august/september 2009

Issue No. 3Issue No. 3 August/September 2009August/September 2009

Photo Coverage of EAA AirVenture

2009

NASAO President Henry Ogrodzinski

EAA Founder Paul Poberezny

State Focus Aviation

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On the cover: Paul Poberezny (left) EAA Founder and Henry Ogrodzinski, President of the National Association of State Aviation Officials. HenryO began working for EAA when the HQ and museum were still in Franklin, Wis. in early 1982. Henry was the Director of Policy and Planning when he left Oshkosh for Washington D.C. and GAMA in the Winter of 1987. Paul “retired” as President after Henry left, but retained the chairmanship of the EAA Board until early this year. Cover photo by Kim Stevens

STATE AVIATION JOURNAL

STATE AVIATION JOURNAL www.stateaviationjournal.com

State Aviation Journal Publisher/Editor/Photography Kim J Stevens Graphic Design/Photography Andrew Stevens Business Manager/Layout Design Jenine Johnson Contributing Writers Andrea Brennan Gary Ness Beth Flynn Columnists Chuck Howe Nel Stubbs

S P E C I A L P H O T O C O V E R A G E

AirVenture 2009 A i r S h o w P h o t o s B e g i n o n P a g eN A S A O T e n t A c t i v i t y N A S A O L u n c h e o n S t e w a r t — T r a v e l i n g D o l l

A North American AT

FEATURES Ashbaker Leaves Legacy in Florida Panther International Celebrates 15 Years Agricultural Aviation...The Early Days

August/September 2009 STATE AVIATION JOURNAL

Special Focus: Colorado Aviation 31

Aeronautics Division Leading Innovation 32

AWOS ...Private-Public Partnerships 37

Grand Junction Airport 39

AWOS...Key to Competitiveness and Safety 41

Mountain Flying 43

S P E C I A L P H O T O C O V E R A G E

AirVenture 2009

A i r S h o w P h o t o s B e g i n o n P a g e 1 9 N A S A O T e n t A c t i v i t y 2 6 N A S A O L u n c h e o n 2 8

T r a v e l i n g D o l l 2 9

“Smoke On”! A North American AT-6 , part of the

AeroShell Team.

COMMENTARY From the Publisher...Honoring the WASPs 6 Environmental Corner... Winter Operations Anyone? 45 A Matter of Tax... State Tax Update 2009 7

10

Panther International Celebrates 15 Years 12

46

DEPARTMENTS Legislation Nebraska Representative Fortenberry on GA 8 State Officials in the News North Carolina Director “Up for the Challenge” 9 Women in Aviation “Sharpie”: The Story of Nebraska’s Aviatrix 15

Williams: Encouraging Pilot Hopefuls 17

AUGUST/SEPTEMBER 2009

exposure to aviation, having had the opportunity to ride along at times during his training. As it turned out, my dad chose a career in music over aviation, but I have no doubt that my interest in aviation stemmed from his inter-est in flying. I feel privileged to know that one of the women who pioneered in aviation and ultimately gave her life in sup-port of this country, has in a small way influenced my life. I invite you to read the article previously mentioned, to familiarize yourself with this amazing woman - Sharpie.


How a WASP Influenced My Life

R ecently, there has been some well deserved recognition of the service and sacrifice of the Women Air Force Service Pilots of World War II. (WASPs) President Barack Obama signed a bill to award the Congressional Gold Medal to the first women in American history to fly military aircraft. In September 2009, the National Association of State Aviation Officials (NASAO) will recognize them during the kick-off of the organization’s 78th Annual Conference in Tucson, Arizona, hosted this year by the Arizona Depart-ment of Transportation. In an indirect way, my interest in aviation was influ-enced by one WASP in particular, Evelyn Sharp. (“See related article on Page 15 of the Journal’s new section “Women in Aviation.”) My father grew up in Cozad, Nebraska and like most young boys at the time, he was fascinated by the occa-sional barnstormer that visited their community. On one particular day, a plane flew over and set up to land just outside of town. My father quickly made his way to the field in anticipation of the event. As the plane touched down and rolled to a stop, he made his way closer to the front of the crowd to get a better look. He watched as the pilot stepped out of the aircraft, planted both feet firmly on the ground and removed his helmet. What a surprise to find that this pilot was not a “he” but a “she” and a lovely one at that!. Now, you don’t know my dad, but when you combine aviation and a beautiful woman—well, he was hooked! My dad went on to get his commercial pilot’s license and I of course was a beneficiary of that early Nebraska Aviatrix Evelyn Sharp

STATE TAX UPDATES

I n the last issue, we looked at state tax changes that had occurred in 2008 and 2009. Since the writing of that article four additional states have had significant changes.

CALIFORNIA – Effective April 1, 2009. The California state sales/use tax increased one percent (1%) to 8.25 percent effective until June 30, 2011. In addition, there are local taxes that range from .5% to 1.5%.

MASSACHUETTS – Effective August 1, 2009. The Massachusetts state sales/use tax increased 1.25% to 6.25%. However, the Massachusetts sales/use tax does not apply to aircraft sales, parts or labor.

MICHIGAN - Effective June 11, 2009. Michigan modified their fly-away exemption that limited this to used aircraft, the exemption now applies to both new and used aircraft.

NEW YORK - On July 11, 2009. New York Governor Paterson signed into law S. 5516 which re-pealed the sunset date for the sales tax exemption on maintenance. Receipts from the sales of tangible personal property purchased by the person providing the exempt service provided that the property be-comes a physical component of the aircraft, are exempt from state and local sales and use taxes.

If you know of any changes that have occurred or may occur in the future, you can contact me at [email protected] and I will continue to update the readers of these changes.

A Matter of Tax By Nel Stubbs

Nel Stubbs

R ep. Jeff Fortenberry, R-Neb., may not be a pilot, but his support for the aviation industry is evident by his introduction of a resolution in the House to recognize all of the general aviation industry contributions throughout the U.S. Fortenberry's goal is to heighten awareness on general aviation contributions, which is exactly what this resolution accomplishes. According to the resolution, there are almost 600,000 licensed pilots in the U.S. and nearly 500,000 fly general aviation aircraft, making up more than half of all general aviation activity throughout the world. The general aviation industry employs nearly 1.3 million and contributes more than $150 billion directly and indirectly to the U.S. economic output. “It’s important for Congress to send the right message: General Aviation is beneficial to the economy,” said Fortenberry. This resolution will help

educate others on the contributions the general aviation industry has on the nation’s economy and transportation infrastructure. Although Fortenberry’s aviation background is as a consumer, the Nebraska Congressman appreciates what the aviation industry does for the economy, specifically what Duncan Aviation has done for the Lincoln, Nebraska community and surrounding area which includes providing jobs. Duncan Av iat ion contacted Fortenberry for support after the general aviation industry took a hit when some CEO’s of the auto industry asked for money to assist them in a bailout while continuing to travel by private jet. “The general aviation industry received a black eye,” said Fortenberry. Fortenberry’s interest in the resolution came when he realized how this ‘black eye’ was affecting companies like Duncan. “It troubled me to learn that

By Beth Flynn

Nebraska Representa t ive For tenberry on General Avia t ion :

Sending the Right Message

Rep. Fortenberry (right) in the cockpit with Cpt. Chris Hollins of Midwest Airlines.

Nebraska Congressman

Jeff Fortenberry

Duncan had to cut jobs and tighten their budget,” said Fortenberry, who hopes for an economic rebound and that the government will get its fiscal house in-line. Both which will help improve the conditions for general aviation. Elected to the House of Representatives in November 2004, Fortenberry currently serves on the House Foreign Affairs Committee, Agriculture Committee and Oversight, and Government Reform Committee. Aside from facing the tough decisions and difficult tasks of his political career, Fortenberry spends his free time staying busy with his wife and five daughters. Prior to politics, Fortenberry worked in the publishing industry with Sandhills Publishing and served on the Lincoln, Nebraska city council from 1997 to 2001. He has a bachelor’s degree in economics and two masters degrees, one of which is in public policy.


A fter spending nearly 20 years delivering aviation projects throughout the country, Richard Walls, P.E. is ready for new challenges as the new Aviation Director of the Division of Aviation for North Carolina. This position is a “tremendous opportunity and honor,” said Walls who has “a strong mandate to protect and honor the legacy of our aviation community.” Having worked at various types of airports, Walls has seen similar challenges facing all of them, but each had different solutions. “What makes airport projects rewarding is understanding these challenges and working with all the stakeholders to find workable, cost-effective solutions,” said Walls. The most obvious challenge facing Walls is the financial constraints brought on by the current economic state which has resulted in everyone being overly cautious of the taxpayer’s dollars. “This means looking at all of our operations and coming up with new methods of doing business that allow us to maximize our effectiveness,” said Walls. New metrics are being researched that will provide effective methods to assess overall performance, including the current in-house review of how they prioritize projects. Upon completion of this review, they will be able to

implement any changes needed. As a result of numerous projects on a limited budget, the NCDOT Leadership team made it clear that projects will “be awarded based on the most benefit to the master state transportation plan and

overall economic impact to the state,” said Walls. According to Walls, the Division of Aviation is doing great and he believes the overall aviation industry is doing well. Even though the current economy is impacting the industry, Walls believes the cyclic economy will bounce back and that we must stay focused on the future, as well as, the current status. “When the economy cycles back around, the challenges facing our general aviation community will still need to be addressed including safety, capacity and development,” said Walls. Walls plans to continue efforts in improving their current operations, as well as, looking into how green technologies can be used at airports. In addition, the Division of Aviation, the North Carol ina Department of Commerce, local airports and economic development agencies have combined

efforts to find private partners to fuel economic development at airports. “With the investment the state is making in aviation and the investment the private sector is making in North Carolina, the future of aviation remains strong,” said Walls.


