State Aviation Journal Issue #14
January/February 2012
Arizona Airports Host 7th Annual
Aviation Day at the Capitol
TRB
Sees Record Attendance
NASAO A Change at the Helm Jan/Feb 2012
State Aviation Journal
Page 1
Ann Crook uses state aviation experience to direct Elmira Corning Regional Airport Page 13
TRB Latest Aviation Research
Page 15
Robert Duncan Receives Living Legends Award
Page 18
Marr Arnold Planning Celebrates First Year
Page 20
Contents From the Publisher
Page 4
Debbie Alke New Chair Leads NASAO
Arizona Aviator Awarded Elite Accreditation
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NASA Engineers Host Arizona High School Students
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NASAO Chair, Joe Pestka Opts for Consultant World
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Nebraska’s Navaids Division Holding on to Legacy Navaids
Page 11
Arizona Airports Hold 7th Annual Aviation Day at the Capitol
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State Aviation Journal
Jan/Feb 2012
On The Cover
Introducing the
AVED Journal
Cover photo by Carol Groff. Pictured are Casey Denny, Immediate Past President of the Arizona Airports Association (AzAA) and Deputy Director of Phoenix-Mesa Gateway Airport and Jennifer Maples, President of AzAA and Aviation Superintendent with Sky Harbor International Airport in Phoenix, AZ.
Publisher/Editor/ Graphic Design/ Layout Design/ Photography/
Advertising Director Contributing .. Writers
Kim J. Stevens Andrew Stevens Kim Stevens Kim Stevens Shahn Sederberg Chris Bildilli Andrew Stevens Gary Ness Lara Jackson Andrea Brennan Scott Malta Penny Hamilton Claire Stern
Coming Soon! Covering aviation education across the nation in the states, the federal government, in schools, in aviation organizations and in business. Brought to you by the staff of the State Aviation Journal.
Jan/Feb 2012
State Aviation Journal
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From the Publisher
Home Office My interview with Sarah Arnold and Summer Marr of Marr Arnold Planning got me thinking about the growing use of the home office. Summer said she has worked out of a home office for six years and stressed the need to stay focused and organized. A year ago I would have dismissed that statement. Especially the “organized” part. Today, I’m thinking, what happened! Suddenly, it seems I’m constantly looking for more hanging files, more drawer space, more book shelves and I don’t know where anything is. My wife Deb, who has worked out of a home office for more than 13 years, just shakes her head and gives me that “you should have listened to me” look. Ok, ok, I get it. I started to say it all just snuck up on me, but if the truth be known, even when I worked out of a traditional and “very large” office with all of the supplies and help I could use, I found that after a few years I, like Alice, was hopelessly lost in...well, not wonderland, but certainly in denial and unable to escape from “inefficient land”. I realize I’m spending more time each day looking for something out of the past than working on something for the future. I know better too. It only takes a minute to file something right in the first place compared to all day, a year later. The business itself, which has a life of its own and has a mischievous bent, keeps churning out the stuff to be filed. I used to get away with the thought that “once this project gets completed, I’ll have a few extra minutes to get caught up.” You all know how that works. You know, even if someday I get everything filed in its right place, I need to address what to do with the ever-growing piles of stuff. Just ask my wife. Along with the files, bookcases full of books, stacks of flying magazines, there are model airplanes, aviation-themed cups, glasses and....ok, a lot of junk - all of which I love dearly. Where do I file all of that? My wife, who is very practical by the way, always has a simple answer. “The trash is picked up twice a week.” On Monday it’s the recycled stuff. On Thursday, the rest of the garbage. I think I need to look for an office.
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Jan/Feb 2012
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Jan/Feb 2012
State Aviation Journal
Page 5
An Interview with Debbie Alke
New NASAO Chair Addresses Change, Leadership, and the Outlook for 2012 In early January Debbie Alke unexpectedly found herself leading the National Association of State Aviation Officials, (NASAO) as its Chairman, nearly eight months earlier than anticipated. “The transition, I hope, has been transparent and remains smooth,” said Alke, who is also the Administrator for the Aeronautics Division of the Montana Department of Transportation. Former NASAO Chair, Joe Pestka, stepped down to pursue an opportunity in the private sector leaving the seat open for Alke. (See related article on Pestka on page 00.) “The leadership of Joe Petska and his predecessors in NASAO’s strategic planning efforts have outlined solid direction for the association,” said Alke. “My plan is to continue with these efforts.” Alke, previously Vice Chair, traditionally would have been elected to the top spot at the Association’s annual conference and tradeshow held each September. Even with the passage of FAA reauthorization, there are challenges ahead for 2012. “Although finally good to have a long-term bill, the provision changing federal/local match to 90/10 in many communities is a concern,” said Alke. In these tough economic times there will be challenges for even the states to come up with the additional match. “Some states are struggling financially and aviation divisions can be affected,” said Alke. Other challenges for the new chair will include expanding revenue streams and NASAO benefits. Alke said it is a “great honor” to be Chairman of NASAO, but pointed out that the chair is only as good as the people you work with. “I am fortunate to have had such strong/good leaders and staff that have set great examples and maintained direction for the association. My goal is to build-on and continue with their legacy.” Some of those points to highlight or to build-on include the recent development of an enhanced website, active participation by NASAO with the Airport System Strategic Evaluation Task (ASSET), and continued partnership with the FAA. NASAO just renewed their Wildlife and NextGen Memorandums of Understandings and will meet soon with FAA Acting Administrator Michael Huerta to re-commit FAA and NASAO to their highly successful Page 6
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Debbie Alke, NASAO Chair.
MOU process. “We will make sure he [Huerta] understands how important NextGen is to NASAO, the states and our constituents all across the country.” Alke said its her industry customers, colleagues and friends that keep her excited and motivated to go to work each day. “I continue to be amazed at the passion shared by this unique group,” said Alke. “What a great job I have and how fortunate I am to be part of this industry.” Alke, said she appreciates the mentoring she has received from NASAO members and alumni. “I am honored and committed to doing my best for the association.”
