stateaviationjouranl-janfeb2011

STATE AVIATION JOURNAL

NASAO Helps States Face New Challenges

90th Annual TRB

Special Focus:

Aviation in Vermont

January/February 2011Issue #9

FAA Explores New GA Airport Classifi cations

STATE AVIATION JOURNAL January/February 2011

Amy Gesch kicks up snow as she turns her Super 18 LT Dakota Cub on skiis before taking off. Cover shot furnished by EAA’s Chief Photographer, Jim Koepnick.

On the Cover


Publisher/Editor/ Kim J. StevensGraphic Design/ Andrew StevensLayout Design/ Andrew StevensPhotography/ Kim Stevens

ContributingWriters Lara Jackson Andrea Brennan

Contents

From the Publisher.................................Page 4

FAA Explores New Classifications..........Page 5

90th Annual TRB.....................................Page 6

NASAO Helps States Face New

Challenges............................................Page 7

Airports Seek Retirees to Fill Gap.........Page 19

Pioneer Airport Hosts Ski-In.................Page 21

Special Focus on Vermont Aviation

Leading by Looking Ahead....................Page 9

State Airport Serves Southern Vermont..Page 11

Dubie - Throttling Forward....................Page 16

Vermont Company Keeps ORBIS Flying High............................................Page 17


From the Publisher

When is retirement really retirement?

It use to be, you went to college, got a degree, found a good job with a large company with benefi ts and upward mobility, worked hard for 30 years and then retired comfort-ably. Well, that was the idea. Although an ideal, it didn’t always materialize then and especially not today. Although there are still examples of men and women that have spent their entire careers with one airport, that doesn’t seem to be the norm anymore. It’s not scientifi c by any means, but if my sampling is accurate, as I’ve talked with airport managers over the years, the average number of airports that they’ve worked at seems to hover between three and four. As you will read in the story that appears on page 19 of this issue, “Airports Seek Retirees,” Barclay Dick is an example of someone who spent his entire career at a single airport. Mike Covalt’s career spanned three airports and if you count his return to work after retirement - four. I found two predominate factors in play as I talked with folks about retirement - passion and economics. And they both have the same effect. A passion for aviation keeps people around longer and draws them back after retirement. The fact that the cost of living keeps increasing and we’re liv-ing longer does the same. A number of airport offi cials said that their exit strategy defi nitely involves a return to work after retirement, most likely as a consultant. With, what seems to be a growing trend and need, for qualifi ed, experienced men and women, they shouldn’t have any trouble fi nding work. But, we’ll have to see if the word “retirement” continues to be a viable concept or fades from our vocabulary. We might just start referring to it as a change of seasons. I like to think that I’m still in the summer season of my life, but when the fall comes, I hope to still be writing and publish-ing stories about the men and women of aviation, their ac-complishments, challenges, and most of all, their passion, no matter what season of life they’re in.


FAA Sees Need for New Airport Classifi cations The Federal Aviation Administration (FAA) is cur-rently leading a study to expand general aviation airport classifi cations. At present, with approximately 3,500 general aviation (GA) airports throughout the United States, there are only two current classifi cations – re-liever and general aviation. Yet the needs and services that general aviation airports provide, range from busi-ness to agricultural to medical. “Historically, the FAA is responsible for the national planning of the airport systems,” said Catherine M. “Kate” Lang, FAA’s Acting Associate Administrator for Airports. “In recent years we [the FAA] have noticed a need for a new level of classifi cation of general aviation airports. If we are going to advance aviation we should understand the needs of GA [airports] and provide for the airport’s different roles.” The FAA is working with many aviation organiza-tions, including the National Association of State Avia-tion Offi cials (NASAO). That organizations’s President and CEO, Henry Ogrodzinski concurs that the study “…seems to make a lot of sense to us – one size defi -nitely does not fi t all.”

Ogrodzinksi offered additional reasons for the need of new clas-sifi cations including the role that the media plays. Many times various media outlets do not place as much importance on GA airports or show these airports in a more negative light compared to the com-mercial airports. Also, many politicians just do not realize the im-

portance of GA airports. One example given is that on the West Coast many GA airports become hubs during the fi re-fi ghting season. “Rural airports play a huge role in many local commu-nities and economies,” explains Lang, “Also in some communities these [GA] airports play multiple roles such as in medical emergencies. These classifi cations need to be more strategic.” The states have used various classifi cations for GA airports for many years. “We need to follow our state partners regarding these classifi cations,” says Lang.Even though the study is in the initial stages, the FAA

has recieved positive remarks. “The feedback has been very supportive and I be-lieve people are interested in seeing what these new classifi cations will mean and how it will affect the local communities. We need to have a healthy system in place,” states Lang. Currently in the fi rst stage, the FAA is having conversations with local communities and learning about specifi c needs and principles pertaining to that community. The FAA is unsure of the number of classifi cations, but they are hoping to have a system de-veloped by spring 2011. After a classifi cation has been established then the minimal infrastructure qualifi ca-tions will be developed. Ogrodzinski concurs that there has been a very posi-tive response to this study, “Operators realize that they may have been short-changed regarding federal and state grants, by the media or even by politicians. So far people are very realistic about the study.”

By Lara Jackson

Henry Ogrodzinski

Catherine Lang


Federal Aviation Administration and other government of-fi cials, industry representatives, and other U.S. and interna-tional academic researchers presented aviation research and development in January at the 90th Transportation Research Board annual meeting in Washington, D.C. State Aviation Journal looked in on the meeting to learn about new tools and designs, analysis, and issues affecting aviation.

