Urgent call to ALL Friends of aviation . . . Due Tuesday night February 16^th!
House Bill 3176 (Part 10 on page 69) will destroy aviation as we know it in this state. Basically, the Legislature is proposing in Part 10 that we as aircraft owners pay .5% (1/2%) Excise Tax every year based on the aircrafts value. A $50,000 Cessna 172 would pay $250 every year. A new $225,000 Cessna 182 would pay $1,125 every year. Guess what a corporate jet would cost? What about the flight schools?

Note: the money would go to the General Fund . . . NOT to support aviation.

Please contact your local representative and the Governor immediately. Ask them to remove Part 10 on page 69 of this bill. If this section remains intact they are sending a universal message that aviation is not welcome in this state.

Also, stay on subject! Some of the chicanery (procedural tricks) while very frustrating are nothing more than a distraction. You risk your credibility if you stray. One subject at a time!

Find your legislator
http://apps.leg.wa.gov/DistrictFinder/default.aspx?city=&street=&zip

Sample Letter from Les Flue to Governor Gregoire . . . This is the best I have seen!
http://cid-f6bc3c8e6da71d80.skydrive.live.com/self.aspx/Public/hb3176.pdf

Read HB 3176
http://apps.leg.wa.gov/billinfo/summary.aspx?bill=3176&year=2009

URGENT!  House Bill 3176 would significantly raise excise taxes paid on aircraft registered in Washington.  Under existing law aircraft owners pay and excise tax of between $20 and $125 every year.  HB 3176, Section X at page 69 would increase the excise tax several hundred to several thousand percent.  The tax would be ½ of 1 percent of market value.   HB 3176 would increase the tax you pay every year on your aircraft, or on the aircraft you rent by several hundred to several thousand percent!   For example, the excise tax on a 1980’s Cessna 182 is $50 per year.  If HB 3176 becomes law the annual excise tax would increase 800% to about $400.  Market value would be determined by the State using recent sales or other means.  Current law requires that 10% of excises taxes collected on aircraft be used for airport and aviation purposes, with the remainder going to the General Fund.  Under the proposed law all aircraft excise taxes would be sent to the General Fund.  Hearings on HB 3176 will be held in Olympia on Saturday, February 13^th at 9:00 am by the House Finance Committee.  Pilots and aircraft owners should contact their State Representatives and State Senators as soon as possible.  Write them, call them, and if possible, visit their offices to tell them how this will affect you.  The bill and a list of sponsors in the House of Representatives can be found at:  http://apps.leg.wa.gov/billinfo/summary.aspx?bill=3176&year=2009. You can find your Washington state legislator (Representative or Senator) here:  http://apps.leg.wa.gov/DistrictFinder/Default.aspx.  Please attend the hearing in Olympia Saturday morning at 9:00 am in one of the hearing rooms in the John L. O’Brien House Office building.  You don’t have to speak, just be there to show your opposition for this unfair tax increase.

Cle Elum S93 . . . Throw the bums out . . .

This is an election year . . . and four positions of the Cle Elum City Council are up . . . After you hear this story ask yourself, “Do they deserve your vote”?

Last year Craig Johnson, WPA member and AOPA ASN, called asking for help with a problem. Seems a developer wanted to put some homes in proximity to the airport. The project is called the Airport Heights Planned Unit Development. The city of Cle Elum owns the airport, but it is surrounded by Kittitas County Land.

One picture is worth a thousand words . . . Look at the Cle Elum airport and look to the proposed Subdivision. The scale shows the first home to be within 500 feet of the runway. Only homeowners with attached hangars would love this development. (No I am not advocating “through the fence”.)

I talked with WSDOT and the FAA. Both were concerned because this airport had just received a complete makeover . . . to the tune of $1.8 million dollars. The FAA Grant Agreement came with some serious restrictions. Specifically Item 21 requires the City of Cle Elum to, “. . . restrict the use of land adjacent to or in the immediate vicinity of the airport to activities and purposes compatible with normal airport operations . . .”! Though Bowers Field in Ellensburg has an “overlay zone”, Cle Elum Municipal does not.

I can’t tell you the number of times the developer postponed the hearing on the zone change request. Suffice it to say I never thought it would see the light of day. Last year, armed with documents and studies cautioning planners and Airport Managers about Noise and Safety Issues I personally drove to Cle Elum and met with the City Administrator, Mr. Gregg Hall. I gave him my speech and listened as he opined how the problem was with Kittitas County. So off to Ellensburg and the County Seat I went to meet with Mr. Scott Turnbull, former county planner. (Note, the Hearings Examiner had excluded the WPA as having contributed comments on this subject.) I did eventually talk with Mr Turnbull (by phone) who said that once again the review had been postponed.

WSDOT blasted the County with a letter on September 9, 2009. They reminded the county of their obligations under the Growth Management Act. They cited the Noise and Safety Concerns and they elevated their concerns over the “Preliminary Storm Drainage Report” . . . can you spell “bird strikes”? The next week Carter Timmerman, Craig Johnson, John Townsley, I and at least 30 pilots showed up at the County Offices to testify against the proposed development.

So where was the City of Cle Elum in all of this? Carol Soumi, Seattle Airports District Office Manager was asking the same question. You see, the City of Cle Elum wanted to have its cake and eat it too. They have been working a side deal with the same developer to acquire other land next to the airport. The FAA discovered the city’s milk toast letter to the county (sent last year) that did not oppose the Airport Heights Development. Mr. Hall, City Administrator, mentioned the letter to me but would never send me a copy. So the FAA took it to the next level. We owe Carol Soumi a big Thank You!   

The City of Cle Elum sent their Economic Development Representative to the September Meeting. He had only one sentence,” The City of Cle Elum is opposed to the development”. He then left the building.

The real question for the City of Cle Elum . . . Are you truly ready with your attorneys in hand to defend your newly discovered position? Should the hearings examiner rule in the County’s favor . . . and the County Commissioners approve the rezone there is another level of appeal? And I do believe the City has a legal obligation to file an action . . . and more than one source says they would prevail! It is critical that everyone understand the City has a serious liability here! If they don’t protect the Cle Elum airport then throw the bums out!

Just in case you are not sure who is up for elections this year note the following . . .

