Wingtips June-July 2006

Anne C. Gaines
Sugar Land Regional Airport

The Sugar Land Regional Airport celebrated the Grand Opening of a new 20,000-square-foot terminal and associated 270,000-square-foot apron on June 1, 2006. With this, the airport established itself as:
• A premier destination of choice for the global business traveler,
• A remarkable experience in Texas hospitality,
• A place where impeccable professionalism is the standard, and
• A key economic development asset and a point of citizen pride.

Airport administration envisioned a terminal unlike any other in the state or region – one that arriving corporate passengers and pilots would associate only with the City of Sugar Land. The Texas limestone and stucco exterior with Texas artisan-made copper star scones and pitched metal roof are reminiscent of a Texas ranch house. Two stone fireplaces, red oak paneling and custom furnishings in the lobby accentuate the interior.

The new terminal offers fixed-based operator services, public waiting and superb amenities for corporate pilots; and it contains the airport administration offices. The general public will make use of three retail shops, two rental car companies and two large porch areas where airplane activity can be viewed from a close, but safe, distance. A new 66-acre General Aviation Complex, which will boast 90 T-hangars, a self-fueling facility and support businesses (flight school, airframe mechanic and avionics shop), is in the second phase of construction. The T-hangars will quickly follow, with completion expected in the spring of 2008. This facility, aside from being the largest undertaken in Texas Department of Transportation Aviation Division’s history, features two taxiway bridges spanning natural oxbow lakes – the setting is stunning!

The success of the Sugar Land Regional Airport is largely attributed to vision, planning and support from the city, state, and federal government. The airport continues as a strong, self-sufficient enterprise fund by City Council policy and management practices, paying for its operation and maintenance. It receives no tax dollars from the city. An aggressive capital improvements program has resulted in over $40 million infrastructure improvements since 1998, accomplished largely through Airport Improvement Program (AIP) funding administered by TxDOT, Aviation Division. The business plan update, written in 2005, provides a continued strategy for the development of the airport’s infrastructure, while balancing the aviation needs of the community, maintaining fiscal responsibility and ensuring that the airport remains a good neighbor. The airport now offers U.S. Customs and Border Protection services and has served aircraft from China, Europe, Africa and South America. A permanent U.S. Customs facility will begin construction later this year.

The Sugar Land Regional Airport plays a critical role in the region’s economic development as it provides an opportunity for corporate executives to minimize the “chair to air” travel time. Companies that have selected the Sugar Land area as the location for their headquarters have cited the quality and proximity of the airport as a factor in their decision.

Transportation Museum Finds a Home in Georgetown
In a few short years, Georgetown, Texas will become the home for the state’s newest transportation museum. The Texas Aviation History Museum, Inc. will be located on approximately seven acres at the Georgetown Municipal Airport. The Georgetown site was selected primarily due to its proximity to Interstate 35 and the outpouring of support from city officials and local aviation enthusiasts. The museum will open with vintage aircraft of both civil and military varieties and beautifully restored automobiles from the collection of the Central Texas Museum of Automotive History in Rosanky, Texas.

Memorabilia and artifacts from aviation pioneer Emma Carter Browning, who is the visionary for the museum and its primary benefactor, will also be featured. Mrs. Browning’s career in aviation was decided in 1929 when she paid $100 and took her first airplane ride with a barnstormer. She later married the barnstormer and together Emma and Robert Browning Jr. started and managed Browning Aerial Services, first in Abilene, Texas and later in Austin. During World War II, they trained Navy and Army Air Corps pilots. Once the war was over, they played a significant role in shaping the civil aviation industry that exists today operating the business until 1987. Today at a young 95, Mrs. Browning keeps busy with her church and charitable causes, manages her family’s investments and anxiously awaits opening day for the museum she has envisioned for the last 10 years. At a ceremony held April 20, 2006, at the Georgetown Municipal Airport, the City of Georgetown named the airport’s terminal building in honor of Emma Carter Browning.

