Dave Ziegler’s Aviation Blog

AOPA 2007: User Fees, Flight Service Among Topics At General Session
Sun, 07 Oct ‘07
Boyer Delivers ‘State Of The Union’ Concerning Funding Debate
by ANN Correspondent Dave Ziegler

AOPA President Phil Boyer spent the lion’s share of Saturday’s general session on the status of the user fees for General Aviation debate. Despite recent victories for GA, Boyer warned that the fight isn’t over yet. “We’re in the Terminal Area, we are within site of the airport, but there is some convective weather ahead, and that’s probably the best way to describe where we are right now.”

After displaying several anti-GA advertisements currently found on airport terminal televisions, airline seatbacks, and newspapers throughout the country, Boyer shared counter-ads produced by the Alliance for Aviation Across America (AAAA) and funded by the AOPA and NBAA. These responses highlight DOT studies that claim most delays are caused by weather and the commercial airlines themselves. “The airlines would have you believe that General Aviation is the cause for all the delays at the major airports,” explained Boyer. “In fact, we’re only 4% of the traffic at the top 10 airports.”

Speaking about General Aviation’s most recent victory in the House of Representatives, Boyer said that “on that side of Capitol Hill, they passed the House bill that we support by 267 to 151.” H.R. 2881, or the FAA Reauthorization Act of 2007, passed on September 20th with no mention of user fees, but instead includes a small tax increase on AvGas and a slightly larger tax increase on turbine fuel.

The Senate Commerce Committee had previously passed its own bill which included user fees for turbine aircraft and a 100% increase on the turbine fuel tax and eliminated the only aviation tax paid by the airlines. “In effect, the Senate Finance Committee rejected their ideas, changed the taxes keeping the airline fuel tax … and kept our GA taxes at a reasonable level.”

In its current state, however, the bill still contains a $25 user fee for turbine aircraft. “We hope to be able to take care of that in a different kind of way,” said Boyer, who hopes for an amendment to remove the user fee during a full Senate vote. Afterwards, a Conference committee will bring both bills together and send the finalized bill to the White House to be vetoed or signed by the President.

Cebula Discusses FSS Outsourcing

A quick and informal poll of Saturday’s general session audience by Andy Cebula, AOPA Executive Vice President of Government Affairs, revealed most attendees who utilized the Lockheed Martin Automated Flight Service Station system in the last six months have had problems. “We know it,” responded Cebula, “and we have been doing a great deal of work on this because it has been a real frustration for us as an organization to see how this has just fallen apart and not really served your needs.

According to Cebula, modernization of the old AFSS system — which utilized 1970s technology — would result in $2 billion in savings. “If we would have stayed with this current system, our fear is that you’d be paying about $9 a gallon, and that would look just like Europe.”

Despite problems with the current FSS system, Cebula acknowledged that outsourcing was still the right decision, and he assured members that the AOPA would continue to monitor and demand action to correct outstanding issues, saying that the AOPA has been, and will remain, in communication with the FAA and Lockheed Martin on a daily basis. One of the biggest problems still facing pilots is lack of local area knowledge by briefers.

To help pilots, AOPA introduced a briefing tips card that can help pilots navigate their way through the new system to find a briefer in their area. The cards were handed out at AOPA Expo and will be made available in the November issue of AOPA Pilot and the December issue of AOPA Flight Training.

New AOPA Website, Air Safety Foundation Offerings

Acting in her new role of AOPA Executive Vice President of Communications, Karen Gebhart introduced AOPA’s new web site, which went live on September 19th. The completely redesigned site utilizes newer web technologies for richer content and takes into consideration the many suggestions offered by AOPA members, including more non-advocacy news coverage, better organization, and improved readability.

Also new for AOPA members is a whole new safety seminar from the Air Safety Foundation, presented during the general session by ASF Executive Director Bruce Landsberg. The new seminar, which made its debut at AOPA Expo 2007, discusses the top five ways GA pilots end up in fatal accidents, and what you can do to avoid making the same mistakes.

The ASF also offers a new online course for owners and operators of aging aircraft. This interactive course discusses factors that affect the rate of aging, such as storage, use, abuse, and maintenance. It also offers suggestions for proactive inspection and maintenance practices, and explains the difference between chronological and true age. More information on both of these offerings can be found on the Air Safety Foundation website.