Jan/Feb 2012
Jan/Feb 2012
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Upset Prevention and Recovery Specialist
AZ Pilot Awarded Elite Accreditation By Kim Stevens Brian Willett, a retired Air Force instructor pilot, specializing in aerobatic, upset recovery and spin training, has been awarded Master CFI-Aerobatic accreditation. Willett, an instructor with Aviation Performance Solutions, LLC, (APS) a Part 141 flight school at Mesa’s Phoenix-Mesa Gateway Airport (IWA), is one of only 26 Master CFI-Aerobatic instructors in the world today. The Master CFI-Aerobatics designation is awarded to aerobatic flight instructors who meet established criteria that enhance safety and promote training in aerobatics. The two-year Master Instructor status is earned and renewed through a rigorous process of continuing education, professional development and involvement in the aviation community. The program allows flight instructors to enhance their abilities as both pilots and educators. “I was very pleased and excited to join this elite group,” said Willett. Initiated by the National Association of Flight Instructors (NAFI) in partnership with the International Aerobatic Club (IAC), the Master CFI- Aerobatic program requires the completion of 32 Continuing Education Credits (CEUs) chosen from a schedule of activities that meet credit requirements. To earn the Aerobatics designation, at least half of those CEUs must be in aerobatics-related activities. It should be noted, that of those 26 Master CFI-Aerobatic instructors, three of them work for APS at Phoenix-Mesa Gateway Airport. Willett first became aware of APS as President of R&W Aviation Consultants, Inc., a company formed to provide sales and marketing support to aerospace companies that do not have the resources to deploy their own internal Sales & Marketing organization. “Aviation Performance Solutions (APS) was one of the first organizations I approached,” said Willett. “During Willett flew the F-111F. my marketing research on APS, I discovered their very unique services and that they had a need for instructors with a special background (military fighter pilot instructor, plus a commercial background, plus a “civilian” aerobatic experience) -- a background that I had.” Willett started with them as a contract instructor pilot last year and came on full time in the fall. “I have fully enjoyed the experience ever since.” Despite advances in technology, improved aircraft design and a more thorough certification process over the years, pilots, according to Willett, are still crashing flyable aircraft. Today in both General Aviation and Commercial Aviation flying, the
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Willett is only one of 26, awarded Master CFI-Aerobatic accreditation.
Jan/Feb 2012
leading cause of accidents and fatalities is LOC-I, or Loss of Control – Inflight. “One only has to look at the Colgan Air 3407 accident in Buffalo New York, or Air France 447 accident off the coast of Brazil,” said Willett, “to see examples where the pilots were presented an aircraft upset situation, and failed to recognize what was happening and executed improper control inputs and lost control of the aircraft (they stalled); killing everyone onboard.” Willett said we can’t fully blame the pilots in these situations. “Our training system let them down.” Over the last 30+ years the global aviation certification authorities have changed and reduced Brian Willett and Ashleigh Hutchison after completing an Air Combat ride. the pilot licensing requirements. Instead of teaching pilots what happens in aggravated stall conditions (slip/skidding turn, or cross-controlled in-flight instruction that exposes the pilot to realistic scenarios stalls) and spins, responsibility was placed on the aircraft and situations that they may find themselves in if their aircraft manufacturers to design and develop “Spin Resistant” aircraft. experiences an “upset.” “We just haven’t reached that point yet,” said Willett. “We APS currently provides instruction to major airline, corporate, have a situation now where the vast majority of pilots have military and general aviation pilots from all over the world. never experienced a full cross-control stall (skidding/slipping Willett said that pilots with only 100 hours to those with over stalls), have never been over 60 degrees of bank in an aircraft, 10,000 hours of flight experience — all benefit from the trainor have never been in an aircraft experiencing a fully develing. “I have yet to have a pilot complete the course and not oped spin.” Willett said that in his experience, even most CFI’s become an enthusiastic endorser of the training,” said Willett. training (who are required to demonstrate instructional ability “Pilots come away with a better understanding on what is inin spins) was lacking in that they only experienced incipient volved in upset situations, but also feel confident that they now spins in training and were short-changed in their CFI program have the skills necessary to mitigate the LOC-I threat. I know I — prohibiting them from developing a full understanding of felt that way after I completed the course, and I had been flying the aerodynamic factors at play in a fully developed spin. for over 30 years.” In 2009, according to Willett, The Royal Aeronautical Society Willett said he was exposed to aviation at a very early age. sponsored a group to study the issue -- the International Com“My Dad was an Aerospace Engineer and a Private Pilot,” mittee for Aviation Training in Extended Envelopes (ICATEE). said Willett. “I decided on a pilot career in my early teens Currently over 80 members strong, ICATEE includes major and believed that becoming a USAF pilot would give me the aircraft manufacturers, airlines, national aviation authorities, best foundation — and not having a lot of funds, be the most national safety boards, simulator manufacturers, training proeconomical way of becoming a pilot.” Since the Air Force reviders, and pilot representatives. ICATEE is developing a new quired a Bachelor’s degree to enter their pilot program, and still Manual for Upset Prevention and Recovery Training that will lacking funds, Willett enlisted for the G.I. Bill. His goal was outline “best practices” and recommendations for training that to do his three years, get out and take ROTC while earning his will mitigate the LOC-I threat. ICATEE has already briefed degree, then go back into the service for flight school. ICAO, and ICAO has stated that they will implement ICA“I ended up enlisting in the US Army, very unexpectedly, beTEE’s findings into global pilot certification requirements. “I cause they had the Warrant Officer program which did not have expect that within the next few years, on-aircraft Upset Preven- the degree requirement for flight school,” said Willett. “I ention and Recovery Training (UPRT) will be required for anyone listed in 1975, spent 9 months in a line Tank Company — just going for a Commercial Pilot’s Certification or above,” said long enough to complete my Flight School application — and Willett. More information on ICATEE can be found on their was accepted into the US Army Rotary Wing Aviator Course.” website: http://icatee.org. Willett completed the course and spent the next 6 years flying The co-founder and President of APS, Paul “BJ” Ransbury, Helicopters in the Army and ended up teaching at the Army over the last 10+ years has developed what Willett considers to Aviation Center in the Aeroscout (OH-58) program in Ft. be, the world’s leading training program in UPRT. Using very Rucker, AL. While at Ft. Rucker he completed his first degree, safe, fully certified aerobatic aircraft and highly experienced resigned his Warrant on a Thursday, enlisted in the Air Force on instructors, APS blends a well rounded program that includes Continued on next page. a strong foundation of classroom Aerodynamics coupled with
Jan/Feb 2012
State Aviation Journal
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Master CFI
Yuma International Airport
