State Aviation Journal - November/December 2012 Issue

State Aviation Journal Issue #17

November/December 2012

AOPA Summit AOPA’s FlyQ Shows Pilots How to ‘Fly Smarter’

Airports Going Green Missouri Aviation’s Amy Ludwig FAA’s Withycombe Set to Retire EAS Changes and Challenges Nov/Dec 2012

State Aviation Journal

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Cirrus Aircraft display at the AOPA Summit. Photo by Kim Stevens

Publisher/Editor Graphic Design Layout Design Photography

Advertising Director Contributing Writers

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Kim J. Stevens Andrew Stevens Kim Stevens Kim Stevens Shahn Sederberg Vacant Wendie Davis-Grauer Andrea Brennan Scott Malta Penny Hamilton

State Aviation Journal

Contents From the Publisher

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Colorado Museum Pays Tribute to Bob Hoover

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EAS Changes and Challenges

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WRP Principals Discuss Aviation in Sacramento

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Nov/Dec 2012

On The Cover AOPA’s FlyQ display attracted a great deal of interest from attendees of Summit in Palm Springs, CA. Photo by Kim Stevens.

Conklin & de Decker Hosts Aircraft Acquisition Seminar

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GCR Holds Airfield Inspection Class in Louisiana Page 12 FAA’s Withycombe Set to Retire In January

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Amy Ludwig Leads Missouri Aviation Section

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Flying High Amidst Sandy

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Early Desire to Fly Leads Sherman to Airfield Management

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Airports Going Green Chicago Hosts International Event

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Cover Story Photo Coverage of AOPA’s Summit in Palm Springs Nov/Dec 2012

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From the Publisher

Soaring Off the Fiscal Cliff It can sometimes be tough to stay positive and keep our focus with all of the headlines reminding us of the fiscal cliff looming just over the horizon. The good news is that even with those dour realities that we must contend with, there are many positive and uplifting stories yet to be told representing our industry.

In this issue we report on new accomplishments as well as the beginning and the capping of great careers. From Missouri to California and New York to Abu Dhabi, you’ll find articles on those who are just beginning to realize their dream, to those that are beginning new chapters in their careers and to a gentleman that has given 45 years to aviation in government service. We also explore our future with a report on Airports Going Green, a recent conference that was held in Chicago that drew attendees from around the globe.

2012 has been an amazing year for me personally and the State Aviation Journal family of publications. 2013 promises to be a year of change and with that, new possibilities. We hope that you continue to travel with us as we unfold new stories about our industry not only here in the U.S. but around our globe.

So, strap on your wings and together let’s catch the updraft above the fiscal cliff and soar above the fray.

Merry Christmas and Happy New Year

Photo by Andrew Stevens Page 4

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Nov/Dec 2012

Nov/Dec 2012

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Colorado Museum Pays Tribute to Bob Hoover

By Penny Rafferty Hamilton

For their third “Tribute to a Fighter Pilot,” Wings Over the Rockies Air & Space Museum, located in Denver’s historic Lowry Air Force Base, honored the “pilot’s pilot,” R.A. “Bob” Hoover recently.

Hoover, a World War II fighter pilot, was flying his 59th mission when his Spitfire was shot down by a Focke-Wulf Fw 190 off the coast of Southern France and was taken prisoner. He spent 16 months at the German prison camp, Stalag Luft 1, in Barth, Germany. He then staged a legendary escape, stole another Fw 190 and flew it safely to the Netherlands.

After the war, Hoover was a test pilot at Wright Field and later for North American Aviation. He taught pilots in the Korean War how to successfully dive-bomb the F-86 Sabre. He flew flight tests on the FJ “Fury,” the F-86 and the F-100. In the early 1960s, Hoover concocted the idea of promoting the North American company name by demonstrating its most famous products at air shows across America. The company bought into the idea.

The first Hoover P-51 Mustang, N2251D, was replaced with N51RH affectionately named “Ole Yeller.” Later, Bob Hoover flew an Aero Commander to the delight of air show spectators. He became know for his huge smile, wide-brimmed straw hat and his grand finale signature move of shutting down both engines, executing a loop with an eight-point hesitation slow roll as he cruised the runway. He touched down on one tire and then the other on landing.

At the recent Colorado tribute, Hoover shared insider stories. At age 92, Hoover has a lot of tales to tell. He shared many of them with an enthusiastic audience. He Page 6

State Aviation Journal

Dr. Robert Gold, left and Aviation Legend, R.A. “Bob” Hoover, shake hands during a private reception at Tribute to a Fighter Pilot. (Photo

by Penny Hamilton)

told of the “Hoover Heavers,” who were passengers he took up during his air show performances. Due to the high number who because air sick during his wild maneuvers, the name gave full description to the experience.

Hoover also told the back story of his important contribution to aviation safety with the development of the

Jeff Puckett brings water to author, Bob Hoover, as he graciously signed copies of his book, Forever Flying, after he shared flying stories with the awe struck crowd at the Tribute event. (Photo by Penny Hamilton)

Nov/Dec 2012

now industry standard “Hoover Nozzle” used on jet-fuel pumps. Because of the flattened bell shape, the “Hoover Nozzle” can not be inserted into the filler neck of a plane with the ‘Hoover Ring’ installed. This prevents the tank from accidentally being filled with jet fuel. This safety innovation came about when his Shrike Commander had a catastrophic dual engine failure after takeoff because a line boy mistakenly used jet fuel instead of avgas.

No Hoover event would be complete without the video clip of his pouring a cup of hot tea from a thermos while performing a slow barrel roll with his big smile for the camera. After a full evening of entertaining the audience and answering several questions, he graciously signed copies of his book, Forever Flying.