Walls, Up for the Challenge as Walls, Up for the Challenge as Walls, Up for the Challenge as North Carolina Aeronautics Director North Carolina Aeronautics Director North Carolina Aeronautics Director

Richard Walls

By Beth Flynn

Florida’s Ashbaker Steps Down,

Legacy Continues... System Planning Keeps Florida Aviation Growing


A s Florida’s population and air traffic has swelled over the past nearly thirty years, Bill Ashbaker has tackled the challenge of creating and maintaining a way to monitor and plan aviation, as well as, manage the relationships in intermodal transportation, providing the means for ground, rail, and air transportation to respond to planned and unplanned interaction. As Ashbaker plans to move on from his post as the State Aviation Manager for the Florida Department of Transportation (FDOT), he shared his reflections with the State Aviation Journal about the role of system planning and management for aviation and intermodal transportation. Ashbaker has a history of both creating and experiencing innovation and change in transportation, especially in aviation. Early in life, Ashbaker was fascinated with airplanes; his father was stationed in the Army Air Corps in Atlanta and the family stayed across the street from what is now Hartsfield-Jackson Atlanta International Airport. Ashbaker progressed from building balsa wood airplanes to working on the Gemini space capsules at McDonnell Douglas in the 1960s and passenger jet aircraft engines at Pratt & Whitney Aircraft in the 1970s.

Ashbaker left Pratt & Whitney for a different role working with the Florida Department of Transportation. “A lot of people thought I was crazy to leave a secure job, but I saw an opportunity,” he recalled. At FDOT, Ashbaker began working on high-speed Maglev rail operations, but also helped to develop a potential commercial airport in Dade County. Ashbaker continued to work on surface transit at Michigan DOT and then returned to Florida as the Administrator of Multimodal Transportation Planning in 1980. He has been at FDOT for the remainder of his career, and has been the State Aviation Manager since 1997. Florida Aviation, Then and Now Ashbaker looked back at how Florida aviation has grown and matured. For example, Page Field in Fort Meyers, a small municipal airport, was replaced by Southwest Florida Regional Airport which expanded from 19 to 28 gates and was renamed Southwest Florida International Airport in 1993. Ashbaker also pointed to Orlando International Airport which was developed from McCoy Air Force Base just before Ashbaker rejoined FDOT in 1980; North Palm Beach County General Aviation Airport, which opened in 1994; and the new Panama City-Bay County International Airport which is scheduled to open next year. Ashbaker sees the development of these airports as a result of steady growth in Florida. One of the hallmarks of Ashbaker’s tenure at FDOT has been his effort to collect and coordinate data about the Florida airport system. His first project, the Florida Aviation System Plan (FASP), was part of a statewide multimodal transportation plan that included aviation, rail, transit, and bicycle/pedestrian transportation. His next project, the Continuing Florida Aviation System Planning Process (CFASPP), created a system of airports across the state managed by consensus of the airport managers. The process supports a state aviation system plan that is maintained on a regular basis. B e c au s e a i r p o r t

Bill Ashbaker

BY ANDREA BRENNAN

managers across nine state regions meet regularly throughout the year, CFASPP has established a unique level of cooperation among airports in Florida, said Ashbaker. In addition to fostering a collegial relationship among the airport managers, airports have always had a united front when testifying before the legislature, he said. An important facet of Ashbaker’s achievements includes his work with intermodal and intramodal transportation in Florida. Ashbaker’s background has led him to understand the links between systems. As the air travel population increases and security at and around airports remains vital to ensure, Ashbaker realized that a progressive aviation system plan, such as the Strategic Intermodal System, should consider factors other than air travel. He considered for example, the traffic count (the number of cars going to and from the airport)and secured funding for major improvements to airport access in Tampa and Fort Meyers among others. Championing funding for air transportation is another highlight of Ashbaker’s legacy. He developed the Joint Automated Capital Improvement Program (JACIP) to create a partnership between FDOT, FAA, and Florida airports to plan strategic capital funding. When he joined FDOT, aviation received little state funding. Now, the state aviation grant program receives about five percent of state transportation trust fund revenues. To support general aviation, Ashbaker revised state grant eligibility for general aviation airports to 80 percent state funding. If the FAA shares project funding local governments may only fund as little as one percent of project costs. During the twelve-plus years as the State Aviation Manager, Ashbaker has allocated over $1.7 billion in state funds to FDOT district offices for airport projects. “That helps GA airports a lot,” he said. The FAA recently recognized Ashbaker's efforts to improve Florida aviation. Douglas Murphy, Administrator of the FAA Southern Region, presented Ashbaker with the prestigious Kitty Hawk award. Ashbaker acknowledges the role that general aviation plays in air travel and pilot training. “Intrastate air travel lags behind interstate travel in Florida,” he said, “and general aviation is a possible resource to help this situation.” FDOT supports developing next-generation technology to encourage a fuel-efficient system that would make intrastate air travel more feasible. Ashbaker observes that GA airports are tremendous resources that are needed to promote locales as destinations for out-of-state and in-state tourists, for example, DayJet operated passenger service from GA airports. Although the airline discontinued

service, Ashbaker said he “got a good look at the potential of GA passenger service.” Florida also has a “tremendously large” flight training industry that depends on general aviation. Ashbaker estimates that around 20 percent of the world’s pilots received some level of their training in Florida. He hopes this market can be developed further in the future. After he leaves FDOT, Ashbaker doesn’t plan any new flight training of his own in the future. In fact, he sold his old airplane after pledging to himself that if he couldn’t fly regularly, he wouldn’t fly. However, he is not slowing down by any measure. Ashbaker plans to provide consulting to the Florida Airports Council, “one of the best in the country,” whose members include many public airports in Florida. “I’ll be encouraging everybody to keep working together,” he said. Since the writing of this story Mr. Ashbaker has joined Panther International as Director of Aviation Services.


Dr. John Eagerton Chief, Aeronautics Bureau Alabama Department of Transportation (standing) recognizes the accomplishments of Bill Ashbaker.

Douglas Murphy, Southern Region Administrator for FAA, left, presents Ashbaker with the Kitty Hawk award.

By Andrea Brennan

Putting Data to Work for Aviation & Communities: Panther International Marks 15 Years of

Information & Grant Management

W hat can data do? State and Federal agencies collect and maintain a wealth of aviation information including grant, bond, and PFC funding data; the number and type of aircraft at each aviation facility; inspection and licensing data; passenger and cargo enplanement data; and contact information for facility managers, sponsors, and staff. When the data is combined with strategic planning and management, however, the information becomes a valuable resource that promotes and sustains aviation, balances community growth, and might also save and enrich lives. In Florida, several planning programs bring together aviation officials, legislators, and the traveling public to fund and manage aviation programs across the state. Chase Stockon, President of Panther International, who has managed aviation planning in California, Colorado, and Washington, D.C. and now oversees Panther Internat ional ’s BlackCat Grant Management System, illustrates how the data his team collects as part of the BlackCat program assists in intermodal

t ransportat i on planning, helps communities find resources to grow stronger, and also finds some alternative uses during an emergency. Data has the power to support safety and growth in any industry, but as Stockon has realized over the years, this information has been a particularly good resource for coordinated intermodal transportation planning and assisting em ergency se rv i ces. Panther International is celebrating fifteen years of using data to inform and assist agencies as they coordinate resources vital to operations and planning. Starting with aviation and growing to manage affordable housing, non-profit, and energy grants, as well as state and federal transit, seaport, and rail funding sources. In addition to its use in planning, airport data can be particularly useful in a crisis. During Hurricane Charlie in 2004, the Florida Department of Transportation (FDOT) worked wi th Panther International to combine airport data with GIS maps and weather projections to determine how the hurricane affected airports and whether to contact airports in the path of the storm. FDOT used the system to coordinate their resources with emergency management to find runways capable for landing emergency aircraft in Charlotte County as well as identify sources for equipment needed to reopen the airport and support the relief efforts. Following the events of September 11, 2001, the Federal Aviation Administration, the Florida Department of Law Enforcement, and the FDOT needed to contact all commercial service airports, public and private general aviation

airports as well as all the hospitals across Florida. Panther International, through their database systems had contact information for every aviation facility in the state. With this information Florida notified and shut down over 700 facilities within hours through a quickly deployed emergency contact system making Florida was one of the first states to completely shut down its airport system and airspace. The contact database has grown to over three thousand contacts, allowing the State of Florida to notify the aviation community whenever it needs to restrict airspace. Other states are replicating the system for their aviation, ground transportation, and seaport systems, said Stockon. In Florida, the volume of data has become a resource for the state to coordinate air, ground, seaport, and rail transportation funding in support of the State’s Strategic Intermodal System (SIS). “While we all protect the individual modes [of transportation] and their funding,” said Stockon, “we need a more intermodal system.” For example, Stockon explained, airports and seaports have access roads that ground transportation uses to move materials. If a new larger cargo aircraft begins using the airport, how do we plan for the volume or size of trucks that need to use the access roads leading to and from the airport? Similarly, when an airport constructs a new runway or facility, which department coordinates the expansion with ground and/or rail transit so that passengers can get to and from the facility? SIS is the key to coordination across the modes.

