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"I fly because it releases my mind from the tyranny of petty things."
Antoine de Saint-Exupery, "The Aviator" |
| U.S. Air Force proposes quadrupling the Powder River MOA |
The Air Force has proposed expanding the Powder River MOA to almost quadruple its current size and creating new low altitude (500 foot AGL-17,999 foot MSL) MOA airspace that would overlay 31,700 square miles of Montana, Wyoming, North Dakota and South Dakota. The Air Force also proposes adding 37,800 square miles of new high altitude (18,000-60,000 MSL) Air Traffic Control Assigned Airspace (ATCAA) and reconfigure the existing PRC MOAs and ATCAAs. Part of the proposal is to allow supersonic flight above 10,000 AGL within the proposed proposed Powder River Training Complex (PRTC).
The PRTC will extend 390 nautical miles from the edge of Billings airspace (near the intersection of I-90 and I-94) east to the edge of Bismark, ND airspace. They plan to authorize the use of training chaff and flares throughout the new and modified airspace, something that should concern ranchers and land managers below the PRTC during fire season.
There are no provisions for airborne access to Ashland, Baker, Broadus, Colstrip, Hardin or any of the more than 40 private airstrips in southeastern Montana. Flying to check your cattle or to fly to another town for a visit will put you in competition for the airspace with B-52s and B-1Bs. This expansion will affect all pilots in southeast Montana and it is important that you find the time to attend the scheduled open house meetings.
Part of the proposed changes to the existing PRC is the increase in number, frequency and variety of sortie-operations. The use of the entire proposed PRTC for Large Force Exercises (LFE) of four to more than 20 aircraft during scheduled exercises and the support of additional ground-based simulated threat emitters under the MOAs. The authorization of supersonic flight above 10,000 AGL and allowing training chaff and flare deployment mentioned earlier are part of the proposed changes.
The Air Force did include two narrow corridors to navigate through the proposed PRTC but someone flying north/south could end up flying many miles out of their way to the corridors. Anyone flying east/west would be out of luck and have to deviate many, many miles out of their way.
Resources initially identified for analysis in the EIS include (but are not limited to) are:
- Airspace Operations—Airspace, noise, air quality and safety (ground and air)
- Natural Resources—Physical and biological resources
- Cultural Resources—Cultural, Native American, traditional and historic resources
- Human Resources—Land use, quality of life, socioeconomics and environmental justice
This is the only chance pilots have to prevent losing a large amount of airspace and be severely restricted flying over southeastern Montana. This expansion should motivate all pilots in the four states to comment and try to keep some flying freedom.
If you do not like losing such a large chunk of airspace or live below or near the proposed PRTC and do not want to meet low flying, high speed airplanes as you go about your daily business then you need to attend one of the open house meetings. In addition to attending the open house meetings or you are concerned about the loss of airspace you need to write your comments on the comment forms provided by the Air Force or write your own letter to the Air Force. The forms and letters should be mailed by Aug. 4, 2008 to:
Ms. Linda DeVine
HQ ACC/A7PP
129 Andrews Street, Room 317
Langley AFB, VA 23665-2769
To view a USAF color brochure on the PRTC click here and to view a USAF color poster on the PRTC click here. Both the brochure and poster have maps of the area and their size can be enlarged to better see the map detail.
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Please Attend!
Scoping Meetings for the Powder River Training Complex (PRTC)
Environmental Impact Statement (EIS)
Open House 4-7 p.m.
•View video presentation
•Visit information booths
•Discuss proposal with Air Force personnel
•Submit written comments
•Be included on the Air Force mailing list
Montana
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Wyoming |
South Dakota |
North Dakota |
Hardin
Monday, June 23
Hardin Chamber of Commerce
10 E. Railroad Street |
Sundance
Wednesday, June 18
Crook County Public Library
414 East Main Street |
Rapid City
Monday, June 16
Rapid City Public Library
610 Quincy |
Bowman
Wednesday, July 9
City Hall Meeting Room
101 1st Street Southwest |
Colstrip
Tuesday, June 24
Isabel Bills Community
Learning Center
520 Poplar Drive |
Gillette
Thursday, June 19
Campbell County Fire Department
106 Rohan Avenue |
Belle Fourche
Tuesday, June 17
Community Center
(Dakota Room)
1111 National Street |
Elgin
Thursday, July 10
Elgin Community Center
305 North Main Street |
Miles City
Wednesday, June 25
Miles Community College
2715 Dickinson |
Sheridan
Friday, June 20
Sheridan Senior Center
North Entrance
211 Smith Street |
Buffalo
Monday, July 14
Harding County Memorial Recreation Center
West Allison Street |
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Ekalaka
Thursday, June 26
St Joan of Arc Parish Hall
Church Street |
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Bison
Thursday, July 15
Bison School Cafeteria
200 East Carr Street |
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Broadus
Friday, June 27
Powder River County High School
500 North Trautman |
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Baker
Tuesday, July 8
Baker High School
1015 South Third Street West |
_________________
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posted 06/14/08 |
| Algal Biomass Organization forms |
The Algal Biomass Organization has formed to help accelerate the development and commercial application of algae biomass.
