AOPA Action

Meigs Saved

On January 6, the eve of an Illinois legislative session in which delegates would have again voted for a state takeover of Chicago's Meigs Field — this time with immediate effect — state and city officials announced an agreement to keep Meigs Field open for another 5 years.

Illinois Secretary of Transportation Kirk Brown credited efforts of AOPA and local "Friends of Meigs" pilots with providing the political support and public awareness to force the issue. "This agreement wouldn't have happened if it weren't for the support from AOPA and the Friends of Meigs," he told AOPA President Phil Boyer in a phone call just before the announcement by Illinois Governor Jim Edgar.

"The 'Xs' are coming off one of the most important runways in the nation," commented Boyer. "Now we can move the Meigs issue out of the political arena and fairly measure the airport's value to Chicago and the Midwest."

The formal settlement calls for the city to both operate and promote the use of Meigs for 5 years. Specifics include installation of a state-funded instrument approach and repair of runway pavement. In addition, the city will ask the FAA to operate Meigs' control tower until midnight each day instead of 10 p.m.

Both the city and state will ask the Illinois court to grant a permanent injunction enforcing the settlement. If the city defaults on the agreement during the 5-year period, the state may take immediate control of the airport. For its part, Illinois will withdraw the pending lawsuit and agree that at the end of 5 years Chicago is free to do as it wants with the airport.

Separately, Boyer called for establishment of a task force including Chicago and state officials, business leaders, and regional airport users, to submit recommendations regarding the long-term future of the airport. The task force would study the economic and environmental impacts of Meigs and examine airport financing. Recommendations would be issued in 18 months to 2 years.

"We believe that Meigs will become even more important to Chicago over the next 5 years, and that's why this agreement is good news," said Boyer. "With improvements, particularly an instrument approach, more traffic will use this convenient downtown airport. And as airline growth continues at Midway Airport, Meigs will become even more necessary as a general aviation reliever airport."

AOPA Calls for 'More Open Dialogue' With New Secretary Of Transportation Nominee

AOPA has called for an improved relationship with President Clinton's new Secretary of Transportation designate, Rodney E. Slater.

"As we address the many issues involved in FAA reform, the world's largest aviation organization hopes for a more open dialogue with the office of the secretary than we had during the President's first term," said AOPA President Phil Boyer.

Slater is currently Federal Highway Administrator and was previously chairman of the Arkansas State Highway Commission. He was also deputy to the director of the Clinton­Gore presidential transition team from 1992 to 1993.

AOPA Decries New Canyon Restrictions

AOPA has decried new airspace regulations over Grand Canyon National Park announced on December 31 by Interior Secretary Bruce Babbitt.

"What a sorry way to end 1996, with the Interior Department taking the lead on airspace regulation," said AOPA President Phil Boyer. "With Secretary Babbitt making the announcement, the message is clear that the Federal Aviation Administration's role of ensuring the safe and efficient use of our national airspace system is becoming subservient to other concerns."

The new regulations double the size of no-fly zones, restricting flight over 80 percent of the park, and force most noncommercial traffic into five narrow corridors. That compresses current air traffic into a much smaller airspace.

Boyer said that the concerns of general aviation were not considered before the regulations were issued. General aviation aircraft are used for business and personal transportation. The new restrictions impose a substantial barrier across northern Arizona for many general aviation aircraft.

While the regulations are supposed to reduce aircraft noise over the park, Boyer said that the Interior Department had never demonstrated that transient general aviation aircraft caused any significant noise problem. "It is unfair and unnecessary to impose these new regulations on pilots who are not contributing to the problem," he said.

Boyer also objected to the "creeping preemption" of the FAA's legal authority over airspace regulation. "Land managers' expertise is on the ground — they should govern what they know," said Boyer. "For both safety and economic reasons, the FAA must remain the final governing authority over the nation's airspace."

AOPA Wins Major Cost Savings As FAA 'Downsizes' Proposed Lycoming Engine AD

Following AOPA intervention, the FAA has "downsized" an extraordinarily costly proposed airworthiness directive affecting many Textron Lycoming engines with fixed-pitch propellers.

"Almost 80 percent of the Lycomings that would have been affected by the original proposal have now been excluded," said AOPA President Phil Boyer. "More than 36,000 aircraft owners have been spared the cost of a $10,000 AD." He added that compliance for most owners of the 9,800 engines still subject to the AD will be much less expensive.

The original proposal would have required initial and repetitive inspection of crankshafts in O-235, O-290, O-320, and O-360 series Lycomings with fixed-pitch propellers, and replacement within five years of all crankshafts with inner diameter corrosion pits. Nearly one quarter of the U.S. piston-powered fleet would have been affected.