Proceeds from this special event will help create permanent exhibits honoring fighter pilots, combat veterans and their aircraft. Tribute Partners were Airbus, AOPA, PSI (Productive Services International), SCFD (Scientific Cultural Facilities District), Fetter Logic, Inc., and Jeff and Nancy Puckett. To learn about up-coming events at the Wings Over the Rockies Air & Space Museum go to www.WingsMuseum.org

America’s first female airline Captain, Emily Warner, and Southwest Airline Captain, Brad Burgmann, reminisce about their shared General Aviation background at an iconic Piper Cub on display at Wings Over the Rockies Air & Space Museum. (Photo by Penny Hamilton)

The Wings Over the Rockies Air & Space Museum invited guests to wear flight suits and enjoy an “Air Force Officer’s Club Happy Hour” setting to hear epic tales of flight from World War II fighter pilot, Bob Hoover. L-R Retired Air Force pilot and now United Airline pilot, Rodney Horn, his beautiful wife, Misty ,and Air Force Academy graduate and United pilot, Bloke Maurer aka “Clipper,” enjoy the atmosphere. (Photo by Penny Hamilton)

Nov/Dec 2012

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Essential Air Service: Changes and Challenges

By Mike Mooney

with less than that specification) In early 2012 additional rule

The EAS program is, out of necessity, changing. Subsidy

changes occurred. First, the EAS

costs are soaring, fewer airlines are participating and recent

program was closed. No new cit-

rule changes will have a significant effect on program size and

ies could enter the program and

market eligibility going forward.

the only cities that remained EAS

Soaring Costs

subsidy eligible were those receiv-

Program changes are being driven by massive subsidy cost

ing service, or in the process of

increases. As of October 2012, $235.5 million in annual sub-

initial bidding, during FY 2011.

sidy payments are obligated to provide EAS service at 163 U.S.

Secondly, beginning with FY 2013,

cities. This is a 44% increase from 2009 levels, 39% vs. 2010

subsidized cities must maintain an

and 24% vs. 2011. The bulk of EAS subsidies ($219.3 mil-

average of 10 enplanements per

lion) support air service at 118 cities in the Lower 48. Another

day, excluding cities in Alaska or

$16.16 million supports service at 45 cities in Alaska, Hawaii

Hawaii or those that are more than

and Puerto Rico.

175 driving miles from a large or medium hub airport.

Mike Mooney, Air Service Consultant

Subsidy needs are growing due to fewer carriers in the EAS

DOT enforcement of these specific rule changes would ter-

program (less competitive bidding), an aging small community

minate EAS service at nine subsidized cities, based on current

service fleet and increasing airline labor costs, especially as

traffic results. More aggressive enforcement of the existing

stricter new pilot flight, duty and experience rules go into ef-

$200 per passenger subsidy cap for cities in close proximity

fect.

to large or medium hubs would terminate service at perhaps

A hidden cost in the EAS program is that of TSA screening.

Most EAS cities have sterile operations. While TSA is a necessary cost at any sterile airport, it is a particularly significant

another half dozen cities.

EAS Carriers

cost at a typical EAS airport that enplanes on average 8,123

Most network carriers have little interest in the EAS program

annual passengers (22 per day). A full TSA screening team is

(American being an exception) and have guided the regional jet

still required for each departure even though ten or less enplan-

capacity they control away from EAS bidding. SkyWest, a large

ing passengers are involved. About 110 EAS cities have sterile

regional partner for all four network carriers, is active in the

airline operations. If the average annual TSA cost per EAS city

EAS program. The Low Cost Carrier (LCC) sector has almost

is $400,000 (an estimate) that is $44 million per year in TSA

no interest in low volume small city services. Currently only 12

costs, perhaps off-set by $6 million in security fee collections.

airlines are providing EAS subsidized service in the Lower 48.

Five of these carriers operate only nine-seat aircraft and while

Program Rule Changes

three others operate at least some of their EAS services with

Soaring program costs have caused Congress to propagate significant EAS program rule changes. In 2011 an absolute cap of $1,000 per passenger in subsidies in any market was imposed as well as the waiving of a rule that required EAS service be

regional jets.

EAS Service Equipment EAS service is moving away from the stereotypical twin en-

provided with at least 15-seat twin engine aircraft. (Prior to this

gine turboprop. Just over half of EAS service excluding Alaska

communities could veto service proposals involving aircraft

is currently provided by B1900s, SF-340s or EMB-120s (65

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Nov/Dec 2012

of 120 cities). EAS service at 31 cities (26%) is offered with twin or single engine nine-seat aircraft and a surprising 24 of Lower 48 cities (20%) receive their EAS service from regional jets.

Success Cities do, from time to time, emerge from the EAS program, with market traffic and revenue reaching selfwould be at Department discretion.

sustaining levels. In the past decade nine cities have outgrown the need for DOT subsidy. Another

Starting in early 2013 recent subsidy need reductions at three

perhaps ten to twelve of the current EAS markets (especially

EAS cities will shave $6.7 million off the annual subsidy total.

some of those with regional jet service) have the potential to

Enforcement of the 10-enplanement per day rule and other rule

grow out of the program.

changes might shave up to 20 cities and $30 to $35 million from the annual subsidy obligation by 2014. But the bulk of the

Economic Importance

current EAS city group needs and will continue to need some form of subsidy to retain air service.

Rural air service, provided it draws measurable patronage and provides a connection to the national and global air trans-

Summary

portation system, can be invaluable to a local economy. Being linked by air to the nation and world is often critical to both the

The economics of small community air service are in decline.

preservation of existing local business and industry but also to

The aircraft fleet assigned this task is aging, with almost no

the recruitment of new companies, factories and facilities.

new aircraft types available. New FAA pilot duty, flight time

The direct, indirect and induced economic impact associated

and experience rules will have a significant cost impact on

with small community air service can often exceed $10 million

rural air service. EAS subsidies are over $100 million a year in

annually. The intangible benefits, such as a small city’s success

Federal discretionary spending, consume another $100 million

in recruiting a new factory because of air service availability,

in foreign carrier overfly fees and require perhaps $30 million

can be much greater.

more in annual unrecovered TSA costs.

The Future of EAS

Every EAS city that has the traffic and revenue potential to exit the program and become self-sustaining should aggressively work in that direction. Smaller EAS markets should work

The Federal government continues to careen toward a “fiscal

equally as hard to reduce subsidy needs, both in terms of total

cliff”. Action of some sort must occur by year end 2012. EAS

subsidy dollars and subsidy per passenger carried. Depend-

is currently funded at $214 million annually, $114 million of

ing on the direction and health of the overall Federal budget,

which is Federal discretionary funding and $100 million of

the day may come when DOT EAS subsidies are phased out or

which is a share of U.S. overfly fees paid by foreign carriers

dramatically curtailed.

to traverse U.S. airspace. The $114 million tax dollar funding level is subject to annual authorization. In any year Congress can reduce that amount, forcing the DOT into some type of broad EAS program subsidy cutback, the exact form of which

Mike Mooney is an Air Service Consultant with Sixel Consulting Group.

