Issues

Title 17 International and Rural Leasing Regulations – After the Trade Show, the Airmen moved forward aggressively to address the proposed rate increase at Anchorage and Fairbanks international airports. The comment period was May 1 – 30 and not a good time to get people to respond. However, we were successful. We organized meetings in Anchorage and, with the help of the General Aviation Association, a meeting with leaseholders in Fairbanks on the East Ramp. We personally called 140 leaseholders and encouraged them to write letters to Keith Day, controller of the Intl. Airport System. On May 30, we delivered more than 40 letters opposing the rate increase. The Airmen’s sent a letter on behalf of our membership. Our state legislators and congressional delegations were also copied on this issue, delivering a stronger message to the state DOT.

Executive Director Dee Hanson met with Kristine Klein, the new aviation commissioner, to discuss the already imposed rate increase at our rural airports. In March 2007 we submitted our comments and concerns regarding this increase. The state agreed to review a petition submitted by the AACA in April 2008.

Both sets of Title 17 regulations will be reviewed and discussed at public hearings this fall. We understand hearings will be the first part of October. The Airmen's Association asked to be contacted prior to the public hearings for input and have been promised we would be a part of the process prior to the public review. We have notified our membership already that we will be asking for their help again.

This "win" was as huge or bigger then the tax relief Anchorage saw back in the early 1990's. we want to extend kudos to our members who took the time to write letters. See the Airmen's PRESS RELEASE FOLLOWING THIS REPORT.

DF Steer – FAA Safety Assessment – In the last newsletter, we mentioned the decommissioning of the DF Steer in Alaska. As a result of industry opposition, the FAA agreed to conduct a safety-assessment analysis study prior to decommissioning any Alaska sites. An all-day meeting was scheduled for July 31 from 8 a.m. to 4 p.m., and we did participate.

U.S. Dept of Interior, Fish and Wildlife Comprehensive Conservation Plan - Kenai National Wildlife Refuge – A member in Soldotna notified us about the Draft Revised Comprehensive Conservation Plan and Environmental Impact Statement for the Kenai National Wildlife Refuge. The Airmen participated in the initial plan about five years ago at meetings held here in Anchorage. The last E-Bulletin asked for help from members who fly that area and who are familiar with the plan.

Capstone Statewide Plan – We continue to work on the Capstone Statewide Plan. The Airmen participate on the Agreement Implementation Committee, which continues to meet every other week. See the article in this paper titled, "So what's the deal with Capstone?" As we receive answers to the hard questions pertaining to this program, we promise to keep you updated. Thanks to all of you for your patience as we work this very important safety program for Alaska.

Victor Taxiway Arm – To comply with a mandate to prevent more runway incursions at Anchorage Intl, the airport proposed a radio-controlled arm across Victor Taxiway. Incursions have come from vehicles accessing the airport when they turn, unknowingly or purposely, onto the taxiway and continue onto the active taxiways and runways. TSA has become more difficult, and we continue to work with the airport to insure that general aviation still has access to the paved runways at the International Airport. This issue goes back more then a few years when the new maintenance facility was built and a portion of Charlie parking removed.

Flight Service Station Study – The FAA has begun a new study to assess the benefits of Alaska's Flight Service Stations. The effort we have seen nationally to contract out FSS is not forecast to happen in Alaska. Information gathered in this study should support such a decision.

Lake Hood Bank Stabilization – Prototype bank stabilization construction will be installed this summer on one slip at Lake Hood. Association members both oppose and support this project. Currently this project is only for "slip-owners," not lease holders. We have written the consulting firm to confirm this and asked that our lease be included. Close or not-so-close inspection of our property reveals considerable bank erosion. We will continue to track this issue and keep members up on what is happening.

Mat-Su Borough System Plan Continues – The Mat-Su Borough Assembly held a special meeting on the RASP/Location Study and, on Aug. 5, the Assembly held a public hearing on this subject. At publication time, we do not know what transpired, however they planned to adopt a resolution about the plan and will also address the formation of an ongoing MSB aviation board.