The revised proposal affects only Lycoming engines of 160 horsepower or more with fixed-pitch propellers, limiting the AD to selected 320- and 360-series engines.

Under the new supplemental NPRM, an initial visual inspection for corrosion pits inside the crankshaft would be required, at a cost of about $500. If no corrosion is found, the crankshaft would need to be reinspected at 5-year intervals.

If corrosion pits are found, a fluorescent penetrant inspection (FPI) would be required, to look for cracks. Unlike the FAA's original proposal, that inspection could be accomplished by any qualified airframe or powerplant mechanic.

Cracked crankshafts would have to be replaced. Those with corrosion pits but no cracks could remain in service if reinspected at 100-hour intervals.

"The revised AD is a reasonable compromise," said Doug Macnair, AOPA's director of aviation standards. "The FAA has now documented 15 crankshaft failures caused by corrosion pits in the higher horsepower engines. This AD is limited to the engines where there is evidence of a problem."

While there have been no corrosion-induced crankshaft failures in engines under 160 horsepower, Macnair warned that corrosion pitting is still possible in those crankshafts.

Comments on the revised AD (which must be forwarded in triplicate) should be addressed to the FAA New England Region, Assistant Chief Counsel, Attention: Rules Docket No. 94-ANE-44, 12 New England Executive Park, Burlington, Massachusetts 01803. Comment deadline is April 3.

AOPA members can submit their official comments to the FAA docket by E-mail to 102475.1613@compuserve. com. Copies of the proposed AD are available on AOPA's World Wide Web page () and on AOPA Online on CompuServe (library: Active Rulemaking filename: 94ANE44.txt).

User Fees Not The Way To Fund FAA, AOPALA Tells Gore Commission

AOPA Legislative Action has told the White House (Gore) Commission on Aviation Safety and Security that new "user fees" are not the best way to fund the Federal Aviation Administration.

"If the FAA faces a future funding shortfall, the existing revenue collection mechanism — aviation excise taxes — is not the problem," AOPALA Executive Director Thomas B. Chapman told the Gore Commission on December 5. "And user fees aren't the answer."

The Clinton administration has predicted that the FAA will experience a $12 billion funding shortfall in the next 7 years and has endorsed a complicated system of direct charges to pilots and aircraft owners to raise additional revenue.

AOPALA told the commission that the administration's justification for user fees — an FAA funding shortfall — was based on seriously flawed FAA projections.

For example, the FAA assumed that its operating budget would grow at a rate two times greater than the expected rate of inflation. It also assumed that controller productivity would not improve, despite the installation of modern air traffic control equipment.

Chapman said that direct user charges would require both a large, costly bureaucracy to administer the fees and a politicized system for setting them. Congress would lose control over the FAA's budget. And user fees could create a disincentive for pilots to use FAA services, posing a threat to system safety.

AOPA Asks Members to Monitor Flight Service Telephone Access

AOPA has called for an Air Traffic Procedures Advisory Committee review of the FAA decision to cut in half the number of toll-free telephone lines to automated flight service stations.

At the same time, AOPA members are being asked to report blocked calls when trying to reach any of the AFSS facilities.

"Repeated AFSS busy signals are a detriment to safety," declared Marty Shuey, AOPA vice president for air traffic control. "With these cuts, as many as 40 percent of pilots calling on a harsh weather day may get a busy signal."

The number of toll-free 800/WX-BRIEF lines was to be reduced by about 55 percent by January 31 as part of a General Services Administration telephone contract. That contract specifies an overall call completion rate of only 96.5 percent, rather than the previous 99.5 percent, but fails to take into account the urgency of heavy call volume on bad weather days.

Shuey said that pilots should report busy signals to FAA program manager Mike Sullivan at 202/267-3061 and to AOPA Government and Technical Affairs at 301/695-2209. Reports should include the date, time, and AFSS called.

Government Accounting Office Report Echoes AOPALA View On User Fees

A General Accounting Office report has echoed AOPA Legislative Action's view on user fees, saying that fees proposed by the major scheduled airlines would "substantially increase the fees paid by low-fare and small airlines and decrease the fees paid by the seven coalition airlines."

"This reaffirms what AOPA told the Gore Commission on December 5," said Tom Chapman, senior vice president for Government and Technical Affairs, speaking for AOPA Legislative Action. "The 'Group of Seven' airlines suggest that their proposal is a more 'fair' way to fund the FAA, but in reality their goal is to make more money by shifting their tax burden to the low-cost carriers."

The December 9 GAO report endorses a study to be done by the National Civilian Aviation Review Commission, a group developed from AOPA's five-point FAA reform proposal to Congress. Among the options likely to be considered is AOPA's Linked Financing proposal, introduced into the House in September. Linked financing retains existing aviation excise taxes but adds an innovative mechanism to ensure that sufficient funds are promptly collected and spent for aviation purposes.

