance with a system called Automatic Dependent Surveillance-Broadcast (ADS-B), which will transform how aircraft are tracked by air traffic control. Another key environmental initiative is the deployment of sustainable alternative fuels, spurred by the Commercial Aviation Alternative Fuels Initiative, also known as CAAFI. The heart of the ADS-B system is aircraft using onboard Global Positioning System (GPS) equipment to continuously broadcast position information to other aircraft and to air traffic controllers on the ground. The ADS-B system reduces the
reliance of air traffic controllers on radar, which has had geographical and other constraints. A significant advantage of ADS-B is the potential to expand air traffic control capabilities to areas where service was previously not possible; this NextGen technology also means that appropriately equipped pilots will also be able to see other aircraft in relation to others in their area—a capability that radar does not deliver. In Colorado, the FAA, in partnership with the Department of Transportation Research, Innovation and Technology Administration’s (RITA) Aeronautics Division, began installing a Wide Area Multilateration (WAM) aircraft surveillance system in a region containing several ski resorts. As reported in the August/September 2009 issue of the State Aviation Journal, WAM, as part of the ADS-B system, would augment radar surveillance that has been unable to track aircraft below mountainous terrain. Researchers at RITA and the Volpe National Transportation Systems Center analyzed and compared the information being provided to air traffic controllers. The analysis was completed in late 2009, said a RITA official. The FAA certified the WAM system for separation services and declared Initial Operating Capability (IOC) in September 2009. At the airports affected, operations have transitioned to simultaneous operations with multiple aircraft. This reduces fuel burn and emissions by cutting holding delays. The previous procedure involved allowing just one aircraft to land or depart at one time due to lack of surveillance. Fuel efficiency and fossil fuel dependence have negatively affected aviation, especially in the past few years as the cost of fuel rises and communities try to limit the environmental impact of fuel emissions. NextGen addresses these issues from multiple angles including improving predictability, flexibility and adaptability of the air traffic control system, as well as deploying alternative aviation fuels. Since 2007, the FAA has been working with major aircraft producers and airlines to opti-
mize arrival operations in order to reduce fuel consumption. After flying more than 1,000 hours, the aircraft lowered carbon dioxide emissions by 6.3 million pounds and reduced fuel usage by 2 million pounds— about 193 fewer gallons per flight in a Boeing 777 and 334 fewer gallons per flight in a 747, according to the FAA NextGen 2009 Implementation Plan. In 2008 and 2009, according to RITA, Boeing and four partner airlines and engine manufacturers tested jet biofuel mixes
process at blends up to 50 percent. Several major U.S. airports are configuring closely spaced parallel operations (CSPO) to improve the frequency of on-time arrivals. CSPO has been introduced in Boston, Cleveland, Philadelphia, St. Louis and Seattle, resulting in additional landings per hour, especially in weather with poor visibility. For example, using CSPO at SeattleTacoma Airport increased the number of operations in poor visibility conditions from about 30 (half of the 60 operations that occur in good conditions) to 52, testified Victoria Cox, Senior Vice President for NextGen and operations planning services for the Air Traffic Organization at the FAA, to the U.S. House Committee on Transportation and Infrastructure in 2009. How NextGen Might Affect State Aviation
Dr. Lourdes Maurice, Acting Director of the Office of Environment and Energy at the FAA.
that used up to 50 percent biofuel in one engine. Dr. Lourdes Maurice, the Acting Director of the Office of Environment and Energy at the FAA, explained that the biofuels used in these flight tests is an example of “drop-in fuels” that can be used in any engine without modifications. Other examples of “drop in” alternative fuels are those made via the Fischer-Tropsch process from various feedstocks, including the use of biomass to reduce life cycle carbon content. In 2009, ASTM issued a specification for the fuel (ASTM D7566) that can be used in commercial jets at blends up to 59 percent. According to Dr. Maurice, this is likely to be followed in early 2011 by the approval of the use of drop-in biofuels made via the hydrotreated renewable jet
Many NextGen programs could influence aviation at small regional airfields as much as at major international airports. The WAM system being implemented in Colorado, for example, allows for the transfer from one-in, one-out operations to a more efficient operation using minimal separation because of the new surveillance capabilities. Increased airport landings might lead to additional business in and near the facility, and direct flights might reduce ground-level congestion in and around the area. “NextGen technologies should help reduce delays, which will in turn, reduce emissions and fuel burn,” a RITA administrator predicted. However, airports with low congestion possibly might not reap the same benefits as larger Operational Evolution Partnership (OEP) airports. Victor Bird, Chairman of NASAO, adds: “NextGen will significantly impact aviation overall, and not just state aviation. It is touted as the air-traffic management solution for the National Airspace System that will meet future demand and avoid gridlock in the sky. At its most basic level, NextGen represents an evolution from a
March/April 2010
STATE AVIATION JOURNAL
Page 7
NextGen 2018
How will the NAS operate in 2018? This diagram depicts all phases of flight, which the FAA envisions an operator will experience by the end of the mid-term. There is a section on the FAA’s website which goes into depth about each of these phases. As the FAA transitions to this system state over the next decade, operators will begin to reap the benefits of NextGen, including improved safety, increased operations and efficiency, and better environmental performance. The mid-term system is enabled by systems both on the ground and on the flight deck. It makes the most of technologies and procedures that are already in use today, while introducing new systems and procedures that fundamentally change air traffic surveillance, communication and the exchange of information. This midterm system, in turn, provides a foundation for a longer-term evolution of the system. Federal Aviation Administration http://www.faa.gov/about/initiatives/nextgen/2018/
ground-based system of air traffic control to a satellite-based system of air traffic management.” The transition to using alternative fuels will not require physical changes to aircraft or to facilities, such as different fuel pumps, according to Dr. Maurice. For example, she said, the flight by CAAFI partners in 2009 did not need any modifications in the engine that used the biofuel. If available, Dr. Maurice said, aircraft and land-based vehicles may use the 50/50 fuel blend from Fisher-Tropsch now and hopefully the biofuel blend by 2011. Some airport sponsors have been responding to NextGen with ongoing or planned runway construction. In Seattle, according to Cox’s testimony, the new runway at Seattle-Tacoma Airport could cut local delays in half, and the new runway at Dulles near Washington, D.C. will provide capacity for an additional 100,000 operations. As O’Hare Airport in Chicago is changing its runway configuration to closely spaced parallel runways (CSPR), it could add capacity for more than 52,000 additional operations; RITA and the Volpe Center are analyzing how to mitigate the wake avoidance requirements for arrivals Page 8
and departures for the CSPR. Other major cities planning runway changes at their airports include Charlotte, Houston, Denver and Philadelphia. The successful demonstrations of various alternative fuels have facilitated user acceptance. Dr. Maurice said her office has fielded few questions or phone calls expressing concern about the use of these fuels, seeing this as a sign of little resistance to alternative fuels. Unlike the slower evolution of aircraft fleets—“it takes a long time for fleets to renew when an aircraft such as the new Boeing 787 has a lifetime of 30 or more years,” Dr. Maurice said—alternative fuels can make a significant impact on carbon reduction now. Currently, the price of alternative fuel is higher than conventional jet fuel, Dr. Maurice said, because of limited production—just enough for ground tests and the test flights. However, she predicts, the price of alternative fuels will fall as more becomes available and the market demands cleaner products for flight and land-based vehicles. For example, Dr. Maurice recalled, a number of airlines at Los Angeles International (LAX) teamed up to buy alternative fuels in large quantities. “This is a win for the airlines
STATE AVIATION JOURNAL www.stateaviationjournal.com
and the communities,” she said. The U.S. Air Force has also shown interest in using alternative fuels, she said. Bird envisions a negative impact on aviation if NextGen is not implemented. “As per the FAA, delays resulting from the constraints of the current NAS already cost the United States approximately $9.4 billion annually, and that number will continue to spiral if nothing is done. By 2022, the FAA estimates the cost of doing nothing at $22 billion annually in lost economic activity. That number could grow to more than $40 billion by 2033 if the air transportation system is not transformed. Even as early as 2015, the FAA simulation shows that without some of the initial elements of NextGen aviation delays will be far greater than those today.”