Arthur Scott                12/31/2009
Mickey Holz               12/31/2009
Ron Spears                 12/31/2009
Warren Perry              12/31/2009

Give the City Administrator, Mayor and Council a little encouragement . . . make it easy for them to do the right thing.

Gregg Hall, City Administrator
greggh@cityofcleelum.com
(509) 674-2262 ext. 101

City of Cle Elum
119 West First Street
Cle Elum, WA 98922

http://www.cityofcleelum.com/

NKC Tribune (newspaper) 221 Pennsylvania Ave., Cle Elum, WA 98922 (509) 674-2511

http://www.nkctribune.com/index.html

Termination of Satellite Monitoring of 121.5 MHz ELT's. - ARE YOU READY? Notice Number: NOTC1518 Termination of satellite monitoring of 121.5 MHz ELTs will happen in under a month.  Are you ready? On 1 February 2009, the International Cospas-Sarsat [1] [1] Organization (U.S. included) will terminate processing of distress signals emitted by 121.5 MHz Emergency Locator Transmitters (ELTs). Pilots flying aircraft equipped with 121.5 MHz ELTs after that date will have to depend on pilots of over flying aircraft and or ground stations monitoring 121.5 to hear and report distress alert signals, transmitted from a possible crash site. Protect each other… Currently only 12-15% of the registered aircraft in the United States are flying with 406 MHz ELTs.  This means that there is at least an 85% chance that an aircraft in an accident will only transmit a 121.5 MHz signal, thus remaining silent to the satellites.  It will be up to other pilots monitoring the 121.5 MHz frequency in the cockpit to alert Search and Rescue authorities to accidents involving 121.5.  When you fly, look out for your fellow pilots and when possible monitor 121.5 MHz.  If a 121.5 MHz ELT is heard on guard, report to the nearest air traffic control tower, the time and location of when you first detect the ELT, when it is the loudest and when it drops off your radio.  Listening and reporting may well be the difference that saves a life.   Protect yourself… Cospas-Sarsat System (U.S. included) has been and will continue processing emergency signals transmitted by 406 MHz ELTs. These 5 Watt digital beacons transmit a much stronger signal, are more accurate, verifiable and traceable to the registered beacon owner (406 MHz ELTs must be registered by the owner in accordance with Federal Communications Commission (FCC) regulation at www.beaconregistration.noaa.gov). Registration allows the search and rescue authorities to contact the beacon owner, or his or her designated alternate by telephone to determine if a real emergency exists. Therefore, a simple telephone call often solves a 406 MHz alerts without launching costly and limited search and rescue resources, which would have to be done for a 121.5 MHz alert. For these reasons, the search and rescue community is encouraging aircraft owners to consider retrofit of 406 MHz ELTs or at a minimum, consider the purchase of a handheld 406 MHz Personal Locator Beacon (PLB) which can be carried in the cockpit while continuing to maintain a fixed 121.5 MHz ELT mounted in the aircraft’s tail.  Protect yourself and your passengers and Get the Fix… Switch to 406. Remember, after February 1, 2009, the world-wide Cospas-Sarsat satellite system will no longer process 121.5 MHz alert signals. Pilots involved in aircraft accidents in remote areas will have to depend on pilots of over flying aircraft and or ground stations to hear emergency ELT distress signals.  For further information concerning the termination of 121.5 MHz data processing visit www.sarsat.noaa.govor contact Switchto406@noaa.gov with any questions. Address SARSAT inquiries to: NOAA SARSAT NSOF. E/SP3 4231 SuitlandRoad Suitland, MD 20746 Phone: 301.817.4515 Toll free: 888.212.7283 Fax: 301.817.4565

Vista Field . . .  A bird in the hand or two in the bush
Submitted 10/31/2008
By John Dobson
WPA President

To every Kennewick city council member . . . where do you stand on the issue now? Basically you authorized the expenditure of taxpayer dollars (over $60,000) to fund a flawed study. After looking at the data, it is painfully obvious that you paid a consultant to reach a predetermined outcome. Consider for one moment that your Citizens Task Force was not open to the public. That speaks volumes about your intent. The fact that you continue to withhold public information . . . you agreed at the July workshop to release the Belt-Collins financial “matrix” . . .  is truly subject to legal examination.

The Belt-Collins study assumes that 25% of all commercial development in Benton and Franklin Counties will occur on the Vista Field property in the next 20 years. The term is “Capture Rate”. The best guess by the local real-estate experts  . . . maybe a 10% “capture rate”.

If the local experts are correct, then $59,100,000 could be spent in the next 20 years . . . not a guarantee. Is your developer, Mr. Bill Smith’s willing to write the $13,000,000 million dollar check to the Port of Kennewick today? We have reason to question his financial strength. Yet Dr Cadwell is willing to write the check for $44,544,000 over the next 10 years. See chart below;  

¨     T hangars                     34                    $2,720,000

¨     FBO                              1                       $360,000

¨     Maintenance                  1                       $600,000

¨     Executive hangars       19                    $4,104,000

¨     T hangars                     34                    $1,360,000

¨     Cadwell Labs                                      $2,100,000

¨     Mixed use                                           $33,300,000

¨     Grand Total                                       $44,544,000

The question to you on the council . . . Do you bet on Mr Smith or Dr. Carl Cadwell?

This is what your new FBO could look like . . .

The second flaw in the Belt-Collins study centers on the failure to analyze the true cost to close the airport. The JUB Study estimated the cost at $8 million. But then there is the loss of $75 to $100 million in annual revenue that would leave the Tri-Cities. Please, tell the citizens again . . . what do they get? 

Sample of mixed use development

The ball is now in your court. When you receive the application to amend the zoning how will you vote . . . what direction or mandate to you give the City Manager? Section 4 of your 1991 contract with the Port of Kennewick states;

¨     4.         Development and Zoning 

      It is agreed between the parties that the continued operation of Vista Field and commercial and industrial activities compatible therewith is a vital concern to both parties.  Both agree to seek and promote appropriate and necessary zoning, building, construction, platting and subdivision and other improvements so as to make the said Vista Field and its environs productive, harmonious and a social and economic asset for the community.

Sample of mixed use development

Your agreement with the Port of Kennewick makes no mention of closing the airport. Instead of trying to build a monument to yourself why not work with the Port of Kennewick and Dr. Cadwell and build something that the citizens will be proud of. You may not get a “town center” that you want . . . but you could get what you need. For those council members up for election this November speak now or for ever hold your peace.