Continued from previous page. a Friday and reported to Lackland AFB the following Monday for Officer Training School (OTS). Mostly because he was already a military rated aviator, Willett was selected for a special NATO flight school (Euro NATO Joint Jet Pilot Training, or ENJJPT, Shepard AFB, TX). He was selected for the F-111 after Flight School and flew the F-111A, E, D and F models as both a Instructor Pilot and Flight Examiner. It was the F-111F that Willett few during the later stages of DESERT STORM. As the F-111 was reaching the end of its service life, he was selected for the F-117A Stealth Fighter program. “I ended my military career as an Instructor Pilot in the F-117 and as Chief of Wing Weapons and Tactics for the only Stealth Fighter Wing.” Willett says he enjoys all aspects of flying — planning, training, maintenance, program management, etc. “What I really enjoy doing is passing along to other pilots the skills and information that will make them a better — and most importantly — a more safer pilot,” said Willett. “I get the greatest personal satisfaction when I see the ‘light go on’ as pilots grasp the serious implications of certain maneuvers/situations and they develop the knowledge and skill set to safely recover from these situations.” A lot of times, according to Willett, people assume that since pilots perform aerobatics in the military, that they are very proficient in civilian aerobatics. “They really are two very different events,” explains Willett. “Military aerobatics is designed with an end goal in mind — weapons on target — and is almost always with positive “G’s” and in an aircraft with a lot (a lot!) of thrust. Civilian aerobatics are much more precise (to do them well) and you often are at negative “G’s” in an aircraft that doesn’t have that “1-to-1” thrust ratio. It is a lot more challenging to do civilian aerobatics!” Willett says that flying is the great equalizer. He’s never had an airplane ask him how many hours he had, what school did he go to, what sex he was , what color his skin is, or what church he goes to. “It is all about the individual’s knowledge and skill,” said Willett. “Developing that knowledge and skill is not a destination, but a continuing path of improvement.” Willett said that students teach him something new everyday either through a question he had not thought of, or flying the aircraft in a “different” way. “It never gets old!”
Willett was an instructor pilot in the F-117.
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NASA Engineers Host AZ Students to Discuss Orion
Arizona High school students pose in front of the Jacobs/NASA facility, at Yuma International Airport, Yuma, AZ. Engineers from NASA and Jacobs Engineering hosted students from Cibola, Yuma and San Luis High Schools in Arizona, for a tour of their hangar at Yuma International Airport to discuss the space agency’s Orion Program and the work they are conducting in Yuma, AZ. The tours occurred on Monday, January 23rd and Tuesday, January 24th. The students are involved in the University of Arizona - Yuma High School Engineering Program. The University of Arizona began offering Engineering 102 in an effort to introduce high school students to college-level engineering and to give math-and-science savvy students handson experience before they commit to a university engineering program. The high school program is based on the Engineering 102 class that freshman engineering students take at the UofA. NASA’s Capsule Parachute Assembly System team has been performing parachute drop tests at the U.S. Army’s Yuma Proving Grounds since 2007 to support the design and development of the capsule descent and landing parachute system to support the Orion flight tests and first human flight. While they’ve been testing in Yuma since 2007, NASA didn’t have a permanent home until the airport built the Pappy Boyington hangar in 2009. Since basing themselves in the hangar, the NASA and Jacobs Engineering team are ahead of schedule. “Since the NASA and Jacobs engineers are here for six months out of the year, Yuma is like a second home for them and we’ve built an amazing relationship.” said Gen Grosse, airport spokesperson. “We also participate in a variety of educational programs within the community. When NASA expressed interest in sharing their knowledge and experience with our local students, we knew it would be an experience of a lifetime. It’s exciting for the students to see what a wide variety of options lies in their future.”
Jan/Feb 2012
NDA Navaids Division
Legacy Navaids Still Relevant for Nebraska Pilots By Kim Stevens As the FAA looks to NextGen and the decommissioning of legacy navaids, the Nebraska Department of Aeronautics (NDA) Navaids Division, continues to maintain NDBs and VORs because the state’s pilots continue to rely on them. “We continue to receive input that there are still a sizable number of active pilots which have not upgraded their aircraft and are using NDBs,” said Marcella (Marcy) Meyer, Chief of Navaids for NDA. “They simply prefer to fly using the tried and true techniques which they have been accustomed to for years.” NDA’s Navaids Division, located on the Kearney Municipal Airport in Kearney, Nebraska, currently maintains 26 NDB’s and will continue to support those NDB’s as long as they feel they have a need. “We have been able to secure some spare equipment and are still able to purchase the majority of the items needed for maintenance and repairs,” said Meyer. The Division’s ability to repair items down to the component level has been extremely valuable in this area, combined with the ability of their technicians to trouble shoot and complete those repairs in an efficient manner. Established in 1955, ten years after the Nebraska Department of Aeronautics came into being, the Navigational Aids Division continues to be responsible for the engineering, installation, and maintenance of the state-owned navigational aids. These aids consist of VORs, DMEs, NDBs and AWOS IIIs. The division also leases low intensity runway lighting systems to qualifying airports. They are also a resource for runway and taxiway lighting problems. Meyer and the staff maintain a great relationship with the aviation industry around the state. “Over the years I have spoken with personnel and pilots from nearly every airport in Nebraska and have strived to maintain an ‘open door’ policy,” said Meyer. “I have learned valuable information from those individuals and the operations at their local airports while strengthening our relationships.” Meyer said the Department of Aeronautics has provided her with some excellent mentors that have been invaluable in helping her get to a position of leadership within the Department of Aeronautics. In its peak years, Navaids employed a staff of nine. Meyer said this was during the time technicians were installing
Marcy Meyer in the Navaids office in Kearney, Nebraska.
runway lighting systems and rotating beacons across the state. “Like many areas of business, we have downsized the number of employees at this division by nearly 50% and continue operating with maximum efficiency, while keeping our cost to a minimum,” said Meyer. “This allows the local communities to stay within their budget.” The electronic navigational aids equipment is provided to airports on a cost-share basis. Each local airport provides shelters and utilities and reimburses the department for approximately one-half of the NDB maintenance costs and one-third of the VOR, DME and AWOS maintenance costs. Today, much of the time is spent maintaining 19 stateowned AWOS IIIs located throughout the state. Presently, the state utilizes two AWOS manufacturers, who according to Meyer, continue to improve their equipment in the area of reliability and in the time it takes to complete an installation. “We have several potential sites we are considering over the next few years,” said Meyer. One of the challenges has been the changes in requirements for obtaining funding from the FAA for the instalContinued on next page.
