Wingtips March 2001

Originally published in 2001

• ANNE MORROW LINDBERGH, author, aviator, and widow of Charles A. Lindbergh, died at her home in Vermont on February 7, 2000, at the age of 94. After her marriage to Charles in 1927, she flew as co-pilot with her famous husband on record-breaking flights across oceans and around the world, and wrote extensively about their adventures, publishing 13 books. Her best-seller, “Gift From The Sea”, was published in 1955. The Lindberghs had six children. Her death marks the final flight of yet another of aviation’s original pioneers.
• TEXAS JET, an FBO at Fort Worth’s Meacham International Airport, has been awarded the 2000 Phillips 66 Aviation “Wings of Excellence” for contributions and commitment to general aviation. The award was presented to Reed Pigman, Texas Jet’s owner.
• LLANO MUNICIPAL AIRPORT now provides pilots a free courtesy car for use in the city for up to two hours. Llano Flying Service offers I 00LL fuel, aircraft rental, brokerage and maintenance. The maintenance opportunities will improve substantially with the addition of a new maintenance hangar which is expected to be completed soon.
• FAA HQ AIR TRAFFIC DIVISION – Bill Peacock, a 27- year FAA veteran, will assume the title of acting director, replacing division director Ron Morgan who will soon leave the agency after some 30-odd years in ATC. Peacock started out as a controller at the Lubbock, Texas, ATCT; an instrument-rated private pilot and a graduate of Embry Riddle Aeronautical University.
• SECRETARY OF TRANSPORTATION in the Bush administration is California Democrat Norman Y. Mineta. Mineta, former Secretary of Commerce in the Clinton administration, has long been a fixture in aviation and surface transportation circles, having served as chairman of the House subcommittee on aviation from 1981-88 and as chairman of that panel’s parent, the House Public Works and Transportation Committee, from 1992-94. In addition to being a long-time aviation supporter (he has two sons who are rated pilots), Mineta is also well respected by virtually everyone in the industry. During his tenure in Congress, he was known to forge consensus on FAA funding and aviation safety policy.
• PRECISION APPROACHES FOR SMALL AIRPORTSUPS Aviation Technologies is working on a GPS-based precision approach system that it expects to be certified later this year. The UPS equipment uses signals from the FAA’s Wide Area Augmentation System (WAAS) in conjunction with GPS technology to provide pilots with vertical and horizontal guidance to the runway without the need for extensive ground-based infrastructure. The system includes a mechanism for ensuring the integrity of the signal, which should satisfy the FAA’s concerns about the safety of such approaches. If approved, the equipment could make hundreds of smaller airports accessible in instrument conditions.
• REP. BUD SHUSTER (R-Pa.) – the Transportation and Infrastructure Committee chairman who overcame formidable opposition to ensure that highway and aviation taxes are spent for their intended purposes retired from 11 Congress effective January 31, 2001. A veteran politician who wielded great power as chairman, Shuster first pushed to secure special budget treatment for the Highway Trust Fund. And, then, in a move that many initially thought impossible, he authored legislation, AIR-21 – signed by President Clinton on April 6, 2000-to do the same for the Airport and Airway trust Fund.
• CFI RE-CERTIFICATION TIED TO WINGS PROGRAM Flight instructors may now qualify to renew their certificates by offering flight training in the FAA’s WINGS program, according to an FAA bulletin issue in December 2000. The instructor must hold an unexpired certificate and must have provided at least 15 hours of WINGS flight training to at least five pilots within the preceding 24 hours. This new method for flight instructor renewal is contained in the FAA Flight Standards Handbook Bulletin for General Aviation (HBGA) as bulletin number HBGA 00-18; effective December 18, 2000.
• U.S. SENATOR KAY BAILEY HUTCHISON has been named chairman of the Senate Commerce Committee Aviation Subcommittee. Senator Huchison’s elevation to chairman of the Aviation Subcommittee follows passage last year of her airport safety bill that tightened standards and training requirements for airport workers. She continues to be a member of the Senate Commerce Committee’s Surface Transportation Subcommittee and has served as vice chairman and acting chairman of the National Transportation Safety Board in 1976.