Entrepreneurs, academicians, scientists and leaders of global corporations made the announcement. The ABO will help accelerate the development and commercial application of algae biomass, which has shown significant potential in addressing climate and pollution concerns, alternative fuels and global economic development.
Scientists say algae, which does not require fresh water to thrive, is one of the fastest growing and most productive plants in the world, allow them to be developed and used in a variety of areas – including biofuels where it can grow rapidly, require limited nutrients and annually can deliver up to 2,000 to 5,000 gallons of fuel per acre of non-arable land.
In November 2007, more than 400 leading experts and supporters of algae biomass gathered for the world’s first Algae biomass Summit. As a result of the summit and a growing need to find viable solutions to reduce carbon emissions, attendees agreed to form ABO to collectively push for algae-based energy solutions.
Also during the summit, members were elected to a steering committee, which will be responsible for organizing and developing the ABO. The members include: committee co-chairs Billy Glover and Darrin Morgan, The Boeing Company; Thomas Byrne, Byrne & Co. Ltd., who will serve as committee secretary; Mark Allen, A2BE Carbon Capture; Dr. John Benemann, Benemann Associates; Dr. Keith Cooksey, Montana State University; Tyler Krutzfeldt, Mont Vista Capital; Dr. Greg Mitchell, Scripps Institution of Oceanography; and Dr. Phillip Pienkos, National Renewable Energy Laboratory. More
posted 06/7/08 |
| FAA to chart contact frequencies for MOAs, restricted areas |
Instead of feeling compelled to fly around charted military operations areas (MOAs) and restricted areas, soon you’ll be able to gather real-time status information in the air to determine if you can safely fly through the airspace.
The Air Force and Air National Guard have worked with the FAA to provide contact frequencies for an FAA center controller, military air traffic controller or range control officer for each MOA and restricted area so that pilots can make radio calls to see if the airspace is active, and if it is, at what altitudes.
The frequencies will appear with new charting cycles and be completed by the August cycle.
“For more than a decade, AOPA has been advocating that the military and FAA work together to chart these frequencies,” said Pete Lehmann, manager of air traffic services. “This is a move in the right direction to allow all pilots to access real-time data regarding the status of special-use airspace.”
Often, when MOAs are active, the military is using a higher floor than what is printed on the chart. In these cases, pilots can find out the floor and decide whether they can safely fly under it.
Some contact frequencies will be printed adjacent to the special-use airspace on the sectional chart, while others will appear on the side tab of the chart or along the bottom in the special-use airspace table.
AOPAePilot 6/5
posted 06/7/08 |
New ELT rules from ICAO |
For the second time in three years the international requirements for ELT equipage are changing, but this time the International Civil Aviation Organization (ICAO) promises that while the new rules will ensnare more airplanes than previous requirements, implementing them will be easier than before.
Starting on the rule’s effective date of July 1, 2008, private and commercial airplanes operating internationally (outside the U.S.) will need to carry at least one 406-MHz emergency locator transmitter, according to recently adopted ICAO standards. The rule also states that beginning on July 1 one “automatic” 406-MHz ELT must be carried on all International flights by commercial airplanes authorized to carry 19 passengers or fewer and private airplanes of any number of passenger seats that obtain their certificates of airworthiness after July 1. International operations of commercial airplanes authorized to carry more than 19 passengers and issued certificates of airworthiness after July 1 would have to be equipped with at least two 406-MHz ELTs, one of which must be automatic.
