aircraft ownersept2011

7/28/2019 Aircraft OwnerSept2011

1/18


2/18

Greg HerrickPUBLISHER

Once in a while I get a bit contemplative when things

change. This past several weeks is one of those

occasions. I appreciate that everything changes, that

people move on and life and organizations are dynamic. But

that does not stop me from appreciating the good people

who have contributed to our lives and who have brought us

to where we are.

Take this recent AirVenture/Oshkosh for example. I was there

all week. It was a great event that was punctuated by a couple ofoccurrences that gave me pause. One which occurred early in the

week was news of the loss of Greg Poe, the airshow performer

who I am proud to have called a friend. It was not an airshow

accident that took him. It was a heart attack at the end of a longday of motorcycle riding. Greg was a wonderful person, a great

performer and a True Gentleman. Thanks Greg, for all that you did.

A few days later I was asked to attend an announcementat the Brown Arch at the center of EAA AirVenture. There Tom

Poberezny announced his retirement as Chairman of the EAA.

As I listened to his words unfold, I was hoping that he would saythat he was going to stay involved in some way. I was saddened

when he made clear that his was a complete departure from the

organization his father started and he had lead for decades.Since the Wright brothers, there have been many great

names associated with General Aviaiton. Lindbergh comes to

mind immediately, Earhart is another. Then there are industry

names like Boeing and Curtiss. But if I had to pick five familynames that have meant the most for General Aviaiton for all of

history, the Poberezny name would be in the top two or three,just below the Wright Brothers.

What Paul Poberezny did for General Aviation when he

founded the EAA can not be overstated. It is my understandingthat Paul will be honored at AirVenture next year. He certainly

deserves all the accolades that can be given. Tom does as well.

When the EAA announced the search was on for an

eventual successor to Tom Poberezny, I dont think anyonewas surprised. From my understanding, the short list from

which Rod Hightower emerged consisted of an extraordinarily

qualified group. I have met and talked with Rod in a numberof circumstances. I am very pleased with how he is taking the

organization forward. Rod is a great guy.

I only wish Tom had elected to stay more involved ata minimum with the program that he founded: the Young

Eagles. Tom Poberezny was involved, in one way or another,

with the EAA for his entire lifetime. His ability to articulate the

goals and vision of the EAA in general, and the Young Eagles inparticular, is unparalleled. Tom is a great communicator and as

the Young Eagles program demonstrates, a great visionary aswell. His are really, really big shoes to fill.

The Young Eagles program absolutely works. In the interest

of full disclosure, I am on the organizing committee for the

annual fundraiser at AirVenture called Gathering of Eagles.For the last several years this has given me the opportunity to

develop a solid understanding of what this program does for

young people specifically and General Aviation in particular.The EAA and FAA worked together on a study of the Young

Eagles, the results of which were announced earlier this summer.

The study showed that someone who took a Young Eagles

ride was5.4 times more likely to earn their pilots license thansomeone who did not get a ride. Taking seventeen year olds as

an example, for every 100 kids that took a ride, 2 of them haveended up earning their pilots license. In the U.S. there are roughly

20,000,000 kids between the ages of 15 to 19 years 2% of that

number is 400,000. How would our industry look with 400,000

young new pilots? And thats just for the 15 to 19 year age group.Young Eagle rides are given to kids between the ages of 15 and 34.

These, what I will call conversion numbers, will continue

to increase as the program evolves. For example, the YoungEagles program has been give a significant boost by the

recent introduction of the Flight Plan for young people. This

program provides kids the opportunity to take Sportys OnlinePilot Training Course free of charge. And, after the online course

is completed, the students receive a voucher for their first flight

lesson, also free of charge. In just two short years more than6,000 Young Eagles have taken the course. As well, EAA

student memberships are available to all Young Eagles at no cost.