New Airport Pavement Design Software Available The FAA presented the latest version of FAARFIELD airport pavement design software, which provides a completely dif-ferent design and analysis ap-proach for rigid airport pavements. FAARFIELD version 1.3 is an upgrade from the pavement design application LEDFAA 1.3. The new release includes new design parameters and can be exported for use with FAA Form 5100. The software is free to download for Windows-based computers from http://www.faa.gov/airports/en-gineering/design_software/. The application facilitates runway pavement design by con-sidering the impact of up to 190 different aircraft for com-mercial and general aviation on the most common asphalt or concrete runway surfaces. The pavement is expected to perform without signifi cant deterioration for at least 20 years when based on the default design constraints; the design may also be modifi ed to specify up to a 50-year structural life ex-pectancy. Dr. David Brill, FAA Program Manager for Airport Pavement Technology, noted that for many airports, includ-ing GA, the actual structural condition might be at an accept-able level beyond the design life by many years. The new software has already been used to design runway and taxiway pavements at John F. Kennedy and Los Ange-les International airports. At JFK, the new design needed to accommodate a “Group 6” aircraft such as an Airbus A380, drainage, resurfacing (changing from asphalt to concrete), a new width, and a 40-year structural design life. The runway, 13R-31L, was designed in 2009 and constructed in 2010.

Airport Pavement Maintenance Data Analyzes Mainte-nance Techniques

Aviation Research and Development Tools Presented at 90th Annual TRB Meeting

Researchers presented information about the types and effectiveness of pavement management techniques. ACRP Synthesis 11-03/Topic S10-03 has developed a catalog of maintenance and restoration treatments for asphalt, con-crete, or mixed airport pavements being treated with deic-ing chemicals. The catalog includes processes, resources, purpose, service life, costs, materials, and other data, and could be used to determine which treatment is the best-cost alternative. A University of Waterloo (Canada) project has produced a tool that lets pilots know the landing conditions on the pavement to determine an appropriate plane landing/stopping distance.

Air Cargo Facilities Plan for Change

Airports of every size must respond to the changes in air cargo, suggested a TRB panel discussing cargo facility planning and practices. Location, equipment, and person-nel are changing, but some airports, including older and smaller facilities, have not yet adapted to these changes, resulting in logistics delays and package handling chal-lenges. Among the challenges: congestion, an August 2010 requirement to screen 100 percent of “belly cargo” aircraft, facilities that are too small or are confi gured for a differ-ent checkpoint layout, and out of date loading procedures. Meanwhile, between fi ve and seven percent of international air traffi c now is freight. New trends in air cargo facilities include using a logistics service center that can screen cargo before loading; modi-fying the layout to accommodate truck-to-truck movement; and retrofi tting the space to include racking and ETV sys-tems. An ACRP guide book is being developed to highlight best practices.

NextGen Alternative Aviation Fuels Making Progress

Research and development continues for aviation fuels that have the same chemical and performance charac-teristics as petroleum-based fuels and can be considered as “drop-in fuel” replacements. The Commercial Avia-tion Alternative Fuels Initiative (CAAFI) has established standards for fuel, and one biomass-derived fuel, D7566 Annex A1, has been successfully tested in an aircraft. The latest biofuel, D7566 Annex A2, also known as HEFA, is currently being tested. Considering where the industry was in 2006, noted Tim Edwards of the U.S. Air Force Research Lab, biofuel research has made great progress. However, the multi-step production process is not yet economically feasible, and the major airlines have not

By Andrea Brennan

Dr. David Brill

STATE AVIATION JOURNAL January/February 2011 P 7/ b 2011

NASAO Resources and Cooperation Help States Face New Challenges By Andrea Brennan

committed to using a more expensive alternative fuel, not to mention a fuel that is not yet certifi ed, explained John Heimlich of the Air Transport Association. Airports will need to retrofi t or replace fueling equipment. Biofuels will also require farmers to grow the crops necessary for pro-duction: a “Farm-to-Fly” initiative with the USDA is trying to determine the types of crops that are viable for alterna-tive fuels. Nancy Young of the Air Transport Association explained why, despite the obstacles, airlines are interested in alterna-tive fuels: energy security and supply reliability; the po-tential to stabilize energy costs and price volatility; and the environmental impact of possibly lower carbon emissions. Alternative fuels, when combined with other emission-lowering processes such as NextGen air traffi c control, might affect local air quality.

Aviation Data Becoming More Accessible The Offi ce of Airline Data used to disseminate informa-tion on paper; now the data collected is available online and at no cost. The reports include monthly traffi c data for

commuter and small carriers, twice-yearly operations and maintenance information, and around fi ve million passen-ger travel records. The data collected might be used for ground access and aviation planning, environmental condition analysis, and customer service monitoring. Airports of any size can collect data about the facility. For example, Logan Interna-tional Airport, Hanscom Field, a GA airport, and Worces-ter Regional Aiport, all in Massachusetts, use the data to manage the airport, bus terminal, and freight cargo—even a cruise ship terminal. Much More Happened at TRB Than What’s Reported Here The TRB meeting drew over 10,000 attendees and pre-sented over 2,000 papers during fi ve days. To make the meeting more accessible to attendees, the papers are avail-able online. To learn more about the Transportation Re-search Board and the information presented at the annual meeting, go to http://www.trb.gov.