It is anticipated that the museum will be open for business sometime in 2009. The museum facility will contain meeting and lecture suites, a modeler’s area, a restoration/maintenance facility and a research library. Museum planners expect the collection to grow exponentially and are already fielding phone calls from collectors and enthusiasts who are in search of a home for their items. To further enhance the success of the museum, the City of Georgetown has also announced plans to build a connector from the main entrance of the airport to IH-35 and SH 130.

Tribute to Our Veterans
With this edition of Wingtips, we begin a new feature acknowledging the service of our veterans, particularly those who served during World War II. As their numbers continue to decline with the passage of time, it is important to capture as many of the wonderful stories as we can of the service that these military heroes performed. Our first feature contains a story of survival for Tom Holland of Lockhart, Texas. Be sure and read the article contained in this edition of Wingtips as I am sure it will amaze you as much as it did me. If you know of similar stories, please send them to us so we can honor our veterans in future newsletters.

By Michelle Hannah
Aviation Division

Our Veteran of the Month is a humble, unassuming, gracious gentleman, 84 years young with no intent of slowing down. He runs his own lawn mower repair shop in town, visits his wife daily at the retirement center and keeps company with the “Wise men” at the Lockhart Municipal Airport. And oh, did I mention, he flies at least weekly in his Experimental RV 6A that he built?

Additionally, he’s a member of the New Braunfels EAA Chapter and attends the monthly fly ins there and at LaGrange for the bar-b-que and pancakes …. no $100 hamburgers for Tom Holland! But, more talk about food later. Tom was one of the first students to get his pilot’s license at Lockhart when the airport was just a patch of grass. His love for flying didn’t take a hold of him until after the war when some veterans at that time wouldn’t even consider another airplane ride.

Tom was 22 years old when he was “selected” as he likes to recall, by the U.S. Army Air Corps and was initially trained as an office clerk. Naturally, he did what any bored young man would do at that time and volunteered to train as a gunner and mechanic which virtually guaranteed him combat duty. Sergeant Tom Holland was assigned as a B-17 tail gunner with the 447th Bomber Group. Tom and his crew were laid over in Greenland for a few days with fog and bad weather when they received orders to fly to the British Isles on D-Day. There, Tom was reassigned to the Hoyer Crew and received orders to fly his fourth mission on June 11th, 1944. The Hoyer Crew had reached their target in Germany at l 0:00 a.m. when their B-17 was hit by flak, caught on fire and exploded at 25,000 feet. Lt. Charles Pearson, bombardier at the front of the plane was blown out of the plane and Tom jumped from the rear. They were the only survivors of the l 0-man crew. Miraculously, Tom was unharmed. He remembers only that it was cold when he jumped out, but not much more. Both men were immediately captured by the Germans, but he credits the German soldiers for saving them from the civilians. Did I mention the irony yet? His German captor, Tom recently learned, was later assigned to the Russian front where he was captured and a P.O.W. until 1948, three years longer than Tom served. Chock that up to bad karma, but that’s an understatement.

Tom’s initial P.O.W. camp was located in Poland where conditions were harsh. He survived the infamous l Oo-day march to Germany and relied on his bunk mate, Floyd, to pool and share food. Once he traded his wrist watch for o large loaf of bread and 6 eggs. And, they thought they had food for at least three days between them, but when they sat down to eat one egg each, it was more than they could resist and ate them all.

Tom was 23-years old when finally on April 16, 1945, the British liberated the prisoners at his German camp, Stalag 357. I asked Tom what that day was like. He said it was, of course, a happy day and then he remarked, “They brought us a lot of food!” Floyd returned to Missouri and he and Tom have maintained their friendship to this day.

Tom asked that I not make a “big thing” out of his story. I’ll try not to embellish on being blown out of a plane at 25,000 feet or his hiking trip from Poland to Germany through the snow, sleeping in barns along the way. Last April was Tom’s 61st anniversary of being liberated from captivity. He and his buddy Floyd are amazed and very appreciative of their longevity. I’d like to say thanks to Tom and our other friends like Floyd for their service to us Americans, but most of all for surviving! Oh, and if it’s not too late, happy belated 23rd birthday Tom Holland!