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Navaids Continued from previous page.
lation of AWOSs. “In the early years, the justification for AWOS funding was dependent more upon the need for current weather reporting in a specific area where there may not have been weather data available,” said Meyer. In recent years, an airport must meet certain traffic and cost ratio factors to qualify for FAA funding. “We work with the airports located in areas with a need for weather that can meet the criteria necessary to obtain FAA funding or can meet the funding requirements needed for state funding,” said Meyer. Also, on the increase, are the number of developed, nonprecision approaches to the smaller, rural airports which have seen a substantial increase in the past 10 years. The Department of Aeronautics, as a whole, has worked closely with those airports and the FAA in meeting the approach requirements, including land, runway construction, obstruction survey and obstacle removal. Those efforts have produced 106 vertically guided approaches at 53 of our public use airports. Long respected nation-wide in the industry, Meyer said they continue to get calls from other states. “Many are on the topics of our maintenance and repair procedures in the operation of the older equipment.” Along with their many customers, division personnel have long been known for maintaining a positive relationship not only with the FAA but also with NOAA. “That is an area we feel strongly about maintaining,” said Meyer. The FAA has said that 80 percent of the 967 VORs in the NAS are past their service life, and replacement parts are becoming more difficult to obtain. The FAA plans to make the transition from the Meyer present national airspace system to a performance-based navigation system that relies on GPS, by January 1, 2020. Navaids plans to work with the FAA when this transition starts, maintaining a minimum operational network of VORs. Meyer said that if the FAA were to approach them about taking over a VOR currently owned and maintained by the FAA, they would certainly take a close look at it. “Navaids has done that several times over the years.” As an older generation of pilots give way to the next generation, will the Nebraska Department of Aeronautics continue to maintain the legacy navaids? For Meyer, that Page 12
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A Nebraska VOR
day hasn’t come. Not yet anyway. Recently, during the 20th Annual Nebraska Aviation Symposium, Meyer spoke with a number of pilots that continue to use the NDB’s & VOR’s and for now, they feel strongly about maintaining the reliability of those navaids.
Jan/Feb 2012
Former state aviation official and current Director of Aviation for Elmira Corning Regional Airport, Ann Crook.
Ann B. Crook
Airport Director Taps State Experience to Lead at Elmira Corning By Kim Stevens Prior to landing the position of Director of Aviation for the Elmira Corning Regional Airport in New York, Ann B. Crook, AAE, lived and worked in Alaska, Oregon, Arizona and Kansas. “I really wanted to experience the Northeast,” said Crook. “I enjoy Upstate New York because it has a scenic beauty that is not unlike the Northwest.” For Crook, her current location also has the advantage of nearby major cities. “New York City, Washington D.C. and Philadelphia are places that I can spend some time now.” Traversing the country, Crook has found that aviation is the same everywhere. “The issues at the airports are very similar from coast to coast,” said Crook, but there are a couple of major differences.” Crook says that people on the East coast are less willing to drive to access commercial flights, while in the West, it is very common for people in rural areas to drive 2 or
3 hours to get to an air carrier airport. “Here we have 3 non-hub airports, Ithaca, Binghamton and Elmira Corning Regional, all within an hour of each,” said Crook. “Each is viable and each has sustainable air service.” Continued on next page.
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Elmira Corning Continued from previous page.
Crook said the other major difference is that there is closer access to the major decision-makers in aviation. Through her involvement as a board member with both the Northeast Chapter of the American Association of Airport Executives and the New York Aviation Management Association, she has had the chance to work with high level officials with the Port Authority of New York and New Jersey and the New York Wings Club. An accredited airport executive, Crook has managed a number of airports including the 36 airports operated by the State of Oregon. In 2000 she was appointed by the Governor to the new post of Director of the Ann Crook. Oregon Department of Aviation. Crook said she really enjoyed her work in that position, but always missed working, “hands-on,” at an airport. “But the state experience made me a much better airport manager,” said Crook. “I believe that I have a more thorough understanding of obstruction evaluation (tall towers) and land use compatibility from a land use planning perspective than most airport managers.” Crook said she has developed a rapport for dealing with FAA, TSA, and other regulators from a policy-making standpoint rather than a practitioner standpoint, which has been helpful. According to Crook, being a state aviation director has allowed her to think about aviation from a macro perspective. “I will never lose that.” Today, she uses that perspective in industry associations like AAAE and NYAMA. Also, the contacts she made with other state aviation officials and industry leaders has been invaluable. “I still use those relationships today,” said Crook.
“If there is an area where the state doesn’t add value - then leave it alone.” Each state aviation agency is unique with their own set of strengths. From an airport perspective, Crook says the Page 14
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best thing a state can do is to recognize those strengths and maximize them. “If there is an area where the state doesn’t add value, then leave it alone and stay out of the way,” said Crook. “Now is a time when everyone is looking for value and reduced bureaucracy from government.” Crook believes that in general, state aviation agencies are in a good position to do this. They are generally small agencies with close ties to the communities they represent. “These agencies are in a good position to recognize how they can help aviation succeed,” said Crook. In some states this can mean bringing the General Aviation community together, providing safety seminars and air strip work parties. In other states it might be supporting small community air service. “In either case, coordination and communication with the community is essential.” Crook said she is fired up about being at ELM. “For one thing, the growth we’ve experienced in the five years I’ve been here has been dynamic.” Annual enplanements have increased, according to Crook, from 83,000 to 160,000 and they’ve introduced a new airline, new destinations, and dual class service. “One of my priorities while with the State of Oregon was to improve commercial air service to rural communities,” said Crook. “We put in a lot of effort and made a difference, but nothing this dramatic.” After so many years of working, Crook said it’s very gratifying to see these kinds of advancements. In addition to the commercial traffic, they’ve had remarkable manufacturing growth. About the same time that Crook arrived at ELM, Sikorsky Aircraft Company purchased Schweizer Aircraft Corporation. “They built a new facility and began completing Blackhawk/Seahawk helicopters here,” said Crook. Today Sikorsky Military Completions Center has a new manufacturing facility and a new delivery center on the field and employs close to 1,000 people. For Crook, the most exciting part about managing ELM is the support of the community. “The Finger Lakes Region of New York recognizes the important value that this airport provides, both in employment and in transportation access.” This year they are completing a 400 foot runway extension. “The community is supportive of this construction,” said Crook, “because they understand the benefits that they will reap, even if they don’t fly!” Experience has shown Crook that managing small airports is a unique skill; one that’s in demand. Even though she has thought about working for a large airport someday, there is still a lot on her plate to keep her current airport ahead of the demand. “This airport will continue to grow in 2012.” Since Crook began her career in the mid1980s, exciting, worthwhile opportunities have presented themselves just when she was ready. “I’m confident that that will continue to happen!”