FMI: http://www.aopa.org/, http://www.asf.org/

AOPA 2007: Embraer Touts Its Light Jets At Hartford
Fri, 05 Oct ‘07
Brazilian Planemaker “Particularly Pleased” With Response
by ANN Correspondent Dave Ziegler

AOPA Expo attendees will be able to take an early look at the Embraer Phenom 300’s new extended cabin by visiting the company’s full-scale mock-up at the AOPA Expo Aircraft Display, located at Hartford-Brainard Airport.

“This is only the second time we have shown the new extended cabin of the Phenom 300 in North America,” said Ernest Edwards, Embraer Vice President, Marketing & Sales — USA, Canada, Mexico and the Caribbean, Executive Jets, adding that so far the company is “particularly pleased with the response it’s getting.”

Targeted towards corporations now flying large turboprops and smaller light jets, air taxi and charter companies, and individual owners, the Phenom 100 and 300 are single-pilot-capable aircraft designed with short-field takeoff and hot and high operations in mind. Both jets will offer a standard anti-skid brake-by-wire system for added safety and reliability.

Two Pratt & Whitney Canada PW617F engines, with 1,615 pounds of thrust each, power the jet. Its range with four occupants will be 1,160 nautical miles (2,148 km or 1,335 miles) with NBAA IFR reserves, 35 minutes, and 100 nm alternate; or 1,320 nautical miles (2,445 km or 1,519 miles) with NBAA VFR reserves, 45 minutes.

The aircraft is capable of flying at 41,000 feet (12,497 meters) at a maximum operating speed of Mach 0.70. These characteristics will allow customers to fly nonstop from New York to Miami; and from Los Angeles to Denver or Vancouver (Canada) at a lower cost than competitive aircraft, including turboprops.

The Phenom features the Prodigy flight deck, based on Garmin’s all-glass, fully-integrated avionics suite. The Prodigy flight deck consists of three interchangeable 12-inch displays: Two Primary Flight Displays (PFD) and one Multi-Function Display (MFD). The system integrates all primary flight, navigation, communication, terrain, traffic, weather, engine instrumentation, and crew-alerting system data and presents the composite information in brilliant, sunlight-readable color on all three high-definition displays.

Designed by BMW Group Designworks USA, the Phenom’s interior is boasts such amenities as an onboard wardrobe or refreshment center, an aft cabin private lavatory with toiletry cabinet, and satellite communications. In a typical club configuration, the Phenom 100 accommodates four passengers and features a 55-cubic-foot (1.56-cubic-meter) baggage compartment.

The Phenom 100 is priced at US$ 2.98 million, based on January 2005 economic conditions, in the baseline configuration, for FAA certification. The aircraft’s maiden flight took place last July, and the jet is currently carrying out the certification flight test campaign in order to enter service in mid-2008.

After AOPA Expo 2007, the Phenom mock-up tour continues to the US cities of St. Louis, Shreveport, Houston, Austin, Dallas-Ft. Worth, Oklahoma City and Tulsa. A complete calendar of the tour is available from Embraer’s web site.

FMI: http://www.embraerexecutivejets.com/

A larger feature, published June 27, 2007 by ANN:

http://www.aero-news.net/news/featurestories.cfm?ContentBlockID=59eb9576-a7ad-4fc6-a895-6d882fa81ee8&Dynamic=1

‘Lost Squadron’ Pilot Recalls Ill-Fated WWII Flight
“We Really Believed We Would Get Off”
By ANN Correspondent Dave Ziegler

In July of 1942, six Lockheed P-38 Lightning fighters and two Boeing B-17 Flying Fortress bombers took off from the United States bound for Duxford, England as part of Operation Bolero, a mission to ferry aircraft across the Atlantic for deployment in the European Theater. Forced to turn around by bad weather, and with insufficient fuel to return home, the entire squadron was forced to land on a Greenland glacier.

Brad McManus, who at 89 is last surviving member of the famous “Lost Squadron,” was the first to land. “I was the youngest kid in the flight, and I elected right at that point I’m getting out of here, I got to get down while I have gas and power.” On landing, the nose wheel of his P-38 dug into the ice causing the aircraft to flip on its back, but McManus escaped with only minor injury.