Originally published in 2001
By Katie White
Greenville Aviation Maintenance Technology Center

FAA Certified Aviation Maintenance Training (Airframe) classes began on January 16, 2001, at the Greenville Aviation Maintenance Technology Center, Greenville Municipal Airport-Majors Field at 89 Majors Road, Greenville, Texas.

Tarrant County College and Paris Junior College have joined forces with the City of Greenville, Raytheon Systems Company and Greenville ISD to bring Airframe classes to the Northeast Texas area. Power Plan classes will also be forming in the near future.

For a schedule of classes and prices, please contact Garry Marsden or Faye Cross at 903/455-5118.

Originally published in 2001
Don Christian, Killeen
Director of Aviation

Joint Use at Fort Hood’s Robert Gray Army Airfield is off the ground. The planning and coordination phase for this effort began in mid-1997, and the last four years witnessed the completion of feasibility studies, an environmental assessment, a joint use agreement and lease, along with numerous planning and program activities. Construction officially kicked off October 30, 2000, with the project’s groundbreaking ceremony at Robert Gray: a benchmark event for Central Texas, and a welcome moment for the City and Fort Hood staff who labored to ‘get there’.

The City of Killeen will be moving airline operations from Killeen Municipal Airport to Robert Gray as part of the joint use agreement with the Army. This move provides access to a 10,000 foot runway, continuous air traffic control services and other immediate and long term benefits.

Relocating to a facility with a longer runway allows growth to larger turboprop and jet aircraft, relieves significant passenger and cargo weight limitations now imposed on the airlines at Killeen Municipal, and adds much needed end-of-runway safety areas.

This $53,000,000 project is necessary to accommodate the growing number of airline passengers from Killeen, Fort Hood and surrounding communities. Enplanements over the past four years have increased by 30 percent – well above the national average. Three airlines currently serve the market and passenger growth is expected to increase from the current 98,000 enplanements per year to an estimated 200,000 by the year 2010.

The project involves building a new terminal building, aircraft parking apron, east side parallel taxiway, fuel farm and vehicle parking facilities. Major roadway improvements will ensure direct, four-lane access to the site; the Texas Department of Transportation has approved funding for these new roads.

Construction at Robert Gray is phased and is planned to be completed by Fall 2003. The first phase under construction is an east parallel taxiway along Gray’s l 0,000-foot runway. Successive construction contracts for terminal site grading and utilities, apron construction and tie-ins, and the terminal itself will be awarded within the year.

And Robert Gray Army Airfield is receiving attention from its military owners as well. As part of an ongoing national program to upgrade military deployment facilities, the Notice to Proceed for a $30 million facelift to the airfield infrastructure was inked in November 2000. These projects are estimated to be complete within two years, well within the civilian-side construction cycle. Included are a new control tower, ARFF facility, military loading aprons and servicing facilities.

The partnership between Fort Hood and the Central Texas is solid. A joint Fort Hood and City of Killeen team authored the 50 year lease governing the project and established a Joint Management Board to manage operations at the new facility. The Joint Management Board is comprised of four members: Fort Hood’s 10

Garrison Commander and Aviation Officer, and Killeen’s city manager and director of Aviation. The Board alternates its chair annually, meets bi-monthly, and has just entered its second year.

This is a regional, intermodal transportation project involving both airport and roadway elements. The project not only supports the growing aviation needs of the community but the roadway improvements will also enhance industrial development opportunities. Over 30 Central Texas cities, counties and chambers of commerce have passed resolutions in support of this project.

The Central Texas/Fort Hood area is a dynamic, growing community and this project will allow airline operations to keep pace with community needs and provide area citizens with top quality air transportation services.

Originally published in 2001

We believe that our employees are the most important resource that we have available to support us daily in the fulfillment of the “aviation” mission for the State of Texas. They are, as team members, our winning hand. We will continue to showcase employees in Wingtips, so that you can get to know them, their responsibilities and their interests.