Nov/Dec 2012

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Attendees at the Fifth Principals Meeting in Sacramento, California.

Aviation Discussed by WRP Principals in Sacramento Aviation and airspace played a part in the Western Regional Partnership’s (WRP) Fifth Principals’ meeting held in Sacramento, California in September. The two-day meeting was hosted by the State of California and OSD. The mission of WRP is to provide “a proactive and collaborative framework for senior-policy level Federal, State and Tribal leadership to identify common goals and emerging issues in the states of Arizona, California, Nevada, New Mexico and Utah and to develop solutions that support WRP Partners and protect natural resources, while promoting sustainability, homeland security and military readiness.”

The WRP Principals meet once each year to review WRP actions and provide policy input for the next year. The Fifth Principals’ meeting was attended by 110 people representing the Governors’ offices in the WRP states, Tribal representatives and Federal Agencies. WRP is Co-Chaired by the Honorable Gary Herbert, Governor of Utah, Mr. John Conger, Acting Deputy Under Secretary of Defense for Installations and Environment, and Ms. Marcilynn A. Burke, Acting Assistant Secretary for Land and Minerals Management, U.S. Department of the Interior.

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Members of the WRP committees, including the Military Readiness, Homeland Security, Disaster Preparedness and Aviation (MRHSDP&A) committee, provided an update on accomplishments over the past year as well as their recommended focus areas for 2013.

The MRHSDP&A Committee focus areas and 2012 efforts included creating fact sheets on military installations and ranges in the WRP region and development of a document titled, “WRP State Support for Military Testing and Training Introduction on Department of Defense (DoD) Encroachment” which provides an overview of state laws and executive-level administrative support for the states in WRP. This document also highlights best practices in seven categories which may assist policy makers to develop additional tools to support the military mission.

The committee also created a WRP Airspace Sustainability Overview document, which outlines aviation issues along with recommendations on land encroachment/ development, increased aviation operations, frequency/ electromagnetic interference and new technologies. This document outlines aviation coordination/outreach best practices, aviation tools and resources as well as back-

Nov/Dec 2012

ground/airspace definitional information. Highlighted during the presentation was the need for lighting and notification of MET towers under 200 feet.

Lt. Gen. Robin Rand, 12th Air Force (Air Forces Southern) Commander said that those who are involved in aviation and those involved in areas that impact aviation, have a responsibility to share the skies safely.

“Resources like the Western Regional Partnership Airspace Sustainability Overview give us a starting point to address these important issues,” said Rand. “As an Air Force pilot and commander of 65,000 Airmen, I can’t stress enough the need to collaborate and communicate about issues that play a role in airspace sustainability.”

The MRHSDP&A Committee’s 2013 priorities include, drafting a Department of Defense 101 document to provide an overview of the DoD mission, updating the 2012 Airspace 101 guide for planners and policy makers, providing aviation updates including any changes in UAV operations in the region and working with other WRP committees on related efforts.

According to Brigadier General Vincent Coglianese, Commanding General, Marine Corps Installations West, Marine Corps Base Camp Pendleton, the Marine Corps, as the forward deploying Expeditionary Force of the Nation, has 85% of its aviation ranges and training areas and 65% of its ground ranges and training areas in the Western United States. Every Marine unit comes to the Western U.S. to practice their full mission profile skills at some point before their deployment. “This Region is critical to perfecting the combat readiness of your Nation’s Marines,” said Coglianese. “Marines can operate rapidly over vast distances in today’s complex security environment to support our allies or defeat our Nation’s foes, but it takes collaboration, via organizations like the Western Regional Partnership, to help us all ensure we can operate safely amidst the many users of the Western Regions great airspace, lands, and water resources.”

The next WRP Principals’ meeting is planned for Phoenix, Arizona in September 2013.

Aircraft Acquisition Seminar Attracts International Audience to Scottsdale Conklin & de Decker held their 13th Aircraft Acquisition Planning Seminar December 5th and 6th in Scottsdale, Arizona, drawing attendees from both U.S. and international locations. Industry experts were on hand to discuss various topics dealing with selecting, financing, managing and overall owner- Bradford von Weise, Director Global Aircraft Finance for Citi. ship of business aircraft.

A company spokesperson said attendance at this year’s event exceeded expectations and was a marked increase over the last couple of years. There were attendees representing every corner of the U.S. and from as far away as Nigeria, The Netherlands and Brazil.

Topics ranged from ‘Making the Right Aircraft Decision’ to ‘Properly Insuring Your Investment & Risk Management’ to ‘In-House Flight Department versus an Continued on next page.

Christine Preston, Conklin & de Decker, displays company resources on the web.

Nov/Dec 2012

State Aviation Journal Page 11

GCR Holds Fall Airfield Inspection Class in Louisiana

Attendees took advantage of beautiful Scottsdale weather.

Aircraft Acquisition Continued from previous page.

Aircraft Services Company.’ Conklin & de Decker also provided product demos for attendees.

For more information on Conklin & de Decker, visit: www.conklindd.com

Nel Stubbs, Conklin & de Decker

Colby McDowell, Director of Commercial Sales,left and Daniel Lucey, President and COO, FlightWorks, Kennesaw, Georgia.

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State Aviation Journal

Class members at Lakefront Airport.

The October 2012, FAA sponsored, Airport Master Record 5010 Airport Safety Data Inspection Seminar, held in New Orleans, Louisiana, was the largest class hosted by GCR & Associates, Inc. David Murla, Project Manager with GCR, said the class was attended by 23 representatives from 22 state agencies, two independent representatives, one from Guam and one from Alaska, along with eight FAA, state and GCR, Inc. instructors and support team personnel. “The class was very informative,” said Murla. “Many 5010 topics were discussed as this was a refresher course for many state representatives.” There were a few first time state attendees as well.

GCR Inc. has been hosting this event since 2002 and holds two classes each year, one in the Spring and one in the Fall. The most recent event was held the week of October 22-26. “Our guest speaker, Glenn Boles, from the FAA Southwest Region, was there to give a presentation on the OE/AAA (Obstruction Evaluation/Airport Airspace Analysis) program,” said Joyce Piacun, Project Specialist with GCR. “It was well received.”