For more information about NextGen projects for aviation, visit the following website: www.faa.gov/about/initiatives/nextgen.
Vallin to Focus on
T
BY ANDREA BRENNAN
as Part of Consultant Role
ravis Vallin, the former director of the Colorado Di-
Kansas, farms 1,200 acres west of Denver. For the past ten years he
vision of Aeronautics, has long told people that he
has grown wheat and sunflowers, keeps a stable of cows, and trains
is a systems guy interested in the local and far-reaching impact of
and registers quarter horses. Along with aviation, farming is his
airport projects. Vallin’s interest in aviation planning was initially
“other love,” said Vallin, and he keeps his children involved in 4-H
piqued when he was a university student looking at the plans for
activities.
what would become Denver International Airport; he observed how the air transportation system was negatively affected
Vallin also does not plan to change his relationships with other
A state aviation when a major airport, such as Stapleton in Denver, department could experienced inclement weather and needed to reduce be the central operations. “I loved to look at the big picture,” he said, driver for NextGen.
state aviation officials. “I will still have a relationship
“including the airport 50 miles down the road.” His
viduals,” he explained, and now, “I tell other avia-
perspective led Vallin to get the Division of Aeronau-
tion people that I just moved to a different seat.”
with NASAO,” he said, “as an ‘alumni’ member,” and he expects to work with people with whom he has had relationships. “I got to meet people as indi-
tics involved in the Next Generation Air Transportation System (NextGen), where he began to explore the interrelationships between airports. Over time Vallin discovered a more widespread need to support airports as NextGen is defined and implemented.
Photo by Shahn Sederberg
Now, Vallin is taking the opportunity to be a part of a fullservice aviation and airspace design, planning and implementation team at Jviation, Inc. in Denver. He looks forward to his new role as an advocate: “As a state director, I was kind of like Switzerland—
Travis Vallin
neutral to everyone,” he explained. “Being a consultant is like being on a team.” Vallin has pledged to be a multi-dimensional consultant; “Whatever the need, we’ll address that,” he said. Much of his work will involve educating elected officials to get their buy-in and support of NextGen technology such as Required Navigation Performance (RNP) approach and the Automatic Dependent Surveillance-Broadcast system (ADS-B) towers. “I’ve always enjoyed that challenge,” explained Vallin, “to see light bulbs turn on.” A state aviation department could be the central driver for NextGen, Vallin observed. He predicts, for example, that Colorado will have the first virtual air traffic control tower, just as the state has been a successful early adopter of wide area multilateration. Vallin notes the similarity between his challenges at CDOT, where the Division of Aeronautics was the newest in the U.S. when he joined them, and at Jviation, a company that is only two years old. He is out of his comfort zone, he said, but when that happens he reminds himself that he has to be at his best. “I definitely have butterflies now,” he said. Fortunately, Vallin’s move to Jviation does not require a move from the Denver area. Vallin, who grew up on a farm in western March/April 2010
STATE AVIATION JOURNAL
Page 9
Pavement Advances Improve Design and Analysis BY LARA JACKSON
P
avement design and analysis for airports has been estab-
According to David K. Merritt, P.E., Project Manager for The Trans-
lished for decades, but over the past years, advancements
tec Group, Inc., “The use of these prefabricated panels, or slabs, reduces
have been made to improve the functionality of pavement design and
lane closures and disruption of traffic during peak hours.” The Federal
analysis, which industry leaders are hoping will make construction more
Highway Administration (FHWA) has also been developing an asphalt
efficient, client-friendly and sustainable. There has been more of an em-
pavement that can withstand the impact of aircraft landing gear. The as-
phasis on the “Get in, Get out, Stay Out” philosophy, as well as, advance-
phalt, called Superpave™, is used for secondary runways.
ments in technology and analysis, including concern for the impact on
Deicing chemicals used for pavements have also been a long-stand-
the earth. Also, many of these trends and changes are the result of indus-
ing concern due to their effect on the environment. According to a Unit-
try, state and federal research and tools, such as the Mechanistic - Empiri-
ed States Geological Survey (USGS), approximately 67 percent of U.S.
cal Pavement Design Guide.
airports use potassium acetate to deice runways. This chemical changeover occurred in the 1990s when urea, the compound used previously,
Trends in Pavement
was labeled toxic by the Environmental Protection Agency. But, potas-
Disruption of traffic is a primary concern during construction, so the
sium acetate causes an alkali-silica reaction (ASR), which can cause seri-
use of precast pavement in the rehabilitation of airports might prove to be
ous expansion and cracking in concrete and results in major structural
a durable and high performance solution. Many times these rehabilita-
problems sometimes necessitating demolition. In addition, a January 15,
tion projects can be done overnight, over several days, without the public
2009 USGS press release reported that potassium acetate may be harmful
ever knowing about the project.
to aquatic life.