Henry Ogrodzinski, the President and CEO of the National Association of State Aviation Offi cials, recently spoke with State Aviation Journal about the opportuni-ties and challenges affecting state-level aviation pro-grams in the U.S. and how NASAO members benefi t from the variety of NASAO resources that help them prepare for the future. “States are unique,” Ogrodzinski began. “Each [state aviation program] has its own history, staff, and even name—aviation for some, aerospace for others, division, or department.” The differing structures are refl ected in how each state manages its airports. For example, he of-fered, while many states divide responsibilities between state, municipal, and private operators, the State of Hawaii Department of Transportation Airports Division operates all of its fi fteen public airports including Hono-lulu International Airport. Many states also have their own approach to managing budgets, technology, and facilities, said Ogrodzinski. When a state is recognized for it best practices, organi-

zations such as NASAO foster communication between its members for the benefi t of aviation at the regional and national level. For example, Ogrodzinski point-ed out that the NextGen technolo-gy known as Wide Area Multilat-eration (WAM) got an early start in Virginia; it was known then as the SATS program. GPS units were installed along the Eastern seaboard to facilitate operations for a regional carrier. This idea gained popularity and has since developed into WAM, expand-ing across the United States to benefi t airports in various terrains such as in Colorado. Ogrodzinski provided another example: the Automated Weather Observation System (AWOS) that became operational in Colorado in 2009 began in Wisconsin, Ogrodzinski’s home state, where weather kiosks were installed decades ago. In fact, NASAO has a broad spectrum of members whose ideas might help a state-level aviation program. “NASAO,” Ogrodzinski said, “connects with the Alli-

Henry Ogrodzinski

Continued on next page.


NASAO, Helping States

ance for Aviation Across America, whose membership in-cludes more than 70 city managers and mayors and more than 5500 grass-roots members, sharing how aviation affects their states and districts.” So how do state aviation groups learn from each other as they consider opportuni-ties such as WAM? The outreach function of NASAO is as important as ever, said Ogrodzinski. NASAO has long been a liaison for the states as changing technology, such as NextGen, matures and is implemented into state-level programs. NASAO also provides outreach to governors and leg-islators whose states face localized adversity: revenue shortfalls, budget cuts, and staff reductions, plus new se-curity and safety regulations. “NASAO can bring resourc-es to states,” said Ogrodzinski, by partnering with local, state, and national business organizations, such as the National Business Association. These alliances help state-level offi cials fi nd, for example, services and products at member discounts. NASAO partners with the Federal Aviation Administration—FAA regional directors have a NASAO counterpart—communicating via quarterly tele-conference calls to answer questions from the network. NASAO also collects data, or collaborates with other organizations to distribute and collect questionnaires, and

then shares the data among its members. Even as NASAO supports state aviation programs, the fi nancial challenges facing some members have also af-fected the organization, said Ogrodzinski. Members are members regardless of when they contribute to NASAO, but revenue was lower in 2010. The EAA AirVenture in Oshkosh is the location for a NASAO meeting, but states have cost-cutting measures such as travel restrictions that might prevent some offi cials from attending this and other meetings, such as the Spring 2011 Legislative Conference. In fact, Ogrodzinski said, the legislative conference this spring will use alternatives to bring members together at lower costs than meeting in Washington, D.C., including teleconferencing and Web seminars. Communication among members is important to Ogrodzinski, a former journalist. NASAO continues to support any state regardless of that state’s ability to pay its annual dues for an active membership, he said, and em-phasized that NASAO members are welcome to partici-pate in forums at any time, regardless of individual budget constraints. Using technology to maintain communication is, perhaps, moving NASAO toward its own improved effi ciency. The important thing, he concluded, is that avia-tion offi cials in all states, regardless of each state’s unique status, can continue to rely on NASAO for information and support.

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Vice President of Business Development at The Vermont Chamber of Commerce’s Aerospace and Aviation Associa-tion (VAAA). To the north, the proposed capital expansion program at the Burlington International Airport (BTV) will help commercial development near the airport, he added. Heritage Aviation, near Burlington International Airport, can boast one of the few LEED-certifi ed fi xed base opera-tion facilities in the U.S. The FBO recently marked 25 years of business and the facility’s expansion to 80,000 square feet, according to Chris Hill, Heritage President. As space at BTV became available, Heritage decided to build a state-of-the-art, environmen-tally conscientious building with high-end amenities including a heated hangar area, pilots’ lounge, wireless Internet, a movie theater, and quiet rooms. The Heritage Aviation FBO boasts renewable energy on site: a green roof, solar-powered domestic hot water and television, and the fi rst community-scale 100-kilowatt wind turbine. “We took the opportunity to integrate renewable energy into the airport

Vermont is not a large state, operating 16 public-use air-ports. However, the aviation community there has demon-strated leadership by implementing business practices to weather current economic challenges and by planning for a successful future that includes innovative, effi cient facilities, a welcoming environment for business, and an education system to prepare an experienced workforce.

Facilities and Infrastructure Balance Growth and Environ-ment

Richard Turner, Aviation Program Manager for the State of Vermont Agency of Transportation (VTrans) Division of Aviation, is developing plans to maintain and improve state airports that will provide opportunities for both the aviation and business communities. These opportunities, said Turner, will create cost savings, attract business, and increase rev-enue. Despite the economic downturn during the past few years, he said, “the community still recognizes the value of the airports and are providing support.” Rutland Southern Vermont Regional Airport, for example, is a general aviation state airport that supports local busi-nesses with charter and commercial fl ights, fi xed base opera-tions, and is in close proximity to ski resorts and aerospace manufacturing. “Rutland uses innovative ways to reduce costs by improving their effi ciency,” said Chris Carrigan,