Yolanda Alvarez
By Marie C. Peinado

I am delighted to introduce to you, Yolanda Alvarez, one of our veteran aviation employees, who started working in 1978 for the Texas Aeronautics Commission. Yolanda began working as a secretary in Airport Services and the Planning & Programming Services section, before TAC became the Texas Department of Transportation Aviation Division.

Without a doubt, Yolanda has experienced, witnessed and handled many, many changes in the Aviation Division that would fill a book, if she chose to document its history. The least of these changes, I suppose would be the re-organization and the moving of the division to new quarters. Other provocative and interesting occurrences that go along with such changes would probably be the impetus for obtaining her bestseller. . . but she isn’t talking.

Yolanda has consistently undertaken more and more responsibilities during her long stay at Aviation. She is now responsible for planning and overseeing our annual Texas Aviation Conference, an important part of our mission for the State of Texas. At this function, we exchange ideas with the aviation community, and address issues of concern to the public. Attendance at this conference has greatly increased during her leadership. Yolanda is also the editor for the Texas Airport Directory–a valuable resource for many aviation enthusiasts. She continues to coordinate the annual International Aviation Art Contest for Texas school-age children in addition to producing the Kid’s Art Calendar which is so well-received by all. Yolanda also supervises the Aviation Services staff and lends assistance to any additional project that requires her talents.

A native Texan, born and raised in Austin, Yolanda has been married for 28 years to her husband, Rudy, a teacher at Bowie High School. Yolanda and Rudy have two sons, Adam, 23 years old and Rene, 16 years old.

In her spare time, Yolanda does volunteer work for her church, enjoys walking, and has a knack for home decorating. And during the springtime, you can bet that Yolanda will be cheering at the high school baseball games where Rudy is the head baseball coach.

Jim Curl
By Marie C. Peinado

It is my pleasure to introduce you to Jim Curl, one of our long-standing devotees of the field of aviation in Texas. Jim has contributed a total of 39 years of his life to Texas aviation, 29 of which have been working for the Aviation Division!

As an Airport Engineering Specialist, Jim oversees 5010 airport inspections, reviews plans and specifications, assists in installing AWOS (Automated Weather Observation System), observes terminal building construction, assists the general public and airport sponsors on airport related questions and prepares in-house design drawings. Jim is a “walking encyclopedia” on general aviation airports in Texas.

A native Texan, Jim was born in Leming, Texas, best farming land in Atascosa County. It is also said that this part of the country in Texas is considered the birthplace of the cowboy, rich ranch land with its towering oak and pecan trees; and a hunter’s paradise for the largest white-tailed deer in the world. Jim’s formative years were spent in Leming, Kerrville and Texarkana. Subsequently, he received his education and began to listen earnestly for his calling.

Jim has been married to his wife, Doris, for 34 years as of March 1. Doris works for TxDOT also, in Motor Vehicles. Both Jim and Doris commute to work daily from Georgetown to Austin-a 30-mile one-way ride. They have a daughter, Antoinette, who is a Languages senior, with a major in Spanish and a minor in Chinese, at Trinity University in San Antonio.

Recreational activities for Jim involve restoring or admiring old cars, hot rods- anything with rubber tires and that is self-propelled- woodworking or just enjoying old houses-their workmanship and beauty. Finally, an occasional treat last year at a karaoke gig provided Jim the opportunity to exercise his vocal cords and to entertain his astounded colleagues with his splendid voice … who knew he had it in him?

We admire Jim for his loyalty and contribution to the Aviation Division

Originally published in 2001
By Bill Fuller

With the issuance of Order 5200.8, the FAA reaffirmed the importance of maintaining or establishing runway safety areas (RSAs) at federally-obligated airports. TxDOT is supporting this effort wherever feasible.

As explained in the FAA design manual, the RSA ” … enhances the safety of airplanes which undershoot, overrun, or veer off the runway, and it provides greater accessibility for firefighting and rescue equipment during such incidents.” The RSA evolved from the original landing strip, which was simply a defined, well maintained and graded surface. As aviation developed with more advanced aircraft, an improved landing surface, or runway, became necessary. The RSA is now that “safe” environment immediately surrounding the runway.