Again, anyone interested in researching, attending meetings and helping to craft a response to the impact these issue have on aviation, please email Dee Hanson at dee@alaskaairmen.org.

REMEMBER NOISE ABATEMENT IS IMPORTANT

Noise Abatement by Chuck Jamieson

Once again, the specter of noise complaints has reared its ugly head at Lake Hood. Yes, I know, I can show you pictures of Lake Hood from the 40s and 50s with the takeoff channel and floatplanes already there and no houses anywhere near. Yes, they should have known about the noise when they moved in, but unfortunately it doesn't matter.

One of the biggest problems is airplanes with a constant speed prop, specially the ones with IO-520s in 185s, 206s and modified 180s. They turns 2850 rpm on takeoff (five minutes max), which makes for a lot of noise. I frequently hear them climbing through 500 feet with full power and takeoff flaps. Standing still, an 88 inch prop at 2850 rpm has a tip speed of 1094 feet per second and at 85 knots, 1103 fps. At 45 degrees Fahrenheit the speed of sound is 1102 fps, so the prop tip is supersonic, not even counting the fact that the airflow is accelerated as it passes over the prop. The speed of sound depends only on the air temperature, and is lower in winter. For you mathematical types, to find the speed of sound in feet per second, take the temperature in Fahrenheit, add 460, take the square root and then multiply by 49.04. Max continuous power for a 520 is 2700 rpm, which is still pretty loud. The way I teach, and what most pilots I know do, is as soon as you're solid flying and you don't have any close obstacles to get over, reduce to 2700, get the flaps up and accelerate to climb speed, then come back to climb power, 2550 and 25 inches for the 520. If you raise the flaps smoothly and compensate with the elevator, the speed will jump up to climb speed much faster, with no uncontrollable tendency to settle and the climb rate is higher. If you're light, climbing at cruise power will reduce noise even more. The best philosophy for takeoff power is to use it as long as you need it, but no longer. In big open places such as Lake Hood, you don't need it very long. Years ago I read that the floatplane operators in New York City were restricted to 2700 rpm for noise reasons.

Get your tach checked, lots of them are off by 100 to 150 rpm, so you may be turning faster than you think. If your airplane has a fixed pitch prop, it turns slower and doesn't make as much noise, but still try to fly noise friendly.

When approaching to land, don't push the prop in until the rpm drops a hundred or so. I occasionally hear someone with full rpm while still several miles out and, believe me, you can hear them from a long ways off. Don't make flat, high power approaches. The people who measure noise tell me that landing airplanes can be almost as loud as those taking off. Don't come in too low over the houses. Minimum altitude rules, FAR 91.119, allow for lower altitudes only when necessary for takeoff and landing. Legal cases have ruled that you cannot go lower if there is a reasonable alternative, so you can't come in at 100 feet and claim it's for landing.

Sometimes you see recommendations for climbing at best angle, but best rate is better for several reasons. Best angle can be too slow for handling an engine failure at low altitude, provides less engine cooling and takes longer to get to altitude.

If there is a reasonable route, try to fly over the least number of houses possible. At Lake Hood, taking off either east or west, don't turn until you cross the end of the lake. You can easily and safely have the power back to climb and the flaps up by then, even with a max gross load. If traffic and winds allow, take off west, northwest, north or 31 if you're going north. From the strip taking off 13 with a right turn out north will avoid most of the houses. Coming in from the north, use 13 or southeast when possible and if you're using 31, try a left hand pattern. If you're going east, use east or 13 and go straight out. Coming in from the east, use a west or 31 whenever possible or if you need 13, use a right pattern. If you S-turn or do 360s for altitude before crossing Knik Arm, try to do them either to the west and/or a little off shore, not over the houses. Obviously, going against the prevailing traffic won't work when it's busy, but in slack times, particularly late at night, will certainly help. You can always ask for anything you want, but if Tower says no, don't argue. If the wind is wrong, do not compromise safety, use whatever you need.

Not to leave out other airports, but I am only familiar with Lake Hood, so I won't make recommendations for places I don't know well. Look for quieter routes at your home airport and fly as neighbor friendly as you safely can. If we don't, we're going to get stuck with a whole bunch of ru