McManus (shown above, left, with pilot Steve Hinton) recalled fellow pilot Harry Smith, who circled his overturned P-38 to check on him before landing himself. “He landed that airplane and turned the switches and stopped the propellers before he hit the ground so he landed … dead stick. He put it in with no power, which the rest of us were kind of shocked that he did that. But when you see the picture of the 38 sitting there on the ice, those propellers are absolutely straight.”

After landing one by one without major incident, the stranded airmen’s immediate concern turned to survival. “We slept in the B-17,” explained McManus. Despite the harsh environment and difficulties with their radio signals, he and the other airmen showed great courage and optimism. “When you’re young, you’re 23 or 24 years old, you don’t worry about the negatives. We really believed we would get off.”

The men stayed warm with improvised space heaters made from empty oxygen tanks and fueled by engine oil, and they kept their radio operating by removing the B-17’s damaged propeller blades so the engine could be run for power. Because of their ingenuity and determination, all 25 pilots and crew survived until ultimately being rescued several days later, but the aircraft were abandoned and later swallowed by the ice and snow.

The aircraft of the Lost Squadron remained trapped in ice for the next 50 years despite eleven attempts between 1977 and 1990 to recover them. Finally, on the twelfth attempt in 1992, J. Roy Shoffner and his team successfully recovered a single P-38F (above) buried in 268 feet of ice - the aircraft originally flown by Harry Smith.

Restoration of the P-38 began in January of 1993 and, after a cost of nearly $7 million, was flown as the rechristened Glacier Girl for the first time on October 26, 2002 by air show and movie pilot Steve Hinton. His experience flying vintage aircraft, along with his roles as owner of an aircraft restoration company and president of the Planes of Fame aviation museum, made Hinton a logical choice.

Bob Cardin, who spearheaded Glacier Girl’s recovery, and who was later hired to oversee its restoration, recalled a conversation he had with Shoffner back in May of 1992 as they struggled against the elements in Greenland. “Roy said, ‘Wouldn’t it be something if we were really able to recover this plane, and we got it flying and we could finish the mission that these planes were on back in 1942.’”

Shoffner’s dream is now becoming a reality, though sadly he did not live to see it having passed away on September 24, 2005. Thanks to the many dedicated individuals involved in the project, including its current owner, Texas businessman Rod Lewis, Glacier Girl is finally completing its 65 year old mission.

As ANN reported, on June 22 Hilton and Glacier Girl departed Teterboro Airport in New Jersey bound for Duxford as part of Operation Bolero II, following the same trans-Atlantic route as the original World War II mission. “This particular mission means an awful lot to me,” Hilton told ANN shortly before taking off. “This airplane brings so many human stories to light.”

Hilton is not alone. Flying alongside the legendary P-38 is veteran air show pilot Ed Shipley in the vintage North American P-51 Mustang, Miss Velma. Additionally, McManus joined Hilton and Shipley for the first few hundred miles of the mission, flying with pilot Jim Beasley. “I feel very, very strongly emotionally,” McManus said about Operation Bolero II. “It’s a great day. It’s a historic moment … in aviation history.”

McManus expressed his appreciation to those responsible for Glacier Girl’s rescuers. “I just want to add my vote of gratitude to the owner and to those that have suffered through the recovery of the plane, started in 1983 and was accomplished on the 15th of July in 1992.”

But it was those responsible for Glacier Girl and Operation Bolero II that felt they owed thanks to McManus and others. “It’s certainly not about the three of us up here,” Shipley explained. “It’s about Brad and all those who have gone before, and all those people that are serving around the world today.”

“It really makes me feel great … to be standing here with Brad, Steve, Rod, Ed, and all of you folks and saying wow, this is going to take place. This is really what it’s all about. It’s the real deal.”

Operation Bolero II is not without its dangers, as Hilton explained before leaving. “[T]here’s a high level of risk for this mission, but Rod Lewis has given us a lot of tools to try to do it as safe as we can. We have a modern chase plane. Rod himself is going to lead us there, flying a PC-12, he’ll have modern navigation equipment and survival gear if something goes awry.”

What’s in store for Glacier Girl after appearing at AirVenture this year is unclear, as the historic value of this extremely rare aircraft must be considered.