Commercial apron reconstruction project at Riverton Regional Airport in Riverton, WY.
Page 10 STATE AVIATION JOURNAL www.stateaviationjournal.com
Patch Dia Grinder
First four insets Courtesy of Greg Dean (ACPA-SE )
Slipform
Slipform
Rob Rasmussen (forefront) with The Transtec Group, Inc., discusses the condition of the pavement.
Bottom three insets show paving 17” portland cement concrete pavement for the Concourse A East Apron Expansion work at Denver International Airport.
March/April 2010
STATE AVIATION JOURNAL
Page 11
Left: Charleston Executive Airport (JZI) Runway 9-27 Improvements, December 17, 2009.
Below: Cobb Co. (Georgia) Runway Rehab, April 14, 2009.
This consideration for the environment and sustainability, although not new, is a growing concern throughout the pavement industry. Although it is difficult to be eco-friendly in this industry, strides are being made. One such effort involves Kimley-Horn & Associates partnering with Deerns, from the Netherlands, to develop ways to use renewable energy sources in airfield pavement.
in the winter, eliminating the need for plowing
concrete, stabilized base materials…and aggregates (crushed and uncrushed).”
According to Senior Engineer, Robert
and deicing chemicals and cool the pavement
Jones, “The project, set to begin this summer,
in the summer, reducing pavement expan-
is a proposed test section to evaluate pavement
sion.
Warm mix asphalt is another technology producers are using to lower the temperatures
heating and cooling. Energy for the system will
Both economical and environmentally
at which material is mixed and then placed on
be generated on site. The temperature differen-
friendly, the utilization of recycled materials,
the road, thus cutting fuel consumption and de-
tial between deep and shallow aquifers will be
such as crushed concrete, asphalt, glass and
creasing the output of greenhouse gases.
used to heat and cool the pavement.”
fly ash in pavement, have become a popular
The electricity for this project will be pro-
practice on airfields nationwide. According to
vided from solar and wind/jet blast turbines.
the FAA, “Recycled materials in use at airports
In addition to the technology behind the
The goal of this project is to heat the pavement
may include portland cement concrete, asphalt
pavement, there is also a trend toward a better
Asphalt paving on the extension of Taxiway A at the Eagle County Regional Airport in Eagle, Colorado.
Page 12 STATE AVIATION JOURNAL www.stateaviationjournal.com
And Now the Analysis
understanding of the link between pavement
“Ten years ago there wasn’t a lot of en-
sis placed on the calculation of a correct PCN,”
design and management, according to Transtec
forcement of the PCN, especially in the larger
explains Peshkin and Program Manager Monty
Vice President and Chief Engineer Dr. Robert
airports, but there has been more of an empha-
Wade of Applied Pavement.
Otto Rasmussen, INCE, P.E..
Part of this new theory of design is plan-
In November 2009, the FAA released a
ning with the future in mind.
draft of FAA Circular 150/5335-5B, “…which
“When designing, we must predict fu-
provides guidance for using the International
ture traffic in order to avoid restructure, but it
Civil Aviation Organization [ICAO] method to
is complicated right now due to the economy.
report pavement strength information for a va-
Those of us in the industry are confident that
riety of purposes.”
business will pick up – we have already seen
This revision is designed to calculate a
some increase in parts of the country, but not
more precise Aircraft Classification Num-
across the board,” explains Project Manager
ber and Pavement Classification Number.
Angela Folkstead, P.E. and Vice President Tra-
(PCN)
vis Vallin, both with Jviation, a planning, de-
“This [the M-E Pavement Design Guide] is
sign and construction administration firm in
the biggest trend in pavement design because it
Colorado.
incorporates both estimated and observed per-
The pavement design and analysis indus-
formance in real-life conditions as opposed to
try is always evolving – incorporating new
the traditional empirical design process – in one
technologies, theories and business tactics into
way this is simpler, but it is also more compli-
its repertoire. Who knows all of the changes
cated – you must understand all of the nuances involved,” states Principal and Vice President of Applied Pavement Technology, David Peshkin, P.E.
Angela Folkestad, P.E. Project Manager with Jviation.
2010 holds in store for this industry?
March/April 2010
STATE AVIATION JOURNAL
Page 13
Pavement Maintenance Keeps Aviation Flying BY ANDREA BRENNAN
E
ven as some airports around the U.S. construct new or ex-
The Peachtree-DeKalb County Airport in Atlanta, Georgia, utilized
tended runways, or implement changes in runway config-
patches and diamond grinding to repair its runway in December 2009.
urations, many more airports are working on ways to extend the service
“The existing pavement dates back to the 1940s, and the cracked pan-
life of their pavements. Pavement maintenance is an important factor in
els needed replacement,” said Dean. “The contractors did the pavement
aircraft safety; deteriorating surfaces generate debris which can damage
removal, repairs (9500 SY) and diamond grinding (texture and smooth-
aircraft, and cracks can potentially develop into dangerous bumps that
ness) in about 18 days.”
can conceivably affect takeoff speed.
Some U.S. airports are testing precast concrete slabs to make rapid
Airport managers are faced with maintaining runway surfaces with
runway repairs. Precast pavement rehabilitation offers cost-effective and
minimal impact on operations. This often means repairs and replacement
long-lasting solutions that can be implemented in a range of weather con-
must take place within a window of just a few hours, usually during off-
ditions. According to Shiraz Tayabji, P.E., Senior Consultant, Fugro Con-
peak hours. The repair must also be able to withstand the impact of air-
sultants, Inc., “The technology is ready for implementation and can be
craft landing gear. At first glance, this would seem to be a major problem
readily adapted for rapid repair of apron, taxiway and runway concrete
for the maintenance team.
pavements.” For example, La Guardia Airport in New York used precast
Fortunately, contemporary pavement materials and equipment have risen to the challenge and allow repairs to be completed in a restricted
slabs to repair part of a taxiway in 2002; in 2009 the repairs appeared to be performing well.
time frame. For example, grinding concrete pavements with minor sur-
Superpave™, an asphalt mix that has been approved for aprons,
face damage can buff away minor cracks and bumps. This method of
taxiways and runways, is used for airport pavement maintenance, often
pavement maintenance can be completed in stages, and the new surface
as an overlay of an existing surface. Monte Symons, Director of the Air-
is available to aircraft immediately after the grinding operation is com-
field Asphalt Pavement Technology Program(AAPTP), said the AAPTP
plete.
recently published guidelines for the use of state asphalt specifications
Runways with specific deteriorating sections may be patched, thus
for airport pavements, and that many states are now using asphalt for
avoiding the cost and inconvenience of repaving the entire surface. Ac-
overlays on runways no longer than 5,000 feet or for aircraft less than
cording to Greg Dean, Airport Programs Director for the American Con-
60,000 pounds. The Wisconsin Bureau of Aeronautics, for example, has
crete Pavement Association, Southeast Chapter, “fast-setting (high early
proposed a modification of its construction standards to specify Su-
strength) concrete is commonly used when an owner is trying to mini-
perpave™ for repair overlay of a secondary runway and parallel taxi-
mize runway (pavement) closure.”
way.