Previous ICAO standards called for ELTs only on airplanes operating on extended over-water flights and on flights over designated land areas where search-and-rescue operations pose a special challenge. In essence, the new guidance (ICAO Annex 6, Part II, 6.12) simplifies the rules, first by eliminating language pertaining to over-water or remote-area flights and second by allowing business jet operators to satisfy the requirements by carrying only a single survival 406-MHz ELT, which can be stowed in the cockpit or galley within easy reach of the crew.
The ICAO rules do not supersede FAA requirements for ELTs, which require the installation of one fixed automatic ELT that transmits its distress signals on 121.5 or 406 MHz. The 2004 mandate for ELTs in U.S.-registered transport airplanes resulted from an act of Congress in response to the fatal crash of a Learjet 35 in IMC on approach to Lebanon Municipal Airport in New Hampshire in 1996. Searchers gave up trying to locate the wreckage, which eventually was found by a park ranger on a routine patrol more than two years after the accident.
One problem with the U.S. rule centers on the fact that Cospass-Sarsat, the international satellite monitoring agency, will no longer listen for distress signals on 121.5 MHz starting next February, in part because of a high number of false signals. So, if you’re flying with a 121.5-MHz ELT after July 1, at the very least you’ll need to have a survival-type 406-MHz ELT to fly internationally, and after next February your 121.5-MHz ELT’s effectiveness will be greatly reduced, warn Cospass-Sarsat officials.
There are three types of 406-MHz ELT for aviation use that are applicable to the new ICAO standards. The first is a survival ELT, which is removable from the aircraft and must be “stowed so as to facilitate its ready use in an emergency and manual activation by survivors,” according to the International Business Aviation Council. The other two types of ELT are installed in the airplane, one of which is fitted permanently in the tail (automatic fixed) and the other in a bracket on board (automatic portable) that permits the ELT to be removed in an emergency (for instance, after ditching when the airplane is sinking).
posted 06/7/08 |
| New space museum open in Oregon |
 The Evergreen Aviation Museum, known as the home of Howard Hughes' Spruce Goose flying boat and a rare SR-71 Blackbird, opened a new space facility June 6. The new museum will feature Titan missiles, a replica Lunar Module and Lunar Rover, and the Russian Photon Space Capsule. The new 120,000-square-foot building is a twin to the original museum. Interactive exhibits and simulators will be used to tell the story of spaceflight. The museum also plans to host a series of educational programs and space camps, and will offer programs for local high schoolers. The museum is located about 20 miles southwest of Portland, Ore., at the McMinnville Airport (MMV).
A dedication event on June 6 featured a visit from astronauts Gen. Joe Engle, Gen. Tom Stafford and Titan II expert Chuck Rash.
AVwebFlash 6/5
posted 06/7/08 |
| The NOTAM Database crash: what happened |
A nearly 20-hours-long crash of the FAA's NOTAM database May 22-23 occurred because of a drive failure that took place "in the middle of updating the information on the hard drive," which in turn "screwed up the database," Barry Davis, manager of the aeronautical information management for the FAA, told ComputerWorld.com. The box in question was a Sun Microsystems Inc. server, according to the FAA, that was nearing the end of its life expectancy. Its failure put controllers to work disseminating the NOTAM information to pilots. Davis' team already had replacement equipment on hand, they just hadn't yet performed the replacement. Because of that, the hardware recovery portion of the fix "was quite simple -- we just put the boxes in," said Davis. Unfortunately, when they did that, they moved a data error over to the backup system, thereby corrupting it and causing the system to run slowly and in a manner that appeared to be deteriorating. In the end, the latest information had to be pulled from the corrupted database, re-imported into the new database and resynchronized with all the subsystems. Davis' team then put the system back online and stuck around into the evening to make sure there were no more surprises.
AVwebFlash 6/5
posted 06/7/08 |
| Lycoming announces auto-gas approval program |
 Recognizing global concerns about the immediate and long-term availability of aviation-grade 100LL fuel, Lycoming Engines announced this week that it is working to get approval for the use of unleaded automotive gasoline for its standard-compression-ratio O-360 and IO-360 product lines. Ian Walsh, general manager for Lycoming Engines, said the approval will not require any modification to the engines, the fuel will not need any additives or special treatment and there will be no degradation in engine performance. "It's essentially a paperwork drill, to make this happen," he said. He expects to have approval from the FAA by this fall, but owners cannot implement the change until the airplane also gets certified. That is up to the manufacturers, Walsh said, and he could not estimate how long that would take, but said it is also essentially a paperwork issue. The engines will require a specific type of unleaded 93 AKI automotive gas, designated as Euro Norm EN228 (in Europe) or ASTM D4814 (in the U.S.). This fuel is not difficult to find, Walsh said, but users must verify that they are getting that particular type -- not just any unleaded auto gas will do.