Jan/Feb 2012
Record Attendance at 2012 TRB
Latest Aviation Research Presented By Andrea Brennan A largest-ever 11,000-plus attendees crowded into the 2012 Annual Transportation Research Board Meeting in Washington, D.C. in late January. Nearly 800 sessions jammed the calendars of transportation officials, university researchers and students, and industry representatives who were eager to learn something new about their area of interest. TRB hosted aviation-related topics throughout the fourday event, including 33 multi-presentation sessions, ten committee meetings, and a research information poster session. Several joint committee sponsored sessions included aviation issues, demonstrating the integration of information and processes across transportation sectors.
Key Themes: Consolidation, Alliances, Phasing Out
Among the guests at the Transportation Research Board Aviation Reception were from left, Pam Keidel-Adams, Managing Director of Landrum & Brown, NASAO Vice-Chairman Tommy Booth (Mississippi), Oklahoma Airport Engineer, Dr. Vivek Khanna, NASAO President Henry Ogrodzinski and Arizona State Airport Engineer, Holly Hawkins. (Courtesy of Risdon Photography and TRB.”)
Across the multiple areas of research and reporting, several trends emerged: consolidation of small and/or struggling businesses to optimize resources; alliances among large, small, and international carriers; and reducing, trimming, or phasing out duplicate, outdated, or non-profitable ideas. These trends have converged to provide a welcome result in one area of aviation: information technology. After years of disparate government agencies and businesses collecting information about the airspace, the Joint Planning and Development Office (www.jpdo.com) is taking the lead to collect, consolidate, and share data in a NextGen Information Sharing Environment (NISE). The daunting challenge facing the team: over 500 different agencies had already developed their own applications, but now wanted—needed—to share data. The JPDO team has made great progress, addressing basic requirements of information exchange such as consistent terminology and a network infrastructure that fosters information sharing. By March 2012, reported Wanda Jones-Heath of FAA, definitions and templates will be available. By June 2012, said Michael McNerney, also of FAA, a cloud-based server will be available for sharing geospatial data, which might help airport planners and regulators reduce planning review cycles. By 2016, McNerney said, the server Continued on next page.
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TRB
opportunities.
Continued from previous page.
might include data for 825 airports. Michael Mallonee, from the North Central Texas Council of Governments, added that the common location of aerial photography could also save money for regional airport and community planners who won’t need to gather their own photos when considering the impact of new or changed flight routes. Several committees discussed the impact of alliances. These might benefit consumers such as budget vacation travelers, who are looking for reduced fares for travel and are willing to cobble together multi-leg flights on allied airlines to collect loyalty points. Even high-end corporate charter jet services have formed alliances with international airlines to fly from major hubs to secondary airports in Europe, saving executive travelers much-desired time. However, some cautioned, these alliances, especially at the low-cost carriers, might lead to too much consolidation of flights. Over-consolidation might result in fewer available passenger seats heading to fewer small-market destinations. Consolidation might also lead to congestion at some airports, requiring some airlines to start analyzing and planning now to determine how secondary airports can provide relief, also known as “trimming.” Airport Cooperative Research Panel 03-17 has developed a list of 21 factors affecting capacity. In 2012, in addition to an updated airport capacity model (ACM) in spreadsheet format that is already in use, the panel will release a NextGen Level 4 computer application, MITRE runwaySimulator. The spreadsheet, explained William Dunlay of LeighFisher, which can be used at any size airport, may be a learning tool for airport capacity concepts, and helps users determine which level of capacity analysis is needed. “ACM,” said Jennifer Gentry of MITRE, “is still well-suited for airports with independent operations and limited fleet mix compatibility issues—typically, these are smaller GA airports.” Laurence Audenaerd, also of MITRE, explained how the analysis could be used to select a trimming airport for commercial operations and GA transfers, based on current and future capacity. Government funding, and the uncertainty of continued grants, has contributed to the push for consolidation, alliances, and reductions. A member of the Regional and Commuter Airlines Subcommittee expressed concern about the impact of consolidation and cost cutting; could this lead to reduced Essential Air Service in remote areas such as Alaska? These are challenging economic times—a fact not lost on any committee or session panel—requiring a thorough examination of business practices, costs, and Page 16
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Technology is Great, but Not the Only Answer Every traveler has experienced the increasingly sophisticated screening technology being used for airport security. However, Sheldon Jacobson, a professor of computer science at University of Illinois, echoed the frustration of frequent travelers facing the same scrutiny every time they pass through a security checkpoint, because the system never distinguishes between a low-risk flier (such as a frequent business traveler or flight crew member) and a potential high-risk passenger. The technology is more sophisticated, but there are holes—“technology can be gamed,” he said. In a paper to be published in early 2012, Jacobsen suggests that current security policies are performing sub-optimally and have created a reactive, riskaverse, fear-driven climate. His suggestion? Focus on the people instead of the system. Pre-screening might lead to fewer security requirements for low-risk frequent travelers and shorter security lines for the remaining travelers. This solution could work where there are limited resources and/or technology limits. [The FAA has announced that they are indeed implementing additional pre-screening for frequent fliers and for anyone who submits to a $100 fee and background check: http://www.bloomberg. com/news/2012-02-08/faster-frequent-flier-securitychecks-will-expand-to-28-more-u-s-airports.html] A team of researchers at University of Rhode Island examined human behaviors during an emergency evacuation at an airport; while a flight crew explains egress from an aircraft before every flight, airport terminal visitors are hardly ever provided emergency evacuation information. This lapse could have life-threatening consequences, said Assistant Professor Natacha Jane Ahrens Thomas, and the solution can be as simple as providing facility evacuation information when the traveler is rational and is not experiencing stress, such as when he/she purchases a ticket. Another goal for airports at every size and technology level is to meet energy and sustainability standards. Achieving this doesn’t require high-tech tools as much as it needs good planning. Jane Ahrens, speaking at a jam-
Jan/Feb 2012
Jane Ahrens addresses a session at TRB.