(Background) Completed reconstruction of the 28 end of Runway 10/28 in Riverton, Wyoming.
Page 14 STATE AVIATION JOURNAL www.stateaviationjournal.com
(Left) Asphalt paving on Runway 7/25 at the Eagle County Regional Airport in Eagle, Colorado.
For more information about runway repair and maintenance, see: www.pavementse.com/airports/11-09Presentations/6 Precast Pavement Rapid Airfields_Tayabji.pdf 06-05 Final Report—Guidelines for the Use of State DOT HMA Specifications for Airport Pavements www.aaptp.us/Report.Final.06-05.pdf
(Above) Working with precast slabs at La Guardia Airport in New York. (Left) A precast slab being lowered into place by a crane,
(Right) Asphalt paving on Runway 7/25 at the Eagle County Regional Airport in Eagle, Colorado. March/April 2010
STATE AVIATION JOURNAL
Page 15
TEXAS AVIATION
For Wiedemann, Merger with Highways, Block Grant - Key to Texas Aviation Growth BY ARIADYN HANSEN
M
any people throughout Texas are familiar with the
According to Wiedemann, in 1972 the airport development pro-
Texas Department of Transportation (TxDOT) Avia-
gram consisted of only three engineers and two drafters. Today there are
tion Division. However, they may not know that the program has im-
eleven engineers, eight workers in the planning section, ten in the grant
proved and expanded by leaps and bounds within the past 19 years,
section, and four in the special programs section; showing growth within
since merging with the State Department of Highways. One person who
the entire program.
has seen the growth up close and personal is the Director of Grant Management for TxDOT, Karon Wiedemann.
A huge milestone for the agency while Wiedemann was aboard was the big merger with the State Department of Highways in 1991. “When
Wiedemann’s career in aviation started at an early age while work-
the two agencies were combined, we finally began to receive state fund-
ing as the receptionist for the Texas Aeronautics Commission while at-
ing that truly impacted our airports, about $4 million in those first years
tending the University of Texas. After two years, Wiedemann moved to
of TxDOT,” Wiedemann said. “While that is not the most significant
the accounting staff where she eventually became chief financial officer
amount of money, it was a big deal to us after working with the tiny state
for the agency in 1980.
budget we had previously.”
“In 1991, our agency and the State Department of Highways were
Then, in 1993, TxDOT was chosen by the FAA to become one of the
merged together to create the Texas Department of Transportation,” Wi-
10 state block grant states, giving the institution great flexibility to de-
edemann said, “and I became the Director of Grant Management for the
velop the airport systems across Texas.
Aviation Division of TxDOT.
“We made all the decisions on the funding distribution,” WiedeVirtually
grow-
ing up in the agency,
mann said, “therefore, we could direct both the state and federal money to the airports with the greatest need and justification.”
Wiedemann recalls the
According to Wiedemann, the block grant gave TxDOT the ability to
changes she has seen
direct all funding to a system of airports, ensuring that they had a system
over the years.
that could meet the needs of the state of Texas.
TxDOT’s AVIATION DIVISION
Mission Statement Promote, develop, maintain and protect an air transportation infrastructure that provides for the safe and efficient airborne movement of people, goods and services within Texas and that provides access to the global air network.
Page 16 STATE AVIATION JOURNAL www.stateaviationjournal.com
“We continue our strong role in administration of the grant program in handling every detail for our airport sponsors,” Wiedemann said, “and they seem to
Wiedemann said aviation has truly been an exciting and interesting career and encourages those interested to get involved. “There is a certain glamour and thrill associated with flying,” Wiedemann said, “and working in this business provides that excitement.”
love it.” Wiedemann said, at that time, the state program grew tremendously and they now administer about $16 million annually in state funds, along with about $60 million in federal funds. “Our funding has grown significantly and our airports show the results,” Wiedemann said.
Karon Wiedemann
SEVERAL PROGRAMS OF INTEREST Airport Terminal Program According to Wiedemann, when Fulton became the director in the early ‘90s, he was in for quite a shock. “I think he was a bit horrified when we saw the condition of our airports,” Wiedemann said. “He was surprised to see so few airports with a terminal building.” The airport terminal program started with $300,000 in grant funds
Wiedemann’s duties and responsi-
with a likewise match with local funds. The program now funds $500,000
bilities include management of the division
for the terminal and $100,000 for the auto parking with likewise local
budget and approval of the grants through
match.
the Texas Transportation Commission.
Wiedemann believes it was Fulton’s concept that helped the pro-
“My section executes and administers the grants and contracts for
gram succeed. “His concept was that if the airport really looks like an
our program,” Wiedemann said. “We execute the contracts and provide
airport, is well kept, and has the necessary facilities, including a terminal
all procurement services for every airport eligible for our funding.”
building, the local government will take pride in it and the facility will
This fall, Wiedemann, who has considered retiring, will have completed 38 years of work for the state aviation agency.
prosper,” Wiedemann said. A local airport is in charge of designing the terminal building to fit
“Our division is and has been, over each and every year of that 38
the architecture for their area. The terminal is required to have certain
years, very well respected and trusted,” Wiedemann said, “we all feel
amenities including a flight planning room, pilot lounge, public meet-
like we do make a valuable contribution to airports and aviation in the
ing room, airport manager’s office and restroom facilities; but other than
state.”
that, the local government can design the facility to meet their needs and
One person who will surely miss Wiedemann’s contribution to the agency is the Aviation Division Director, David Fulton. Following graduation from Vanderbilt, Fulton went into the Navy and became a Naval Aviator where he spent 10 years on active duty flying the P-3 Orion and instructing students in the Navy’s flight program. In 1981, Fulton became the director of the Tennessee Aeronautics Of-
requirements while being mindful of maximum funding available. “A terminal building is a necessary component of an airport to accommodate travelers,” Wiedemann said, “and we believe every airport has a need for a building to fit their passenger needs.” According to Wiedemann, there have been 46 terminal buildings completed across the state with nine more currently underway.
fice and then 11 years later came to Texas to be the Director of the Aviation Division of TxDOT.