By Cheryl Hill Burrier
Martin & Martin Aviation 50R

In the beginning, there was Ted – or was it Phil – or Tom?

Each man has been at the Lockhart Municipal Airport for well over 20 years, with the exception of Tom who grew up in Lockhart and was one of the first to receive his pilot license there. Ted Jones and Phil Cline admit to being in their 70’s though Tommy Holland states that he surely must be the wisest because he is definitely the oldest. But this is not the reason that they have been coined the Three Wise Men of Lockhart. The men are deemed experts (by aviation enthusiasts) at building experimental aircraft and are considered the local Gurus of Recreational Vehicle building.

Each has owned various types of aircraft and built numerous experimental aircraft. A personal account reveals that Ted is a previous pharmaceutical representative, home builder and builder of his new RV-9. Phil has 20 years as an aerospace engineer, 25 years as a commercial engineer and built his RV-6A. Tom was previously in the Army Air Corps and has a small engine repair business in Lockhart and also built his RV-6A.

Regardless of the day of the week (for they never rest), coffee is generally ready by 5:30 a.m. in Ted’s “Plane Talk” hangar on the north ramp, which is “open” to curious pilots, experimental aircraft builders and aviation sightseers young or old. The ever-growing hangar logbook chronicles names of visitors and reasons for their sojourn. Many of these visitors have traveled from surrounding states seeking answers to questions such as what is the mysterious noise beneath the cowling of a home-built, or how long will it take to build a Recreational Vehicle using the Ouickbuild kit?

The group first began when Ted and Phil built an experimental aircraft together and subsequently assisted others in building similar aircraft. According to Phil, Tom linked up with them as a matter of interest after flying Ted’s RV; and asking the men to assist him in building one as well. The only catch was that the aircraft had to be completed and its maiden flight performed that same year on the anniversary date of his having been shot down in Germany where he spent 10 months as a P.O.W. This may well be considered the first of The Wise Men’s many “aviation miracles.” Another miracle, which occurred “BWM” (Before Wise Men), was in marrying women who have no complaints as to,their husbands’ time spent away from home. In fact, Ted’s wife and Phil’s wife prefer that they not just sit around on the porch or help re-organize the spice shelves. Perhaps these are the Three Wise Women of Lockhart after all, for they not only have their husbands out from under foot but are free to help plan the frequent parties and barbecues at the hangar rather than messing up their homes!

In all, the Three Wise Men of the “Plane Talk” hangar provide a site for something new every day – be it meeting new friends or planning new projects. Drop-ins are also welcome for discussion, advice, assistance and encouragement!

Jay Carpenter
President
Texas Aviation Association

On the last weekend of April 2006, the Texas Aviation Association (TXAA) hosted its 4th Annual Safety Seminar at the Galveston Convention Center. It is called the Gulf Coast Wings Weekend. The two-day conference is designed to promote air safety through the presentation of Wings seminars while also providing entertaining venues for pilots and aviation enthusiasts. The event was deemed a success by the hundreds that attended.

Attendees for the event came from several states to participate in over 80 hours of Wings safety seminars taught by air safety experts, including safety directors from the Federal Aviation Administration (FAA).

There was a Q&A session hosted by the FAA for attendees, where frank and open questions were addressed about the future of air regulations, user fees and airport security.

On Saturday night, there was a social hour followed by a banquet with great food. At that banquet, TXAA held their annual membership meeting where board members were approved. The banquet’s special guest speaker was Bill Gunn, Aviation Safety Director for the Texas Department of Transportation Aviation Division. Gunn told the audience a moving story about prisoners of war that were airlifted out of Rumania at the end of World War II. One prisoner was smuggled into Italy in the belly of a German ME-109 fighter aircraft. The individual was Lieutenant Colonel James Alexander Gunn Ill, Gunn’s dad. There has been talk of making a movie of this story; the characters are fascinating, and the plot is intriguing.