On-airport field training was held at Lakefront Airport under the supervision of Fred Pruitt, Airport Director and his airport operations director, Dave Smith. “They very graciously accommodated our 5010 Team in allowing us to conduct a mock 5010 airport data safety inspection with the class during their normal airport operation activity,” said Murla. Success of the 5010

Nov/Dec 2012

Continued on next page.

Nov/Dec 2012

State Aviation Journal Page 13

GCR

Airport Master Record 50

Continued from previous page.

Airport Master Record Training Seminar is measured, according to Murla, by having the representatives from FAA, the state aviation agencies and GCR, Inc. come together to present and share the importance of collecting and reporting 5010 airport safety data items at our public use airports.

“This data provides the aviation community a level of confidence to conduct their airport activity in a safe environment,” said Murla.

The FAA Airport Master Record seminar is training provided in a classroom environment designed to instruct FAA, State and contractor personnel the procedures for conducting an airport inspection in a manner acceptable to the FAA, and to provide accurate aeronautical information to the FAA. State aviation agencies and contractor airport inspectors that inspect airports on behalf of the FAA are requested to attend the FAA Airport Master Record seminar class.

“This class is structured toward an indepth study of the airport data elements that appear on FAA’s Form 5010,” said Piacun. In addition, techniques on airport inspection procedures are also covered, including the 1-day visit and mock inspection of a local general aviation (GA) airport (New Orleans Lakefront Airport).

Techniques on airport data processing are also discussed, which involve discussions on the mission of the Airport Safety Data Program as related to the role of the FAA Regional Offices, FAA Airport District Offices, and state aviation departments, as well as discussions on the proper methods of the submission of airport data electronically to FAA’s Office of Air Traffic, Aeronautical Information Services.

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Nov/Dec 2012

010 Airport Safety Data Inspection Class

2012 class photo from Lakefront Airport, courtesy of GCR & Associates, Inc.

Nov/Dec 2012

State Aviation Journal Page 15

FAA Spot Light

Withycombe Set to Retire in January

By Kim Stevens In 1996, already a 25 year veteran of the Federal Aviation Administration (FAA), William ‘Bill’ Withycombe accepted the post of Regional Administrator for the FAA’s Western Pacific Region, thus capping a career that took him from an Aviation Safety Inspector with the Van Nuys Flight Standards District Office, to various management positions in the Midwest and finally to the position that includes international support for the Pacific Rim countries and U.S. Territories in the Pacific.

“It’s been a great privilege to serve here in Los Angeles,” said Withycombe, who has faced many challenges including working with several of the nation’s largest metroplex airports and leading a national effort to implement Air Tour Management Program controls throughout the country. “I’m very proud to represent the FAA and to interface with the States,” said Withycombe.

“Back in about 1996 I started my tour here as Regional Administrator and I have been honored to hold that position now for the past 16 years - that’s longer than any other Regional Administrator has served throughout the FAA.” Part of a Regional Administrator’s responsibility is to work with state aviation directors from those states in the region on aviation issues that impact the region as well as the states. Withycombe had the opportunity for much broader interaction as he helped prepare and implement the first Memorandum of Understanding (MOU) in 1997 between the FAA and the National Association of State Aviation Officials (NASAO). “I was honored,” said Withycombe.

Withycombe’s interest in aviation started at the age of thirteen while growing up in Ohio. As a young boy he lived near a local general aviation airport 20 miles East of Cleveland. “It was a small airport with a grass runway Page 16

State Aviation Journal

FAA Regional Administrator Bill Withycombe

which no longer exists today,” said Withycombe. “It was home to several Warbirds though.” One of those planes belonged to an ex-marine pilot, Cook Cleland, a WWII Ace. “It was the powerful F4U Corsair Fighter - I was very impressed by that aircraft.”

“My first flight took place from that same airport in a Stearman open cockpit biplane,” said Withycombe, who is a licensed commercial pilot. “After that I was convinced I wanted a career in aviation.” That eventually led him to join the U.S. Air Force. In addition to becoming a pilot, Withycombe also worked at Los Angeles Airways, an airline operating large Sikorsky S-61 helicopters. “I served as Director of Maintenance for the airline based here in Los Angeles,” said Withycombe. “That job put me in close contact with the FAA on a regular basis.”

When the FAA had a job opening in Los Angeles, the FAA inspectors he worked with encouraged him to apply for the job. The rest is history - 45 years of Government experience in all.

Nov/Dec 2012

State Aviation Director’s Workshop in Carson City, Nevada, October 1-3, 2012.

After serving in various management positions both in Los Angeles and Chicago, Withycombe was sworn into the Senior Executive Service of the FAA in 1987 as the Manager of the Great Lakes Region Flight Standards Division in Chicago, Illinois. He later moved to Washington DC where he served as Manager of the Flight Standards National Field Office at Dulles Airport. “I was eventually selected as the Deputy Regional Administrator in Great Lakes Region in 1993 and selected as the Regional Administrator in Western-Pacific Region in 1996.”

Withycombe said he plans to travel after retirement and to renew his hobbies of playing golf, riding motorcycles and building and flying model aircraft. “In other words, taking and enjoying one day at a time.” Withycombe said he will continue to serve on the Board of the Southern California Aero Club and might even con-

sider part time work doing something close to aviation.

“The FAA and the very talented people I’ve had the pleasure of working with over the years made the job a great experience,” said Withycombe. “They are dedicated safety professionals and it’s been a great pleasure to have served with them.”

Nov/Dec 2012

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Ludwig Sees Tangible Results in Missouri

By Kim Stevens While exercising her law degree with the Chief Counsel’s Office of the Missouri Department of Transportation (MoDOT), Amy Ludwig had the opportunity to interact with the staff of the Aviation Section as part of her duties to draft and analyze legislation and draft and review contracts. “I worked with Multimodal Operations for several years and provided assistance with various issues relating to interpretation of federal and statutory requirements, grant administration and project management,” said Ludwig. “I always found my work with them (rail, transit, waterways, aviation) and with the Aviation Section in particular, interesting and challenging.”

Ludwig, who now serves as Administrator of Aviation for MoDOT, said she liked seeing that the work she did led to tangible results and was lucky to have been exposed to work in the Aviation Section for several years before starting in her current position. Ludwig said she really enjoyed this work, because new issues constantly arose and she had to be on her toes all the time.