The unleaded automotive gas is generally cheaper than avgas and provides an alternative in areas where avgas is scarce. Also, the continuing use of leaded avgas provokes environmental concerns. The popular O-360 and IO-360 engines are found on many GA aircraft, including Cessnas, Mooneys, Diamonds and more.
AVwebFlash 6/5
posted 06/7/08 |
| Alaska pilots get tools for the job: more ADS-B |
Mike Cirillo, the FAA's top official in Alaska, backs the installation of more Automatic Dependent Surveillance-Broadcast coverage in Alaska supported with two-way datalink systems and at a May 14 presentation, he said coverage would expand by the end of this year. Countering concerns that the system would not be further deployed, Cirillo said Fairbanks, Nome, Kotzebue and Anchorage would be home to four new ground-based transmission receivers before 2009. The ADS-B system is hailed as making flying more than 40 percent safer in areas of no radar coverage and high traffic and Cirillo's position was welcomed by local pilots. "This is huge. This is good news for Alaskan pilots," one pilot told Alaskajournal.com. Cirillo hopes acting FAA Administrator Bobby Sturgell will make the trip to Alaska later this summer to see the region's challenges firsthand. Pilot groups concerned that new coverage would be held off until late 2009 now have reason to believe the system will soon grow beyond Southwest, Southeast and Anchorage bowl airspace.
AVwebFlash 6/2
posted 06/7/08 |
GA not the source of costly airline delays |
Airline delays cost the nation’s economy as much as $41 billion a year. So what’s the cause? It’s certainly not general aviation, according to a recent report from the Joint Economic Committee (JEC) of Congress.
The statistical analysis of airline flight delays showed that 29 percent were caused by things the airlines could control, such as baggage handling and fueling. Some 40 percent of all delayed fights were because the preceding flights arrived late. “Extreme” weather accounted for less than 6 percent of delays, according to the JEC, while “non-extreme” weather and other air traffic control delays comprised 28 percent of delays.
“But the JEC did not point a finger at GA for contributing to those ATC delays,” said Andy Cebula, AOPA executive vice president of government affairs. “In fact, the committee even suggested that GA is a victim of airline congestion.” While the JEC analysis didn’t compute the cost of delays to the GA community, it did note that “controllers may require general aviation flights to travel circuitous routes to avoid high traffic areas.”
More than half of the total airline passenger delay hours involve flights to and from the 35 busiest airports in the country, according to the report. However, general aviation accounts for only 3.5 percent of the traffic at those airline hub airports.
The JEC report, which was prepared by committee staff to the majority party, also blamed “inaction by the administration” for furthering the delay problem by “failure to fund equipment upgrades, particularly new air traffic control systems, such as NextGen.” While the JEC called for reforming the aviation system, it did not call for changing the FAA funding system.
Meanwhile, a new FAA funding bill remains pending in the Senate. While the Finance and Commerce committees reached a compromise on a bill that would help pay for NextGen by increasing taxes on GA turbine fuel (while keeping airline taxes the same), the full Senate has yet to approve that bill because of disagreement over non-aviation items.
The current aviation taxes expire on June 30. If the Senate doesn’t pass its funding bill by then, Congress will likely grant another temporary extension of the current taxes and funding system.
AOPAePilot 5/30
posted 06/7/08 |
| FAA backs down after MRO company fights back |
After issuing emergency orders of revocation, the FAA agreed to rescind its revocation of Tulsa, Okla.-based Southwest Aviation Specialties’ repair station certificate and the A&P certificate held by general manager David Guzman. The agency issued the emergency order of revocation on March 17 after launching the investigation in October 2006, according to Guzman. The dispute involved FAA allegations that Southwest Aviation didn’t overhaul some components correctly and that the company didn’t have the authority to overhaul these components because of questions about its capabilities list and operations specifications, all stemming from the departure of two disgruntled employees who stole parts from Southwest Aviation. Guzman said that an “out of control” FAA inspector pursued the issue and that the FAA refused to acknowledge that its allegations were false. Before the issue could go to trial, the FAA called Guzman and asked if he would agree not to sue the agency if it rescinded the emergency order of revocation. Guzman said it cost more than $50,000 to fight the FAA’s attempt to shutter his company. “There was never any intent, desire or will to do anything but follow the regulations,” he said.