Vista Field: $86 million vs. $2 Billion
Submitted 8/19/2008
By John Dobson
WPA President

On July 22^nd the City of Kennewick held a workshop to review what their consultant, Belt Collins” had to say about the “best possible use” of the land called Vista Field.

With four options on the table there were no surprises when they chose to recommend closure of the airport in order to build a “town center”. What did come into question were the financial benefits suggested by the consultant.

Dr. Carl Cadwell, Cadwell laboratories, one of the seven members of a citizen’s task force working on this issue for the City of Kennewick, reverse engineered the financial data. (Note Belt Collins had refused to share with him their economic spreadsheets). He made a presentation to the council members and suggested that the economic benefits to the citizens of Kennewick had been overstated. He documented a one time payment of $86 million. With the closure of Vista Field the loss of revenue from Cadwell Laboratories, AMIC and Pacific Cataract and Laser would be equate to $1.5 to $2 Billion dollars over the next 20 years.

One glaring observation to me is the fact that the City of Kennewick is asking the Port of Kennewick (owner of the airport) to sell 92 acres of property to a hand picked developer, Mr. Bill Smith of Bend Oregon. The city has estimated the price to be $13.5 million. The Port is then to use their proceeds to pay for the necessary infrastructure to complete the development. I am not sure I see the benefit to the Port of Kennewick.

All of that said it has become painfully obvious that the City of Kennewick has their agenda and it does not include consideration of the citizens they were elected to represent. In 1977 there was a citizen’s advisory vote on what to do with the airport. The vote was overwhelming in its support of the airport . . . . 65% in favor and 35% against. Again in 2003 the Port of Kennewick asked the same question. There were no objections to the airport. Still the City of Kennewick persists. And let me repeat the opening punch line, “$86 million vs. $2 Billion”. The city gets the 86 and the citizens give up the $2 Billion.

To the City Council . . . when will the airport advocates be allocated $60, 000 to hire a consultant to show you what your town center could look like with the airport as the centerpiece? Marjy Leggett did a great job suggesting alternatives . . . but she is not a professionally trained consultant. Also, what guarantees will we have that ten years from now Richland won’t be closed? Has anyone asked the City of Richland about constructing hangars, taxiways, etc? Why was WSDOT and CTED not involved with this study? Belt Collins has no aviation background. Aries Consultants works on Airport Master Plans. How does that qualify them to be economic experts on airports?

The bottom line if the City of Kennewick continues to raise the specter of closing Vista Field we will have no choice but to tell our story to the public. Governments are here to serve. Eventually the federal monies brought into the area for Hanford will dry up. What is the City of Kennewick doing to prepare for that eventuality? Building monuments to itself will not put food on the table of the citizens. Adding a new Burger King, Victoria’s Secret, residential condos walking paths, etc will not bring long term white collar jobs to a community. And chasing away known manufacturing companies . . . this is truly unbelievable.

Membership Benefits Program is Taking Off
Submitted 4/11/2008
By Les Flue
WPA Director-at-Large

Since our introduction of the Membership Benefits Program at the Pacific Northwest Aviation Conference, we have had resounding responses from many businesses around the Pacific Northwest.

After the conference, we sent out an email to 25 businesses that were at the show, after having talked to them already.  Everybody we talk to has expressed resounding support of our program.

The next time you fly; please give these partners “the business”.

The following businesses have already signed up:

Business and Contact	Location	Type of Benefit Offered
McCormick Air Center Teresa Hart 509-248-1680 http://www.mccormickaircenter.com/	KYKM	·         .25 (cent) per gallon discount on fuel ·         10% Discount on VFR/IFR Certification 10% Discount on I-COM and Garmin  Handheld Radio and GPS
McAllister Museum Roberta Dela Houssaye 509-457-4933 Call to arrange http://mcallistermuseum.org/	KYKM	·         .10 (cent) per gallon discount on fuel
AC Propeller Service Mike Worden 206-762-1225 http://www.acpropeller.com/	KBFI	·         10% discount on Propeller and Governor overhauls, repairs, and sales
Barnstormers Restaurant	KYKM	·         10% Discount on food
Northwest Aviation Center Dave Wheeler 425-438-0596 http://www.nwac.aero/	KPAE	·         $75.00 (regularly $90.00) discounted price towards a Flight Review; one hour instructor flight time and one hour ground time.

Tsuniah Lake Lodge Eric Brebner 250-392-5612 Brebner@shaw.ca	British Columbia, Canada	·         10% discount on lodging
Lustick Law Firm 222 Grand Avenue Suite A Bellingham, WA 98225 360-685-4221 jeff@lustick.com	KBLI	·         15% discount on our rates and fees to any current WPA member, and 20% off to members for wills, powers of attorney, and living wills.  Also, on FAA airman suspension or revocation issues, we can arrange to fly to the client for an at-airport consultation, or if the client is flying to my office for any reason, we will provide free transport to/from KBLI.

Seattle Avionics Software, Inc. Call for software purchase discounts shown in the table at right. Alan Negrin 425-806-0249 Download the Voyager 4.0 flight planning software at ftp://downloads.seattleavionics.com/VoyagerSetup.exe   www.seattleavionics.com	MSRP Current WPA List/Retail Website Member Product Price Price Price       VFR Preflight Bundle  $        229  $        199  $        149 IFR Preflight Bundle  $        429  $        349  $        249 EFB Bundle  $        599  $        499  $        349 Any individual module (below)  $        199  $        149  $          99 Smart Plan Express       Smart Plan Premier       SmartPlates       GlassView       XM (Software Only)
Pilot Training Mike Shiflett www.pilottraining.com	Web Benefit	·         We will offer a 10% discount to WPA members.  Go to http://www.pilottraining.com and use coupon code wpa (all lower case).

More are coming in and we will be posting the updates to our web site soon.

Use your Membership Card to Participate

To take advantage of the Membership Benefits Program, you must be a current, paid up member of the WPA.  Simply contact the Business Partner, show them your WPA membership card (you can obtain your membership card by signing onto the WPA membership program and printing your copy from there), and mention that you would like to use the Membership Benefits Program.