Aviation In VermontSpecial Focus

By Andrea Brennan

Rich Turner


Vermont Aviation

infrastructure,” said Hill. The ground fl eet, which includes two tugs, a crew vehicle, shuttle, and refueler, has been converted to run using electric power. The facility’s deicing trucks, bucket loader, and fuel trucks use a B20 biofuel mix that reduces diesel fuel consumption by 20 percent. Heritage Flight, the company’s charter operations, has also utilized NextGen technology to improve effi ciency: GPS approaches, for example, have been helpful while the ground-based facilities were being reconstructed, said Hill, and have been useful in low-visibility conditions. Mansfi eld Helifl ight began operations in 1986 without a facility, said Tina Lindberg, Corporate Offi cer at Mansfi eld. “All maintenance was done outdoors!” Over the past 25 years, as the business grew to include the sale and main-tenance of helicopter and fi xed-wing aircraft, Mansfi eld’s physical operations also grew. “We now operate in a state-of-the-art 22,000 square-foot facility complete with tooling to support all our needs,” she said. VTrans Division of Aviation continues to maintain and improve state airports, said Turner. VTrans is extending three runways in the state and is looking at airports that will benefi t from other incremental changes to ease operational restrictions to charter fl ights and others, due to Vermont’s terrain and current runway lengths. For example, Turner said, DOA added grooved surfaces to runways and added Doppler DVR at Rutland Southern Vermont Regional Air-port to improve landing conditions in bad weather. Some of the equipment being replaced at airports solves costly problems. For example, said Turner, hazard beacons are necessary in mountainous areas, but storms can cause downed power lines that in turn knock out the beacons. VTrans is installing solar-powered LED beacons that will be more reliable, cost less, and reduce maintenance costs.

“The beacons use wireless technology to alert the control tower when a light goes out,” said Turner, “so there is less lost time.” VTrans has also been replacing taxiway lights with LED bulbs, Turner said, using solar-powered backup batteries in security cameras, and installing solar-powered windsocks.

Aviation Businesses Are Expanding

The willingness of Vermont aviation businesses to em-brace innovation and expansion in the past few years has poised them, and the state, for growth as the economy re-covers. Carrigan points to new age materials, such as car-bon composites, polymers, plastics and advanced ceram-ics, which are used in the production of spark plugs in GE engines, he said. VAAA can be a “matchmaker” between prime contractors and supply chain partners for business-to-business opportunities statewide and beyond. VAAA is also a partner with Jobs In Vermont, which offers a tailored job portal for aviation, aerospace and related manufacturing sectors. Charles Huettner of the Aerospace States Associa-tion notes that the Small Manufacturers Committee, which includes Mansfi eld Helifl ight, helps businesses save effort, time, and money by creating standards for common pro-cesses and tools, such as a computer-aided design software output standard. Mansfi eld Helifl ight has weathered the recession by of-fering both business clientele and visitors, helicopter air taxi and fl ight training services, and worldwide helicopter parts sales, said Lindberg. The business also offers aerial photography. “In Vermont,” she added, “the key to surviv-al is versatility.” Carrigan sees Mansfi eld Helifl ight’s new air taxi service to and from New York City and Boston, as well as to and from the surrounding airports and resorts in

Continued from previous page

gg pp

Heritage Aviation lobby.

Heritage Aviation’s green roof with wind turbine in the background.

Mansfi eld Helifl ight

STATE AVIATION JOURNAL January/February 2011 P 11/ b 2011

State Airport Serves Southern Vermont

Continued on next page

Located in southeast Vermont bordering New York and sur-rounded by the Green Mountains, Rutland is small in number with only about 17,000 people but it is still the state’s second largest city. Since tourism, especially ski resorts play a vital role in Vermont and the Rutland area, the Rutland Southern Vermont Regional Airport serves a great need to this isolated community with three daily fl ights to Boston as well as other fl ights. “We’re [the Rutland Southern Vermont Regional Airport] lucky that the community stands behind the airport, which includes the local chamber of commerce and politicians,” explains Rutland’s Airport Manager David E. Carman. Carman has been the airport manager since 2008 and is employed by the State of Vermont, Agency of Transportation-Operations Division, Aviation Program. Before working at the airport he held a variety of aviation-related positions. While attending County College of Morris in New Jersey, Carman was responsible, as part of the student government, for the approval of the curriculum for the Aviation Technology program. He was actually the fi rst student to graduate from this program. He holds a Bachelors of Science in Aeronautical Science from Embry-Riddle Aeronautical University in Daytona Beach, Fla. and is currently completing the Graduate Capstone Project in Aviation Aerospace Management also at Embry-Riddle. Upon graduation, Carman served as a fl ight instructor at Kent State University in Kent, Ohio for three years. “I was not a product of Kent’s aeronautics program, which gave me the

unique vantage point as an instructor with an ‘outside perspec-tive’,” said Carman. Concurrently, Carman was a charter pilot at Akron-Canton Regional Airport. Carman also worked as a fl ight dispatcher at Century Flight Academy, a 141 fl ight school, in Morris, N.J. He then spent three years as a paramedic for American Medical Response with offi ces in Akron; Canton and Cleveland; Ohio. Carman learned the ins and outs of airport management in-cluding airport operations, security and snow removal opera-tions while at the Harrisburg International Airport in Harris-burg, Pa. After September 11, 2001, Carman decided to focus on airport management.

Airport Manager, David E. Carman

By Lara Jackson

Vermont’s hospitality industry, as a strategic and competi-tive advantage for a new and emerging trend and market-ing opportunity - aviation tourism. Heritage Flight invested in a state-of-the-art, 24-hour U.S. Customs area when the Heritage Aviation facility was expanded. “Travelers can walk right into Customs from

the ramp—it is no longer inconvenient,” said Hill. Burling-ton International Airport is one of 32 TSA-designated Gate-way Airports authorized to land at DCA (Reagan National Airport in Washington, D.C.). Heritage Aviation received DCA approval as a charter operator in May 2009 and FBO in September 2010. Heritage Flight has retrofi tted four of its C-90 King Air air-planes with winglets that reduce fuel consumption between three and fi ve percent, said Hill, and reduces emissions. They have also become a winglet kit dealer so they can modify other King Air planes.