Routine Airport Maintenance Program (RAMP)
Fulton said, he enjoys working with the highly professional group of
“The Routine Airport Maintenance Program was started several
people in the Aviation Division as they improve and maintain the Texas
years ago to protect the substantial investment we have made in rebuild-
airport system. “I believe that our state’s airport system will continue
ing the general aviation airport systems in Texas,” Fulton said.
to play an ever increasing role in supporting economic development in Texas,” Fulton said.
Many times the program is used to maintain small “time critical” capital improvements.
Fulton said, it is impossible to quantify Wiedemann’s contribution
According to Fulton, it provides matching funds, currently $50,000
to the program: she has contributed to more growth of the program than
per airport per year, on a 50/50 state/local basis, for an item of work that
any other individual over almost four decades.
assists in preventative maintenance or improves the aesthetic appearance
“It will be impossible to replace her,” Fulton said. The feeling seems to be mutual between the two co-workers. “I have been nothing short of blessed to work for Dave,” Wiede-
of a publicly owned general aviation airport. “The Routine Airport Maintenance Program is vitally important to the preservation of the TxDOT aviation system,” Fulton said.
mann said. Wiedemann said Fulton trusts and encourages all employees for what they do, as well as rewards them. She also said he makes what they do fun and comes to work with his great sense of humor every day.
Air Traffic Controller (Atct Program) The Air Traffic Controller Program, according to Wiedemann, was started several years ago with state funding because ATCTs were not
“When you have a happy environment in which to work, you can’t
an eligible item for federal funding for general aviation airports. Today,
help but enjoy your job,” Wiedemann said, “and in turn, it makes you do
the program has $1.5 million in federal funds. “Our larger airports have
your best job.”
ATCTs,” Wiedemann said. “The system has been rebuilt to a large exMarch/April 2010
STATE AVIATION JOURNAL
Page 17
FACTS ABOUT AVIATION IN TEXAS:
tent and serves the economy well for all air transportation.”
-305 Public “System” Airports -47,000 licensed pilots -28,620 registered aircraft -8,500,000 annual flight operations -56,000 jobs
According to Wiedemann, Texas has a distinction in its program compared to other states. “The biggest difference in the program for Texas is that we provide full project management for our airport sponsors the same as we do for the other capital improvement funds at airports,” Wiedemann said. According to Wiedemann, they over-
TxDOT’s AVIATION DIVISION: -Primarily a grant agency -Non regulatory in nature - A Seaplane legislation -Do require zoning
see and manage the tower program from design through construction and provide all services for the ATCT development, so local governments need no additional resources for the construction of their towers. Dave Fulton
“They need only provide 10% of the funds or any costs above $1.5 million in federal funds,” Wiedemann said.
-Don’t license airports, aircraft or pilots
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Page 18 STATE AVIATION JOURNAL www.stateaviationjournal.com
C OMMENTARY
Who Cares About Aviation?
BY DICK WEINBERG
T
here are a lot of pilots who would
I guess I feel the sorriest for the airlines.
planes. I negotiated a reduction of interest rates
rather fly than eat - or at least, eat
They keep getting lead around by the nose by
on the aircraft loans. I kept bugging the insur-
good. I call it the ‘Food or Fly Decision.’ Avia-
the aforementioned agencies and they cringe as
ance company to stop raising their rates for no
tion is the first industry to be affected by a bad
things get worse. Every time the Government
real reason (I won’t mention their name, but it’s
economy and the last to recover. As a qualified
imposes a new
restriction, the airlines lose
one of the very few companies that insure fly-
“old codger” that was weaned on av-gas, I have
more revenue. I, personally, have not flow on
ing clubs). We now pay $9,000 per year for both
to admit that I’ve seen a lot of ups and downs in
an airline since 2003, when the TSA folks con-
planes. That’s about 40% more than in 2001
the national economy. This one we are in, is as
vinced me that they don’t care about me. On a
when we started the club. I wonder if they care
bad as I’ve ever seen it.
one way trip from Colorado to Chicago, I was
about aviation?
Airport Managers report that fuel sales
searched four times. They took my wallet while
Almost all the flying club members have
are down, jobs are at a premium and the basic
I was busy taking my shoes off, and I think
stopped flying. We’ve changed the by-laws
amount of time airplanes are used is also down.
(can’t prove it) a hundred dollar bill was taken.
to force each member to fly a minimum of one
So, I guess it is no secret that aviation and all
The big fuss was over a four inch metal ignition
hour per month to support the club So, now I
concerned are hurting. I would think all the
file that had rounded ends. It was like a nail file
have members resigning to eliminate the drag
regulatory agencies and folks who sell things to
that ladies carry around. On that same trip, I
of one hour flying each month (about $100).
the aviation industry would at least try to take
saw 21 TSA baggage searchers lounging at an
They don’t even care about trying to re-coop
it easy on the industry.
unused departure gate.
their initiation fee of $2,000.
I don’t know
For example, in my opinion, the Trans-
Allow me to regress for a moment. I’m
whether they care about aviation.
portation Security Administration (TSA) keeps
deeply involved with aviation. I’m an instruc-
If I was the head guy for the Airline Trans-
getting fatter and apparently, they don’t care
tor who charges less than I did a year ago, be-
port Association, I’d schedule a meeting with
what’s happening to aviation. The fat cats in
cause I care. I manage a two plane flying club
the FAA and the TSA and ask them one simple
the FAA have had too many extra notches in
which used to churn up 20 hours per plane
question - “What’s going on guys? All the se-
their belts from times preceding our current
per month. More than enough to support the
curity breaches and new regulations are kill-
state of affairs. I doubt if they care about the
operation. In December 2009, all 20 members
ing us. Do you people realize that without the
future of aviation.
logged 1.9 hours for the whole month for both
airplanes and pilots, you guys have no jobs?”