When you do use the program, we would love to hear from you.  How was your experience?  Simply send an email to Les Flue at les@lesflue.com with your PIREP.  Make sure that you put “Membership Benefit PIREP” in the subject line.

If you would like to recommend a business from your area to become a partner, simply send an email to Les Flue (les@lesflue.com) with your recommendation. Or, print out the accompanying application and introductory letter and have them forward their information as instructed.

Let’s all go out and fly; sign up Business Partners; and Give ‘Em the Business!

Harvey Field (S43) Endangered Species!
(Immediate Action Required)
Submitted 7/27/2007
By John Dobson
WPA State President

An inaccurate and capricious density fringe designation authorized by the Snohomish County Council has placed Harvey Airfield and the surrounding Urban Growth Area on the endangered species list. If the current designation is allowed to stand, all future development on the airport will cease. If fact the current zoning calls into question the right for S43 to exist. The issues at hand are complicated but the resolution is simple. The Snohomish County Council must complete the flood plain remapping to correct their error! And we need everyone’s efforts to convince them!  

The battle for Harvey Field is about politics, personalities, old family rivalries, environmental issues, property rights, farmers and people who just don’t like airplanes. It is about a County Council that takes pride for the economics of Paine Field, yet is loath to understand the pending disaster should the growth of Harvey Field be restricted. It is about a Planning Department that has allowed its personal beliefs to become part of the decision making process. And it’s about dead fish.

I apologize for that last remark . . . I do consider myself to be sensitive to the environment. The current wrangling over the airport has to do with its physical proximity to a flood plain. The terms to consider are “Floodway Fringe” that allows for airfield and industrial development and “Density Fringe” which is an agricultural designation, restricts development and prohibits industrial use. As I understand the problem, after the new Density Fringe designation for the airport was imposed the County discovered that “revisions to the flood plain maps . . . would be required”. The County Council directed staff to submit to FEMA, the Federal Emergency Management Agency, in September of 2005 a remapping request. It is called a Conditional Letter of Map Revision (CLOMR).

FEMA was sued by and lost to the National Wildlife Federation and the Public Employees for Environmental Responsibility. Now, to return the Airport and UGA industrial area to the previous designation consideration must be given to the fish habitat. Will the proposed changes cause the loss (or take) of a listed species? It is called a Biological Assessment (BA). The County Council directed Planning and Development Services (PDS) to prepare a new Conditional Letter of Map Revision (CLOMR) using hydraulic simulations formulated under Alternative #5 in late 2005. (Yes, there were 4 previous considerations). The preliminary estimate of cost according to Mr. Craig Ladiser, PDS Director, in a memo dated April 26, 2007 was a range from $110,000 to $200,000.

And this is where the process takes on a political life of its own. I received a call from Mr. Ladiser, PDS Director, on Thursday, July 26^th, 2007. He told me that he now estimates the cost of this project may well reach $500,000. That is a 5 fold increase in just 90 days. He stated that he does not believe that the County should assume such a financial burden for a privately owned airport. (Note, the County has made inquiries to the FAA regarding funding availability for the purchase of Harvey Field). Mr. Ladiser also suggested that a vote by the Snohomish “City” Council requesting that the County discontinue further funding the . . . CLOMR is somehow relevant. (Harvey Field is located in Snohomish County, not the City of Snohomish).When I suggested to Mr. Ladiser Harvey Field might become a Federal entity, he said, “Good then they can pay for it”.

In the third paragraph above I stated that, “revisions to the development criteria . . . would be required”. There is an interesting side note to all of this that remains unanswered. The County had the authority not to apply Density Fringe to the Harvey Airfield (i.e. the South Snohomish UGA) landowners. Who takes the ultimate responsibility for creating this problem in the first place? It could have been a simple oversight . . . a mistake. Regardless, the County Council in September 2005 directed PDS to fix this problem.

The Snohomish County PDS did draft sometime in 2006 a Biological Assessment asking FEMA for technical assistance. Recall this is about the “take” (dead fish) that might result should S43 wish to add the FAA suggested safety overrun areas to its runway. The response came from Mr. Mark G. Eberlein, FEMA Regional Environmental Officer, on February 21, 2007. He states, “In general, the document (submitted by the County PDS) conflicts between having some effect and having no effect”. In other words the documentation in the County’s “trial balloon” was not well researched. So here we are years after the County Council directed PDS to do its job and now we have uproar from the community activists.

And that is when I ask myself who are the activists, the Stewards of the Land and how they came to be. They are a professional looking well funded media campaign against the airport. Their brochures contain several inaccuracies including a picture of flooded property that is not even part of the airport master plan. They claim that the airport wants to expand when in reality the runway length will be shortened. But what I find most disturbing are the photographs and statements associated with our elected officials siding with this special interest group. They are Aaron Reardon, Snohomish County Executive, John Lovick, WA State Representative, Steve Hobbs, WA State Senator, Hans Dunshee, WA State Representative and Rick Bart, Snohomish County Sheriff.

Paine Field is about to explode into the next Boeing Field. As with BFI, the growth of corporate aircraft and the soon to come commercial passenger service will force many to seek alternate airports . . . for operations and storage. The Washington Pilots Association supports the growth and excitement surrounding Paine Field. But, unless the Snohomish County Council is willing to develop a new “from scratch” airport we expect a renewed effort to allow Harvey Airfield to complete and implement its master plan. This is about the future of airports, the next 30 years of growth and what is best for our transportation system.

The following names and email addresses are those responsible for correcting this problem. If you do not want to lose another airport please send them your thoughts.

District 1         John Koster     John.Koster@co.snohomish.wa.us
District 2         Kirke Sievers   Kirke.Sievers@co.snohomish.wa.us
District 3         Gary Nelson    Gary.Nelson@co.snohomish.wa.us
District 4         Dave Gossett  Dave.Gossett@co.snohomish.wa.us
District 5         Dave Somers   Dave.Somers@co.snohomish.wa.us

Harvey Field is an essential public facility protected by State Law under the Growth Management Act (GMA) and by Snohomish County Airport Compatibility Ordinance No 04-125. It is one of five airports within Puget Sound designated as a reliever airport for Seattle-Tacoma International Airport. WSDOT projects a 44% growth in General Aviation Activity over the next 30 years.