Education and Training

Aviation students in Vermont have an increasing number of programs that can train them for aviation-related careers and recreation. Some future education opportunities are targeting students while they are still in elementary or high school.

Heritage Aviation’s state-of-the-art facility



Rutland-Southern Vermont

Vermont Aviation


During his time at Rutland Southern, Carman has faced many challenges, mainly budgetary and staffi ng, especially during the past few tough economic years. Even though these are hard economic times, Rutland South-ern Vermont Regional Airport had its most successful year in 2010 – the best year since 1985. Cape Air played a signifi cant part in this success. Offering three daily fl ights to Boston and expanded coverage to the Northeast, Pennsylvania, Mid-Atlantic, Chicago and Iowa, Cape Air is an inexpensive and convenient way to travel for many southeast Vermonters. As airport manager, Carman works directly with Federal Aviation Administration (FAA) offi cials as well as community leaders to meet Rutland’s needs. Carman coordinates projects, identifying and working to alleviate operational constraints. The state of Vermont, which owns Rutland-Southern Vermont Regional Airport, has operational control and is one of only two commercial service airports in the State of Vermont (the second being municipally owned Burlington International). The installation of an ILS (Instrument Landing System) glide slope for the airport’s main runway, is an example of meeting these needs. With a projected completion date of 2012, the ILS is important because, according to community leaders, one of the primary reasons for stunted growth in the area is from a lack of transportation infrastructure, explained Car-man. Carman further states, “This underscores the sheer magni-tude of the fact that the community holds the airport to be a critical component of the transportation equation.” “Operationally, we are constrained by the length of our main runway. This prevents many business aircraft from refuel-ing here, and subsequently, aircraft need to make a stop at area airports such as Albany before proceeding to their fi nal destination. Of course, this is hurting the fi xed base operator [FBO], the number of operations, as well as the subsequent associated taxable fuel sales for the State of Vermont.” Carman and and other offi cials are trying to alleviate op-erational limitations by working with the FAA by allowing a modest takeoff distance to be added in conjunction with the Runway Safety Area project, which needs to be completed by 2015. This is still an evolving process.

Vermont is home to a new fl ight school, the Vermont Flight Academy (VFA), that prepares pilots for both recreational and professional fl ying, utilizing either Part 61 FAA regulations or the Part 141 “Approved Flight School” regulations allowing for more intensive curricu-lums and syllabus which reduces costs by also requiring less total fl ight time for course completion. The rigor-ous program, said David Miller, Assistant Chief Flight Instructor, features a distinct syllabus the students must follow, which inlcude “building block” learning modules that cover the full array of required subjects, an affi liated textbook, and required stage checks and written exams throughout the training. Vermont Flight Academy has established a 4-year BS Degree program in Professional Pilot Technology with Vermont Technical College. Enroll-ment has already begun for the fi rst class of 10-14 students which begins in August of this year. “This has never been done in Vermont before,” said Doug Smith, Chief Flight Instructor, and offers a unique location and program in the Lake Champlain Valley of Vermont with more varied training in mountain fl ying, grass strips, bush fl ying, sea-plane training, and shared operations in Burlington’s Class C airspace with military, charter, and airline traffi c. “We will demand quality,” Smith said, “not 500 pilots per year.” To foster better airmanship skills for a lifetime with pilots, VFA will offer students an option to begin fl ight training in Piper J-3 Cubs before transitioning to more

Chris Hill, Heritage Aviation President


Continued on page 14


Vermont AviationContinue from Page 12

iteration automation created by the Kansas RWDC team in 2010. However, Huettner added, “the students’ excitement, as they explain their designs and work with colleges and professionals, is the most important thing.” VTrans sponsors ACE camps to encourage students 10–14 years old to pursue aviation careers including maintenance, air traffi c control, fl ying, or the military. The weeklong day camp features a fl ight in a glider, helicopter, or C-130, said Turner. ACE camps also provide tours of the Army National Guard and the Air Force facilities “to try to show students what’s out there,” Turner added. The camp has an effect on the students: one young woman, Turner recalled, went to camp, came back as a counselor, and now wants to be an F-16 pilot.

Planning for the Future

VTrans DOA began developing business plans for air-port improvements a couple years ago, looking for grants and support from federal, regional, and local community sources, said Turner. The state government is also support-ive: the Governor and Secretary of Commerce are pilots who can help educate legislators. This appears to have positive results: Senator Patrick Leahy and the Vermont Congressio-nal Delegation—Leahy (D), Senator Bernie Sanders (I) and Representative Peter Welch (D)—announced in July 2010

Charlie Huettner

Christopher Carrigan Vice President of Business Development at The Vermont Chamber of Commerce’s Aerospace and Aviation Association (VAAA).

sophisticated Cessnas. He encourages military veterans to use their VA benefi ts to attend VFA. VFA students will also include pilots who are not pursuing a degree but want the same fl ight training or perhaps a specialty add-on rating such as in seaplanes or taildraggers. Aviation Tech gradu-ates from the new 4-year degree with Vermont Technical College, he added, “will have experience working in varied terrain and weather conditions throughout their trainging, including course work from short grass strips to trans-ocean navigation and much more.” VFA has applied for a yearlong program for high school students that they hope will inspire them to fl y. Such a structured program for teens provides parameters that stu-dents often need, although attrition is pretty low because of the desire and focus of pilots in training. Mansfi eld Helifl ight operates the only helicopter fl ight training in Vermont, said Lindberg. The business also builds training aids for other maintenance and fl ight schools. “We are constantly training pilots to use new methods, equipment, and products,” she added. Vermont was the fi rst state to become involved in the Real World Design Challenge in 2008, recalled ASA’s Huettner. Since then, ASA has adopted RWDC as a major STEM ini-tiative, analyzing and tracking students and also soliciting corporate sponsors. Some high schools are also trying to make RWDC part of their STEM curriculum. The competi-tion benefi ts the students and the companies working with the winning designs, said Heuttner. Cessna, for example, has incorporated into its design process the prototype-test