As can be expected, the size of an RSA depends on the predominant types of aircraft and the approach visibility minimums at the airport. Dimensions range from a width of 60 feet on each side of the runway centerline to 250 feet. The RSA lengths beyond the runway end extend from 240 feet at smaller facilities up to 1,000 feet at larger airports.

To fulfill its purpose, the RSA needs to be cleared and graded with no significant surface variations. It should be free of objects, except those fixed by function, such as runway lighting. All objects that functionally remain within the RSA must have frangible couplings if they are over three inches in height.

Because Texas has so many public, general aviation airports, TxDOT will first evaluate the RSAs for those projects that are scheduled for runway improvements. If it is determined that a RSA is deficient, the FAA order describes three options for addressing the situation, in descending order of desirability:

(1) make changes, where physically and economically feasible, to bring the RSA into full compliance with the design standard, (2) improve the RSA, but not to full compliance with the standard, or (3) determine that it is not practicable to improve the RSA.

For situations in which it is determined that a RSA does not meet standards, a relatively detailed process of analysis is prescribed to determine which of the three options will be chosen. Airport sponsors will of course be consulted during the process, but ultimately the decision and approval will rest with the director of the Aviation Division.

As time permits, the Aviation Division hopes to evaluate all RSAs within our system. In the meantime, airport sponsors can assist by assessing their own RSAs. Also be advised that changes made to improve deficient RSAs are also eligible for financial assistance through TxDOT’s Routine Airport Maintenance Program.

If you have questions pertaining to the appropriate RSA size or specific surface conditions at your airport, please feel free to call either John Greer, P.E. or Ed Oshinski, P.E., at 1/800/68-PILOT, within the Aviation Division’s Engineering Section.

Originally published in 2001

Federal Aviation Administration Airports Quarterly

FAA will provide 50 percent matching funds, up to $2 million per airport, to as many as IO public-use airports nationwide to demonstrate the benefits and economic feasibility of Low Emission Airport Vehicles (ILEAV). The ILEAV program was established in AIR 21. Eligible activity includes the incremental costs of acquiring ILEAV vehicles or engines certified by Environmental Protection Agency (EPA) and the construction of infrastructure or modifications to enable the delivery of fuel and services for ILEAV on-road and/or non-road vehicles. ILEAV vehicles must operate exclusively on one or more of the following six alternative fuels: compressed natural gas, liquefied natural gas, liquefied petroleum gas, electricity, hydrogen, or a blend of fuel at least 85 per cent methanol. Sponsors will be required to operate and retain the vehicles and equipment at the airport for their useful life.

Public-use airports located within EPA designated air quality non-attainment areas are eligible to apply. If an insufficient number of proposals are received from airports in non-attainment areas, other public-use airports may be considered. Priority consideration will be given to applicants expecting the greatest reduction of emissions per dollar of funds expended.

For further information, contact the FAA Airports Development Office in Fort Worth.

Originally published in 2001
If You Don’t Like the Weather in Texas …
By Bill Gunn

Wait a few minutes, it will change. Texas is big enough to have heat stroke and frost bite both at the same time. Pilots in the Valley may not think about it, but the North and the Panhandle can be COLD in the winter.

Beyond the challenges and advantages of cold weather flight operations, such as ice, frost, cold starts and improved performance, there is a subtle, but important adjustment few pilots think … altimeter error.

Wait a minute, you have your IFR craft checked for static system error and altimeter error every 24 months, right? Absolutely! However, there is another form of altimeter error that has always been there, but is only now being formally recognized in the USA. Transport Canada and those who fly in Canada have known about cold weather altimeter error for years.