One of the most exciting issues that Ludwig was involved with relating to the Aviation Section was Missouri’s air service legislation. “I was tasked to draft language that would allow MoDOT to issue state aviation trust fund grants for air service promotion.” The legislation passed, which according to Ludwig was a great feeling, but even better, “it had an almost immediate impact,” said Ludwig. “Even though we have not been able to issue new air service grants recently (they are triggered based upon our jet fuel tax receipts), you can still see tangible benefits from the air service program throughout our state.”

Ludwig received her undergraduate degree from the University of Missouri in 2003 (English and Art History and Archaeology) and graduated from the University of Missouri School of Law in 2006. She worked in private practice for a year and started at MoDOT in 2007. She Page 18

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started in her current position in February of 2012.

The transition from the Chief Counsel’s Office to the Aviation Section has been smooth for Ludwig, in large part due to the strong support of the aviation community. “I have been so impressed with the passion and the strong sense of colAmy Ludwig laboration between our aviation partners in the state,” said Ludwig. “After working in the legal field, I can tell you it is very refreshing!”

Becoming a leading advocate of aviation in the state, Ludwig didn’t waste time in reaching out to her predecessors and fellow state aviation officials in other states.

“Before I started in this position, I spoke to my predecessors about how to hit the ground running in this job, and both of them strongly urged me to become involved in NASAO [National Association of State Aviation Officials]. They were spot on. NASAO is a tremendous resource, especially for new aviation directors like myself.”

Ludwig said she really enjoyed her first NASAO annual conference, held this year in Salt Lake City, Utah in September, but it was not her first NASAO experience. “I attended NASAO’s legislative conference this spring,” said Ludwig. “I was brand new to the job at the time (less than a month under her belt) so by the time the annual conference came around this fall, I was a little more settled into the job.” Ludwig said while in Salt Lake City, she really enjoyed meeting the state aviation

Nov/Dec 2012

directors she hadn’t met in Washington D.C. as well as several of the consultants she hadn’t met before.

Although there are challenges facing Ludwig as she prepares to enter her sophomore year as Administrator, she says they have been very fortunate in their state. “We just had a great legislative session. We have a dedicated state revenue stream for our aviation program and the statutory language which dedicates those revenues to our state Aviation Trust Fund was set to expire at the end of Calendar Year 2013.” Ludwig said they were able to secure a 10 year extension of that sunset date. “It passed with virtually no resistance and was included in two different bills.” On top of that, Ludwig said every other initiative that had positive benefits to aviation passed, including new language on liens for aircraft repair and language requiring the marking of MET towers. In addition, all legislation that would have had a negative impact on aviation in the state, failed.

In terms of challenges, Ludwig thinks the biggest one faced is the need to continue to educate airport sponsors on the benefits of general aviation in the state. They are

getting ready to kick off their statewide airports economic impact study, which should help them a great deal in that educational process.

Regardless, getting the opportunity to improve Missouri’s airports and working with a great group of people, both, MoDOT Aviation Section staff and their external partners, motivates Ludwig. “I am always excited when we are able to find ways to help airport sponsors move good projects forward.”

When not in the office and thinking about aviation, Ludwig likes to spend time with her family and friends and her two dogs. “My husband and I love music and try to see as many concerts as we can,” said Ludwig, although she concedes it’s not as easy to get away to see a show as it used to be! “Now we try to plan our vacations around concerts we want to see instead.” Ludwig also admits to being a big University of Missouri fan and loves going to football and especially basketball games.

“Our team looks really good this year so it should be a good basketball season... fingers crossed!”

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Nov/Dec 2012

State Aviation Journal Page 19

Flying High Amidst the Hurricane Sandy Can’t Ground Manager’s Spirit of Hospitality

By Wendie Davis-Grauer Western Massachusetts born and bred, Richard Gilder was not your typical schoolboy. While most children delighted in outdoor sports, Gilder had developed a loving fixation for aeronautics. Thanks to his father being well versed in business travel, Gilder benefited from airline paraphernalia. “I was an airline geek… I loved watching planes take off, looking over route maps, playing Microsoft Flight Simulator and flying ‘virtual airlines.’ Other kids were saying how cool the F-15 fighter jets were and I was geeking over 747s.”

Gilder moved from farm country in the Berkshires to attend Bridgewater State College in the Boston area.

The school teamed up with Delta Airlines, however, due to the bumpy economy, the airline business saw its fair share of layoffs and the flight school closed its doors.

Despite the reduction of positions in the aeronautic field, Gilder was able to secure his start as a ticketing agent for the local, regional airline, Cape Air, whose main fleet is small, 9-seater Cessnas that fly from Boston-Logan to Cape Cod and the Islands of Nantucket and Martha’s Vineyard. Gilder attained all the knowledge he could muster when it came to airline operations. Eventually Cape Air expanded its business to include twelve other flight hubs across the Northeast. “When they opened a new ‘New York City Gateway’ out of the Westchester County Airport in White Plains, I applied for the Station Manager position and made a big leap into running my

Gilder stands in front of one of Hawaiian Airlines’ Airbus A330 aircraft on the ground in JFK. The Hawaiian logo on the tail is the Pualani (Flower of the Sky); she reflects Hawaiian’s proud Island heritage with a sense of grace, elegance, and caring. At the same time, her expression is seen to capture the strength, determination, spirit, and confidence of the people of Hawaiian Airlines.

Continued on next page.

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Gilder Continued from previous page own operation out in the New York area. For the first time, I was able to hire my own staff of three agents and helped run an ever-expanding operation in White Plains.

While I was there, the number of flights tripled and the company added two more destinations,” states twentyeight-year-old, Gilder.

After working two, fast-paced and rewarding summers at Cape Air “getting vacationers out to the Islands,” the airline geek inside Gilder was hankering for a chance to “up the ante” in exoticism. Though he loves the regional airline, Cape Air, Gilder “felt the calling of a major, international airport and an airline that flew big, shiny jets to exotic places like Tahiti, Pago Pago, Sydney, and of course, Hawaii.” After many months of the interview process, Gilder now serves as an assistant manager with Hawaiian Airlines. “I didn’t want to work for just another airline; I wanted to work for the best. Hawaiian Airlines is America’s most on-time airline and they really care about customer service… and they’re always treating the customer right.”

It was October 2012 when Gilder moved to a quaint, second story apartment attached to a privately owned home in Howard Beach, New York. It was a place his new boss recommended since it was a nearby neighborhood, conveniently located next to JFK - a place that wasn’t so taxing on Gilder’s wallet or body. On October 29, Gilder had just finished unpacking his belongings and Hurricane Sandy was on her way. “The newscasters were all predicting ‘doom and gloom’ but the airline’s forecasters were just calling it a ‘wind event.’ The terminal we’re in was closing for two days straight, so they ended up cancelling the flights and giving us a day off.”