Chase Stockon


August/September 2009 STATE AVIATION Vice President Scott Entin, left and Chase Stockon, President

Panther International specialists help provide and analyze data in the SIS to help determine how to maintain secure and efficient facilities, and manages grants for aviation, seaport, rail, and transit programs including both state and federal dollars. Because the grant management process puts Stockon and his Panther International team in contact with various state and federal transportation officials, they have become familiar with the need for coordination among the modal agencies. He also sees how important it can be for states to view their transportation system from an intermodal perspective instead of as autonomous departments. Stockon has been involved in planning and resource management since he completed his graduate degree in international transportation and began working as an aviation planner in the San Francisco Bay Area at the Metropolitan Transportation Commission. He was hired as the Aviation Program Manager at the Denver Regional Council of G ov e r nm en t s , anal y z i ng and coordinating airspace design for approaches and noise mitigation at airports surrounding the new Denver

International Airport. From there Stockon went to NASAO’s Center for Aviation Research and Education (CARE), where he managed the airport master record data collection for the FAA 5010 program, working and interacting with the FAA and with all fifty U.S. states. Stockon started Panther International in 1994 to manage aviation funding grants for FDOT, Puerto Rico, and the Virgin Islands. The company has since expanded to manage grants and requests for over $6 billion in transportation funding ($2 billion in aviation and over $4 billion in seaports and transit), $4 billion for affordable housing loans, non-profits, and carbon reduction. “Our roots are in aviation,” Stockon points out, “but what we have become and where our growth has occurred is in the other areas, not just aviation.” The data that the BlackCat Grant Management System collects now for various transit and other public agencies provides a clearer picture of a state’s intermodal t ransportat ion, and sometimes general health. BlackCat Grants is like “a canary in a coal mine,” Stockon said; as declining government

revenue lags behind the retail slump by up to eighteen months, his analysts can begin seeing and making assumptions by reading economic indicators of future challenges. As states face budget cuts and lean economic times, Panther International analysts have also been seeing and assisting more requests for alternative grants and resources. “We like playing the role of bellwether,” said Stockon. He stresses how important it is to find additional funding before agencies are affected by revenue reductions. Stockon also understands the importance of a strong community that includes affordable housing and conscientious energy programs. In addition to managing grants, Panther International employees all actively participate in numerous civic causes. Stockon, who grew up around airports and traveling around the world, has seen countries with prosperity and poverty. Perhaps this has inspired him and his staff to give back to the community, something Stockon is proud of. What does the future hold for transportation, the community, and for Panther International? Stockon sees major developments on the horizon: more efficient intermodal transit, such as high-speed rail; vastly improved capacity at airports and seaports; and increased interface between all the modes. Current economic conditions have increased the need for BlackCat Grant Management Systems, but Stockon not only knows that Panther International can handle the upturn in business, but they can use the data to help states understand and meet their transportation, infrastructure, and community needs. “There is an obligation,” Stockon said, “for those of us who can help plan for the future, to do so well.”

W O M E N I N W O M E N I N W O M E N I N A V I A T I O NA V I A T I O NA V I A T I O N

Beginning with this issue the State Aviation Journal will include articles highlighting the contributions women have made and continue to make in

the aviation industry.


I n the throes of the Great Depression, amidst the red dust and grasshoppers borne by wind from the Oklahoma Panhandle, a young girl named Evelyn Sharp grew up in the north central region of the Nebraska Sandhills. It was there she assimi l a ted the v alues of perseverance and commitment, and acquired a sense of adventure which would clearly define her character. Evelyn would not settle for the security of a loving husband and home. She wanted to fly. Born humbly, she was adopted by a loving childless couple who moved often, finding opportunity wherever it seemed to be. In her adult life, Evelyn would learn that a woman known to her as Aunt Elsie was in fact her biological mother. Evelyn was into every activity Ord High School had to offer, and she graduated in 1937 as the best girl

athlete in the history of the school. During that time, an itinerant flight instructor, behind in his room and board bill at John Sharp’s rooming house, offered to give Evelyn free flying lessons. Her fate was sealed. Evelyn took her first flight when she was fifteen years old and soloed one year later. The Ord businessmen put a down payment on a brand new Taylor Cub for her, and in return, she promised to repay them through promotional advertising during barnstorming tours in the North Loup Valley. It was a good deal for both. Evelyn earned her private pilot certificate at seventeen and a commercial-transport at eighteen. During 1938 and 1939, she made appearances at county fairs, rodeos, and other community celebrations, giving over five thousand people a sky-ride. For many of them, this was their very first time in an airplane. By the age of twenty, she was one of ten

women flight instructors in the United States. Evelyn taught flying to over 350 men in the Government’s pre-W.W.II Civilian Pilot Training Program in South Dakota and California. By this time, she was the sole support for her parents. When the War Department organized the Women’s Auxiliary Ferrying Squadron in 1942, Evelyn qualified as its seventeenth member. She brought 2,968 hours to the Ferry Command, more than any of their other pilots. Freeing male pilots for combat, Evelyn flew nearly every airplane in the Army Air Forces inventory. She only needed to complete transition to the B-17 before earning the highest rating then available to women. That April day in 1944 during the Lockheed P-38 delivery to Newark, New Jersey, Evelyn’s plane lost power on takeoff. She did not survive the forced landing. It had been only

A Synopsis

As the powerful P-38 lifted off the runway at New Cumberland, Pennsylvania, on April 3, 1944, Evelyn Sharp, knew she was in trouble. She did not need to see the black smoke belching from the pursuit’s left engine. Her cockpit instruments told her all she needed to know. With not enough altitude, nor engine performance to gain that altitude, a twenty-four-year-old barnstorming pilot from Nebraska set the Army Air Forces state-of-the-art fighter down on a grassy knoll near a wooded ravine.

Sharpie: The Life Story of Evelyn Sharp

- Nebraska’s Aviatrix


By Diane Bartels

nine years since she had taken her first flight off the pasture strip along the beautiful North Loup River in Valley County, Nebraska. But in that short time, she had left indelible memories in the hearts and minds of those who knew her. For those who did not know her, there are impressive remembrances of a woman who has been called Nebraska’s most famous aviatrix: a P-38 propeller marking the site of the airport at Ord which is named in her memory, picture and print lining the walls of the fixed-base operations building, the Nebraska State Historical Highway Marker at the entrance to Sharp Field, the renaming of a portion of Highway 11 to Evelyn Sharp Road, the yearly celebration of Evelyn Sharp Days, the filming of the biographical documentary “Sharpie: Born To Fly,” and the publication of her biography, Sharpie: The Life Story of Evelyn Sharp - Nebraska’s Aviatrix. Evelyn did not let role expectations, struggles, or disappointments stand in her way. She earned the reputation of being one of the finest pilots in the nation, but more importantly she had been kind to her family and friends. She did not forget the roots of her upbringing or what others had done for her. In 1941, when a Bakersfield Californian newspaper reporter asked her if there was a place for women in aviation if war broke out, she had replied without hesitation: “Certainly! There’s plenty of things a woman flier can do to help the aviation branches of the services. I’ll do everything I can.” For Evelyn Sharp, that statement became prophetic. A woman who simply loved to fly and loved her country had given her life for that country.

W O M E N I N A V I A T I O NW O M E N I N A V I A T I O NW O M E N I N A V I A T I O N

D iane earned her private pilot certificate in the Summer of 1966 and with that evolved a commitment to aerospace education and the preservation of aviation history. In 1973, she flew into Ord, Nebraska, and it was there she learned about Evelyn Sharp….a 15 year-old-barnstorming aviatrix who would one day fly the Army Air Force pursuits of WWII. In 1991, The National Endowment for the Humanities Teacher-Scholar Award made it possible for Diane to begin the research and later publish Sharpie: The Life Story of Evelyn Sharp – Nebraska’s Aviatrix. She served as principal consultant for the documentary, “Sharpie: Born To Fly.” Diane is the aerospace education coordinator for several organizations, including the Ninety-Nines, Air Force Association, Paul Adams Tuskegee Airmen, and STARBASE Nebraska. She has spoken at national meetings and been published in journals and periodicals. Among the awards Diane has received are the Frank E. Sorenson Pioneering Award in Aerospace Education from the University of Nebraska–Omaha Aviation Institute; and a Medal of Merit Award from the National Air Force Association. Most recently she was inducted as an honorary member of the Silver Wings Chapter at the University of Nebraska-Lincoln.