packed “Future of Green Airport Facilities and Operations” session, pointed to the environmental policies that began in 2008 at Stewart Airport, a GA facility serving the Port Authority of New York and New Jersey. Just two years later in 2010, said Ahrens, the plan had been completed. Ahrens provided five common lessons learned as airports work to meet their sustainability goals: 1. Evaluate your airport; it might already be doing sustainability work. One airport discovered that 65 percent of its vehicle fleet was already considered “green.” 2. Give your staff time. 3. Plan—metering helped save more than five billion gallons of fuel per year at Stewart. 4. Involve stakeholders. Stewart Airport got involved with the local sustainability advisory council. 5. Look to outside sources, such as guidelines for sustainable infrastructure.
Seeing Light Over the Horizon General aviation and smaller commercial airports have been weathering flat growth of regional airlines, observed Richard Aboulafia, an aircraft industry analyst with the Teal Group (http://www.richardaboulafia.com). Some regional airlines might exit the market, he added. However, Aboulafia pointed out, the United States remains the best place to obtain the training and knowledge to fly regional jets. In a business aviation subcommittee meeting, an executive for a business aviation charter air service was cautiously positive, and he described how his company had upgraded the fleet and added features and options that made travel easier for clients. In a hand-count vote, the subcommittee attendees indicated their optimism that 2012 will be better than 2011.
Benefits of Aviation and Related Transportation Research
The TRB meeting draws thousands of people from around the world for many reasons, but one of the primary attractions is the opportunity to gain a lot of information in a compressed period of time. Many sessions offered unique interaction between industry colleagues, analysts, researchers, students, and end users. Some hope that their research will result in best practices that might improve operational safety. Dr. Arnab Majumdar of Imperial College, London, is part of a team observing the hazards of nighttime offshore helicopter operations at oil drilling platforms. The accident rate at night, according to the team’s research, is five times the rate during daylight, and fatal accidents at night are fifteen times more likely than during daylight. A miscalculation or malfunction during approach or landing, especially in poor lighting conditions, causes as many as 40 percent of accidents, explained Majumdar. As oil platforms move farther from shore, and as operations continue around the clock, the Imperial College team seeks answers that will lead to improved safety during all phases of oil platform transport. A tangible benefit of the TRB meeting is the resources resulting from the research. The Texas Transportation Institute at Texas A&M University, examining the growing role of freight transportation at primary commercial, regional, and GA airports, developed a guidebook incorporating best practices and recommendations for airport authorities planning roads and other landside freight access to airports. The guidebook includes access factors such as durable roadway construction that will handle semi trailer traffic, traffic management for cargo and passenger traffic, and travel time performance. This resource will be used, according to Annie Protopapas, Ph.D., a research scientist at TTI, by Texas Department of Transportation. To learn more about the Transportation Research Board and the aviation research, go to www.trb.org. Jan/Feb 2012
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Living Legends of Aviation
Duncan Receives Entreprenuer Award In 1981 Robert Duncan took over the reigns of what had already become a thriving aviation business in Lincoln, Nebraska and continued to build on the hard work and success his father had already accomplished. Duncan preceded to guide the family-owned business through some tough economic times and build it, into what is today, the largest family-owned maintenance, repair and overhaul (MRO) facility in the world, providing complete acquisition sales and support services for business aircraft. Recognizing those contributions, Duncan was honored last month, by receiving the ‘Lifetime Aviation Entrepreneur Award,’ at the 9th Annual “Living Legends of Aviation”® Awards banquet held in Beverly Hills, California. “I very much appreciate this honor,” said Duncan, pleased that it puts the spotlight on all of the almost 2,000 team members of Duncan Aviation. Duncan, who stepped down as Chairman in 2007, said that customers and vendors, to say nothing of their team members, love that fact that they are family owned. “We make decisions for the long term,” said Duncan. “We are not pressured to maximize profits in the short term. We are able to do what’s right - what makes common sense.” That business model does allow them to be flexible to make quick decisions, often to take advantage of timely opportunities, but being family owned does limit their access to capital. Duncan says they can only grow from internally generated earnings, which forces them to take advantage of only the best ideas -- “it’s a welcome discipline.” Todd Duncan, Robert’s son and current Chairman says the award confirms that they are doing the right thing. “It’s a pat on the back. “We have a tremendous passion for the team, for flying - this [award] is another thank you.” Duncan Aviation has been recognized several times over the years by ‘Fortune’ magazine as one of the top 100 best places to work. Robert Duncan “This means we have built a business where employees love to work,” said Robert Duncan. “A place where they are a true part of the success -- where they truly make a difference and most important-
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Robert Duncan addresses attendees.
ly, a place where everyone cares for one another.” As Robert Duncan moves about the community it makes him proud to hear the positive feedback about the company. The same is true when he attends industry meetings. “The positive praise and the high regard that others feel about Duncan Aviation makes me very, very proud,” said Duncan. “It’s much more important than the financial success that we have achieved.” “We’re excited about the future,” said Todd Duncan. “We have a ten year plan that all team members participated in. We’re adding people in all departments. We’ve hunkered down the last couple of years but are now experiencing tremendous momentum.” The senior Duncan said that he has always believed in people and delegated easily, which has resulted in a team of extremely capable employees. “It is their success that this award recognizes and I again thank them all. It has been a great ride and the best is yet to come for Duncan Aviation!” The “Living Legends of Aviation” is a group of seventy (70) admirable people of extraordinary accomplishment.
Jan/Feb 2012
Duncan Aviation Ramp
Todd Ducan, current Duncan Aviation Chairman.