March/April 2010
STATE AVIATION JOURNAL
Page 19
If the Airlines could somehow pick up TSA’s
the manager of a small radar approach con-
my little single engine plane. I thought the
budget, the airlines would develop the safest
trol and tower facility. I pulled about $75,000
FAA guy was going to erect a wall and a fir-
system ever. You can say anything you want
a year. Easy to live on. I wonder how many
ing squad, and he was a friend. Later, he said
about the airlines, but they don’t fool around
people out there realize that today, in some
he was just having a little fun with me. After
when it comes to business. We need air mar-
larger air traffic facilities, tenured controllers
that, he wasn’t a friend anymore and I tried
shals on all planes! Not on a few, because TSA
and supervisors are knocking down between
to find someone who might need a 1968 air
is using the funds to build zillion dollar walls
$160,000 and $175,000 per year after including
filter from Chrysler. I dared him to show me
and radar systems around the north bound-
all the little extras like overtime, locality pay,
the difference between the Chrysler filter and
ary of Mexico. According to “Sixty Minutes”
night differential, Sunday pay and a few other
the FAA approved model - he couldn’t, but
- none of it works.
bennies I probably forgot. At least now you
gave me some jibber-jabber about liability. I
The FAA gives authority to the TSA to
know where to point when your kid leaves
went right back and told him there wouldn’t
impose temporary flight restrictions. For the
school and is looking for a job. Don’t get me
be any liability issue if there wasn’t an FAA
most part, TSA people have little or no knowl-
wrong, there are a lot of sharp, dedicated ATC
mandate.
edge of the National Airspace System or how
folks out there. However, there are a lot of
Airport charges - the other day I flew into
it works. The TFRs should be issued by the
controllers who absolutely hate pilots. Do
Grand Junction Colorado (Walker Field) and
FAA and questioned by the FAA on a regular
they realize that without the pilots, there is no
was charged a ramp fee of $15. Aspen charges
basis. It’s the opinion of most pilots that a TFR
need for ATCs?
a landing fee of $9. I can only guess what the
is issued every time a cow falls in a well. When a pilot gets old his body gets bur-
Do you think it’s right to charge between
air carriers have to pay.
$20 and $40 for a single spark plug? Should
I’m sorry for sounding negative, but I’d
When there’s a problem, Civil
a single sheet of paper we call a Sectional
love to see everyone involved with aviation
Aerospace Medical Institute (CAMI) in Okla-
Chart cost $9? If you’re a pilot like me walk-
try a little harder to help aviation recover from
homa City gets involved. I’m not a medical
ing around in the aviation ranks, make sure
whatever we’re in. WE NEED HELP!
expert, but I have had heart by-pass surgery a
you have at least two buttons on your wallet
few years ago. You cannot believe the hoops I
pocket. I can remember getting caught many
have to jump through to maintain my medical
years ago using a 1968 Chrysler air filter on
densome.
certification. I’d estimate it costs about $6,000 a year to accomplish all the tests etc. required by CAMI. Fortunately, I have health insurance that covers all the expenses, but there must be thousands of pilots out there with tears in their eyes. Only pilots know the true passion of flying (FOOD OR FLY?) Don’t get me wrong, I’m not complaining about the medical requirements. CAMI is guided by a plethora of regulations. They have a job to do. However, I wonder if they care about aviation? Do they realize that without the pilots, they don’t have a job? Is it normal for a government agency to take six weeks to process medical forms, only to tell the poor pilot they decided they want another test. Meanwhile, your Medical Certificate expired. There goes another six weeks. Have they ever considered at least putting this poor guy to the top of the list when he accomplishes the second task they ask for? Try calling them - they have
Our weekly Skybriefs now include INTERNATIONAL NEWS!
non-medical personnel answering the phones and it’s absolutely impossible to talk with someone who is holding your aviation career in his hands. Also, on my list is air traffic control. When I retired from the FAA in 1995, I was Page 20 STATE AVIATION JOURNAL www.stateaviationjournal.com
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E n v i r o n m e n ta l C o r n e r By Chuck Howe
Aviation Industry on Pins and Needles
Will Bolivia Succeed Where Copenhagen Did Not?
W
hether you agree with Al Gore as being on target with
Much of this conversation takes me back to the days in the early
“An Inconvenient Truth”, or that you support one of
90s in the Pacific Northwest, when there was controversy over the spot-
his nay sayers such as Phelim McAleer — who wrote a documentary
ted owl, only to be quickly followed by, and greatly overshadowed by,
called, “Not Evil, Just Wrong”; either way, everyone now understands
the declining salmon numbers. Many attributed declining numbers to
how the by-products of our industrialized nations and communities con-
over-fishing; some attributed to poor water quality in the oceans or in the
tribute to the reduced health of the environment
freshwater spawning areas; and yet, some stated simply that the trends
Many remain tremendously disappointed by the outcomes, or lack
of salmon runs varied on 20-50 year cycles and we were simply seeing a
thereof, from the December 2009 Copenhagen Global Climate Confer-
lull. Regardless of the reasons, the pending restrictions seemed eminent.
ence. Some are not surprised by the lack of agreements after 15 years of
Oregon’s Governor at the time (John Kitzhaber) made the distinction of
meeting and discussing the global issues. While others feel great ben-
working with industry and land managers to self-impose restrictions at
efit through the establishment of a global fund that will help develop-
the state level to help forego the listing of several basins of salmon as
ing countries employ green or environment-friendly technologies within
threatened under the Endangered Species Act. This effort, named the Or-
their growing infrastructure.
egon Plan for Salmon and Watersheds, held back federal restrictions for a
As reported, by Christina Larson, recently in an article for National
number of years. When the federal restrictions were later invoked, they
Public Radio (Foreign Policy: Bolivia To Pave The Great Green Way?)
were very similar to those that had been in-place and under practice by
Bolivian President, Evo Morales, announced that he will convene an al-
the federal, state and private (industrial) land managers. Suddenly, these
ternative climate summit. As he told a press conference in La Paz, “Due
restrictions didn’t seem so impending because most had implemented
to a historical responsibility for the mankind, we decided to summon the
these as standard operating practices.