The older they were, the more likely a Young Eagle is to get

their license. Dovetailing into this successful youth programis a new one launching in January 2012. It is a Young Eagles

program for adults. This upcoming program was announcedby Rod Hightower during an EAA AirVenture. According to Rod

expanding the Young Eagles to include adults is something

EAA members have been recommending for years. The newprogram will focus on the one-on-one flight experience,

again driven by local chapters.

If one person had done nothing more than start the Young

Eagles program, most of us would say: thats more thanenough. But Tom Poberezny has done much more than that.

He took the organization his father started and built it into the

General Aviation powerhouse that it is today. Under his leadershipand vision the EAA grew dramatically in terms of membership,

infrastructure, organization and stature. And certainly, none

of this could have been accomplished without the countlessvolunteers, chapters and a dedicated staff. But as with most

truly successful organizations, the leadership deserves a great

deal of credit that goes most recently to Tom Poberezny.

Thank you Greg and Paul and Tom. And thanks to everyonewho have dedicates themselves to sharing our mutual passion

for aviation.

Fly safely,

Thanks to Wilbur and Orville

and Paul and Tom

PUBLISHERS LETTER

2 SEPTEMBER 2011 | AIRCRAFTOWNER ONLINE


3/18

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Concorde batteries are standard equipment in many pro-duction aircraft and are manufactured to provide optimumperformance and battery life. Concorde batteries are furnished with electrolyte,except overseas. The designation M in part no. indicates manifold venting.Manifold-vented batteries do not require a battery box. A tube attaches to batterymanifold to vent gasses to the outside of the aircraft.

Batteries

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EDM-700 Digital/Analog EGT/CHT- All pilots know that running theirengines at peak performance meansmaximum efficiency! Max. efficiencymeans substantial savings in fuel

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Fuel Scan 450 from JPI Instruments, pro-vides continuous display of fuel burned ingal/hour (liter and lbs. available on specialorder). Fuel Scan 450 also provides total fuel used, fuelremaining, endurance in hours and minutes, fuel requiredto next waypoint, fuel reserve at next waypoint, and nauticalmiles/gal. P/N 10-00135 ......$658.75

EDM-700-4C............. $1,400.75EDM 700-6C .............$1,856.75EDM 700-7C .............$2,035.75EDM-700-8C............. $2,375.75EDM-700-9C............. $2,630.75

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AA48103 ........P/N 08-04969AA48104 ........P/N 08-04970AA48108 ........P/N 08-04971AA48109 ........P/N 08-04972AA48110 ........P/N 08-04973AA48111 ........P/N 08-04974

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08-01468 .......................K4516 Slick Kit ..............$2,325.0008-02572 .......................K6320 Slick Kit ..............$2,940.0008-01487 .......................K4517 Slick Kit ..............$2,398.0008-01578 .......................K4527 Slick Kit ..............$2,246.0008-02666 .......................K6327 Slick Kit ..............$2,638.0008-02616 .......................K6322 Slick Kit ..............$2,643.0008-02575 .......................K6320 Slick Kit ..............$2,940.0008-02681 .......................K6328 Slick Kit ..............$2,638.00

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6/18

Charles R.Morgenstein,esq

There has recently been a lot of attention paid to theelimination of the BARR program by which the ownersof aircraft can pay to avoid having the N numbers of their

aircraft displayed to the public on sites such as FlightAware.The argument goes that people, especially high-net-worthindividuals, should have the right not to publicize their exactlocation, planned destinations, ETAs, etc. to anyone and

everyone in real time or nearly-real time. Kidnappers could usethe information to target them or their families or businessassociates. Competitors may be able to determine, from theirplanned route of flight and destination, what confidential orsensitive business deals are being considered. And then there isthe general argument that people are simply entitled to privacyin their movements. All of these are perfectly-valid arguments.

Unfortunately, there are other valid arguments whose

underpinnings are not as honorable. As was demonstrated whenthe CEOs of the big three auto makers flew to Washington, D.C.

to ask for money, many CEOs are unable or unwilling to justify

their operation of corporate aircraft. They are embarrassed by theincredible luxury which is reserved, in many cases, only for them.