AINalerts 5/29
posted 06/7/08 |
| Silver State Helicopters students sue lender |
 On Feb. 3, when Silver State Helicopters went tango-uniform, many of its more than 2,400 students were left with incomplete training... but owing student loans of $50,000 or more. Comparisons to a ponzi scheme were common, especially after Silver State's official press release said it's Chapter 7 bankruptcy filing resulted from "a sharp and sudden downturn in new student enrollment."
Charles Ponzi was a legendary swindler in the early 20th century. His name is still associated with fraudulent business schemes which pay attractive returns to early investors with income from later investors, concealing operating losses and, often, disproportionate payments to company executives. When the growth of new investors slows, the scheme collapses.
Now, the Sacramento Business Journal reports a group of students has filed class-action lawsuit against Key Bank USA NA, based in Ohio, claiming that the bank not only was a knowing participant in a fraudulent investment operation, but that it has a history of partnerships with other failed vocational training enterprises.
The lawsuit has been filed in California Superior Court in Alameda County by Pinnacle Law Group, LLP in San Francisco. Pinnacle attorney Kevin Rooney told the paper the suit asks the court to block Key Bank from collecting on the loans, and prohibit the bank from reporting delinquent payments to credit reporting agencies.
In a press release, the law firm alleges, "As with KeyBank's previous failed vocational school 'partners,' Silver State was unregulated and unaccredited and, when its ponzi scheme collapsed, it filed bankruptcy leaving its students facing KeyBank's threat to enforce the loans."
In particular, the suits charges that KeyBank violated Federal Trade Commission regulations by issuing student loans, "without including very specific language that the borrower has the same claims and defenses against the lender as they have against the school."
Silver State led a controversial existence even before its shutdown in February. In 2006, nine former students sued the school over advertising claims they said misrepresented the employment prospects awaiting graduates.
Others complained the school did not maintain a large enough aircraft fleet to provide students the opportunity to fly the hours they'd been sold.
posted 06/7/08 |
| SuperAWOS on the rise |
While automated weather observing systems (AWOS) have been a fixture at airports for many years, what some feel is the next generation of the technology has been gaining in popularity. The SuperAWOS, devised by Maryland airport owner David Wartofsky, has had a long and twisting road to certification. The homegrown system was originally designated as a unicom device for airfields without tower communication, but Wartofsky imbued it with a degree of artificial intelligence (AI).
Like every other non-tower general aviation airport, Potomac Airfield faced the problem of how to provide Unicom coverage. Most airports look to a commercial tenant or FBO to provide that.
With a pre-airport management background in designing life-saving high-tech medical equipment, Wartofsky created a unit that would monitor radio traffic in the area and respond when needed, as well as provide weather information to pilots. “For example, if you are coming into Potomac Airfield and say, ‘Potomac Airfield 121 inbound, anyone in the pattern?’ and no one replies, our system listening to the frequency knows that and says, ‘Good evening, this is Potomac Airfield automated unicom, wind 220/7 conditions favor Runway 24 pilot’s discretion.”
In essence, said Wartofsky, the system acts as a receptionist and more. “The objective of the AI was to create a system that would act like an intelligent weather observer/pilot sitting out on the airport constantly evaluating,” he said. “Whenever a pilot asks for information, this AI would give just what the pilot needs that’s important for flight operations.”
Expanded Capabilities
After years of development and certification bureaucracy, Wartofsky added other abilities that enabled the unit to unlock IFR approaches for airports, including approved altimeter check source, approved visibility source, radio check capability, ELT monitoring, and a semi-classified exotic radio transceiver that can detect weak transmissions at a range of 20 miles. A version currently under development even incorporates TCAS.
As the unit’s capabilities grew, so did its size, and the SuperAWOS eventually outgrew its original housing. “I picked that two [cu] foot cube because it was the largest all-weather enclosure that I could buy off the shelf that would go through the door of my Skymaster,” said Wartofsky.