During the recent White House (Gore) Commission on Aviation Safety and Security hearing, Vice President Gore called Linked Financing "creative," stating that the commission would like to work closely with AOPA to "take advantage" of the association's ideas regarding FAA funding.

Super Cub Graces 1997 AOPA Membership Card

AOPA's 1997 membership card features artist Burt B. Mader's startlingly realistic portrayal of AOPA member Don LaCouture's red-and-white Piper PA-18-95 Super Cub departing the annual "Sentimental Journey" reunion at the Lock Haven, Pennsylvania, factory where Cubs were built. LaCouture, AOPA 007252 — owner of the Marlboro, Massachusetts, FBO — has been an AOPA member since November 1, 1941.

AOPA Installment Loan Program Unveiled

A new AOPA Certified program to help make aircraft ownership more affordable was unveiled in January.

The AOPA Installment Loan Program, offered through MBNA America Bank, offers members unsecured loans for virtually any purpose. "Examples might include engine overhaul, annual inspection, aircraft repair, avionics, or bill consolidation," said Andrew Horelick, AOPA senior vice president for Products and Services.

Loan amounts range from $5,000 to $25,000, with flexible payment terms from 1 to 7 years. Annual percentage rates start at 14.99 percent. Checks may be issued to creditors, companies, individuals, or the member receiving the loan.

The new financial service complements existing AOPA financial programs, including the AOPA Aircraft Financing Program, AOPA Flight Funds Loan, AOPA Line of Credit, AOPA Credit Card, and AOPA Gold Portfolio Money Market and CD Accounts.

"Your participation in this certified program helps AOPA keep dues low and GA strong," added Horelick. "A contribution is made to AOPA for every dollar financed through the AOPA Installment Loan Program — at no additional cost to you."

For information, call MBNA at 800/626-2760 and mention AOPA Priority Code FYCE.

AOPA Pilot Town Meetings Reach A Milestone: 100

AOPA President Phil Boyer held his 100th Pilot Town Meeting on December 5, 1996, for Boston-area pilots.

Since 1992, more than 23,000 pilots throughout the nation have attended Pilot Town Meetings with Boyer.

"It's one of the most rewarding parts of my job," said Boyer. "Pilots all over the country help me to keep in touch with the needs of real aviators, away from the hot-blown political rhetoric of Washington, D.C."

AOPA Pilot Town Meetings feature fast-paced presentations and large-screen video on hot general aviation issues. Boyer encourages questions, and opinions from all pilots at the meetings.

Boyer held the first AOPA Pilot Town Meeting in September 1992 in the Dallas-Fort Worth area. He has since averaged nearly 30 a year. The typical meeting attracts 250 pilots, although a 1996 Denver meeting overflowed with 550.

Pilot Town Meetings are open to all pilots, whether AOPA members or not, and are free of charge.

AOPA'S Tom Chapman Promoted To Senior Vice President for Government Affairs

AOPA Vice President and Legislative Action Executive Director Thomas B. Chapman has been named AOPA senior vice president for Government and Technical Affairs.

Chapman succeeds Steven J. Brown, a 16-year AOPA veteran who was recently named president of the National Aeronautic Association.

"Tom combines a Washington insider's expertise with a commonsense approach," said AOPA President Phil Boyer. "His demonstrated ability to make things happen in Washington will continue to serve our members well."

Chapman, previously vice president for AOPA's Washington operations, continues as executive director of AOPA Legislative Action. He began his AOPA career in 1981 in the Office of the General Counsel, and he assumed responsibility for AOPA's congressional efforts in 1988.

Chapman was a key strategist behind a renewed industry-wide campaign in the early 1990s for product liability reform, supported by aviation's consumers. The effort resulted in the General Aviation Revitalization Act and a rebirth of aircraft production and industry optimism.

He helped to develop AOPA's FAA reform proposals ultimately enacted by Congress last October. He also helped to create the new Linked Financing concept for future FAA funding, AOPA's response to calls for new FAA user fees.

An active private pilot, Chapman says that his knowledge of flying, combined with his legal training, improves his ability to communicate the importance and benefits of general aviation to elected officials.

1997 Karant Journalism Deadline Set

Nominees for the 1997 AOPA Max Karant Excellence in Aviation Journalism awards will be accepted through April 15.

Four $1,000 awards are being offered for the best of print, radio, and television program-length and television news or short feature categories. Only working nontrade (nonaviation) journalists are eligible.

The awards, recognizing fair and insightful coverage of general aviation, are named for longtime AOPA Pilot editor and general aviation proponent Max Karant. Awards will be presented during AOPA Expo '97 in Orlando, Florida, in October.