The storm coverage on TV talked about neighboring areas being evacuated. Howard Beach Veterans weren’t alarmed and told Gilder there was no cause for concern.

Family members contacted Gilder making sure he was Page 22

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Richard GIlder in front of a Cape Air Cessna C-402. Gilder started his airline career at Cape Air where he worked in a number of positions before becoming the Station Manager in White Plains, NY.

safe - he assured them he was riding out the storm and not to worry. “My boss called me to say a giant tree had fallen on top of his family’s three cars and he was out of power but otherwise okay. I still had power when I got a call from the landlady, a little after 8pm, who was downstairs in the house… ” “Richard, we have a little problem, you might have to move your car out of the street… ” Gilder went outside to check on his Dodge Charger he had just purchased the year before. “The water was ankle deep and I blindly tried to drive down the road but the water was only getting worse. I backed up and propped my car up on the curb of the driveway in front of the house… ‘higher ground’ in Howard Beach.”

When Gilder got out of his car five minutes later, the water was knee deep. Water started to rush through the first floor - Gilder and his landlords sat on the stairs, staring in disbelief as the water started rising. “A few moments later, the couches were floating freely in four

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Gilder Continued from previous page. feet deep water, the TV submerged. The power lingered for just a few more minutes. Within fifteen minutes, the whole first floor of the house was buried in water. Looking out the window my car was totally under water, along with most of the other cars on the street,” Gilder recounts, his voice steady but solemn. “The eeriest sounds were of the car alarms all going off, one after another. Each time the electrical systems shorted out the cars would let out one final, painful wail.”

Everyone was in shock as they stared at the devastation before them. “I wondered how much of the city had gone underwater. I wondered if this was the start of something worse. But without power and a dying cell phone, all I could do was go to bed with the belief that when I woke up in the morning, things would be all better.”

“When I woke up the water had receded. In vain hope I went out to see if I could start my car, but three or four hours submerged in salt water had completely killed it.

The first floor was in complete disarray. The owner’s personal items were just tossed about and saturated in sewage-like, salt water. All my items were untouched on the second floor, miraculously.”

Gilder met with his boss. The neighborhood looked ravaged and bleak. JFK Airport had shared there was “massive debris” on the airfield, including a few boats that had found themselves on the runways. Public transit was underwater. It would be many days before clean up could happen.

Hawaiian Airlines graciously provided a hotel for Gilder to stay in that week. “We discussed plans A through Z and back again with the central operations to figure out when flights would start back up. Finally, the Friday after the storm, we sent two, full airplanes, each with 270 passengers on board, one after another. The first time we had sent more than one flight in a day.”

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ing gas stations were astronomically long. Gilder says, “It’s still a war zone in some of these neighborhoods, with armies of National Guard, NYPD, electrical workers and insurance adjusters. And we were the lucky ones.”

From the geeky, farm boy from Massachusetts to the resilient, hardworking, Hawaiian Airlines Manager, Gilder has adopted the spirit of Ho‘okipa, or hospitality, and extends that warmth to the victims of Hurricane Sandy. One day to boost morale, more than 600 leis were flown in all the way from Hawaii and presented to the staff and passengers in the terminal to bring a smile to their downtrodden, weary faces. With a “golden rule” mentality and assured smile, Gilder says, “We have a job to do-storm or no storm, to be a warm, welcoming host, and get our customers to their destinations safely, on time, and with aloha.”

(If you would like to help victims impacted by Hurricane Sandy, please visit www.redcross.org).

Nov/Dec 2012

Early Desire to Fly Lands Sherman in Airfield Management

By Wendie Davis-Grauer Blue skies invigorate the senses, especially to someone who has a desire to experience life amidst the clouds. This was the case for seven-year-old Landry when he and his Dad began attending air shows. Velocity, agility, and momentum lit up in Landry Sherman’s eyes as he watched the USAF Thunderbirds perform aerial demonstrations. Enjoyment ignited in his soul when he’d watch the Navy’s Blue Angels do aerobatics and execute flyovers. These bonding moments with his father produced in Sherman an appreciation for aircraft and launched his desire to one day be a pilot.

While in high school, Sherman was on track to see his dream come to fruition. He received his first flying lesson in a Cessna 172. Sherman shared, “my instructor let me taxi the aircraft to the runway and takeoff as well.

Unfortunately, he didn’t let me land the plane but he instructed me on how to properly line up on approach to land the aircraft and then took over once we were about to touch down.” The exhilaration he felt from “navigating the skies” led him to the next chapter of his journey.

In June 1997, Sherman joined the United States Air Force. The first four years of his career he was stationed at Edwards Air Force Base in California. “Since I entered the military without a defined profession, I was assigned to Security Forces - the law enforcement agency of the Air Force. I soon learned being a policeman wasn’t my calling.” After gaining law enforcement experience, Sherman retrained into Airfield Manage-

Landry Sherman... loves his career choice.

ment. “This is where I should have been all along. I was drawn to Airfield Management because as a Security Forces member I appreciated the way they responded to aircraft emergencies and also enjoyed seeing their interaction with aircrews… I did not know the extent of their job but it was… appealing to me.”

Sherman’s initial training consisted of six weeks at Keesler Air Force Base in Mississippi. “This ThreeSkill Level training mirrored a ground school for pilots. It taught us the basics of aviation.” Sherman was then stationed at Nellis Air Force Base in Nevada from August 2001-2003. During that time, Sherman went through Five-Skill Level training which paralleled on the job training. “In 2003 I had to go back to Keesler AFB for Seven-Skill Level training for two weeks. This training was more advanced and taught us how to manage the imaginary surfaces around the airport which are designed to keep aircraft safe from obstructions near the airfield.”

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State Aviation Journal Page 25

Landry Sherman Continued from previous page.

After two years at Nellis, Sherman was tasked with a short tour to Soto Cano Air Base in Honduras from September 2003-2004. While there, Paul Portugal, Sherman’s Airfield Management Supervisor, became his mentor. Portugal took Sherman under his wing and taught him the management aspects of this career field that helped effectively aid in their mission to Honduras: “to support the drug interdiction efforts of the United States and work closely with the Honduran military as a joint effort to prevent the trafficking of drugs.”