About the Author: Diane Bartels


I magine that you have an intelligent teenage daughter in high school who is already planning her very bright future. She approaches you one day and asks you if it is okay to build a hang glider she ordered from an issue of Popular Mechanics magazine—she then wants to fly it. She has a goal of becoming a pilot, perhaps for a commercial airline or even for NASA. Now imagine that this conversation is taking place in the mid-1970s, when few women chose aviation as a career. “I don’t know why flying appealed to me so much,” said Marcia Williams, who actually had this talk with her father while growing up in Champaign, Illinois. “I knew it was competitive and that there were very few women. Personally, I was passionate about my goal.” Her father said no to her request for non-powered flight, but luckily for Williams, she was offered an alternative: flying lessons at Illini Field (now Frasca Aviation), a general aviation airfield in nearby Urbana. This, then years of training, small charter flying, and waiting, led to a fifteen-year career as a pilot for United Airlines. It was a long effort taking the civilian route to becoming a commercial airline pilot, Williams explained. Before she flew

a passenger jet, Williams worked toward her goal while completing several other important milestones. She received her undergraduate degree in finance from the University of Illinois. She completed law school at the University of Illinois as well in the mid-1980s. She then applied for a position at United Air Lines (UAL). “A lot of people said ‘you can’t do that,’” William said, “but that just egged me on.” While she waited to hear from United, Williams moved to Arizona and instructed at Embry-Riddle and flew charter flights at the Grand Canyon to maintain her flight qualification. Williams began flying for United in 1989, training initially as an engineer on the Boeing 727 passenger jet, then on the B737, B757, B767 and B777. “UAL also lobbied hard in the 80s to secure the anticipated training contract for space shuttle pilots,” Williams added, “who wouldn't want to fly the Shuttle! Williams didn’t think about her gender with regards to her ability to succeed as a pilot. “In my observations, there are two categories of pilots,” Williams explained. “About 75 percent are the engineering type who think linearly and concretely. The other 25 percent are creative and artistic; they love the beauty of flying.” Williams drew a comparison

Flexibility and Passion are Key for Williams

Marcia Williams


Encouraging Pilot Hopefuls

By Andrea Brennan

W O M E N I N A V I A T I O NW O M E N I N A V I A T I O NW O M E N I N A V I A T I O N

between a pilot and a classical pianist, where skill and finesse are equally valuable. Regardless of gender or right-brain/left-brain dominance, Williams underscores that commercial flying is very competitive. Williams reflected on her career success and offered this advice to someone, male or female, interested in an aviation career that includes flying for a commercial airline:

1. No age is too early or too late, if you want to learn how to fly.

2. Get a first-class medical evaluation to find out if you have any physical limitations.

Don’t worry if you need glasses, Williams said; minimum medical standards for

hiring change, depending on demand and pilots fly with corrected vision.

3. Get at least a four-year university degree. “That’s what reputable airlines look for.”

4. Learn a foreign language. Although the international language for pilots is English,

being fluent in another language creates more opportunities with global airlines.

5. Have a fundamental or basic ability to quickly calculate numbers and have highly

functioning situational awareness.

6. Try a couple lessons to see if there are any hidden issues—physical and

psychological limitations will surface quickly in the air.

“You have to have flexibility and have a passion for flying,” Williams emphasized. “The paradigm is changing for pilots,” she said. Now and into the future, civilian pilots will be entering a vulnerable commercial airline job market and general aviation might be considered a luxury. Now that space exploration is privatizing, there might be some opportunities for new generations of pilots, but currently there is no funding, Williams mused. Pursue an alternate career, she advises, to provide stability in an uncertain field. “It is still a great joy and privilege to fly,” Williams said, “but you should do it for its own sake.” As for Williams, she is now in export compliance at Vanderbilt University, but perhaps her flying career has not completely ended. “I’m not flying now, and it is killing me,” she said while laughing. She has a flight simulator at home, wants to be recertified, and is weighing the costs. She is interested in the changing technology of aviation; “the light jet market has been interesting,” she said. Maybe it is finally time for Williams to build that hang glider and explore non-powered flight.


EAA AirVenture 2009

For many years the National Association of State Avia-tion Officials (NASAO) has hosted its members, their staff, state and national dignitaries, and friends at the EAA’s annual event in Oshkosh, Wisconsin. NASAO’s familiar red and white tent has served as a beacon to draw attendees to gather for a friendly conversation, to pick up complimentary state aeronautical charts and other publications, or to see old friends and renew ac-quaintances. The following pages are a pictorial of air-planes of course, but also of some of the friends who gathered at the tent this year and at the annual NASAO “Celebration of Aviation” luncheon. NASAO President Henry Ogrodzinski

and the tent!

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FAA Administrator Randy Babbitt (inset above). 578,000 attended AirVenture, many of whom watched the arrival of White Night 2 (above).

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Heritage Flight (top) consists of an F-86, P-38, P-51 and an A-10. Liberty Parachute Team (above) waves to the air show attendees after their jump.


More than 10,000 aircraft arrived at Wittman Regional Airport in Oshkosh and other airports in east-central Wisconsin including 355 warbirds. Air Force Thunderbird #8 made a brief appearance.

Cowboys at the Ford Pavilion entertained aviation enthusiasts.

EAA

AirVenture

2009

Airshow performers clockwise from lower left, Kyle and Amanda Franklin, Wing-walking act, (also shown at the top of page), Chuck Aaron, pilot of the Red Bull helicopter and Mike Goulian.

AirVenture 2009 Photos By Kim Stevens

Cowboys at the Ford Pavilion entertained aviation enthusiasts.


OSHKOSH

2009

Photos by Kim Stevens

EAA

AirVenture

2009


Attendees were able to get “up close and personal” with the A380 for the first time in North America. The Airbus was at Oshkosh most of the week allowing visitors the opportunity to walk through the aircraft.


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Representing the Virginia Department of Aviation in front of their booth are from left, Kelly Pruitt, Morgan Harris and Carolyn Toth.

Retired General John D. “Mike” Rice Dan Moran, New Mexico

Terry Ripp and Matt Malicki with the Wisconsin Department of Transportation Bill Fagerberg and Soni Stone, Nebraska Department of Aeronautics

Retired state employees Duane Haukebo, Minnesota and Jim Bildilli, Illinois.

Phil Jones (right) from Louisiana, hands out beads outside the NASAO tent.

EAA

AirVenture

2009

Danielle Gaylor and Robert Sehon with the Louisiana Department of Transportation.

FAA Administrator for the Great Lakes Region, Barry Cooper (left) and Gary Stevens with the Illinois DOT.

Retired General John D. “Mike” Rice

Bill Fagerberg and Soni Stone, Nebraska Department of Aeronautics

Shahn Sederberg with Stewart. Max Dirks (left) from Iowa has his hat signed by HenryO

Phil Jones (right) from Louisiana, hands out beads outside the NASAO tent.

State Aviation

Officials


Bob Kunkel, Wisconsin

Kevin and Pam Rector, Indiana

David Green, Wisconsin, Paul Poberezny, EAA founder and Larry Taborsky, North Dakota.

Kathy Vesely and Ray Rought from Minnesota.

Tommy Booth, Mississippi

Tom Poberezny, Chairman of EAA

Bonnie and Chuck Parnell pose with Audrey Poberezny, wife of EAA founder Paul Poberezny. Bonnie is the daugh-ter of Paul and Audrey. Mike Ferguson and Jeannie,

Montana Jay and Jane Zimmerman, Minnesota

Oshkosh

2009 NASAO

Luncheon

S tewart is a travelling doll owned by a good friend of mine, Jeff Erwine. Jeff is a metal sculptor who I am working with on a collaboration of art pieces made from a wrecked DeHavialnd Venom. Stewart was adopted by Jeff a little over two years ago out of a bargain bin at a garage sale in Wichita, KS. As you might imagine, Stewart’s love for aviation began in Wichita. Stewart has been travelling ever since, with Jeff capturing photos of him in interesting places. Perhaps Stewart’s most memorable journey was to the 2009 EAA AirVenture. With his passion for aviation, Stewart felt right at home at the world's largest aviation celebration in Oshkosh, WI. While at Oshkosh, Stewart had a chance to sit in the Captain’s seat of Duggy, the well-known and happy DC-3; hang out with the Liberty Parachute Team; and have a photo taken with Bob Morgan, a project engineer on the Scaled Composites White Knight 2. Stewart was really looking forward to jumping with the Liberty Parachute team, but alas, it was not to be. Maybe next year! Stewart also has plans to visit Antarctica this September and is looking forward to getting his picture taken at the South Pole! Erwine plans to hold an art show in the future documenting the legendary travels of Stewart.