Every two years flight instructors are required to attend a 16-hour refresher course to maintain their eligibility to teach students to fly or obtain additional ratings such as instrument, commercial and multi-engine. Bill Gunn taught the Flight Instructor Refresher Course (FIRC) at Gulf Wings this year.

The annual safety awards breakfast began on Sunday morning, April 30. The Wright Brothers Master Pilot and Master Mechanic plaques were awarded by FAA Program Safety Manager Paul Downs of the Houston Flight Standards District Office.

THE WRIGHT BROTHERS MASTER PILOT AWARD recognizes the efforts of pilots who have followed and continue to follow the precaution and awareness of safe operations. Most of all, FAA recognizes pilots who have contributed and maintained safe flight operations for 50 or more consecutive years of piloting aircraft.

CHARLES TAYLOR MASTER MECHANIC AWARD, named in honor of Charles Taylor, the first aviation mechanic in powered flights, recognizes the lifetime accomplishments of senior mechanics. Charles Taylor served as the Wright brothers’ mechanic and is credited with designing and building the engine for their first successful aircraft.

The recipients of these awards were:

• Elmer Blum was born in 1923 and soloed in October of 1943 in a J3 Cub. Blum served in the Navy during WWII and received his civil license in 1952. He is instrument and multi-rated; owns and flies a Piper PA-30 Comanche. Blum is also a founding member of the International Piper Comanche Society.
• Dwight Phillips Jr. began working for Georgetown Flying Service while in high school. He began his flight training in June 1951, and soloed on July 11, 1951, in an Aeronica Champ. Phillips received his private certificate in 1953; earned his commercial rating in 1957, and spent four years in the U.S. Army as an Aviation Maintenance Instructor. In 1961, he began to work for Donald Hull, owner of Hull Field in Sugar Land and eventually became manager of the maintenance shop, flight school and airport operations. Then, Phillips worked 28 years for Trans-Texas Airways as an Airframe and Powerplant Mechanic (A&P). He has flown many types of aircraft including Barons, B- l 7’s, B-24 and King Airs. He was awarded the Charles Taylor Master Pilot Award in 2001.
• Clifford Hyde Jr. was born in Houston in 1935 and graduated from the University of Houston. He first soloed on April 27, 1953, private in 1954, commercial in 1956, Instrument and Multi-Engine in 1957, Certified Flight Instructor (CFI) in 1961 and became a Designated Pilot Examiner (DPE) in 1973. Hyde has held all positions of the Cliff Hyde Flying Service which his parents established in 1936. He has flown over 12,825 hours and flown more than 150 aircraft makes and models.
• Johnson M. Taylor was born in Philadelphia and graduated from Parks Air College of the University of St. Louis; commissioned as a 2nd Lieutenant, United States Air Force, and retired in 1975 as a Lieutenant Colonel. He has worked for Glenn Martin Co., Radio Corp. of America, Atlantic Aviation, Hawker Siddley, Garrett Aviation, Rockwell, Intl., and JB&A Aviation Sales where he founded Jet Aircraft Brokerage Business. Taylor is the founder of the National Aircraft Resale Association.

Lifetime Achievement Award
In addition to these presentations, a special Lifetime Achievement Award was presented to Larry and Maybelle Fletcher.

• Maybelle Fletcher comes from Speegleville, Texas. She began her aviation career at Richland Airfield, near Fort Worth, Texas in exchange for flying time during high school. Fletcher began her first flight school in Parksley, Virginia in 1945 and then returned to Texas in 1950. She has flown more than 175 different types of aircraft, accumulated over 30,000 flight hours; and has been an active CF/ since 1947.