After leaving Honduras, Sherman received orders to Davis-Monthan AFB and served there from September 2004 to November 2005 to support flight missions with the 355th Operations Support Squadron. Sherman had proudly served his country; he left the Air Force in

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November 2005 and immediately moved to Las Vegas to work as an Airfield Management Contractor.

In 2006, Sherman attended the Military Airfield Managers Course (Nine-Skill Level). “This course was extremely detailed and difficult. It taught the ins and outs of properly managing all aspects of an active airfield.

Currently I have eleven years of experience in this area.

I assist pilots with flight planning - I help them get from point A to point B. I also play a key role in ensuring their safety on the airfield.”

After leaving Nevada in 2009, Sherman went overseas to serve as an Airfield Management Contractor in the Middle East. Sherman has worked at Bagram Air Base in Afghanistan and Al Asad Air Base in Iraq. “Due to the sensitive nature of my position, I cannot discuss specifics but I have worked with multiple aircrafts within the Air Force’s inventory. I was fortunate enough to have been stationed at bases that held a number of different

Nov/Dec 2012

Landry Sherman on the runway... A typical workday for Sherman lasts twelve hours.

airframes.” Unlike his former Middle Eastern residences where contractors lived in “tents and wooden hooches on base and sometimes unsafe conditions,” Sherman currently lives in Abu Dhabi amongst the locals. “People seem nice and welcoming to us. Because the UAE is one of the more modern Arab nations, there doesn’t appear to be any political discord.”

A typical work day for Sherman lasts twelve hours, often resulting in rotating shifts - morning or night. The tasks of an airfield manager are broad and can involve the review of daily flight schedules and tracking aircraft.

“We monitor construction on the airfield for safety compliance, ensuring all required airfield signs, markings, lighting, and aircraft arresting systems are available and properly installed according to the appropriate airfield planning and design criteria. Airfield managers also review airfield construction and repair project priorities for impact to airfield operations. They serve as members of important military events to ensure the airfield operations are running smoothly.” Sherman went on to say that in cases of danger, airfield managers are “first responders to aircraft emergencies. If an aircraft has an emergency in flight, i.e. hung munitions, smoke in cockpit, gear malfunction, engine out, or hydraulic failure, we respond to the runway to conduct a runway sweep after the aircraft has landed to verify the runway is free of debris. This is important to ensure other aircraft landing can do so safely.”

Landry Sherman loves his career choice and protecting aircrews. He would love to see more funding available to ensure airfields are properly maintained. Sherman is an avid flight simmer and encourages others to explore the world of aviation. The blue skies still invigorates Sherman’s senses and he still hopes to one day receive his private pilot’s license.

Nov/Dec 2012

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Airports Going Green

Chicago Event Draws International Participation

By Lara Jackson The fifth annual Airports Going Green conference was held November 4-7, 2012 at the River North Westin in Chicago.

The conference is co-sponsored by the Chicago Department of Aviation (CDA) and the American Association of Airport Executives (AAAE).This year’s conference covered such topics as the future of airport sustainability, green concessions, the Rosemarie S. Andolino, CDA, Christa Fornarotto, FAA and James M. Crites, DFW Airport. link between green building design and human health, a NetZero airport and connectWith the largest attendance this year of over 300 ing airports and communities. Airports Going Green had people, aviation and environmental experts from the more of a global feel to it this year with panelists from United States and other countries shared their efforts and Heathrow International Airport, Amsterdam-Schiphol In- thoughts on airports’ green efforts. ternational Airport and Greater Toronto Airports AuthorDuring his presentation, Nigel Milton, Director of ity. But, no matter what location attendees called home, Policy and Political Relations at Heathrow International they had one thing in common – to learn more about Airport in London, United Kingdom, noted at Heathrow, green aviation and to exchange ideas. which is the busiest international airport in the world, Chicago’s Mayor Rahm Emwith over 65 million passengers passing through annumanuel welcomed attendees and ally, “Our environmental footprint drives our sustainable commented, “We have made inenergy. We need to enhance the airport’s benefits and vestments throughout Chicago in meet environmental limits at the same time.” energy efficiency, transportation Milton further explained that Heathrow’s size and relaand infrastructure. These investtively close proximity to downtown London, about 15 ments create jobs and advance miles, indicates that the airport’s environmental footprint new industries…. Our collabois much larger than other European airports, the bigration with other national and gest factor being noise pollution. According to Milton, Mayor Rahm Emmanuel international airports on sustainHeathrow has been proactive in the reduction of its noise ability is an important part of our overall efforts to make footprint.

Chicago the most environmentally responsible city in the Due to its commitment to reducing noise pollution country.”

Heathrow developed its strategic noise program which

Green Efforts - Large and Small Airports Page 28

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was patterned around the International Civil Aviation

Nov/Dec 2012

Organization’s Balanced Approach, which challenges attacks noise pollution in this order: 1.

Quieter technology 2.

Quieter procedures 3.

Land-use and mitigation 4.

Operating restrictions Additionally, Heathrow has established Heathrow Airthought, which consists of a group of companies – from the construction companies that build Heathrow to the airlines that fly at the airport – committed to improvAmy Malick, CDA, Ahmed Al Haddabi, Abu Dhabi and Rosemarie Andolino, CDA. ing sustainability at the airport. switchable electric car batteries and automated battery From the UK to Amsterdam, Marijin Ornstein, Manswitch stations. ager of Security Policy at Amsterdam-Schiphol Airport; 2.

The use of electrical buses airside Amsterdam, The Netherlands, discussed the corporate 3.

Power Plane – instead of a traditional wind responsibility regarding sustainability at AmsterdamSchiphol.

“In order for the airport [Amsterdam-Schiphol] to remain Europe’s preferred airport, it must take responsibility for: • Environmentally-friendly aviation – reducing carbon dioxide emissions and generating renewable energy • Commodity shortages – the conscious and sustainable use of all commodities and materials at Schiphol • Sustainable employment – a condition and result of sound economic development of the Mainport • Noise and Community – contribute to the Schiphol region creating an attractive place to live and work • Accessibility and Air Quality – creating less and cleaner road traffic to and from the airport,” stated Ornstein.

Ornstein continued, stating that Amsterdam-Schiphol has implemented seven steps toward a more sustainable airport. Some of these steps include: 1.