The goal was to make the system as user-friendly as possible. The early units were clamped directly to the airport’s windsock pole, which was usually powered for lighting. The SuperAWOS tapped into this source to charge its batteries. While the latest unit stands alone, it is as simple to install as the original, according to Wartofsky. “It’s in a crate at 8 a.m. and by noon it is up and running.”
The units have shown their durability, with some in operation for more than a decade. “Since 1994, no airport has ever spent a dime maintaining any of our equipment,” according to Wartofsky, who credits his med-tech background for their reliability. In terms of accuracy and reliability, there is redundancy and diagnostics built in, and if that fails, Big Brother is always watching. Each of the 45 latest satcom-equipped units currently in operation sends regular satellite uplinks containing weather observations, usage statistics and system diagnostics to a central monitoring station.
“I can click on a hyperlink and see if the antenna connections in South Dakota are tight, because all the units have this embedded capability and they are sending this information to us,” said Wartofsky. “We actually detected a mouse chewing on a cable somewhere in Montana. We saw a performance figure starting to change which implied a connection was starting to go bad in a certain path. They went out there and, sure enough, something was chewing on the cable.” In addition, NOAA receives and analyzes the weather and atmospheric signals to see if any data is inconsistent with its weather sensors in the region.
While sales of the $72,000 unit reached a high of 26 last year, Wartofsky believes he’s just scratched the surface of potential use, and could easily ramp up to sales of 200 or more per year.
The system is eligible for airport improvement grants, and Wartofsky calculates there are thousands of airports that can benefit from SuperAWOS. “Every airport is basically a strip of asphalt with lights, so how do you enhance the utility of it so that that basic infrastructure is more valuable?” he asked. “You enhance the utility with instrument approaches, and once people can plan to use your airport 24/7 and know that they’ve got an instrument approach for pretty much all weather and they’ve got the flight requirements for all-weather flight operations, now you are one of the on-ramps into the national airspace system.”
posted 06/7/08 |
| MPA Air Safety and Education Foundation is formed and has IRS 501(c)(3) tax-deductible status |
On March 1, 2008, the Montana Pilots' Association voted to form the MPA Air Safety and Education Foundation (MPA ASEF) as a supporting organization to the MPA. Guided by the same set of officers as the MPA, the MPA ASEF is a true 501(c)(3) non-profit organization which will be used exclusively to support the charitable activities of the MPA (a 501(c)(4)organization).
The MPA ASEF will be engaged in activities furthering “public” purposes such as advancement of education and safety; erection or maintenance of public buildings, monuments or works (airstrips); lessening the burdens on government.
The charitable non-profit status will allow for greater financial support, as well as tax benefits for supporters. Contributions are tax-deductible to the full extent allowed by law. Tax EIN: 26-1910784
Please send your tax-deductible, charitable contributions to:
MPA ASEF
c/o Montana Pilots' Association
P O Box 1178
Seeley Lake, MT 59868
The MPA is receiving donations for two separate funds, so please specify a fund preference: “Education/Safety” or “Recreational Airstrips”
posted 05/23/08 |
| Raffle set to raise funds for the MPA Recreational Airstrips Fund |
A raffle is set to raise funds for the MPA Recreational Airstrips Fund. The MPA will raffle a Polaris Ranger LE which retails between $11,000 and $12,000.
Tickets will be $20 each or six (6) for $100 and limited to 2,000 tickets. The drawing will be held at the 2009 Montana Aviation Conference.
The winner will have the option of applying the value towards a snowmobile, motorcycle or boat from Kurt's Polaris located in Seeley Lake, Missoula and Kalispell.
Watch for promotional displays at local hangar Fly-Ins around the state this summer. Tickets will be available through your local hangar and MPA officers.
For more information e-mail or call Wade Cebulski, 677-3219. |
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posted 05/23/08 |
English proficiency deadline extended until March 2009 |
The International Civil Aviation Organization (ICAO) deadline for an English proficient endorsement on the pilot license of all private, commercial, ATP, flight engineer or flight navigator flying internationally, including Canada and Mexico was March 5, 2008. The FAA was inundated with requests for replacement licenses and could not handle the job in a timely fashion so they have delayed the requirement for an English proficient endorsement until March 5, 2009. Anyone planning on crossing the U.S. border now has until March 2009 to have that replacement pilot's license in their wallet.