Look for a future article on artist Jeff Erwine and the Venom Project. Ed.

By Shahn Sederberg

Traveling Doll Has

Traveling Doll Has

Traveling Doll Has

Roots in Aviation

Roots in Aviation

Roots in Aviation


COLORADO AVIATION

Colorado Photos Provided by Shahn Sederberg

Aeronautics Division Innovation Key

AWOS

Cost Effective Solutions

Mountain Flying Common Sense Approach

Grand Junction Airport

Air Service & Infrastructure


C O L O R A D O A V I A T I O NC O L O R A D O A V I A T I O NC O L O R A D O A V I A T I O N

By Andrea Brennan

PHOTO BY SHAHN SEDERBERG

C olorado has taken the initiative to develop aviation safety, efficiency, and value by creating and expanding innovative aviation programs across the state. The Colorado Department of Transportation Aeronautics Division (CDOT), one of the newest aeronautics departments in the United States, has implemented radar systems and weather status communication at major and general aviation airports. These, and other aviation improvements, have demonstrated a positive effect on intrastate and interstate business and leisure travel. The unique terrain and rapid civic growth in the state has prompted many of the innovative programs, explained Travis Vallin, Director of the Aeronautics Division. It has also helped that the division is relatively new; formerly part of the Colorado Department of Military Affairs, Colorado opened the Aeronautics office in 1990 and was the last U.S. state to create an aviation office. The office is also lean, with just eight staff—the next largest office in CDOT has about 200 people. Vallin joined the staff in 1992 after interning at an engineering firm providing airport layout plans for the State of

Colorado and then working at the National Association of State Aviation Officials (NASAO). He was promoted to senior planner at the division in 1996 and then director in 1998. “I grew up in Colorado aviation,” Vallin pointed out. Aviation in Colorado has seen exciting changes in the past 15 years. As the state bolstered its economic status with tourism, strong business growth, and energy exploration; commercial and GA airports expanded. Travel to Colorado is year-round, Vallin said. The ski season is longer because of snow-making equipment, but the ski resorts now also offer summer activities such as music festivals, hiking, and kids programs. Jet aircraft have become more efficient flying at 5000 feet or higher, and pilots want to land at regional airports around the state. The Aeronautics Division is “playing catch up” with the changing airport and community needs, said Vallin. The most visible project, Denver International Airport (DIA), opened in 1995 and changed air travel in the Front Range. DIA is now the fourth busiest airport in the U.S. and ninth busiest in the world. Elsewhere in Colorado, several regional airports upgraded and expanded service. Among the projects: Walden

Innovation Key to Improved Safety and Air Travel

Airfield is building a new hangar for Falcon 900 aircraft; and the Telluride Airport is completely repaving its runway, eliminating the “ski slope” dip in the middle. By September 2009, said T.K. Gwin, Airport Engineer with the division, the Eagle County Airport will open a runway that has been extended to 1,000 feet, which will make it easier to land commercial passenger jets including Boeing 757. Because of the improvements, these airports and others, including Aspen, Gunnison, Montrose, Rifle, Greeley, and Steamboat, will offer more flights. Innovative Technology The increased demand has accompanied major advances in technology, and the CDOT Aeronautics Division has kept pace. The incredible Rocky Mountains pose a problem for aircraft as they descend; air traffic controllers lose the ability to see and separate aircraft during approaches and departures. To address radar gaps in mountain passes, the division implemented a Wide Area Multilateration

(WAM) system. Multilateration uses multiple sensors distributed at sites on the airport surface and in the surrounding mountains to triangulate aircraft location based on transponder signals, said Marc Viggiano, Chief Operating Officer at Sensis Corporation. The WAM system, Viggiano said, significantly improves aircraft visibility from air traffic control towers. With this improved coverage, the system enables controllers at Denver Air Route Traffic Control Center to implement radar procedures with five miles of separation to increase the capacity and efficiency of flights in Colorado’s ski country. This system helps to solve a growing problem with road traffic congestion to ski areas, especially in the I-70 corridor. Regional airports can market to tourists who want to bypass that congestion. “We can fly people from all over the world and land them as close to their destination as possible,” said Vallin. Since the WAM program started in 2000, added Gwin, GA aircraft can fly more frequently through mountain passes. The reception from the GA community has been good.

“Sensis is proud that our technology is enhancing safety in Colorado by eliminating gaps in radar coverage,” said Viggiano. The WAM system will be fully operational in September 2009, said Vallin. The Rockies and Front Range are also known for quickly changing weather conditions. Pilots, both familiar and unfamiliar with Colorado weather in the mountain passes, need up-to-date reports that help them make go/no-go travel decisions. “If the pilot can get the

Marc Viggiano, Sensis Corporation

Looking down the runway at Telluride. Inset shows construction to replace the “ski slope” dip in the middle.



most current weather in the mountain passes,” explained Ralph Petragnani of Belfort Instrument, “the pilot would be able to transverse the mountain range at a location that has the most favorable weather conditions, and conversely avoid the mountain passes that are not passable.” Improving this decision making process both improves safety and encourages flights into regional airports. Over the last six years, Vallin said, the Aeronautics Division has responded to this need by installing

reporting stations for an Automated Weather Observing System, or AWOS. The department gets input from the Colorado Pilots Association to determine where to place AWOS stations to help air traffic controllers. There are currently 29 stations installed between 5,000 and 14,000 feet. There are three ways to get weather information via AWOS: by phone, by radio, and from a database accessible over the internet. The Aeronautics Division is working with NASAO to collect weather data and send it to the FAA, said Gwin. The trial phase was recently completed and the FAA has accepted the application specification. “This is a commitment to the aviation community that has paid dividends,” added Gwin.

Funding Innovation The CDOT Aeronautics Division also innovates to fund expansion and develop

technology. Since 1989, excise and sales taxes on fuel raised between $4.5 and $5.5 million per year from direct use of aviation-related resources. By directing all of the excise tax revenue from using jet fuel to the airport where the fuel is pumped, the recent increased demand on regional airports generates more funds for those airports. The excise tax on avgas, six cents per gallon, is split into two beneficiaries: four cents per gallon for the airport and two cents per gallon for the Aeronautics Division. Colorado also charges a 2.9 percent sales tax on the retail cost of jet fuel for GA business jets and airlines; the revenues raised by that tax are split between the airport where the fuel was purchased (65 percent) and the Aeronautics Division (35 percent). The tax revenue funds grants that in turn, fund the Capital Improvement Program. The Aeronautics Division managers continue to seek new and creative ways to fund projects as the cost of supplies rise while funding is stagnant: state grants, loans from institutions such as the State Infrastructure Bank, and the

Department of Local Affairs (for energy-saving projects). The Aeronautics Division works with the aviation community to make sure they get the best return on their investments. “We talk to pilots, airports, economic development groups, and Chambers of Commerce,” said Scott Brownlee, Senior Planner with the division. The department also consults with the Colorado Airport Operators Association to evaluate how airports use state dollars and the economic impact of various projects. “The best thing we’ve

T.K. Gwin, Airport Engineer


Scott Brownlee, Senior Planner

done,” said Vallin, “is provide a five-year economic update of airports.” The division shares ideas with NASAO to learn about new programs and smart ideas, such as a capital improvement program NASAO started nearly ten years ago. To help regional airports deal with the costs of snow removal and other maintenance, the division coordinates the sale of surplus equipment from DIA to public-use airports around the state. In 2010, the Aeronautics Division will deliver its next aviation systems plan, a report card, jokes Vallin—“how have we done?” With so much accom pl i shed al ready at the Aeronautics Division, Vallin has still more ambitious plans for the future of aviation in Colorado. In the next three to five years, Vallin said, the division will produce the next generation of WAM. Viggiano explained further that “the system is ready for use in the FAA

The diagram shows how weather information collected from the non-federal AWOS gets routed to the FAA FTP Server.

Belfort Instrument Company is a manufacturer of meteorological sensors and meteorological systems including automated weather observation systems (AWOS) and runway visual range (RVR) systems.

www.belfortinstrument.com

Contact: Ralph F. Petragnani at 410-342-2626 or [email protected]

II

Travis Vallin, Aeronautics Division Director

Automatic Dependent Surveillance–Broadcast (ADS-B) environment, as every Sensis multilateration sensor supports ADS-B. The FAA nationwide ADS-B program will transform air traffic control from a ground-based network to a satellite-based system called ADS-B. As the cornerstone of the Next Generation Air Transportation System (NextGen), ADS-B will increase the safety and efficiency of the National Airspace System.” The Aeronautics Division is also in preliminary discussions with the FAA to develop virtual air traffic control towers similar to the system in use at Napa County Airport in California. “There is so much traffic between November and March,” Vallin explains. “If it costs five million dollars to build and staff an air traffic control tower,” he asked, “are there other ways to control traffic?” Vallin reflected on the Aeronautics Division and aviation in Colorado. He clearly loves his work. The amount of people who fly to Colorado is amazing, he mused, then added “great infrastructure; great job.” Colorado will definitely be the place to watch for innovation that improves safety and promotes air travel throughout the state.