  Fletcher has instructed children, military veterans and astronauts. She has certified thousands of pilots and hundreds of instructors. She was one of the first female FM Flight Examiners and has given over l 0,000 check rides. She was also the founder of the Southwest Flying Club in 1962 at Hull Field in Sugar Land, Texas. Maybelle Fletcher is the recipient of numerous awards, honors, decorations and certificates that are appropriate in recognizing the contributions she has made to aviation and her major impact in fostering the role of women in aviation.

The Pinch Hitter Course
Another big hit at the convention was the Pinch Hitter Course taught by TXAA board member Paul Chapmon. Pinch-Hitters are pilot companions who want to know more about flying and learn how to control and land on airplane should the pilot in command become incapacitated. The course was attended by over 25 persons interested in gaining knowledge in flight operations and navigation should an emergency occur. Chapman said, “It was a great class. One lady is the flying partner in a Cessna 414! That’s a lot of airplanes to take over, but she hod a great attitude!” The next morning Chapman also taught a popular class on Navigation.

I cannot omit thanking the great sponsors and vendors that helped support Gulf Coast Wings. Our leading sponsor was Chevron Corporation and AIM Aviation. Our exhibitors included The Texas Aviation Association, Success Aviation, Inc., Houston EM Chapter/Collings Foundation, Premier Aircraft Services, FM Runway Safety, Texas Dow Employee Credit Union, Aeronautical Formation Association, Leading Edge Insurance Company, Franklin Engines, San Jacinto College, Enterprise-Rent-A Car, Houston Chapter of Women in Aviation, Transportation Security Administration, Aircraft Belts, Inc., Leather Specialties, DTC Dual Service, JP. Instruments, Inc., Embry Riddle University, and Stale Bonk of Tomball, Texas.

Plans are already being made for next year’s TXAA convention. You can log online to www.txao.org to stay informed on all general aviation issues in the great State of Texas.

Jay Carpenter
President
Texas Aviation Association

SULPHUR SPRINGS – Recently, I visited Sulphur Springs, Texas, located northeast of the Dallas metropolis. This charming community, population 14,000, is nestled in the Piney Woods along Interstate 30.

Before my trip, I contacted the airport director, Joey Boker. He gave me driving directions to the airport otter my plans to fly up there were cancelled due to volatile thunderstorms. The Sulphur Springs airport was awarded “Airport of the Year” in 2004 by Texas Department of Transportation (TxDOT), Aviation Division. When I arrived, I found out why.

First, the airport has made vast improvements over the last five years. A new 5,000-foot runway and taxiways were created along with a well-kept 3,400- foot parallel gross strip. Several new hangars are complete and more are under construction. In addition, there is a beautiful 1,200-acre like adjacent to the north end of the airport. The aerial view of the airport is spectacular. Second, the people are great. I met several of the local supporters and city representatives. These folks exemplify friendly southern hospitality. As airport director Baker says, “We’re Plane Friendly.” We visited in the conference room of the terminal building where I learned the history and future plans for the airport and city.

The crown jewel is the new terminal building. There, one will find the usual features like a FBO office, pilot briefing room, pilot’s lounge, restrooms and conference room. All are very clean and well-maintained. There is a roomy comfortable lounge area complete with a fireplace. Also, there are large windows that allow views of aircraft taking off and landing. Furthermore, there is an outdoor patio area with picnic tables. The building took two years to construct.

Danny Evans, who flies for America West, explained that promoters received over $50,000 dollars of donations from local businesses to purchase the furniture and equipment inside the building. “That demonstrates the type of backing we had from the people in the city. Former Airport Advisor Roger Eliott, was a major force is promoting the entire project,” said Evans.

Dick Caldwell is one of the original caretakers of the airport. He came onboard and managed the facility in 1972. Dick said that the airport was created back in World War II as on auxiliary airport to the major airport in Greenville. It originally had three grass strips. In the 60’s, the North South runway was paved; it measured 75 feet wide and 3,900 feet long. In 1974, the Federal Aviation Administration (FAA) and Texas Aeronautics Commission approved funding to build a more permanent runway aligned slightly different from the decoying original. The City of Sulphur Springs funded another 1,100-feet bringing the total length to 5,000 feet.