Among the defining criteria used in identifying a “Living Legend of Aviation� is aviation entrepreneurs, innovators, industry leaders, record breakers, astronauts, pilots that have become celebrities and celebrities who have become pilots. As the initial group of Legends evolved, these extraordinary people of aviation nominated others to join them, and the list has gradually grown to seventy people. As Legends take their flight west, they are replaced by new inductees, selected by their fellow Legends. The Legends event is produced by the Kiddie Hawk Air Academy, a non-profit 501(c)(3) qualified organization. Kiddie Hawk introduces children ages 4 thru 9 to flight with the Kiddie Hawk Trainer. The Kiddie Hawk Trainer allows kids to take their first flight lesson with the sophistication of motion and control of real flight, piloting their
airplane, albeit a few feet off the ground. Kiddie Hawk follows the students as they progress, making scholarships available as Kiddie Hawk pilots enter actual flight training. The Kiddie Hawk program also introduces youngsters to other aviation related careers.
Duncan Aviation in Lincoln, Nebraska.
Jan/Feb 2012
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Marr Arnold Planning
W/DBE Firm Celebrates First Year By Kim Stevens Over the span of ten years working at the same firm, Sarah Arnold and Summer Marr found that they were following the same career path, had the same mentors, and frequently discussed projects together. “Over that time, we did a lot of the same types of work,” said Arnold. But while she was working in Arizona or Maine, Marr was busy on projects in Idaho or Georgia. “We never worked in the same office and rarely worked together on the same projects.” Today, the two are celebrating their first year in business together as Marr Arnold Planning. With a combined 25 years of aviation planning and consulting experience, they have both served as project manager and lead planner on projects including state system plans; airport master plans and airport layout plans; state and airport air service studies; state and airport economic impact studies; and land use compatibility, FAA compliance, and environmental studies. In their first year of business they’ve been certified as a Woman/Disadvantaged Business Enterprise, (W/ DBE) in eight states and certification is pending in several others. As early as 2003, Marr and Arnold threw around the idea of working for themselves as a DBE/WBE firm. “Within the aviation sector of the transportation industry, we knew that there aren’t many DBE’s that provide aviation services,” said Marr. “We have worked on numerous projects across the country where work and fee was often given to sub-consultants for the sake of meeting DBE participation goals.” These firms, according to Marr, often didn’t provide much, if any, aviation planning expertise. “We knew that we could fill that gap with our expertise.” “We threw around the idea of starting our own firm early on, but we did not get serious about it until 2010,” said Arnold. The firm that employed the two entrepreneurs, (Wilbur Smith Associates) was going through with an acquisition and their long term futures with the company were uncertain. Not only were they at the same point in their lives professionally, but both had young children. “Starting Marr Arnold Planning allowed us to continue to balance our professional and personal lives,” said Arnold. “We complement each other very well and we knew we had the experience and exptertise to do an excellent job assisting planning firms throughout the country as needed on statewide and airport studies.” Page 20
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Summer Marr, left and Sarah Arnold.
For anyone starting a business, it can be a daunting task to move from the dreaming stage, to the planning stage and then to actually setting a launch date. “It was a difficult decision to actually pull the trigger,” said Arnold. “It never feels like there is a good time to do it and there is certainly a leap of faith when anyone starts their own company, no matter how prepared you are.” According to Arnold, there was quite an educational curve on what is needed to run your own corporation and to make sure the various pieces are in place, including having a good lawyer, accountant, insurance, marketing materials, and a website to name a few. “It was exciting for all the pieces to fall into place and finally become incorporated,” said Arnold. “Scary and exciting,” said Marr. “It was a host of emotions all at once.” Marr said she thinks the hardest part was actually quitting her old job and leaving that employer who had been very good to her over the years. However, from the moment they started telling people what they were planning to do, they received an overwhelming amount of support from individuals within the industry. That, in turn, according to Marr, resulted in the fears being pushed aside. Both women have proven success in all aspects of aviation planning and have found that their strengths compliment each other. There are challenges however, one being that Marr is located in Iowa and Arnold in Ohio. “I
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have worked out of a home office since 2005 and there are challenges,” said Marr. “You have to stay focused, organized, and pick up the phone to stay in touch.” The way the two partners counter the daunting challenge of being more than 600 miles apart is through technology. “Through Skype and FaceTime,” said Marr, “we are able to see each other on a daily basis to talk through projects, marketing potentials, and daily administrative housekeeping items.” The short- term business goals for Marr Arnold Planning is to keep the company as simple as possible and to win enough work to keep them busy but still allow the flexibility to raise their young families. Their marketing efforts to date include reaching out to firms throughout Summer Marr the U.S. that may be potential partners in the future. They were selected last August to be part of the team for the 2011 North Carolina Airports System Plan Study and in February of this year, they were selected as part of a team to conduct ACRP Project 7-10: General Aviation Facility Planning. As they celebrate the completion of their first year in business, Marr Arnold Planning is excited to not only have received their W/ DBE certification but to have worked on several master plans in Idaho and Washington that included land use planning and FAA compliance planning. They also provided project management services and analyses for the 2011 Georgia StateSarah Arnold wide Airport Economic Impact Study. From the day they opened their doors, they knew that owning and operating a business would be different than their previous employment; “but it’s like having children,” said Arnold. “You never really know what your getting into until you have your own.” Not only are they the boss, they are also administrative support, IT, marketing, and human resources – “that’s a lot of hats,” said Arnold. “Luckily, we both still feel that opening Marr Arnold Planning was one of the best decisions of our lives. We are confident that opportunities will continue to present themselves and future success for our firm will be achieved.” For more information on Marr Arnold Planning visit www.marrarnoldplanning.com.