They dont want the average Joe, or the average stockholder, to

know that THEY are the Fat Cats riding around in the back oftheir luxury barges, making noise and showering pollutants over

the homes near the airports they use. They want to be seen as

hard-working stewards of their companys resources -- not as

spoiled jet-setters cruising around at Mach .085, with empty seats,eating or wasting catering that may cost as much as their

shareholders make in a month, while discussing the relative meritsof competing million-dollar Cabin Management and In-Flight

Entertainment Systems. They do not want average people to

know about the excess of riches to which they feel entitled.Those of us in the aviation world know that these people only

represent a very small portion of the people and companies which

use business aircraft. And yet, unfortunately, the business jet

has become a convenient icon of excess, even vilified recently byPresident Obama in trying to justify removing tax breaks.

Having served on various committees trying to make my local

airport more aviation-friendly, and more safe, over the last fewdecades, however, I can tell you that this stigma, and the adamant

refusal of the operators of jets and turboprops to stand up for their

use of business aircraft, has definitely hurt many airports and thepeople and businesses on those airports.

Almost all airports are run by some sort of municipal entity.

Most of the people who serve on those entities are elected. Many

of them respond to monied interests, or to large employers in theirarea, to a great extent; while the average Joe, GA pilot is regarded

as simply one vote from one guy or lady who enjoys an expensivehobby, and who does not have any significant political clout. Like

it or not (and, I dont), the fact is that, to truly protect our airports,

the wealthy individuals and corporations who have the ability

to elect or recall officials, and who have the ability to move theircenter of employment to another municipality, are the ones who

must contact the officials; who must stand up at public meetings

and tell how important the airport is to their continued business(and financial) presence in the municipality that hosts the airport.

In instance after instance after instance, I have watched in

frustration as local high-rollers and companies stay silent while

service after service after service at their local airport (and mine)is attacked by the neighbors, the FAA, the EPA, the TSA, and the

operating authority as well. These folks with all the clout seemalways to leave it up to the guys and gals who fly the Cherokees

and the 172s, and the medium-twin charter operators, to fight

and often lose -- the battles. It seems to me that an appearance

by a Fortune 500 CEO, accurately describing how his or hercompanys business aircraft is essential for the company to remain

competitive and profitable, and how the airports continued

aviation-friendly policies and procedures assist in that, would go along way toward reducing the alarming rate at which airports are

being limited and closed.

If a company cannot, in good conscience, make a public showingof how their business aircraft are necessary tools for profitability,

then, in all likelihood, that company should not be using business

aircraft. If a CEO cannot stand up in front of a public forum andarticulate how the companys business aircraft makes the company

more profitable and competitive, with a straight face and without

embarrassment or apology, then he or she probably should not be a

CEO. If a private individual has been fortunate enough to be able toafford to operate a luxury aircraft simply for his or her own pleasure

or convenience, then they should be able to articulate the numberof people that are employed, and the dollars that are spent in local

aviation businesses, because they chose to bring their aircraft to the

local airport.As the commercial airlines become more and more difficult to

use to travel quickly from home to destination and back again, the

need for justifiable business aircraft of all sizes and types is going

to increase dramatically. If the current large-aircraft businessusers dont stand up to be counted, and lend their clout to the

arguments raised against airport funding and improvement, we

will not have many of those essential airports around when boththey and the rest of us really need them.

All of this is NOT to say that the honest, valid reasons for

privacy listed at the beginning of this article should be abandoned.They should not. We need to find a way to accomplish these

objectives. But the BARR program was being overused and

perhaps even abused.

We need to find a way to help companies preserve necessaryprivacy. Until we work that out, however, it is my hope that

companies and individuals operating large aircraft out of localairports will seize the opportunity to educate local elected officials

as to why their business aircraft are essential to their companies

profitability and competitiveness.

aircraft ownersept2011

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