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PRIVATE-PUBLIC PARTNERSHIPS:

Cost-Effective Solutions for AWOS Information Dissemination

M ost airports use automated weather observation systems, or AWOS, to continuously monitor the atmospheric and weather conditions at their locations. Many smaller airfields keep track of what is happening in their immediate proximity, especially when official National Weather System sites are not nearby. The weather conditions can be accessed from the National Oceanic and Atmospheric Administration (NOAA) website, http://aviationweather.gov. Pilots use this information, when available, to develop flight plans. The data is so valuable that a pilot might divert to a different airport if conditions are known to have deteriorated at the preferred airfield. Making weather information from smaller regional sites available to the National Airspace Data Interchange Network

(NADIN) has been cost prohibitive for some aviation officials. Ideally, the data could be accessed anywhere or a national network would include reports from any AWOS station. In recent years, state aviation managers have been working with technology vendors to create a cost-effective solution. For example, the Colorado Department of Transportation Aeronautics Division is working with Lansing, Michigan-based anyAWOS and the National Association of State Aviation Officials to send AWOS data from regional airports, such as Eagle County Regional in Colorado, to the Federal Aviation Administration national weather database. This would provide anyone with an interest in weather conditions at a location to quickly find it from the FAA. Ralph Petragnani of Belfort

By Andrea Brennan

Instrument, which makes an AWOS product called DigiWx, described how the additional AWOS stations contribute to National Weather Service (NWS) forecasts: “As each new AWOS is added, it does not provide any additional type of weather information. However,” he continued, “the more points of weather data from various locations that are given to the NWS, the better the forecast that is generated from the information; weather information gathered from AWOS stations that are ten miles apart is better than weather information gathered from AWOS stations 100 miles apart.” Currently, companies such as anyAWOS have developed simple cost-effective solutions to collect and then distribute data. Bill McUmber of anyAWOS, said that his product requires only three connections at the observation station. To find out the weather conditions, a pilot can tune in to a radio frequency local to the airport, call a toll-free number and then enter a code for that airport, or look up the airport from the anyAWOS website. The technology is “no big deal,” said McUmber. In fact, McUmber uses the anyAWOS website map to watch conditions along a planned flight route. In fact, added anyAWOS partner Marilyn Wulfekuhler, some communities also rely upon the AWOS information and request additional data from the station. For example, Madison, South Dakota residents added daily and accumulated rainfall to their anyAWOS because local farmers depend on the local AWOS as much as pilots. Importantly, Wulfekuhler and McUmber emphasized, the cost to send data to a national server has been significantly reduced enough that states such as Ohio, Pennsylvania, and California can now afford to broadcast the AWOS information from regional airports to a national server. This improves safety for everyone, said McUmber, when a pilot knows the minimum conditions. This also potentially increases activity and exposure for communities, said Wulfekuhler, when The Weather Channel can display the live local conditions of a small town that is plugged into NADIN.


W hen Rex Tippetts arrived at Grand Junction Regional Airport as the new Airport Manager, the airport had two priorities: improve their air service and fix their infrastructure. In order to improve their air service, Grand Junction began to research which services would be most beneficial to the local community, while educating them on Grand Junction’s current capabilities. In the last few years, Tippetts has headed the Grand Junction Airport renovation project which included bringing in new airlines, decreasing airfares, increasing departure seats and numerous construction projects. They hired consultants to help determine their strengths and weaknesses, which airlines they should pursue and prioritize the order projects should be completed.

“We’re looking at the big picture,” said Tippetts. “What the best fit would be.” Grand Junction worked with American Airlines for more than two years before they started service there. While airlines tend to market on more of a national level, Grand Junction tries to market the different airlines in the local community without singling out just one carrier. “We want all carriers to be successful,” said Tippetts. “We want people to look at Grand Junction before looking at other opportunities,” including other airports or modes of transportation. Currently, Allegiant Air, American Eagle, Delta, United, US Airways and Frontier all provide service out of Grand Junction. However, Frontier recently announced they will be discontinuing flights between Denver and Grand Junction effective in September 2009.


Grand Junction Airport

By Beth Flynn

Air Service and Infrastructure, Priorities for

GRAND JUNCTION

According to Frontier spokesman Steve Snyder, Frontier’s route was not producing the results they wanted and they needed to move their planes to cities where there was higher demand. Although Tippetts said the airport knew it was going to have to make cuts somewhere, they were not sure where it was going to come from. Tippetts explained they had too many flights to and from Denver and needed to reduce the number of seats. Frontier’s decision to remove their flight route reduced the number of daily seats by about 250 for Grand Junction. As a result, Grand Junction is looking at the glass half full, saying they have opportunities to add more flights to different cities. “We are looking to add about 150 daily seats total and we’ve already added 50.” As a result of Frontier’s decision to pull their services, United will be the only airline offering flights between Denver and Grand Junction, which was the airport’s most popular flight in 2008 and 2009, carrying nearly one-third of Grand Junction passengers. Grand Junction’s effort to improve air service and fix their infrastructure continues with their massive construction project. Their first priority on the land side



was to complete reconstruction of all roads and the parking lot which were 30-40 years old and desperately needed to be replaced. They spent $20 million to rebuild every roadway and expand the parking lot, except for the rental car parking lot. Future plans include a car wash and a detail center available for every car. The land side portion of the construction is getting closer to completion, but still has work to be done. The air side is also in need of a cosmetic make over, however, it will be a drawn out process. The concrete needs to be replaced and all of it will be new except for the terminal area. Plans for that will be determined at a future date, when they have decided on something more long term. As part of the cosmetic make over, the main runway had an overlay completed and is now functional. After weighing the pros and cons, and researching their alternative options, Grand Junction has decided to build a new runway in the future, designing it to be more neighbor friendly. “We want to be a good neighbor,” said Tippetts about the decision to build a new runway. The future runway will face another direction in order to minimize the noise for the surrounding communities without having

to close the airport or risk losing business. In addition to the runway, Grand Junction is also looking to add new fencing around the airport. This is one of their concerns, both for security and wildlife in the area, but they are waiting on more developments with the runway project so they can incorporate the new fence. Grand Junction worked with the TSA to ensure their security is efficient and Tippetts described their process as being very similar to the process passengers experienced prior to 9/11. “We take pride in our security procedures,” said Tippetts. Grand Junction invested in TSA certified Reveal CT-80s to screen baggage and guarantee the safety of passengers and flight crews. Reveal describes their CT-80s as a smaller, less expensive way to get the same results as the current generation EDS. The smaller size allows the CT-80’s more mobility while providing minimal disruption to airport operations. “General aviation is an important part of this nation, but at the same time has taken some hits,” said Tippetts. He does not believe this is a direct result of the current economy, but rather something that has been happening to the general aviation industry over the last 15-20

years. “The lower side (all general aviation not related to business travel) continues to decline, yet the business side continues to grow,” said Tippetts. “You don’t see the mom and pops anymore.” Grand Junction plans to continue growing with potential future projects including a new air traffic control tower, terminal and runway. Grand Junction had a record breaking month during May 2009 and Tippetts is confident in the success of Grand Junction. In addition, he would like to see the entire general aviation industry continue to grow. Tippetts began working in the aviation industry part time in 1980 while going to school in Laramie, Wyoming. He worked his way through Colorado working with FBOs, airport authorities as an airport specialist, maintaining runways, etc. “There are not many jobs at an airport I have not done,” said Tippetts.