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NASAO Chair Steps Down to Join Jviation A lot can change in a short time. Up until the first of the year, Joseph “Joe” Pestka, was Administrator of Aviation for the state of Missouri and last September was elected Chairman of the National Association of State Aviation Officials, (NASAO). Pestka left both positions to open an office in Missouri for Jviation, an aviation engineering, planning and construction company based in Denver, Colorado. His first day with Jviation was January 4th. Pestka, a Senior Program Manager for his new company will be marketing Jviation services in Missouri and the Central Region and will serve as a project manager on projects. “I’ve worked in the consulting world prior to working for the State” [Missouri], said Pestka, “so I am familiar with it.” Working for the State of Missouri and his involvement with NASAO has given Pestka additional insight into how to make airports successful. “Being a part of the NASAO family has been a highlight of my career,” said Pestka .”I’ve learned so much and have been mentored by many great NASAO members.” Pestka, who became Missouri’s Aviation Administrator in 2003, said that working with NASAO and other state directors has been “absolutely fantastic.” “When I first started for the State, [Missouri] my predecessor, Brian Weiler, told me NASAO was a great organization,” said Pestka. “He was right - it truly is.” Pestka said he’s learned so much from so many very talented individuals. “Henry O [Ogrodzinski] is a great advocate.” Also, over the years, Pestka said NASAO has had great leaders, citing Jack Ferns, Dr. John Eagerton, and Susan Chernenko as examples. “They, along with many others, have been great mentors to me and are great friends,” said Pestka, “and have advocated tirelessly for aviation issues.” Moving up to take his place as Chairman of NASAO is Debbie Alke, administrator for the Montana aviation office. “I wish Joe well in his new venture and thank him for his service to NASAO over the years,” said Alke. “I will miss his personal mentoring, steady and calm demeanor, and look forward to a continued relationship as Joe joins the NASAO alumni ranks.” Pestka said he has to send out a special thank you to the NASAO Executive Committee and Alke, for being so supportive during this transition. “My New Year’s resolution is to assist Chairman Alke whenever I can throughout the year,” said Pestka. Ogrodzinski, President of NASAO said that Chairman Pestka has been clearly one of the most active and dynamic members of the association. “He quickly became my essential go-to-guy on a wide area of subject matter,” said Ogrodzinski, “ranging from Block Grant States (Missouri was one of the first) to navigational aids, to security issues.” In fact, according to Ogrodzinski, Pestka has led
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or participated in nearly 10 NASAO Committees in the past eight years. That sentiment is also shared by others on the NASAO Executive Committee. “Joe has provided tremendous leadership to NASAO,” said Thomas “Tommy” Booth, now Vice Chairman and director of the Aeronautics Division for the State of Mississippi. “I consider Joe a very good Joe Pestka friend and I wish him well in his new endeavor.” While NASAO is losing a strong and thoughtful leader to Jviation, Ogrodzinski said he is “very happy” for Joe because this is a wonderful opportunity to work with one of the most respected firms in the community and with another dynamic, [leader] in former Chairman of NASAO, Travis Vallin. Pestka has known Vallin for a number of years and when asked how this opportunity came about, he said they’ve shared different ideas and strategies for overcoming challenges in the states of Colorado and Missouri. “It basically started with a conversation.” “I’m looking forward to working with Travis,” said Pestka. “Travis is very creative and is always looking at ways to make airports more successful.” Peskta said that Jviation has a great culture, a great approach to helping airports and he’s been impressed with the entire Jviation team. “I’m excited about this great opportunity.”
Jan/Feb 2012
AzAA Leads Collaborative Event
Photo by Carol Groff
Arizona’s Aviation Day at the Capitol
Current AzAA President, Jennifer Maples, is supported by past association presidents; from left, Immediate Past President and Event Chairman, Casey Denny, David Gaines, Jeff Tripp, Michael Covalt and Joe Husband. (Article on next page.)
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Addressing attendees are from left, Arizona Reprentatives Russ Jones, Chad Campbell and AzAA President Jennifer Maples.
Arizona Aviation Industry Gets Bi-Partisan Support By Kim Stevens
The Arizona aviation industry held its seventh annual Aviation Day at the Capitol on January 18, on the grounds of the State Capitol in Phoenix. The event is a state wide industry opportunity to promote the variety and vitality of aviation in Arizona and to meet with state legislators personally and individually.
Jennifer Maples, President of the Arizona Airports Association, (AzAA) said this is the single most collaborative aviation event held at the state level. “Arizona’s Aviation Day at the Capitol is our industry’s cornerstone event every year,” said Maples. “Having the sponsors, exhibitors, and committee members represented by such a wide cross-section of aviation is a testament to the significance
Gary Adams, (center) former Aeronautics Director for the Arizona Department of Transportation registers for Aviation Day.
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Jan/Feb 2012
Aviation Day of what we accomplish at Aviation Day.” For AzAA, the event host, it embodies their goal of promoting public recognition of airports and fostering the development of air transportation in Arizona. Casey Denny, Immediate Past President of AzAA and Event Chairman, said they are estimating that this year’s event was the largest to date, with about 450 people turning out to learn more about and demonstrate their support for aviation in Arizona. Denny, who is Deputy Director for Phoenix-Mesa Gateway Airport, said about 75 legislators were pre-registered to attend, with an additional 50 of their key staff members. Each year attendance and participation has increased, and according to Maples, legislators actually look forward to Aviation Day. “We have been told by several that our event is the highlight of the season because we have the best displays - no one else brings a helicopter, hot air balloon, or a glider in.” A specific element introduced this year was the desire to have bi-partisan public support of aviation, which, according to Casey was accomplished by having speakers from both parties publicly acknowledge the need to protect the State Aviation Fund. Speakers at this year’s event included Arizona House Minority Leader, Chad Campbell and State Representative Russ Jones. Maples, Aviation Superintendent at Phoenix Sky Harbor
International Airport, said that Representatives Campbell and Jones could not have delivered a better message than if we had written their comments for them. “Their understanding of the issues and commitment to preventing sweeps of the Aviation Fund was the crowning jewel on the day’s activities.” The stated mission of Arizona Aviation Day at the Capitol is to inform the legislative members and staff of the Arizona State Government about the benefits and economic impact of aviation within the State of Arizona. The Mission also introduces these individuals to the significant contributions made by the many businesses, organizations, and associations which support aviation in their
Alicia Robertson, President of PSM Squared Inc., with Chris Read, left, Operations Manager, Scottsdale Airport and Gary Mascaro, Aviation Director for the Scottsdale Airport.
communities and throughout the State. Casey said that the event has not yet reached its maximum potential and while it’s a great event, there is room to improve in regard to the number of strong relationships that exist between airport managers and their legislators. “The event itself, just creates an added opportunity to interact,” said Casey. “We then have to take the step of actually interacting,” said Casey.
ADOT’s Nancy Wiley with Lance McIntosh, center and Charles McDermott.
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Aviation Day
An attendee checks out the sail plane.
From left to right are, Arv Schultz, Rich Schuller, and Robert Littlefield, Scottsdale, AZ Councilman.
Tammy Carr, Howard S. Wright Company with Kent Dibble, Dibble Engineering.
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