For those WPA members on the eastside consider the impact if Spokane City-County Council voted to close Felts Field (SFF). Where would your 345 aircraft go? What airport would absorb the 61,900 annual operations? How would your community deal with the loss of 250 jobs and $16,477,517 in Annual Economic Activity? Harvey Field has 333 aircraft and 139,160 annual operations and represents 446 jobs and $22,274,447 in Annual Economic Activity. Paine Field has 615 aircraft, 149,220 operations with 905 jobs and $68,776,914 in Annual Economic Activity (excludes Boeing Aircraft Co.). Source of economic data is WSDOT and the based aircraft and operations date is produced by Aeronautical Information Services, 5110 Airport Master Records and Reports.

User Fees = Tax Cut for Airlines
Submitted 7/27/2007
By John Dobson
WPA State President

Have you ever watched the TV program “Myth Busters”? Some not so gifted idiot claims to be able to launch themselves into space by attaching 10,000 bottle rockets to a lawn chair. They can sit down, ignite that mess and . . . Dumb as this may sound to the pilot community, there are a number of laypeople who find this plausible. And when a slick ad campaign comes along, backed by an Airline Industry flush with cash touting, “User Fees will reduce air traffic delays by making small jets and propeller driven airplanes pay more” our jaws drop and we ask who in Gods name could believe such drivel?

Unfortunately, the average citizen who travels on Airlines has no clue about General Aviation (GA). So we find ourselves in the fight of our lives attempting to overcome a public relations blitz fraught with heresy (a half truth is still a lie).  We don’t have the airlines access to media or money . . . but we do have facts and pilot power on our side. And every pilot on this planet has an obligation to contact every House and Senate Representative (State and Federal) and bust this myth.

The GAO (Government Accounting Office) on May 29, 2007 was asked by The Honorable Mark Udall to respond to several questions regarding User Fees, specifically, “What would be the effect, if any, on the NextGen (Next Generation for Modernization of the Air Traffic Control System) budget if Congress does not enact the Administration’s proposed aviation financing package . . . (and) leaves the current ticket and fuel taxes in place?” Gerald L. Dillingham, Ph.D., Director Physical Infrastructure Issues responded, “. . . through 2016 the Airport and Airway Trust Fund can support about $19 Billion in additional spending over the baseline FAA spending levels . . .” Bottom line the current system works and works very well!

So why is the assault by the airlines on GA? We know too well the level of service offered by a hub and spoke system is not efficient for the passenger. However, it does control the expenses for the airlines . . . what a concept. According to John Newhouse’s book Boeing Versus Airbus, it is all about the money. Consider an airline industry under intense competitive pressure from deregulation. Overextended by expanded routs and bloated fleets the airlines turned to draconian reorganization planes. By reducing service and cutting routs they finally showed a 2.6 Billion dollar profit in 2006.

The loss of service to our communities goes far beyond airlines wanting to be more profitable. It is all about greed . . . and in this case “greed is NOT in the public good”. Between February 2000 and February 2007 the airlines cut service to 349 airports nationwide. According to WSDOT 76% of all airports nationwide lost commercial passenger service. Of the “small” airports in the US 68% lost service. Of the “non-hub” airports (360) 76% lost service. Service to cities in Washington State (excluding SeaTac) declined by 53%. And the airlines continue to promote “their “inefficient hub and spoke system while decimating our ability to travel from smaller “community” airports and on our schedule!

The airlines have deployed a massive misdirection strategy. Instead of taking responsibility for their actions the airlines have elected to vilify General Aviation as the problem with “flight delays” and “overcrowded sky’s. They are trying to fool the American Public into believing that flight delays, lost luggage, cancelled flights, endless hours on ramps, and the need to change planes three times to get to your destination are somehow related to small jets and propeller driven airplanes. US News and World Report said that 40% of their flight delays were caused by weather. Other factors were late-arriving aircraft, maintenance and crew problems, and flight coordination at airports. Fact, 85% of all takeoff and landings by passenger airlines are in and out of 45 airports. How can all the problems with service be caused by GA. We don’t use those hub airports but for less than 3% of the time?

General Aviation will increase 44% over the next twenty years is because of our versatility. Because the hub airports are clogged with the airlines we land where we need to go, not where the airlines tell us to go. Our fuel taxes support approximately 20,000 airports and heliports nationwide. Airlines serve less than 3% of these airports. The airlines also require massive infrastructure, including low-visibility taxi lights, precision approach monitor radar, low level wind sheer alert systems, snow removal, and huge ramps, taxiways, runways, and parking areas. And please remember the air traffic control system was designed for the airlines.

General Aviation supports 166 million passengers per year flying in small adaptable aircraft. With some 211,000 airplanes in the GA fleet we are the largest “airline”. In fact we fly more passengers than American, United and Northwest Airlines combined. We fly from small rural and local airports, tens of thousands of cancer patients, burn victims, and sick and injured children “free” to world class medical centers. We provide disaster relief to small and large communities. We delivered medical supplies, water and food to hurricane Katrina victim’s long before the airlines returned to service. We provide all manner of agricultural applications in addition to business and personal travel. And don’t forget that every time you see the local weather forecast, that system was developed to serve America’s pilots.

The devil is in the details. The current system has GA paying 19.4 cents for every gallon of fuel and the airlines are paying only 4.3 cents. The Airlines want GA to pay 70.1 cents per gallon and they want to pay nothing. Also, buried in this funding debate are proposals to charge pilots for flying into Class B airspace, and to 215 airports deemed busy enough to warrant landing fees. Ask your local and state politicians why the airlines do not pay their fair share to begin with? Then ask why there are NO increases in fees to the Airlines to fund a system that primarily supports them? Is this just another way the airlines can eliminate competition?

If the proposed User Fees become law this has to the biggest tax cut in airline history? A tax break this massive has to be a benefit the consumers, right? And we all know that the airlines will pass the savings onto the consumer by cutting ticket prices . . . right? Sure, and I have handful of bottle rockets for you.

WPA is Involved in the Fight Against User Fees!