So what is it? Well, first think about how an altimeter works. A pressure-sensitive bellows in a sealed case measures the uniform decrease in atmospheric density with increased altitude. Simple, adequate and reliable. However, in temperatures below IO degrees Centigrade (50 Fahrenheit), you need to adjust your height UPWARD by IO to 1680 feet. Why? The sensitive aviation altimeter uses the principle of uniform air density to translate to altitude. Very cold temperatures increase the air density enough to cause the altimeter to “read” a higher altitude than the actual altitude above sea level.

For example, if the correction factor is 180 feet and you are flying an instrument approach to 650 feet MDA or DH, add the correction of 180 to 650. Fly the approach and descend to an INDICATED altitude of (180 + 650 =) 830 feet for an ACTUAL altitude of 650 feet. A new Advisory Circular is being published with simple correction tables. Look for AC 91 -XX, “Altimeter Errors at Cold Temperatures” in the near future.

Originally published in 2001

Looking back in history these are selective technological highlights of the 1940s:

• 1940 – First flight of the prototype Avro Lancaster, the RAF’s leading heavy bomber of World War II.
• 1941 – First flight of the piston-powered prototype of the Messerschmitt Me 262, which became Germany’s first operational jet fighter.
• 1942 – First flight of the prototype Northrop P-61 Black Widow, the first aircraft designed as a radar-equipped night fighter.
• 1942 – Airworthiness regulations for aircraft components and accessories became law, 1930.
• 1942 – First flight of the Bell X-1, which later became the first aircraft to achieve Mach 1.
• 1943 – First flight of the Lockheed Constellation, a popular commercial airline of the 1940s.
• 1946 – The Bell 47 two-seat rotorcraft became the first helicopter certified for civil use.
• 1947 – First flight of a jet-powered Soviet MIG flighter.
• 1949 – First flight of the prototype de Havilland D.H. 106 Comet, the world’s first commercial jetliner.

Originally published in 2001
By Fred Johnson
Texas Aerospace Commission

Many states have recently sought to implement legislation and spaceport authorities in order to become the base of commercial space and reusable launch vehicle technologies. The Gulf Coast Spaceport Development Corporation (www.gulfcoastspaceport.org) commissioned the Center for Economic Development and Research at the University of Houston-Clear Lake to study the impact of a commercial spaceport facility on the Gulf Coast of Texas. The findings were released in a report issued in July 2000.

The scope of the report addresses both the business volume and individual impact of establishing a commercial spaceport within a rural region.

The report takes into account certain assumptions and limitations. For example, only private sector impacts are considered, and public/private infrastructure costs outside the spaceport facility are not factored in. The impact that such a facility would create to a region is overwhelming – 9,000 direct and indirect jobs during construction and 5,000 (direct/indirect) employed once the facility begins operation. This would result in a business volume between $330 and $500-million dollars annually.

In terms of the economic model, a commercial spaceport would have a similar effect and impact that a large manufacturing facility would create. However, its unique nature and workforce demands fuse this model with both an airport model and research facility. As such, the establishment of a commercial spaceport in Texas would need to access and source the expertise of the Houston/Clear Lake area surrounding the NASA Johnson Space Center.

The investment is minimal based upon its potential return as demonstrated in the report. Extracts of this study may be found at: http://www.tac.state.tx.us/spaceportl .htm or for a full copy of the study, contact Fred Welch at (800) 759-1822. For more information on aerospace activities in Texas, contact the Texas Aerospace Commission, (888) 844-4822 or http://www.tac.state.tx.us.

 

Originally published in 2001

One of the two men credited with the first U.S. freefall baton pass was named to the Texas Aviation Hall of Fame. Induction ceremonies were held for Charlie Hillard at the Lone Star Flight Museum in Galveston, Texas in November.

Hillard is perhaps better known among the larger community of aviators for his long-time presence on the airshow circuit and his successful career as an aerobatic champion. He made the baton pass on July 1, 1958, over Ft. Bragg, North Carolina, with Steve Snyder, heralding the new activity of freefall relative work in this country. (It had been done in France and Canada only shortly before). He was killed in April 1996 at the Sun ‘n’ Fun aviation convention in Lakeland, Florida, during a freak taxiing accident.

Source: Parachutist, December 2000