First World Conference of the People on Climate Change.” (To be held April 20-22, 2010 in Cochabamba, Bolivia)
Is there not something that could be done at the grassroots level to help show what will work and what industry is willing to commit to
This certainly appears as a good faith effort on the part of a country
doing? I have great hopes the right people will engage in the right con-
which has grown wealthy through the generation of high grade gold and
versations during the conference in Bolivia this coming April. Too often
silver. Just from the title of the conference, it appears it may be more
it seems that the right people are not involved in the necessary conversa-
focused on the grassroots concept of doing what people can do, versus
tions to reach the common objectives.
worrying about how a trade sanction factors into the decisions of wheth-
As I won’t be attending (haven’t been invited), I’ll be awaiting the
er or not the G-20 countries are willing (or even able) to come to an agree-
press releases in hopes that some simple, yet effective, resolution is
ment on setting emission standards.
passed to produce at least a baby step toward improvement. It continues
Back on the homefront, what does this mean to us? Well, with no
to seem as though we are trying to eat an elephant all in one bite.
standards for emissions set, the aviation industry remains on pins and needles as to how the next step will impact their bottom line, especially in these unsettled economic times. Of course, some project that no agreement is better than a bad one, as we now still have time to make the adjustments internally in an attempt to make positive progress. March/April 2010
STATE AVIATION JOURNAL
Page 21
Ag r i c u l t u r a l Av i a t i o n
By Gary Ness
Dusters, Sprayers or Aerial Applicators Part IV - Conclusion: Wives: The Fourth Factor Contributing writer Gary Ness presents Part IV, and conclusion, of 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 three editions of the State Aviation Journal, this au-
needed to book a customer’s job, with calming questions such as “Are
thor put together an early day history of the aerial application
there any tree claims or highline wires?”
business and the trilogy of the team. The food chain development of the
It is highly likely, this partner was also the bookkeeper and billing
business was very simple from bottom to top: Loader, Marker and the Pi-
agent for the business. The pilot or marker would put together the day’s
lot. It was pointed out how all of the facets of the business were essential
finished work orders and bring them into the house for posting and record-
during that special time of aviation development in North Dakota, as well
ing. The wife would have the task of understanding the chicken scratch
as the rest of the agricultural United States. These early day businesses
that masqueraded as handwriting on the work orders. She probably paid
were truly entrepreneurial in nature, but very basic in structure and financ-
the bills from the chemical companies and made sure the discounts were
ing, thus a very simple picture to describe. In this issue, a fourth prong to
taken on early payment. She took payments from work order billings and
the fork of the business management team is revealed, described as an
did all the PR work related to the administrative side of the business.
essential factor that could not be valued highly enough. These persons
She was typically a bill-collection barracuda. Not only was this partner
were the wives of those pioneers. The thoughts of fear and trepidation
responsible for all the previous stuff mentioned, but typically there was
endured by the wives are incalculable. Typically, as mentioned, the pilot
a family involved as well; a national average of two kids, station wagon
was a WWII aviator who had spent a considerable length of time flying
and a dog, making her obligated to manage and keep together a busy
overseas missions with communications sporadic, at best, throughout the
household too.
conflict.
She had the worry of all aviator spousal units in the history of the
Not only had a young wife endured the uncertainty of war-time, but
industry, whether male or female. At least once a season, she would re-
now the intrepid aviator asked her to stand by again while he tried some-
ceive an early-morning telephone call, “We saw a plane go down in the
thing new in the business world, aerial application. She quickly fell into the
field, but didn’t see it come up again.” What was she to do with THAT
position of booking agent, as the home became the office and telephone
information? She lived with the denial of the danger of the business, with
contact for the business. Heaven forbid, if the airport would have a phone
a developed attitude that until a strange car parked in front of the house,
line, as the additional cost would be the break point for the bottom line.
she would not think about the danger at all. It was a way of life; and the pi-
The “Mrs.” became very professional in relations with customers, taking
lot she lived with, in his mind, was ten feet tall and bulletproof. Well, come
essential information about who called and where they lived. She would
to think about it, if it wasn’t dealt with in that way, no one would have left
give prospective customers a good idea when the “aviator” would be able
the ground to do anything. As the business grew and progressed, she not
to get to them or set an appointment to walk the fields. Over time, this
only took the inquirers calls for new work, she also dealt with the ques-
evolved into taking the legal description of the fields to be sprayed and
tions of when the crew was going to get to that ordered application.
the crop mix around the target field, plus all other pertinent information
Page 22 STATE AVIATION JOURNAL www.stateaviationjournal.com
By the way, Peter never called again with a 5:00 am inquiry. The invisible fourth prong on the management team, the incalculable valued member: Thanks, MOM. And thanks to all of the other brave women who contributed and still contribute so much to a continuing business invention. Where has the aerial applicator business evolved in these last 60+ years? As stated before, the aircraft used have been developed from 40 gallon backseat hoppers to 800 gallon+ turbo powered aircraft tankers with fashionable names that fit the job requirements. The triad that made up the crew, is now a well oiled automated loading organization which is a GPS directed business of the future, here today. The aircraft has developed from 65 to 90 horse power aircraft with useful loads of 720 pounds to 1,350 turbine shaft horse power and 8,790 pounds of useful load. From human ground assisted markers, to GPS directed, onboard flight director systems. From single entry bookkeeping system with handwritten paper work orders, to computer tracking systems that automates the accounting responsibilities of the business. The customer has become a very well educated business manager who has evolved from a lifestyle farmer of yesterday who maybe fed another 100 people in society, to the agricultural production machine of today, who can feed in the thousands of mouths today. I have to tell this story: Ness Air Spray had a very loyal and good customer who would have us spray his whole small grain acreage, but he would only sign up 40 to 60 acres at a time. Thus, we would have about six to eight of his work orders to process over the summer. The customer, Peter by name, would keep very close track of his work orders and the timely application of the same. To us on the job, it didn’t pose a problem, but to Mom at home, with the phone, it became a giant pain in the back end. From about Day Three, following his work order call, Peter would check on whether we would be getting to his fields that day or not. It wouldn’t seem to be an unreasonable inquiry. Really, it wasn’t. There were similar customer calls all of the time, but Peter preferred to call at 5:00 am, which was about 30 minutes after Dad and I had left the house for the airport. The business phone, remember is not at the airport, but at home. Mom would answer the inquiry from a very gracious customer. “Mrs. Ness, are the boys going to get to my 40 today, do you know?” Well, one year we had “wind and rain” and a lot of work piled up and a lot of calls were coming in. Peter had made six straight morning inquiries and Mom was about to go spray the 40 herself. Well, one evening about 7:00 pm, I told Mom we would be getting to Peter’s 40 the next morning, FOR SURE. Knowing that because they arise early to milk the cows, German farmers Peter’s age would retire about 9:00 pm, so Mom waited until 11:30 pm and called Peter to announce: “Peter, the boys will be spraying your 40 in the morning. I thought you would like to know.” It was at that time, Dad decided to move the phone with the business number out to the airport, regardless of the cost factors. For some reason, he saw some convenience in creating an office at the loading site! Business development comes from different directions.