In the late 1990’s, airport promoters approached the Sulphur Springs Chamber of Commerce and the city council for major improvements. The wish list included runway resurfacing, paved taxiways, on Automated Weather Observation System (AWOS), Precision Approach Path Indicator (PAPI) lights, a new terminal building and a maintenance program. With the promise of economic development, the airport promoters flew city council members to other area airports like Greenville where improvements to that airport facilitated commercial growth in the city. The Chamber of Commerce and the city council were receptive to the development of the airport from the very beginning and supported a master plan. Then, in 1998, the city council suggested that an airport advisory board be created. Sulphur Springs boasted to have one of the best airports in the state; TxDOT agreed and named it Airport of the Year in 2004.

As I reviewed the walls in the conference room, I saw 25 aerial photos of commercial buildings located in and around the airport. The corporations that own these buildings decided to locate in Sulphur Springs, in part, because of the modern airport. Most of these businesses fly corporate jets into and out of the city. Representatives from one company, Owens Country Sausage, flew in one day looking for a distribution center; and the executives were immediately impressed by the airport and friendly, business-minded people. They located at a nearby 56,000-square-foot building and the rest is history. It is a familiar story. This airport has become a gateway to the community for dozens of corporations that bring economic development and jobs to the city.

Another business that located on the airport is American Legend Aircraft. Created in August 2004, American Legend is reintroducing the Cub, on aircraft which first made its debut in the 1930’s. American Legend General Manager Kurt Sehnert explained that the Sulphur Springs Airport was an ideal location to base their factory. Not only does it provide a modern paved runway, it also has an adjacent grass strip and lake. Since the Cub can be fitted with off-runway tires or floats, the airport is ideally suited for gross strip or water landings.

American Legend’s first certified aircraft come online in July 2005. Since then, they have built 24 aircraft. All are already sold. “We are building one a week now and will soon build 1.25 a week,” says Sehnert. “There is a waiting list for the finished product. We are sold out through the end of October.” American Legend has 38 full-time employees and several volunteers. Currently, they are completing an expansion facility on the airport that will allow further efficiency in production. Factory tours are available but call-in advance to reserve a time.

Sulphur Springs City Manager Marc Maxwell explained, “This airport enjoys broad community support. You don’t hear a lot of griping, but instead comments like, ‘What can we do to help?’ We attribute that to the education of the non-flying public, support from the local radio and newspaper, and coordination efforts from TxDOT.”

The Civil Air Patrol led by Robert Stidham and the local chapter of the Experimental Aircraft Association (EAA) play a large role in promoting the airport. Each spring and fall, free airplane rides are offered to the public. This has become a popular tradition and helps to bond the non-flying public to the airport.

The next airport project involves an overlay and the lengthening of the runway. Airport supporters hope to eventually have 6,000 feet of runway. This will facilitate all business aircraft to be able to take off with full fuel. These fuel sales will be a big boost to the local economy. Moreover, the airport is aggressive in purchasing land; about 60 acres have been purchased to facilitate the expansion of hangars and business buildings. The city council favorably approves such expansion.

Each Saturday there is an informal fly-in or tradition called the “Red Born Run.” Pilots flock to the airport early in the morning and take the short walk across the highway to the Red Born Cafe. There, they find great breakfast tacos, hamburgers and chicken fried steaks. Prices are reasonable and the atmosphere is friendly with a mixture of pilots, local formers and other colorful characters.

The City of Sulphur Springs and its airport exemplify how good cooperation between government and business can create economic development. The airport is a valuable tool for attracting businesses to their expending city. Take time to drop by and visit the great folks in Sulphur Springs. You ‘II feel right at home!

By Judith Curtis
Associate Editor
TxDOT Public Information Office

Welcome Aboard, Flight Services.

TxDOT has taken under its wing, so to speak, the state agency that flies state workers and officials to work-related meetings in the state and sometimes beyond its borders.