AWOS: Key to

Competitiveness and Safety

O ne way for airports to remain competitive is to increase their availability through real-time weather information. Providing real-time weather information enables better pre-flight planning and in-flight updates—enabling pilots to plan accordingly and determine if they can safely take-off or land at an airport. One solution is an Automated Weather Observing System (AWOS). An AWOS collects and verifies weather data from an array of sensors, and the data is then processed and disseminated through a variety of channels. The voice message generated from the AWOS can be accessed over a dedicated phone line 24 hours a day, as well as, over an assigned VHF frequency. Displays can also be set-up at the airport for pre-flight planning and for the use of airport personnel. For dissemination beyond the local area, AWOS messages can be sent through the FAA’s weather network, the National Airspace Data Interchange Network (NADIN), allowing the data to be accessed through flight service stations, pilot briefing systems and commercial weather vendors from anywhere in the country. The Benefits of an AWOS An AWOS is ideal for the small to large airport or heliport. Facilities with an AWOS often realize benefits through increased traffic, as they are viewed by pilots as safer and more convenient than those without. An AWOS is also an FAA-approved source of weather information for all commercial flight operations, providing a key element in making your airport accessible in all weather conditions. Communities often support an AWOS installation at their local airport because of the increased traffic and safety which can translate to positive economic impacts. A case study done on the impact of an AWOS at T.P. McCampbell Airport near Ingleside, Texas, highlights the economic benefits. Not only has the airport seen growth, so has the local economy. Corporate flyers and passengers who use the


By Geoff Bing

Antenna Structure Registration. Upon approval, you will receive an Antenna Structure Registration number. Then you’ll need to submit FCC Form 601. The FCC typically takes 6 to 12 months to issue a VHF license. It’s recommended to delay installation until the VHF frequency has been granted, although you are able to begin as soon as the FAA approves the site for the AWOS at your facility. The approval is indicated by signing and returning the 7460-1 Form from the FAA. AWOS installation should only be completed by a qualified, certified technician. Depending on where you purchase your AWOS, the manufacturer can provide technicians to complete the work, or can recommend a reliable vendor who is qualified and certified for this type of installation. About the Author: Geoff Bing is Vaisala Americas Regional Market Manager for the Airport Market Segment. Contact him at [email protected]. For information on AWOS planning and purchasing, including funding, go to http://www.vaisala.com/weather/products/avina-fornorthamerica.html


airport stay at local hotels, rent cars, buy fuel and dine at area restaurants. In fact, in 2005 McCampbell Airport’s economic impact on the Ingleside area was just under $550,000, as calculated by a Texas Department of Transportation study. Selecting an AWOS There are several levels of fully certified AWOS available, from an AWOS I to an AWOS IV. AWOS prices range just as much as the offerings, but generally cost between $20,000 and $100,000, depending on the reporting level. Once it’s determined that an AWOS is a desirable addition for your airport, here’s what to expect. Planning AWOS planning begins with choosing the best site on your airport to install the equipment. AWOS sensors are precise meteorological instruments, and interference from nearby obstructions such as trees, buildings and changes in topography, can have a substantial effect on their performance. The FAA has established requirements to help ensure that safety and accuracy concerns are met in AWOS siting. Keep future airport growth in mind when choosing a site, and refer to your airport’s approved Airport Layout Plan (ALP) to factor in any planned buildings and runway and taxi work. You may also want to coordinate with your airport’s consulting engineer or, if applicable, the appropriate state personnel. Once a suitable location for the AWOS is determined, the site must be surveyed to record latitude, longitude and site elevation. Prior to starting installation you need to complete and submit FAA Form 7460-1 - Notice of Proposed Construction or Alteration. Expect approval to take two to four months, and remember that construction work cannot begin until you have received approval. Managing the Project. Once the FAA has approved the AWOS location, complete and submit FCC Form 854 – Application for


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MMMOUNTAINOUNTAINOUNTAIN FFFLYINGLYINGLYING By Dick Weinberg

Dick Weinberg at Leadville airport

M ountain Flying!!! Those two words are enough to make some pilot’s blood boil with anticipation. A lot of pilots must think, my God, I live and fly in the mountains; I’d better buy that 150-page book. That’s a lot of pages, there must be a lot more to this mountain flying than I first thought. Maybe I’ll get that video also. Hey, it’s got that famous aviator/author, Sparky Schwartz. The other guy who goes through all this thunderous B.S. is the poor guy who lives in the low lands and his dream and bank account has finally peaked with that lifetime trip across the country and naturally, that includes the continental divide. Now here’s a guy from the east coast who never flew above 11,000 feet. Someone once told him that the jet stream started at 12,000 feet. He was determined to never get caught up in that bumpy thing. Of course, good ole Dick is reaching out with this article based on his own personal observations and absolutely no experience reading these lengthy books or videos on mountain flying. Since I never read the books, I can’t really say that the writers are on the cutting edge of mountain flying. Well, I lied – I did skim through one book on mountain flying once and I found that about 2% of the text was in fact, about mountain flying. All the rest of the book seemed to be factual and it had some great data dredged directly from the FAA’s Airman

Information Manual. The book was $28 and the FAA AIM was $7. So now we know what it’s all about – MONEY!! I mentioned the books and the video thing, but the real deep probe into someone’s wallet is the “Mountain Checkout!” Good grief, if a mountain checkout was needed that bad, the FAA would require it prior to allowing a pilot to climb out of his home airport’s traffic pattern. Do they have mountain checkouts for drivers in Pontiacs? I’ve heard of some FBOs out here in the west that require a minimum of five hours dual time / mountain checkout prior to renting the plane to a pilot. I wonder if they’d require that from a 25,000 hour airline captain. I also wonder if they issue special written tests and delve out a graduation diploma that’s produced on their back room computer. If you still think you need a guy in the right seat for a bit of dual time, then ask some local mountain pilots who they recommend? It’s a lot cheaper and less aggravation. Besides, it will definitely effect your comfort zone. So what do we need to fly in the mountains? The number one commodity is GOOD COMMON SENSE. Over the years when pilots from, who knows where, insist on a mountain checkout, I’m always tempted to give them my list of basic mountain flying rules. Yeah, but that would bust their bubble. Okay, let's go fly in the mountains and that makes everyone much happier. Probably the poor slob would be just



as happy sitting down and sharing a pot of coffee and have a local answer all his apprehensive questions and not get charged a cent. I started out with the six basic rules of flying in the mountains. Then over the years, I’ve added a few more. Oh, you lucky readers – you are now going to be treated to the “Official List of Dick’s Rules for Flying in the Mountains.” I don’t charge or care if you print the rules and give copies out to your coastal friends. I don’t even care if you say you wrote them after 15,000 hours of flying in the mountains. After that whopper you won’t need a seat cushion in the left seat any more.

Rule 1: If the tops of the trees at the airport are bent over 90 degrees, don’t go! Believe the FSS guy when he says there’s an AIRMET or SIGMET for anything more than Occasional Moderate Turbulence.

Rule 2: When crossing a ridgeline; separate yourself from the top of the ridge with more altitude than usual if it’s windy / bumpy. High winds tend to make for more serious up and down drafts.

Rule 3: This rule is dredged directly from Rule 2. If it’s bumpy and you don’t know what to expect when you cross that ridgeline, then cross it at an angle of 45 degrees. That helps when the yellow stripe down your back starts to show and you suddenly decide that you are about to become part of the ridgeline in a down draft.

Rule 4: When scooting up a valley and the tops of the hills on both sides of you are still very much above you; drive that plane up the valley on one side or the other. Again, if the yellow stripe dictates a 180, you have more room on the side of the valley than if you were in the middle. All that bunk that’s been around for the last 100 years about doing a chandelle in a box canyon is bunk – remember that your radius of turn is less when slow and as you climb, the distance between the hills on each side of you gets greater.

Rule 5: This could be included in Rule 4, but I’m trying to use up memory in my computer. While flying up that valley, remember how the up and down drafts are formed. In other words, if the wind is howling from left to right as you fly up a valley, most pilots would expect to encounter a down draft on the left side of the valley and an “upper” on the right. If this rule doesn’t hold true, then just pick any side and then switch until you find an up draft, then hang in there.

Rule 6: In the spring or summertime (in the Rockies) you can expect high winds and big bumps sometime after 11AM and they usually calm down as the day cools after 6 PM.

Rule 7: You feel updrafts more than down drafts. It has something to do with the seat of the pants. For some reason downdrafts elude me and I find that the only reliable method of realizing that you are going down at a critically high rate is through the use of the vertical speed indicator. Who really cares about up drafts until your fingernails turn blue (exaggeration)?

Rule 8: Be cognizant of barometric pressure changes. If over a distance of 100 to 200 miles, there are reports of .10 to .25 differences in pressure, buckle up tight!

Rule 9: If the winds aloft report an excess of 25 to 30 knots at say 12,000, again, buckle up.

Rule 10: When on approach to land, if the windsock is swirling in different directions; go find another airport to wait it out.

Rule 11: This is basic and it really deserves more than a sentence or two, but density altitude on the ground does not go away when you are airborne. It affects your climb rate, it reduces the max altitude of your plane and of course, your landing and take-off rolls will be significantly longer.

Rule 12: This rule can apply to low land flying also, but it’s worth mentioning. When the turbulence starts to get bad, slow the machine down. Heavy planes and slow planes feel less turbulence. Since most of us can’t afford a real heavy plane (747), then at least the slow part will work.

Rule 13: When all else fails, fly in sunlit areas. The heat of the sun will probably create updrafts – I said “Probably.”

Rule 14: Use good common sense Note: ☺ All the knowledge you need for mountain flying can be found in the AIM or a good private pilot text book. If you are a private pilot or better, you have been instructed in all this knowledge in the past. A lot of it has to do with basics. Mr. Weinberg’s comments are his own and do not necessarily reflect the opinion of the publisher.