“I think we counted about 35 [surviving P-38s],” Hinton explains, “and that included every crash piece we could think of. There’s only three that fly right now. That’s it.” As of now, however, Glacier Girl is expected to remain flying after completing its mission - a fitting tribute to the many men who bravely flew these wondrous aircraft in World War II, and to all pilots who fly in service to their country.

FMI: http://www.thelostsquadron.com/

A reprint of my coverage of Operation Bolero II for Aero-News Network. The published article with photos can be found here.

Glacier Girl Embarks On Operation Bolero II
Sat, 23 Jun ‘07
Heads To England To Complete Original Mission
By ANN Correspondent Dave Ziegler

After 65 years — including 50 years spent buried deep below the surface of a Greenland glacier — the recovered and fully restored Lockheed P-38 now known as Glacier Girl is on her way to completing her interrupted World War II mission: Operation Bolero.

ANN was on hand as Glacier Girl departed Teterboro Airport in Teterboro, NJ around 1330 EDT Friday, as pilot Steve Hinton set out to follow the same transatlantic route the P-38 and the rest of the famous WWII “Lost Squadron” attempted in 1942. The entire squadron, which consisted of P-38s and Boeing B-17s, was forced to land on the ice after bad weather forced the aircraft to turn back despite insufficient fuel.

For Operation Bolero II, Glacier Girl is accompanied by veteran air show pilot Ed Shipley, who will fly the vintage North American P-51 Mustang, Miss Velma.

Flying alongside pilots Hinton and Shipley for the first 100 miles of their journey is 89 year-old Brad McManus, the last living pilot of the Lost Squadron. Before beginning his flight with pilot Jim Beasley, McManus talked with ANN about this venerable aircraft and the pilots who flew it.

“I’d like to acknowledge a relationship that this plane had with thousands of guys that flew it,” McManus (shown below, left) said. “It was, in my judgment, the most popular aircraft built in World War II. It had great range, great speed, great firepower. It was successful in the Pacific and in the Atlantic.”

After completing its mission by landing in Duxford, England, Glacier Girl will stay to participate in The Flying Legends Show July 7-8 before returning to appear at AirVenture Oshkosh 2007.

FMI: http://www.thelostsquadron.com/

My phone has been ringing more than usual since the crash of a Cirrus SR20 into a residential high-rise along New York City’s East River. My family and friends want to know my take on the accident, and many have asked if I still think flying small planes is safe. I’m not surprised by their concern; it is understandable, though much of it stems from the media’s attempt to sensationalize the story.

The deaths of Yankees pitcher Corey Lidle and flight instructor Tyler Stanger are terribly sad and unfortunate. Both men were young with family and friends who loved them, and my thoughts and prayers go out to those who suffer their loss. However, because of the celebrity status of Lidle and the sensitivity of New Yorkers since 9/11, there has been a great deal of speculation, dramatic reporting, and political posturing concerning this accident. Because this is a subject near and dear to my heart, I’d like to set the records straight.

Aside from the horrific acts of terrorism perpetrated on September 11th, 2001, there have been ten fatal aircraft crashes in New York City since 1962. Of these ten, only six involved General Aviation (GA) aircraft. That is approximately one fatal GA accident in New York City every seven years. Compare this to fatal accidents involving any other mode of transportation (pedestrian, car, bus, subway, train, boat, etc.) and this number is infinitesimally small, regardless of how you look at the numbers or percentages.

So what about terrorism? Unlike passenger jets, such as those hijacked on September 11th, small planes make completely ineffective weapons. Most GA aircraft weigh less than an economy car, and can carry much less. Why would anyone spend time and money learning to fly a small plane for a terrorist mission when a cars, trucks, and boats are far more accessible and can do far greater damage?

No sane person would ever suggest banning land and sea vehicles in the name of safety, but lately there has been talk about greatly restricting aircraft operation in the New York City area despite safety records and lack of damage potential (if you don’t know what I mean about lack of damage potential, just look at the very minor damage caused by the crash). That is why I urge everyone to learn the facts about General Aviation, including why it’s safe and why it’s vital:

http://blogs.usatoday.com/oped/2006/10/post_12.html

http://www.gaservingamerica.com/