that the Secretary of the Air Force had selected the Ver-mont National Guard to be the fi rst Air Guard unit to base the F-35 Joint Strike Fighter. The Air Force announced that BTV is one of two preferred operational options for F-35 operations. The planes could begin arriving in Ver-mont in the 2018 federal fi scal year. Vermont Flight Academy’s new BS degree program with Vermont Technical College will soon share a newly designed building with the Burlington Technical Center, Vermont’s only Aircraft and Powerplant aviation mainte-nance program, on the BTV airport. VFA has a Precision Control Advanced Aviation Training Device (AATD) simulator, which offers both single and multi-engine training for all pilot certifi cates and ratings under their FAA 141 Flight School certifi cate. In 2011 VFA plans to operate two summer camp programs: a residential camp for ages 14–17, and a day camp for ages 8–14. The camps will include a fl ight lesson with an instructor, a tour of the ATC, a workshop on how airplanes fl y, and a hands-on introduction to maintenance. VFA also plans to continue working with the business community and VAAA: “we’re all working to make Burlington an aviation destination,” said Miller. Aviation businesses are also making plans. “Our near-term plan is to grow our business and survive the reces-sion,” Hill said. In the long term, Heritage will leverage the state-of-the-art facility to become a well-known and respected FBO. “Our facility and offerings will differenti-

ate Heritage in the future.” Mansfi eld Helifl ight has long-term plans to further expand its facility to meet market demand for aircraft maintenance and parts. “We would love to lease space to other related aviation companies,” said Lindberg, “creating an ‘air park’ here in Milton.” They also have short-term plans that in-clude celebrating their twenty-fi fth year in business with an open house event this summer.

Eric Chase, , right, owner of Mansfi eld Helifl ight goes over procedures with a student.


science, technol-ogy, engineering, and math (STEM) education. These are objectives of the Vermont Chamber of Com-merce Aerospace and Aviation As-sociation (VAAA), a business organi-zation that Dubie helped found and that is part of his legacy as a public offi cial. In fact, Dubie’s personal commit-ment and enthusi-asm for STEM education has not waned, and he will continue to promote it: “we can use aerospace and aviation to promote STEM.” Vermont has been leading in one aspect of STEM education: the Real World Design Challenge, a com-petition that Dubie kicked off in Vermont in 2008. By 2010, participation in RWDC grew to 27 states. RWDC requires students to use commercially available tools and software, mentoring from industry profession-als, and their own creativity to develop products and solutions that can be used in the workplace. “It’s been interesting to see industry’s response to students in RWDC,” Dubie said. He believes that at least one stu-dent involved in RWDC has already been offered a job. Vermont is opening other education opportunities, such as the Vermont Flight Academy, and Dubie has a per-sonal interest in the future of one VFA student prepar-ing to become a GA pilot: his college-age son. “He’s preparing to solo this winter,” said Dubie, proudly. So, if you are a passenger on a Boeing 737-800 in the near future, reading in a magazine about Dubie’s activi-ties in the ASA and RWDC, or his continuing role as an outreach liaison for Vermont, and you think you just heard Dubie’s voice make pre-fl ight announcements, you are not crazy. It is simply another aspect of Brian Dubie continuing to do his part to promote aviation in Vermont.

Vermont’s Dubie—Throttling Forward

Brian Dubie will be very busy in 2011 and beyond as he begins the transition from public to private life. The former Lieutenant Governor of Vermont ran for Gover-nor in 2010 but lost the election. In January he returned to his civilian responsibilities as a pilot for a major airline, beginning training in January 2011 to fl y the state-of-the-art Boeing 737-800 after piloting the MD-80 for several years. Dubie will continue, however, to be a strong advocate for aviation, business, and education. Dubie has rep-resented Vermont in the Aerospace States Association and will remain Chairman of ASA, a post he has held since 2006. “We’re recruiting a new group of lieuten-ant governors,” he said, “and we’re asking governors, especially aviation governors, to step up in their leader-ship” in ASA from states such as Ohio, Florida, Okla-homa, California, and Alaska. “I’m really excited about the progress we’re making,” said Dubie. However, he added, “NextGen is this gen; we need Federal partners to move now.” According to Dubie, Vermont businesses had some good years in a down economy, boasting the fourth-lowest unemployment rate in the U.S., and he feels bull-ish in the long term about Vermont aviation. The sixteen state airports have had a $1Billion economic impact, due in part to the tourism sector—something Dubie wants legislators to consider as they are making budget decisions. “A lot of customers are using general aviation to visit Vermont,” he pointed out. Vermont can have a leadership role, suggested Dubie, in general and com-mercial aviation, aviation manufacturing, and by using aerospace and aviation to nurture and grow interest in

By Andrea Brennan

Brian Dubie

Dubie meets with executives


Mobile Medical Solutions to Keep Flying Eye Hospital in Air A Vermont company, Mobile Medical International Corporation (MMIC), and ORBIS International (ORBIS) announced in late December that they have entered into a multi-year development and manufacturing agreement for the confi guration of ORBIS’ third generation Flying Eye Hospital. The latest Flying Eye Hospital, a McDonnell Douglas MD 10 Series 30 Freighter, is currently undergoing a tran-sitional maintenance check and will ensure that ORBIS continues to provide state-of-the-art ophthalmic training and surgery to those most in need across the globe. OR-BIS selected MMIC after a review of technologies avail-able on the market today. MMIC offers medical solutions that are container-based and focused on aircraft deployment. In previous aircraft, the surgery unit was built right into the fuselage. In the new aircraft which is confi gured as a freighter, the con-tainers which house the surgical units will slide into the aircraft. One key advantage of this confi guration, according to Mark Munroe, Vice President with MMIC, is that if the plane is down for maintenance, the unit can be taken off the aircraft and continue to function on the ground. A kick-off meeting was held January 31st at Los Angeles