My next couple of articles will explore some of the more recent practices and technology of de-icing and anti-icing practices of both the airplanes we fly in, and also the surfaces that we land or drive on. From the designed biological remediation wetland to the segregated stormwater runoff systems, we'll look at how various operations deal with their de-icing by-products. From heated road-ways to radiant de-icing tents, the inter-est in becoming less chemically depend-ent and more efficient is ever-present in today's airport operations. There now, don't you feel just a few degrees cooler after talking about snow? Enjoy the warm weather while it's here, because it won't be long before we are being sprayed or basking in a radiant de-icer. Stay tuned for my next install-ment.

Fairbanks International Airport in Alaska is one of the most diverse international airports. Operations include maintaining two primary paved runways year-round, a water lane or float plane pond (during summer months - obviously), as well as, a ski strip or packed snow runway for

planes operating on skis. This variety of seasonal surfaces requires a very clear and distinct operations plan which is complicated by a large volume of interna-tional passenger and cargo planes, in addition to adjacent jurisdictional waters of the US.

Environmental Corner By Chuck Howe

Chuck Howe

W inter operations anyone? Dreading the summer heat? How about a nice snow cone? Let’s talk about snow and ice. Winter operations throughout the country vary from region to region and year to year. From the far reaches of Alaska, above the arctic circle; to the daily cold, warm, cold weather ca-dence of the Colorado Plateau in Ari-zona; the terms Type 4 de-icing and designated snow dump areas are not uncommon. You might be the small municipal airport struggling to keep up with the late season heavy snow dump before sunrise or the large inter-national airport with impaired adjacent waterways and a limited glycol treat-ment capacity. In today’s market place of reduced ticket sales, higher fuel prices, and increasing environmental oversight, eve-ryone is looking for a more efficient way to meet the operational require-ments. With the requirements set forth by the FAA for Type 4 de-icing applica-tions, many operations managers are struggling with how and when to expand their facilities of recovery, remediation or bio-consumption of ethylene or propylene glycol based de-icing products. Several airports across the nation are implement-ing biological treatment cells within wet-lands as discharge points for de-icing operations. This type of application cer-tainly comes with the need for environ-mental monitoring to ensure conditions and concentrations are appropriate. In some larger metropolitan areas, the con-centrations and volume of glycol al-lows for industrial recovery which can support secondary uses of these chemi-cal agents. As an example of a facility with a great diversity of operational challenges,

Winter Operations Anyone? Winter Operations Anyone?



AGRICULTURAL AVIATION By Gary Ness

A s outlined in the last edition of SAJ, the history of the early aerial application business, there was a TRIAD in the early years of aerial application - the Marker, Loader and the Pilot. The food chain started with the Loader and moved up to the Pilot. The Pilot was the entrepreneur. He was the creator of a new industry, a developer of a network, before network was a buzzword. Typically, this individual was an aviator from the WW II era. He could have been a former military pilot, a civilian military instructor, a young man with a dream or a combination of all the above. One thing is certain, he was the heart and soul of the operation. He was the purchasing agent, booking agent, salesman, collection department, agricultural expert, and most of all, the man in charge of a very new and different business. Let’s take this story back to 1947-48: What is the agricultural make-up of the local area of North Dakota or anywhere in ag land? Typically a 320-acre farm with cows, pigs, chickens and cropland was needed to support a family of five. The cropland was split between corn, oats and wheat with summer fallow for future cropping. The summer fallow is for weed control. The advent of farm chemicals to control those weeds was an advancement that was a wonder in the minds of many. The intrepid young men in their flying machines were trying to make a living in small town North Dakota. They were running out of GI Bill student pilots from the war. Thus this new

technology was an important new advancement in the aviation industry. The new businessman on the street had to look to the agricultural community for support for this new venture and the acceptance of the new technology in the field. The knowledge of the chemicals had to be acquired from the Land Grant Colleges in the rural states across the nation. The county agents were a source of information to help with the educational effort in the marketing area the young businessman had staked out for himself. Chemical companies in their early development were also a source on education. The aircraft fleet was not what you would call “made to order”. There were as many choices as there were airplanes. PT-13s, N3Ns, Stearmans, Champs, Chiefs, PA-11s, Cubs and C-172s were in the stable, but not one of them was designed or developed for the job at hand because no one knew what the job at hand was going to be. All the young aviator knew was that he wanted to kill weeds for farmers and use an aircraft to do the job. So the inventiveness of the aviator had a wealth of territory to play in when it came to developing the perfect spraying machine. Liquid 2-4D and MCP were the early staples of the weed control specialist of the late ‘40s and early ‘50s. Thus the Air Sprayer became the handle of the new aerial applicator. The young businessman had to typically finance himself in some way other than the banking community. The

Contributing writer Gary Ness presents Part II in a series on aerial applicators. Ness is the former Director of the North Dakota Aeronautics Commission, having served in that capacity for over 20 years.

Dusters, Sprayers or Aerial Applicators Part II :

The Early Days

banks of that time had no time nor interest in financing an airplane. A typical banker would say, “Do what with an airplane?” This created an interesting partnership between aircraft sales companies, chemical companies, aerial applicators and the customers/farmers. Everything was started in the spring and with trust between all, everything was paid for in the fall. Let’s look at what went into the development of a spraying operation: one pilot, one marker (a 16-year-old next door neighbor boy) and one loader (a 13-year-old neighbor boy from down the street). A more entailed job description for both jobs will be introduced in later issues. One aircraft, a PA-11 with a 90 hp engine and a backseat mounted 40-gallon chemical tank. A wind driven pressure pump and 30 feet of booms attached to the aircraft. A 1,000 gallon water tank is on-site at the airport, along with an older-than-average bulk gas truck for water hauling. A beat-up pickup is purchased for the marker to drive to and from the fields, as well as, a county plat book, to know where the fields are in relation to the airport. Ten pads of order forms are purchased. They are custom-made to fit the information that is needed to perform the correct application for the customer/farmer. A book of instructions is available for information on the use of the chemicals and there you go - “Bright Idea Air Spray Service” is now in business at the local airport. The time is 8:00 am and Mr. Joe Hanson has called to the pilot’s home to ask if someone could come out to his farm and look at a weed problem. Mr. Hanson wants to know more about this weed control stuff our aviator has been talking about at the coffee shop and the local creamery most mornings for the last two months. The aviator jumps into his war surplus Willy’s Jeep to pick up Joe, who gives the directions to the 40-acre field of wheat to observe the weeds that are developing. The weeds of the day are simple; mustard and lambs quarter and some creeping jenny. Early on, these enemies were easily controlled with the chemicals at hand. After explaining to Joe the agricultural advantage of ridding the field of this pest, and most of all about the moisture that the mustard plant is taking from the wheat plants, the young aviator makes the sale. Joe wants the weed control and signs up the field on the new order forms with the correct information. As the aviator starts to leave with the order in hand, Joe stops him to say, “Now, boy, you let those mustard plants bloom so I know that you killed them.!” The young sprayer exits the Jeep to explain to Joe the need to spray early to maximize the moisture he’s trying to save for Joe’s wheat. As the conversation continues the young man makes a business decision and decides he will leave a “skip” for Joe to see that the job was done. A visual test strip for the early applicator.

This scenario was played out for every acre signed up in the first two to three years with all applicators across the country. The selling of this new technology was done in the field and one acre at a time. As time passed and the industry evolved, this “in the field” experience and the trust developed between sprayer and farmer became a trusting business partnership. The complicated methodology of today was not foreseen in the ‘40s, ‘50s or the ‘60s. The business has been built on the technology of the past and the acceptance of the modern day technology of today and the future. It all started with that intrepid aviator of the post World War II era and evolved into the GPS guided 750 gallon chemical haulers of today. From a weed chemical choice of two, expanding to a six-inch thick book of chemicals that boggles the mind. It has been a trip, fun to watch and as Davy Crocket once said, “A wonderment.” I related, in an earlier issue that I had a great model to use as a pattern for this issue. My father was one of these young businessmen who came from the “Greatest Generation”. That pattern is also part of a combination of those first sprayers who created the North Dakota Aviation Association in the late ‘40s. All those young men were the backbone of the aviation system across this state. They developed the airports in the rural communities; they taught their neighbors how to fly; and they promoted the business with a desire that was a religion to most of them. The aerial applicator is still a major part of our economy and a business presence on 71 of North Dakota’s 92 airports. They are still acting as managers of the airfield and the champion of the industry. They may even be third generation applicators. They make up 15% of the aircraft and about 20 million dollars of economic impact to the state’s gross product. Not bad for an industry that started with a PA-11 and a surplus Jeep. In coming issues I will introduce the Loader and the Marker - the ground force of the early industry. We will discuss the culture of these individuals and the value they brought to the business. Two parts of the TRAID. There is a fourth factor that came with this industry that cannot be valued highly enough, nor can this individual be written about with the correct knowledge base. These were the wives of these pioneers. They held the handles of the family and watched with fear and trepidation throughout the career of these young aviators as they created a business. A value cannot be set on their contribution, nor will this author try. But that value will be addressed in a future article. “Thanks MOM.”


Coming in October

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