The implementation of a Better Place battery switch station at the airport – Better Place provides Nov/Dec 2012

Continued on next page.

State Aviation Journal Page 29

communication with the community and in the case of Amersterdam-Schipol, an annual “Neighbor Day” where nearby residents are invited to the airport for a day of education and fun.

Going Green Continued from previous page. turbine, the Power Plane, which is a small, lightweight glider tethered by cable to a reel, which drives a generator. According to the company, Ampyx Power, the plane generates the same amount of power as a medium-sized turbine with fewer materials, less noise or local impact.

Jim Elwood, A.A.E., Director of Aspen/Pitkin County Airport, Aspen, CO, noted, “Many in the community see our tourism industry as a double-edged sword – it makes our community and economy function, but many don’t like Jim Elwood the associated environmental and other impacts of tourism.”

Aspen developed the “Fly Clean/Fly Green” Program in 2005, which assesses both noise and environmental factors and promotes compliance with noise abatement procedures.

According to Elwood, the airport has committed $750,000 over the next few years toward sustainability efforts and has included sustainability into its 2012 Master Plan.

Lighting was a commonality discussed throughout the conference – the replacement of traditional lighting with the cost-saving and power-efficient LED lighting throughout the airport – from parking garages to flight illumination boards and other locations throughout the airport. Electronic vehicles, in the form of taxis, buses or staff vehicles are being used in many airports.

Many panelists sited communication as a key component to understanding the importance of sustainability.

Various communication means were developed at the airports – from newsletters to sustainability teams. Also, many of the airports represented at the conference have established tight relationships with the neighboring community, which have included such efforts as setting clear Page 30

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Future Airport Sustainability Representatives from the Federal Aviation Administration (FAA) discussed reauthorization and sustainability mandates at the conference. They noted that five out of the 10 Sustainable Master Plan Pilot Programs have been completed and that Lessons Learned will be posted on www.faa.gov soon. Also, 13 additional sustainability grants were issued after obtaining encouraging initial results from the pilot program.

Next year, the FAA will publish guidance for the FAA Reauthorization, Section 133: Recycling Plans for Airports. According to Patrick Magnotta, FAA, “Airports that have a master plan must complete a recycling plan.”

This plan must address: • Feasibility of solid water recycling • Minimizing the generation of solid waste • Operation and maintenance requirements • Review of waste management contracts • The potential for cost savings or the generation of airport revenue.

Biofuels is a crucial part of airport sustainability. According to Managing Director, Global Environmental Affairs, United Airlines’ Jimmy Samartzis, “Fuel is our single largest operating expense and accounts for most of our carbon footprint with more than four billion gallons used annually, accounting for 98 percent of our carbon footprint. A one dollar increase in crude oil costs us $100 million.”

Samartizis explained that United has increased its fuel efficiency by 32 percent since 1994. Also, there are 270 aircraft on order, which will improve fuel efficiency by 20 percent. United is also committed to the commercialization and use of biofuel partnerships.

For biofuels to become a reality Samartizis pointed out the Midwest Aviation Sustainable Biofuels Initiative is focused on integrating across the value chain:

Nov/Dec 2012

• Feedstock feasibility and availability • Clean energy technology, maturity and growth • Commercialization and business development • Logistics and infrastructure • Regional economic development and public policy With the implementation of these values across the chain MASBI predicts the following outcomes: 1.

Sustainable aviation fuel supply 2.

Economic growth and tax revenue 3.

Job creation 4.

Climate change impact reduction Unfortunately, there are several barriers facing biofuel fuel production including no established markets; unfamiliar industry norms and the management of risk, responsibility in handoffs.

Moving forward, Amy Francetic, Executive Director, Clean Energy Trust, notes that these biofuels will require supportive federal policy and funding and state economic initiatives. Francetic further explained the next steps for MASBI; • Work with trade groups such as A4 to gather stakeholders for advocacy • Establish regional partnerships between Midwest states, including airports • Organize to compete for research and deployment funding • Advocate for incentives at municipal, state and federal level Even though many ideas and much technology has been implemented at airports nationally and globally, there is still much more that needs to be done in order to lower aviation’s carbon footprint, but the gathering of experts at the Airports Going Green conference each year gets us one step closer to achieving that goal.

Rosemarie S. Andolino Commissioner, Chicago Depatment of Aviation

Nov/Dec 2012

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Photos of People & Planes

Palm Springs Hosts AOPA Summit

Guest speakers were always a large draw at Summit.

The Aircraft Owners and Pilot’s Association (AOPA) Summit returned to Palm Springs, California this Fall, bringing more than 10,000 attendees to the valley. The summit is the city’s largest convention showcasing more than 75 airplanes parked on the streets around the convention center with attendees filling up local hotels and restaurants. SAJ is pleased to share photos from the event.

Cover shot - AOPA’s FlyQ was a popular exhibit with attendees.

More photos by Kim Stevens on pages 33 through 36.

Forever Marilyn, the iconic sculpture

by Seward Johnson, in downtown Palm Springs. Photo by Penny Hamilton.

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Attendees enjoyed various aircraft on display.

Nov/Dec 2012

WAI

Outdoor venue set up for concerts and programs at the Palm Springs Convention Center.

Judy Zimet and Peter Rork, Dog Is My CoPilot

Dennis Roberts, FAA

Dee Lewis and Elliott Sanders, Van Nuys Airport

Garett Ludlum, Kansas State

Mary Wunder, Air Race Classic

Nov/Dec 2012

Jim Weaver, Angel Flight West

David Wyndham, Conklin & de Decker

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AOPA Summit

John McKenna, President of the Recreational Aviation Foundation with their display at Summit.

Joe Murtari, left and Rol Murrow, Wolf Aviation Fund.

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Nov/Dec 2012

Children were allowed to explore some of the planes on display.

Randy Burdett, Virginia Department of Aviation and Christin McCosker-Keane, Jet Professionals.

Dr. Penny Hamilton supports many aviation education groups including Girls With Wings, Inc.

Guidance Aviation representatives, Guy Roginson, left, Kristina Lawrence and Dave Roy.

Kurt Agena, Jason Strohbehn and John Krejci with Controller.

Nov/Dec 2012

Doug Stewart

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AOPA Summit

Vision SF50 display outside the Palm Springs Convention Center.

Cirrus Aircraft had a display inside and outside the Palm Springs Convention Center.

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