On April 9, 2007, John Dobson, WPA Member-at-Large and candidate for State President, and Colleen Turner, WPA Communications Director, visited Congressman David Reichert (8^th District) at his district office in Mercer Island to voice WPA’s opposition to the Next Generation Air Transportation System Financing Act of 2007.    During our brief meeting, Congressman Reichert listened intently, asked probing questions and seemed determined to become more informed about the subject.  He stated that it wasn’t enough for us to state our opposition to the FAA’s funding proposal with a list of reasons regarding why we oppose it; he emphasized that we must also propose an alternative solution.  To that end, Congressman Reichert is interested in working with WPA to develop a counterproposal to the Next Generation Air Transportation System Financing Act of 2007 and will put us in contact with his Legislative Director, Chris Miller.

In addition to the meeting on April 9, Colleen Turner wrote the following letter on behalf of WPA to Congressman David Reichert and Senator Maria Cantwell.  Congressman Reichert is a member of the House Transportation and Infrastructure Committee and Senator Maria Cantwell is a member of the Senate Commerce Committee.  Both of these Committees have jurisdiction over the FAA.  WPA urges all of you to write your legislators to let them know how you feel.

Washington Senators

Senator Maria Cantwell
511 Dirksen Senate Office Building
Washington DC  20510
202-224-3441
Web Form:  cantwell.senate.gov/contact/index.html

Senator Patty Murray
173 Russell Senate Office Building
Washington DC  20510
202-224-2621
Web Form: murray.senate.gov/email/index.cfm
 

To find out who your Representative is, click here.

The Washington Pilots Association has over 1,000 members and has been working on behalf of general aviation in Washington since 1960.   Our members fly for business, recreation and on behalf of charitable organizations like Angel Flight West and public service organizations like the Washington Air Search and Rescue and the Civil Air Patrol.  Like most private pilots throughout the nation, most of us are not wealthy and work hard to enjoy our privilege to fly.

In the Next Generation Air Transportation System Financing Act of 2007, the FAA is proposing a whopping increase in the tax on aviation gasoline from 19.4 cents per gallon to 70.1 cents per gallon.   This extraordinary increase will force many of our members to cut back on their flying hours to the point where it could negatively impact their businesses and make it impossible for them to get involved in charitable or public service activities which greatly benefit their communities; some might even stop flying altogether.

General Aviation, which includes all flying except for military and scheduled airline operations, makes up more than one percent of the U.S. GDP.  As a result, General Aviation employs more than 1.3 million Americans in highly-skilled jobs.  Just imagine how a 360 percent increase in the aviation gasoline tax will negatively affect our economy!

The FAA is also proposing a shift from taxes on airline passengers to air traffic control user fees for the airlines and for general aviation operations in the airspace around the nation’s large hub airports.  User fees are a bad idea because the authority to set user fees and spend money for air traffic control would rest with the FAA and the airline-dominated Air Transportation System Advisory Board, which would effectively sidestep the congressional budget process and eliminate congressional oversight of the nation’s air transportation system.

The FAA claims that the changes are needed because the current financing system is broken and won’t generate the funds needed to modernize the air traffic control system.  However, based on projections using Office of Management and Budget data, the modernization of the air traffic control system can be funded using the existing system of aviation taxes.   The Department of Transportation’s own projections show the current funding system would generate more than $20 billion through 2012 for FAA capital expenditures including transformation of the air traffic control system and airport infrastructure improvements.

The current financing system is not broken.  It has reliably served the needs of the FAA for 40 years and has funded the safest, most vibrant and robust air transportation system in the world.  

If you want the general aviation community to continue to thrive and believe that the FAA needs the checks and balances of the U.S. Congress for management and budget oversight, the Washington Pilots Association urges you to oppose the Next Generation Air Transportation System Financing Act of 2007. 

Will you work with us, the Aircraft Owners and Pilots Association (AOPA), and others in the general aviation community to develop a reasonable and balanced plan for financing the FAA and modernizing the air traffic control system?  The entire general aviation community is counting on your support.

Respectfully,

Colleen Turner
Communications Director
Washington Pilots Association

WPA Members Running in WPA State Elections

WPA State Elections

The State offices which are up for re-election in 2007 are: President, Vice President West, Communications Director, Legislative Director and Director at Large. The following WPA members have stepped up to the plate and are running for State office.

John Dobson
President

Some of you know me . . . many of you do not. For those whom I have yet to meet please understand four things:
      1.                  I am passionate about aviation!
      2.                  I am committed to reducing the volunteer workload within the Chapters!
      3.                  I am committed to the State WPA becoming a political force.
      4.                  And I have a plan!

If you have ever chaired a committee, served on a board or been honored with the trust of your membership to serve as an officer, you know the workload. We honor our volunteers by electing them for lifelong positions. Have you ever volunteered for a “lick & stick” mailing party, put together the Chapter newsletter or written bylaws? Have you ever hosted WINGS, chaired a hangar party, taught Aviation Academy or chaired an airport open house committee? I can answer yes to each and more. I know workload and I know how to reduce it!

Think back to a time when you were young and off to grandma’s house you went for Thanksgiving dinner . . . lots of relatives and all that food. Remember how all of the parents were sitting down at the adult table while the kids sat down around the floor or if we were lucky we sat at a dressed up card table? Ever get that same feeling when officials responsible for our airspace and landing facilities make decisions without inviting us to sit at the table? Politics is a process of getting connected. First we need to identify who is in charge . . . then we need to knock on their door.

My plan begins with the creation of the WPA Management System. I am talking about a complete database with every WPA member, every FAA licensed pilot, every political representative, every airport authority and every stakeholder that touches aviation. This database will be the backbone of this organization for all accounting, membership, communications and marketing . . . at the State level and at the Chapter level. Chapters will even be able to use it as a reservation system for monthly dinner meetings. This is not a pipedream . . . the online VISA payment is operational and phase one will be on line May 1, 2007.

In terms of a political force  . . . recall in 1996 WSDOT Aviation Division sponsored a bill that required communities near airports to adopt noise and safety overlays  . . . in effect identify incompatible land use areas around our airports. The city of Shelton just granted permission to a developer to begin construction of 80 homes on the approach end of runway 23. Why did they fail to comply with the 1996 law . . . they didn’t have the time. Did you know that 40% of the communities responsible for creating such overlays are still not in compliance? Kerri S. Woehler, Aviation Planner WSDOT has agreed to meet with our new board to begin our education on Land Use Compatibility. Once we get educated we will start knocking on doors.