The former Aircraft Pooling Board, along with 22 employees and seven airplanes of various sizes, now resides within TxDOT’s Aviation Division and has been renamed Flight Services.

Texas, with its 254 counties spread over more than 268,000-square miles, takes up about seven percent of the total water and land area of the United States. And, according to the 2006 – 2007 Texas Almanac, the longest north-south distance is 801 miles long – from the northwest corner of the Panhandle to the extreme southern tip below Brownsville. Going east-west, Texas spreads out 773 miles at its widest – from the extreme eastward bend in the Sabine River to the extreme western bulge of the Rio Grande above El Paso. (Just for comparison: California is 770 miles long and 250 miles wide at its most distant points, Florida is 500 miles in length and 160 miles at its widest, and Alaska is 1,480 miles by 810 miles.)

In a place like Texas, that makes air travel more a necessity than a creature comfort.

“One of the biggest misconceptions (about a state airplane fleet) is that they see the aircraft as a luxury,” says Don Ramsey, aircraft operations director. “But in fact, it’s a tool to help Texas state employees efficiently do their job.”

Ramsey says that many people erroneously believe that “all we carry is the governor and other high-ranking officials.” Indeed, he says, “Our aircraft recently allowed employees to go to Del Rio, Ozona and San Angelo in one day conducting state business at each stop.”

On that particular trip, workers from the Texas Workforce Commission gave seminars to employers on such topics as wage and hour laws, unemployment insurance and employment issues. Says Renee Miller, legal counsel to TWC member Ron Lehman, “Getting to Alpine is almost impossible,” without the state plane. Using Flight Services, she says, TWC staff reaches more employers, helping more Texans. And, she says, “It’s always service with a smile.”

John Gillen, program specialist with the Texas Commission on Environmental Quality, says that use of state planes saves precious worker time.

“It lets us, along with our staff, come to work in the morning, stay till 2 or 3 in the afternoon, then go to the airport and fly into our meeting and get home the same night.”

Because Gillen’s meetings are all held at night, using the state plane eliminates the cost of motels and some meals. What’s more, Gillen and his TCEQ colleagues are back in the office by 9 most mornings following a trip out of town.

“It’s a real time saver for the state,” he says.

Ramsey notes, for example, that traveling by commercial airline from Austin to Laredo, takes at least nine hours, including early airport arrival and delays.

“In our aircraft you spend a total of two hours traveling,” he says.

“Indeed,” says Ramsey, “that aircraft is a tool, like everything else. State cars, computers, they’re simply tools. And with these aircraft we can get the people of Texas the representation and attention they deserve from their state government.”

10 Tips for Better Night Flying

• Arrive early and preflight the airplane in the daylight.
• Don’t bring a flashlight, bring two.
• Organize the cockpit prior to takeoff so you aren’t trying to find things in the dark.
• Be familiar with procedures for radio, alternator and electrical failures. You won’t enjoy reading the pilot’s handbook by flashlight.
• Practice locating and operating cockpit controls and switches with your eyes closed.
• Review tower light gun signals (FAR 91.125). There’s a flashing green light on short final – what do you do?
• Use your flashlight to check engine gauges. It’s no excuse to fly along without oil pressure just because the gauges are poorly lit.
• Remember: Taxi ways are blue, runways aren’t.
• Practice night proficiency landings with the landing light off.
• On a “pilot-controlled lighting” runway, click the lights again when turning final. Having the lights go out during your flare is a poor way to end your flight.

Additional Common Advice for Night Landings:

• Don’t look down where the landing light is pointing. Instead, focus your vision at the end of the runway.
• When the far runway end lights appear to be rising above the airplane, begin your flare.
• With peripheral vision, use the runway edge lights as your artificial horizon.
• Continue a normal flare until the airplane settles between the lights and onto the runway.

SOURCES: Plane & Pilot
COMPILED: TxDOT Aviation Division, 2006