International Airport, hosted by FedEx, who is providing logistics for the the ORBIS team. Companies represented at that meeting included Boeing Aircraft’s Structural and Stress Team, Ancra Systems, responsible for loading and locking the containers, Satco, Inc., the provider of the containers and MMIC, who will equip the containers, with the company’s mobile surgery equipment. MMIC will be doing the prototype work in the initial phase to show what the fi nished product will look like onboard the fl ying eye hospital. The MD-10-30 is owned and registered to ORBIS Interna-tional, headquartered in New York City and is the same type of aircraft fl own by the Air Force (KC-10) for refuel-ing missions. For Munroe, this presents another opportunity to promote the idea of getting mobile surgery units into the fi eld by sliding the fuel bladders out and medical containers in. In order to fi t thru the existing cargo door, 9 containers

Current ORBIS McDonnell Douglas MD-10 -10 Photo by Clay Lacy

Mark Munroe



will connect together once inside the MD-10. Munroe said that containers will be a new design which will also meet 9G requirements, a fi rst. Rick Cochran, President & CEO of MMIC, acknowl-edged in a release that the company is excited to be working with ORBIS to bring, in his words, ‘standards of care’ surgery to patients around the world. This is in line with MMIC’s goals and achievements and utilizes their existing product lines to bring innovative solutions to orga-nizations like ORBIS that use aircraft as a component of their healthcare delivery, he said. Cochran founded MMIC in 1994 with the vision of bring-ing advanced medical care to underserved areas throughout the world. MMIC’s solutions are developed utilizing industry standard code compli-ant solutions and processes ensuring the highest level

of care is brought directly to the patient setting. This philosophy is also shared by ORBIS whose fi rst and second Flying Eye Hospitals were designed to provide physicians in developing countries with the opportuni-ty to train in the latest ophthalmic surgical techniques through hands-on training and lectures offered as part of the Flying Eye Hospital program. MMIC has an 18 month development contract and are scheduled to install the modules onboard the aircraft at the Burlington, VA airport in June of 2012. “This is a multi-year, multi million dollar contract which will create signifi cant employment opportunities” said Munroe. MMIC currently employs 85 people. ORBIS is planning a North American Good Will Tour in the U.S. and Canada to raise interest and support about the importance of eye health care not only here in the U.S. but around the world. The tour will take place with the current Flying Eye Hospital and ORBIS is in the process of working with airports to secure ramp space. ORBIS does not have a specifi c schedule mapped out yet, but it will be taking place mid to late 2011 according to company offi cials.

MMIC Mobile Surgury Unit

Rick Cochran



Like any retirees, you can fi nd some former airport man-agers enjoying retirement out on the golf course, at the beach or just putzing around the backyard with a hose in one hand and a favorite brew in the other. While that might be an oversimplifi ca-tion for some, for others, it’s not far from the truth. Also, like most retirees, there are some factors that, given the opportunity, might entice or dictate a return to work, such as a poor econo-my or in one recent example, an offer you can’t refuse. Several months ago, Mike Covalt might not have given a “return to work scenario” a second thought. Having retired in 2007 to an area south of Tucson, Arizona, the former airport manager with 31 years of combined experience at the Grand Canyon Na-tional Park Airport, Coles County Memorial Airport, in Il-linois and Flagstaff’s Pullium Airport in Arizona, received a call that changed everything. The Hayward Executive Airport, south of Oakland, CA had just lost their airport manager and so the question was raised whether Covalt would be interested in a short-time assignment as manager to get the airport through the tran-sition of hiring someone new. “Though I was not bored in re-tirement and was keeping very busy, it seemed like an interest-ing challenge to go to a reliever airport in a major metropolitan area,” said Covalt. “I can remember something like that happening before,” said Barclay Dick. “After R.C. Smith retired as manager of the Modesto, CA airport, he worked for a consultant and was later hired as the interim airport manager for an airport in the east San Francisco Bay area,” said Dick, who retired from the Tucson Airport Authority (TAA) after 30 years with Tucson International. Dick, who is familiar with coming back to work after retirement was picked to lead the Arizona Department of Transportation Aeronautics Division. He was Director of the Aeronautics Division until November of 2009. Covalt, although he had kept up with the industry, wasn’t

sure he wanted to uproot to the Bay area, even for a short period of time. So, to make sure it was worth his while, he presented the City of Hayward, a proposal that, in his words, he didn’t expect them to accept. He’s now in his second full month as Hayward’s interim airport director. “You have to come into it with the attitude that you can not accomplish much but only keep the ball moving in the right direction,” said Covalt. “The mechanics of the job are the same everywhere and the personalities of the air-port environment are also the same but they have different names. It is important to remember that you are transient and not commit the permanent staff to policies or state-ments that will haunt them after you leave.” Covalt found that in his particular case, there was a great deal of activity with new contracts and other administra-tive functions that were left hanging. The city was looking for someone to help keep these things going so tenants and potential tenants were not delayed in their business plans. “I think the city appreci-ates that someone capable is looking out for the airport be-sides the Public Works Director who has many other responsi-bilities,” said Covalt. One mistake that is often made by small to medium county or municipal airports is the perception that an air-port manager can be replaced by another department head within the organization. “More often than not, that person fi nds themselves very quickly overwhelmed by the complexities of airport administra-tion,” said Jerry Brienza, Airport Director for Tri-State Airport Authority in Huntington, WV. Knowing the “do’s and don’ts” of the industry is vital to maintaining compli-ance with all the federal and state rules and regulations imposed on an airport. “Airport Management is a very specifi c, yet a broad based managerial fi eld,” said Brienza. Don Smithey served as the Executive Director of the Omaha Airport Authority for 24 years and is another example of someone who came out of retirement to serve as the interim director at an airport. The Des Moines International Airport asked him to fi ll in until a permanent replacement could be found and to move important issues forward. Dick said that such a situation provides the employer with someone who presumably knows what he or she is doing and won’t likely get the airport or aviation depart-