Speaking of knocking on doors, does everyone know John Sibold? Does everyone know Mary Margaret Haugen? They just happen to be the two most influential people in the State of Washington regarding aviation. Who is the chairperson for WAMA? Do you know what WAMA is?  What are their goals and objectives?

Do we understand our own goals and objectives? We talk about the need to advance General Aviation. But what does that really mean? Serve as an officer of any Chapter and you know that it is the social fabric within the Chapter that holds this organization together. So, what is the value of the state organization . . . what does it do to support the chapters? Sad to say, many of our state officers have never managed a chapter. I have and I will build a “sandbox” big enough for every chapter to play in!

Tom Poberezny, President of EAA, has a lot to say about knowledge and information in the April issue of Sport Aviation Magazine. “The value of knowledge and information comes not from amassing it, but from sharing it”. The more each of us knows and understands, the easier our decisions and our tasks become. We have an obligation at the state level to do that research and then pass on that knowledge to you. Think about how AOPA has approached the issue of User Fees”. Every one of us knows the impact and what we need to do to stop it. We need to itemize everything that affects GA in Washington State, do the research and focus our energies!   

One final comment; I am not seeking this office to build a legacy or stroke my ego. I traveled to Alaska in spring of 2006 to research the success behind the Alaska Airmen’s Association. In 1996 their budget and membership were on par with the WPA. Today, they are four (4) times our size. They have four full time employees including a paid director and have an annual operating budget just under $400,000. They are in control of their future. Did you know they started in 1996 with a copy of our by-laws? They truly have earned that seat at the adult dinner table. It’s time we started knocking on doors!

Dave Desmon
Vice President West 
Dave is a long-time aviation enthusiast and supporter, Commercial & Instrument Rated Pilot, and owner of a 1948 Navion, which he recently restored.  Currently employed by Boeing as an Engineer, Dave is also the C.O. of the Cascade Warbirds, and a member of the Board of Directors and past V.P. of the NW Council of Airshows.

A passionate supporter of General Aviation, Dave believes that all pilots and aviation enthusiasts need to stand united and work together to head off the current threats to GA, including User Fees, Airspace grabs, Airport encroachment and closings, ill-advised calls to ban various segments of GA by sensationalizing politicians and media personnel, and onerous over-regulation.  And by the way, aviation ought to be fun.

A published aviation writer and photographer and former U.S. Naval Officer, some of Dave's other aviation affiliations include:
AOPA
EAA
WPA
Vintage Aircraft Association
Puget Sound Antique Aircraft Association
Warbirds of America
Bremerton Pilots Association
American Navion Society
NW Navioneers

Colleen Turner
Communications Director
Colleen initially joined WPA in November 2005 after moving to Washington from sunny California.  While in California, she served as Secretary of the California Pilots Association and President of the San Carlos Airport Pilots Association.  She was also a member of the South Lake Tahoe Pilots Association.

In February 2006, Colleen was elected WPA’s Communications Director.  During the last year, she revitalized the WPA Web site (http://www.wpaflys.org) and continually keeps it updated.   She has recently taken on the responsibility of editing WPA Wings.  Colleen is also Vice President of WPA’s Greater Seattle Chapter and runs the annual WPA Toys for Tots Campaign, which involves the Greater Seattle, Green River, Paine Field and Harvey Field WPA Chapters.

With the development of a new WPA Web-based membership database and integrated management system, Colleen hopes to more frequently communicate via email with the membership.  When an airport is under threat, you will be receiving a call to action from Colleen!

In addition to her involvement with WPA, Colleen is the AOPA Airport Support Network volunteer for Renton Municipal Airport and is a member of the Renton Airport Advisory Committee.  She is a member of the Greater Seattle Chapter of the Ninety-Nines and the Washington Chapter of Women in Aviation.

Colleen has a private pilot certificate with an instrument rating and currently flies a Diamond DA-40.

Les Flue
Director-at-Large
Intro/Background

Les Flue is seeking election to the position of Functional Director at Large position.

Education

Les is a 1995 graduate of City University with a Bachelor of Science Degree in Management.  He is a licensed pilot with an Instrument rating.

Experience

Les has been a member of the WPA since 2003.  He currently serves as the Secretary to the WPA board and is an at-large member of the board for the Yakima Chapter of the WPA.  He is serving as the Yakima County representative to the Airport Board for the Yakima Air Terminal.  He served as a fire chief in Pierce County for 14 years and has served on the board for the Parkland-Spanaway Chamber of Commerce.  He is currently employed as the Vice-President of Products for a computer software company in Yakima where he manages product development and design, directs sales and marketing activities, and architects software solutions for clients.

Statement

The future for Aviation is both bright and challenging.  Nationally, aviation business is growing and the introduction of the new Sport Pilot License is contributing to a bright future.  At the same time, General Aviation is under attack, and we must remain ever vigilant.  Aviation is a catalyst for economic growth. It is an integral part of our economy, generating millions of jobs, and (nationally) represents 1 percent of the GDP.

The Washington State WPA must step up its efforts to advocate for the state-wide interests of General Aviation.   It is my passion to help promote General Aviation and to be a part of Aviation growth in the State of Washington.

I look forward to putting my blend of knowledge and experience into practice with the Washington Pilots Association Board.  I can be reached at 509-952-2376 at any time.  Thank you for your consideration.

John Townsley
Legislative Director

I am a long time member of the Okanogan and Ferry County Chapter of the Washington Pilots Association where I've held every job in the chapter.  I'm currently the Chapter Secretary and will continue in that position if I’m elected as Legislative Director.  In addition to my chapter office, I have served on the WPA Board of Directors as the Legislative Director since 2005. 

I'm not "running" for Legislative Director, rather I've been nominated and am willing to serve.  I believe the Washington Pilots Association can and should be active in shaping State aviation policy.  Given that I live several hours from Olympia, I am willing to defer to a WPA member who lives closer to the State Capitol and who can regularly meet with legislators on issues that may affect our interests as pilots and aircraft owners. 

There are several important initiatives at the State and Federal levels that demand our attention.  Anyone who reads email, visits any aviation blog or website, or who gets any aviation 'zine knows about the battle over the President's proposed new User Fees and enormous fuel tax hikes.  We in the Washington Pilots Association have a strong interest in retaining the current funding formula based on fuel taxes and general fund appropriations.  Whether we live in the Puget Sound or in rural eastern Washington, user fees would significantly impact the affordability of our flying. 