The National Agricultural Aviation Association (NAAA) represents more than 1,500 members in 46 states. NAAA represents the interests of small business owners and pilots licensed as commercial applicators who use aircraft to enhance food, fiber and biofuel production; protect forestry; and control health-threatening pests. Furthermore, through its affiliation with the National Agricultural Aviation Research & Education Foundation (NAAREF), the NAAA contributes to research and educational programs focused on enhancing the efficacy, security and safety of aerial application. The NAAA has developed into a nationally recognized body that is trying to keep the interests of its industry on the front burner at the national level of the political conflicts which surface many times a year. There are not many business ventures that give you such a wide range of regulations and regulators to deal with than the Aerial Applicator business. To name a few: FAA, State Aviation Offices, State Agriculture Offices, Sectary of State Offices, State EPA Offices, Federal EPA Offices, Clean Water Act, Endangered Species Act, EPA Drift Reduction Program, Container/Containment Regulations, Recycling Act, Occupational Expose Concerns, down to Local EPA Program Offices in some communities. The issues of today effecting applicators are as varied as the regulations. They range from the environment, tax issues, security, transportation of ground equipment, towers (wind and TV/radio) and power line markings. Since 9/11, security has been on the forefront for this business only to be surpassed by airline/airport security. The industry was the first to come to the table, almost immediately, with a self regulating security standard. Here are the security measures that were aggressively suggested and are still recommended today industry wide: March/April 2010
STATE AVIATION JOURNAL
Page 23
- Storing aircraft and crop protection products in locked hangars with electronic security systems when not in use.
service to production agriculture, but the world is too complicated to continue that way of business in today’s world.
- Parking and disabling loader trucks, forklifts or other equipment to block aircraft. - In cases where the aircraft must be left outdoors, using propeller locks, propeller chains or tie-downs on aircraft. - Removing batteries from planes and disabling engines from un-
The Women of National Agricultural Aviation Association (WNAAA) is a companion organization to the NAAA, consisting of members who are women involved in aerial application, such as spouses, partners and allied industry members. The main objective of the WNAAA is to promote the positive image of the aerial application industry.
used aircraft. (Remember to re-install items correctly before flying your aircraft)
The objectives of the WNAAA shall be cooperative, educational, and legislative at the national level as set forth in greater detail below.
- Operators have installed hidden security switches to prevent unauthorized startup of the aircraft.
1. To foster a more cohesive agricultural aviation industry.
- Establish contact with federal and local law enforcement agen-
2. To strengthen and supplement legislative representation with help
cies to coordinate responses to security breaches at ag aviation facili-
and guidance from chosen leaders from the agricultural aviation in-
ties. Encourage operators to list the appropriate law enforcement agency
dustry.
telephone numbers in a prominent place within their operations. Also,
3. To organize in such a manner that the future growth and needs
outdoor security lighting around hangars and operations is encouraged.
of the agricultural aviation industry may be handled by qualified per-
Simple, but very effective.
sonnel.
The NAAA, as a professional organization, has shown the way for
4. To promote better understanding and cooperation between the
being proactive in the development of the industry it serves. Below are
agricultural aviation industry and related industries.
some of the activities it has spawned through the years. It has been in the
5. To establish policies and programs for agricultural aviators which
business of promotion and development at the national level.
will better coordinate and promote inter-industry activities and co-
The National Agricultural Aviation Research & Education Foun-
sponsored educational and research projects.
dation (NAAREF) - Formed in 1982, as a non-profit organization to pro-
6. To establish cooperative, inter-industry liaison and communica-
mote and foster research, technology transfer and advanced education
tions with other related industries having an interest in agricultural
among aerial applicators, allied industries, government agencies and
aviation.
academic institutions.
7. To sponsor and promote research in order to advance the agri-
Professional Aerial Applicators Support System (PAASS) - De-
cultural aviation industry for the benefit of mankind everywhere.
veloped in 1996, NAAREF instituted the PAASS program to educate pi-
8. To work toward gaining greater recognition and respect for the
lots on key safety and drift minimization issues important to flying, mod-
agricultural aviation industry and its contribution to agriculture and
ern agriculture and crop protection.
society.
Operation S.A.F.E. - Developed in 1981, was designed to clearly
9. To advance agricultural aviation through technical knowledge and
demonstrate that ag aviation recognizes its responsibility to minimize
ethical standards.
the potential for adverse health and environmental effects of agricultural chemical application.
The industry has made many modifications to itself from the busi-
Compaass Rose - Formed in 2002, NAAREF introduced the Com-
ness plan that first was put on a napkin in a restaurant 60+ years ago.
paass Rose series of round table discussions designed to provide profes-
It has evolved from a Mom/Pop kitchen table headquartered business
sional support and direction to new-to-the-industry agricultural aviation
to the multi-faceted complex corporations of today. However, it has kept
pilots.
its baseline business plan in place and it still is viewed by many in the
Fly Safe Messages - NAAREF began a safety program in 2002
business as Mom/Pop. Where the questions of yesteryear were: “Does
called “Fly Safe in July” in which weekly safety reminders were faxed
your wife have a garden on this 40?” to “Are there any wind turbines in
to operators and pilots each week in July. Since then, the Fly Safe mes-
this quarter?”
sages have become very popular and they are sent in additional months as well.
The one statement I will always remember is, “Well son you let that mustard bloom before you spray, because I want to see if you really kill it.”
I would suggest that you take a look at the last publication of Ag Aviation to see the width and breathe of the industry and how they have to deal with the changes in the agricultural community. (http://agaviation. rog/NovDec09feature.pdf). The only thing I can say, is I wish more applicators belonged to the state and national associations. The input from the industry is most important as it navigates through today’s complicated political world. Flying off a private airstrip with one aircraft is providing a
Page 24 STATE AVIATION JOURNAL www.stateaviationjournal.com
This has been fun…I hope we made a difference. Thank you for reading.
State Focus on
N NE EW WY YO OR RK K and at k o o aL er t s a M t r o p ng i Air n n a Pl Coming in
May 2010 State Aviation Journal
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