Eligible entries published or broadcast between January 1, 1996, and December 31, 1996, will be judged by an independent judging panel.

"AOPA members who see outstanding examples of aviation journalism in their communities should encourage the journalist to enter the competition," said Drew Steketee, senior vice president for Communications. "It's a solid way to preserve a good image for general aviation."

There is no entry fee. For further information, write Patricia L. Rishel at AOPA, 421 Aviation Way, Frederick, Maryland 21701-4798; telephone 301/695-2157.

AOPA Air Safety Foundation To Launch 1997 Silent Auction on the World Wide Web

Starting February 1, the AOPA Air Safety Foundation will make its popular silent auction available on the World Wide Web. Auction proceeds help to fund ASF programs to improve aviation safety.

Categories of auction items are expected to include aviation equipment and training, clothing, FBO services, fine art, sports tickets, vacations, and cruises, among others. Minimum values will range from $25 to $8,000.

"Auction items vary from artistic and entertaining to useful in the cockpit," said Air Safety Foundation Executive Director Bruce Landsberg. "It gives pilots of all incomes a chance to bid on something that interests them. And each winning bid contributes to the cause of aviation safety."

The auction was available last year on AOPA Online on CompuServe and brought more than 300 bids on 45 contributed items valued at more than $30,000. In previous years, the auction ran one day only at the AOPA Expo annual convention.

The ASF silent auction on the Web will continue on a rolling basis through November 30. New items will be added regularly, and bidding periods will range from 1 to 6 months, depending on the item.

Tomahawk's Reputation Not Entirely Deserved, ASF Reports in New Review

The "aggressive" spin reputation of the Piper PA-38 Tomahawk has more to do with pilots than the airplane, according to the latest type-specific safety review produced by the AOPA Air Safety Foundation.

"In the 1970s, Piper surveyed 4,000 flight instructors about what they wanted in a trainer, and they asked that it be easy to spin," said ASF Executive Director Bruce Landsberg. "So Piper built the Tomahawk that way. Pilots who don't understand the design can be unpleasantly surprised."

The 162-page review of the Piper Tomahawk, funded by a grant from the Conrad N. Hilton Foundation, includes summary statistical data and 74 individual accident reports, a training outline for pilots and instructors, and aircraft reports from AOPA Pilot magazine.

The study confirms industry suspicions of an unusually high Tomahawk stall/spin accident rate, nearly double that of comparable training aircraft such as the Cessna 150/152, Beech Skipper, and Grumman AA-1. The ASF report shows that many of these stall/spin accidents occurred at low altitude — in many cases too low to recover, regardless of aircraft type or stall/spin characteristics.

"Nose down elevator, opposite rudder, and neutral ailerons may first speed up a Tomahawk spin, causing pilots to panic," observed Landsberg. "Experimenting with the wrong control inputs will delay or stop recovery."

Despite that, the report refutes the widely held belief that the Tomahawk is dangerous overall. Its total accident rate is only slightly higher than comparison aircraft, with 7.4 accidents per 100,000 flight hours compared to 6.8 for similar aircraft. The type suffered slightly more takeoff and landing accidents than comparison aircraft, but fewer accidents during cruise.

The report also revealed a distinct Tomahawk training advantage for career pilots. "Instructors interviewed tell us that pilots who learn to fly in the Tomahawk have fewer problems transitioning to larger and higher-performance single-engine airplanes," noted Landsberg.

ASF's review of the PA-38 Tomahawk joins previous safety reviews on the Beech Bonanza/Debonair, Beech Baron, Cessna 172, Cessna 182, Cessna 210/T210, Cessna P210, Mooney M20, Piper Cherokee/Arrow, and Piper Malibu/Mirage.

All ASF safety reviews are available from Sporty's Pilot Shop, telephone 800/SPORTYS (800/776-7897), for $22.95 each.

ASF Launches Information Campaign on Nontowered Airport Operations

The AOPA Air Safety Foundation is distributing a poster to more than 5,000 FBOs and flight schools as part of a pilot information campaign on operations at nontowered airports.

"Nontowered airports are safe, with literally thousands of accident-free operations every day," said ASF Executive Director Bruce Landsberg. "But the recent fatal accident in Quincy, Illinois, reminds us that pilots should redouble their vigilance when operating in this environment." The FAA requested ASF's help in reinforcing pilot education.

In addition to the poster, the Foundation is publishing a "Safety Advisor" booklet on nontowered airport operations, providing more information at Flight Instructor Refresher Clinics, as well as publishing the ASF pamphlet "Pilot Operations at Nontowered Airports" and other safety articles on AOPA Online on the Internet.