Whether we fly for business in a corporate jet, fly freight, are an ag operator flying an Agcat, fly air taxi under Part 135, or just do that weekend trip to a summer fly-in, fuel tax increases of 366% will hit us hard.  Add the user fees for flight following, weather briefings, etc. and the implications for general aviation in Washington are chilling. 

Fortunately, Washington is well represented on the House and Senate Aviation committees in Congress.  In the House, we have Representatives Rick Larsen and David Reichert, while in the Senate we have Senator Cantwell.  It is very important for every member of the Washington Pilots Association to contact Senator Cantwell, and for members who reside in congressional districts served by Larsen and Reichert to write and  urge them to reject the Bush proposals for user fees and enormous fuel tax hikes.

The Washington Aviation Division is in the midst of Phase 2 of a three phase process called the Long-Term Air Transportation Study (LATS).  The purpose of LATS is to assess existing aviation infrastructure and determine trends for the next 20 years.  LATS Phases 1 and 2 involve data collection and outreach to users of airports, pilots, and the general public.  Phase 1 was completed last year and Phase 2 will be finished in 2007.  Phase 3 will begin this fall, and will be completed by 2009.  A ten person Aviation Planning Council will be appointed by the Governor.   The Council will take data accumulated in phases 1 and 2 and conduct hearings around the State and develop recommendations for future legislation and executive action that will be presented to the Governor. 

We all agree it is a good thing to periodically assess the health of airports, determine trends, and evaluate how best to address aviation's future needs.  Unfortunately, the primary focus of the assessment is on commercial aviation.   None of the required members of the Aviation Planning Council are from general aviation user groups, smaller airports, or rural communities.  Membership is very heavily tilted toward large airports, State and Federal Agencies, and the airlines. 

It is important that the Washington Pilots Association work with the Aviation Division, the State Legislature, and other general aviation groups to educate members of the Aviation Planning Council about the importance of general aviation.  Every member of the Washington State Senate and House of Representatives has several airports in his or her district and should therefore understand that long term aviation policy should not have a "primary focus...on commercial aviation".  WAAS, Very Light Jets, and other emerging technologies will increase demand for safe, well maintained, and well dispersed aviation infrastructure throughout Washington.  I will do my part to educate my State Senators and Representatives about why GA must not be ignored and I hope each member of the Washington Pilots Association will do likewise.

From time to time I will write articles for WINGS to inform our membership of the status of LATS and other legislation that may be before the State Legislature.  During my two year term of office as Legislative Director I will work with our association president and other officers on behalf of our membership to educate and inform our legislators about the importance and value of general aviation to Washington.

WPA’s Newest Board Members

WPA’s Newest Board Members

Rebecca Desmon
Membership Director
As a farm/ranch kid in Arizona, I started flying at about age 13, in a neighbor's trusty J-3 Cub. I attended a local collegiate flight program, and later became involved with warbirds in the Phoenix area. After moving to Spokane, I gave instruction, flew pipeline and so forth, while being active in the Spokane WPA Chapter as well as the 99s. I've gotten more involved with warbirds, airshows and air racing over the years, and vintage airplanes remain a strong passion. 

I spent a year in Oregon flying for the (Lancair) Columbia folks, and I'm now living in the Seattle area with husband Dave and daughter Cole.  With almost three pilots in the house, it's a real challenge to see who gets the two front seats in the Navion! She's hangared at Paine Field, and we fly numerous airshows each summer with the Cascade Warbirds. In addition, I mentor three students at the Aviation High School near Boeing Field, and remain an active flight instructor. Just a typical pilot doing several things at once! 

Jeff Renfrow
Safety and Education Director
My beginnings in aviation started from a conversation with a friend while fishing on Lake Roosevelt in the summer of 1988.  He had been a chopper pilot in Vietnam; so, in passing, I told him of my long time fascination with flight.    He suggested that I go over to an FBO at GEG [Spokane International] and start taking lessons.  Not only that, but I should have a goal (like visiting Oshkosh someday)!

I took my first dual flight in a Beech Skipper on April 11, 1989.  I still have a hard time believing that I landed that plane back at GEG without help from the instructor. After only seven lessons I had flown with five different instructors.  I had also been trying to complete a college degree; so, I waited until I completed that goal to go back to flying.

By Sept. of 1990, the FBO at Spokane International had changed ownership with not a single Skipper in sight!  So, I went over to Felts Field and walked into ‘Kieran Aviation’ where this gruff, stocky, man was standing behind the counter.  I asked him a few questions like—How long have you been instructing?  What kind of planes do you have?  Can I fly with the same instructor throughout my ENTIRE training? –WELL!  His name was Jim Kieran and told me that he had owned the place for over 15 years and wasn’t going anyplace.  He pointed to a tall young Swedish man and said that his name was ‘TJ.’, and that he had just been hired, so he would not be going anywhere for a long time.

The next day, Sept. 20, 1990, I returned to my training in a very old Cessna 150, tail #3819J.  During that lesson TJ and I made an agreement---He would teach me to fly and I would teach him to say JULIET not YULIET!  We became good friends.  I studied with him throughout my instrument rating [moving up to a C172].  I helped as a volunteer and served on the committee for the Felts Field Air-fairs during the early 90’s, doing anything possible to make these events a success.  By this time, I had decided to continue working towards becoming a flight instructor.  I purchased a 1953 ‘D’ model Bonanza and began flying as much cross-country as possible.   This was a challenging experience, since I had chosen an aircraft that was not just a ‘time builder’; but, a “Complex-High Performance” aircraft.  

In 1994, I decided to fulfill the goal that was instilled in me back in 1988.  I went to Oshkosh . . . in my own plane…in formation with 63 OTHER BONANZAS!  WOW, THAT was arriving!  I repeated the trip the following year with 131 other Bonanzas (Barons & Debonairs).  I think that is still in the record books as the LARGEST GENERAL AVIATION FORMATION FLIGHT! 

TJ went on to work for Horizon Airlines while I continued on to become a Flight Instructor.  For me, this ‘profession’ is as good as life could ever possibly be. That is: teaching and sharing the wonderful challenge of FLIGHT!  I am currently a volunteer Aviation Safety Advisor!  This position is known as the “FAASTEAM”.  Ask me about it sometime!