Airports Look to Retirees to Fill the Gap

Mike Covalt

Jerry Brienza

By Kim Stevens

Barclay Dick



ment into any trouble with tenants, the FAA, the TSA or the public. “It gets someone who will “stay the course” or, perhaps “right the ship” during an interim period,” said Dick. “It gives the employer a professional who doesn’t have a dog in the fi ght, someone who can, without any particu-lar prejudice, look at the situ-ation and offer advice to the employer.” It doesn’t take an airport director or manage to leave to take advantage of retirees. Another practice is to contract with retired airport executives as part of a team to initiate performance audits or bench-marking. It is a fairly common practice, an idea supported by Bonnie Allin, AAE, President and CEO of the Tucson Airport Authority. “This team can offer objective input and be independent,” said Allin. There is a lot of value in hiring a retired airport manager including the “obvious experience and stability the indi-vidual can offer,” said Steve Korta, AAE, State Aviation Director for the Connecticut Department of Transportation. An airport stands to benefi t in several ways. “Typically an ac-complished and well respected airport executive will have a thorough understanding of the complexities of balancing the airport’s many stakeholders within the context of provid-ing a safe, secure and effi cient operation,” said Korta. “The temporary use of a retired ex-ecutive clearly relieves some of the time pressure for the airport in refi lling the position and allows for a thorough vetting of all viable candidates.” There are some concerns and the need for caution as well. “TSA requirements change daily and a retired stand-in director will probably not be current,” said Bailis Bell, who retired six years ago from Wichita as Director of Air-ports. “If a director is fi red, then chances are the stand-in might have to clean something up and there may be nasty situations.” Bell suggested that if there is an assistant who can stand in, there might be some better continuity. There is consensus for the number two person stepping

Bailis Bell

Bonnie Allin

Continued from previous pageRetirees in to take responsibility as “acting” during the transition,

at least at larger airports. “It is a more successful model,” said Allin. It’s also a scenario that sometimes leads to his or her hiring. “This is a little more sensible since he has more familiarity with the airport and what’s going on.” There is something to be said for being familiar with the local politics, funding and the management structure, but for smaller airports there might not be that much depth in the airport management structure. “It is a great idea, especially at smaller airports like ours,” said Mike Hain-sey, A.A.E. Executive Director, Golden Triangle Regional Airport in Northeast Mississippi. “The larger airports have suffi cient staff that can often fi ll in. At the smaller regional and general aviation airports we often lack the staff with the experience to take over as the director/manager.” “We all need a backup plan, and if we do not have a staff member that can take over the manager position then there is a pool of experience that we would be foolish not to consider,” said Hainsey. Today, folks are staying employed longer and according to Allin it’s not only because of the economic conditions but some people just love the business and want to stay in longer. “Some retire and then return as a consultant,” said Allin. For those that do, many just do it part-time and pick and choose their work. “They get out of the high pressure environment and have more fun now as a consultant.” Is a return to work the right thing for all retirees? The hardest thing for Covalt was the transition back to the 8-5 work routine after 4 years being off. “You really have to get in shape again for that,” said Covalt. “I’m not actively looking for work,” said Dick, “but if there was a situation where I could help an airport or a state aviation agency, on a temporary basis, I’d be happy to do so, provided a mutually satisfactory agreement could be reached.” “I have been fortunate to have served as a state commis-sioner of transportation, the director of a growing medium hub airport and as a state aviation director,” said Korta. “With my passion for aviation I feel that I have gained considerable knowledge and understanding of the airport industry. Given circumstances compatible with my over-all long-term plans, I would certainly consider an opportu-nity like this after retirement.” Retirement can occur for any number of reasons and according to Korta, not all of these necessarily mean that an individual wants to stop learning or using their ability to continue being engaged in or contributing to the future growth of the industry. “In some instances retirement can simply mean the conclusion of one phase of a person’s career and the start of another.” “I think that under the right circumstances I would do it again,” said Covalt. “Plus, I have a new resume, updated to the present!


Ski

A fl y-by view of Pioneer Airport during the skiplane fl y-in. Photo by Steve Cukierski

Pioneer Airport Hosts EAA’s Annual Ski-In


Long time volunteer Phil Myrkle watches the planes taxi to their parking spots. Photo by Jim Koepnick

Gordon Slattery, EAA 179526, fl ew in from Osceola in Northwestern Wisconsin in his red V-6 STOL - a converted Piper Tri-Pacer with a 3.8L V-6 Ford engine. Photo credit: Steve Cukierski

EAA Founder Paul Pobereznyskiplane fl y-in. Photo by Jim

2011 EAThirty aircraft landed at Pioneeconditions for the annual EAA S

250 people inclu


A family watches skiplanes land from the heated hangar at Pioneer. Photo by Jim Koepnick

Skiplanes line up along the Pioneer Airport fl ightline.

Jerry Ness and his J-3 Cub

y enjoyed another well-attended Koepnick

AA Skiplane Fly-Iner Airport January 22, 2011, in perfect Skiplane Fly-In. The event drew about ding drive-in attendees.

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