All the new pilot licenses issued after Feb. 11, 2008, will have the English Proficient endorsement. licenses that are ordered as regular replacement licenses will include the endorsement. You can order a replacement certificate on-line or by mail. You will be asked to register with Online Services if you don't already have an on-line account. Note that there is a $2 fee for replacement airmen certificates. If you still have a license with your social security number for the license number, you can save the $2 when you order the replacement license. The FAA is reissuing licenses, without charge if they still have the SS number.
posted 05/7/08 |
| 2008 Montana Aviation Conference was another success |
MPA Scholarships and Awards
The following scholarships and awards were announced at the Montana Aviation Conference:
- Hangar of the Year—Vigilante Hangar
- Brent Prop Award—J. C. Kantorowicz
- Spark Plug Award – Brent & Rosie Vetter
- Bill Matthews Award – Justin Sands
- Junior Pilot Scholarship – Blake Lerner, Bozeman
- Flight Training Scholarship – Jake Hemphill, Billings
Congratulations to all the recipients for their achievements.
MPA Junior Pilot Scholarship 50/50 ticket winner
Tony Bean, West Yellowstone Airport Manager. Tony donated his share back to the scholarship fund saying "without pilots, I wouldn't have a job." Thank you, Tony!
MPA Membership Sweepstakes Personal Locater Beacon (PLB) winner
Darrin Pluhar of Miles City
MPA Elections at Annual Membership Meeting
The following state officers and directors were elected for 2008 at the Annual Membership Meeting in Great Falls
- Russ Dahl, President
- Geanette Cebulski, Treasurer
- Bobbi Powers, Eastern Vice-President
- Wade Cebulski, Western Vice-President
- Chuck Jarecki, Western Director
Silent Auction Generates $3831 for the MPA Recreational Airstrip Fund
Thank you to the following donors and purchasers for helping make the Silent Auction a success! Proceeds will be used to help fund improvements on Montana’s recreational airstrips and airports. Past funds have been awarded for camping facilities and pilot shelters. Please contact us for an application if you are interested in applying for funds to help your local airport with improvements. Once again, thank you to everyone for their help!
Wade Cebulski, Silent Auction Chairman
Central Montana Hangar
Dr. Chamberlain
Fred Lark
Rebecca Smith
EAA Chapter #517
Five Valleys Hangar
Robert Thorne
Little Bird Café
Seeley Lake Recreation Rentals
Kurt’s Polaris
Aerotronics
Northstar Air Express
Flathead Hangar
Jack Archibald
Loraine Yde
Gallatin Valley Hangar
Bill Gallea
Jeanne MacPherson
Glacier Hangar
Great Falls Hangar
John Sheffels
Jim & Marilyn Lewis
Mission Valley Hangar
Chuck Jarecki
North Central Hangar
Dan and Margie Prill
Recreational Aviation Foundation (RAF) |
South Central Hangar
Aerotronics
Cross Petroleum
Edwards Jet Center
Northern Skies
Stockton Oil
Valley Hangar
D&G Sports
Dahl Aviation
Prairie Aviation
Vigilante Hangar
Harold Dramstad
Vetter Aviation
Robert Buckles
Ron Kullick
Don Profota
Bob Breum
Fred Hasskamp
Wade & Geanette Cebulski
Bill Burkland
Bob Hollister
Penny Jarecki
Doug Parrot
Larry Ashcraft
J.C. Kantorowicz
Dennis Guentzel |
Hank Galpin
Mike Rearden
Darren Huestis
Karen Frank-Plumlee
John and Tricia McKenna
Dwight Thompson
Jeannie McLaren
Page Gough
David Hedditch
Bobbi Powers
Russ Dahl
Sam Flowers |
posted 04/05/08 |
The Alliance for Aviation Across America (AAAA) is a new diverse coalition of aviation enthusiasts and professionals, local airports, civic organizations representing rural and agriculture voices, city, county and state officials, economic development entities, non-profit organizations, small and mid-size businesses and others dedicated to protecting small and rural communities. AAAA is also dedicated to properly modernizing ’s air traffic control system to enhance safety, promote efficiency and expand capacity in order to ensure ALL Americans have access to air transportation.
Community access
Preserving emergency services, disaster relief and business opportunities for America's small towns.
 Congestion
Big Airlines' plan drives congestion and cost.
Full Funding & modernization
Better technology NOT red tape in the skies.
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