Airport Manager

    Welcome to the Airport Managers Blog, the exciting look into the life of an Airport Manager. Although the blog is primarily about life as an Airport Manager, detailing things about airport life, transportation, and government regulations that affect everyone there will be posts about my life, the things I do in my free time and the things I am interested in. Please feel free to comment on my posts as I’m always open to learning about your view points and what you are interested in.

Other Info

I hope you enjoy my blog and if you have any questions, comments, or just want to chat, please feel free to contact me at erick underscore dahl at hotmail dot com.

Welcome to the Airport Managers Blog!

The Notice to Airmen (NOTAM) has been around for a long time and is commonly used to distribute information about an airport or airway facility to the general pilot population.

There arecurrently three main types of NOTAMs. Notam-L, Notam-D, and Notam-FSD. Notam-L is used to inform pilots about events on an airport that do not affected the pilots ability to land at the airport. For example, if a taxiway is closed it would be listed as a NOTAM-L. Notam-D's are notams that do affect a pilots ability to land at the airport, for example if a runway is closed. Notam-FSD's are notams entered into the notam system by the flight service station and include items like the ILS out of service, a tower not lighted, etc.

The entire Flight Service System is undergoing a complete overhaul currently by the Lockheed Corporation and some of the service you have grown to know and love will may longer exist, but first how did a private corporation gain control over a government service.

a few years ago the FAA wanted to limit the cost incured by the Flight Service System and started consolidating many of the flight service stations. This worked in saving some costs but there was still many costs that the FAA felt where unnessary. Then not too long ago the FAA asked some business directly invovled in aviation or aviation weather to submit to them proposals on how the FSS could be privatized.

Without going into if this was a wise move, Lockheed won the contract over compaies that have done flight planning in the past or do it now. some of the compeditors where Jepasen and Duat to name a few. Lockheeds proposal was to keep only 16 (i think) FSS closing the rest. In their initial proposal Lockheed only accounted for NOTAMS which would close down ILS or airway equipment.

The big problem is they would not do NOTAM-D or NOTAM-Ls anymore. As time past they received pressure to change their ways, but we still need to know from Lockheed if they plan to report any notam other than Airway Notams.

posted by AirportManager on Monday, November 14, 2005 | 0 Comments | Links to this post

The American Association of Airport Executives

It was in 2002 that I received my Certified Membership into the
American Association of Airport Executives. It meant taking what seemed like a million question test about what I knew about airports, their operation, their accounting, and their history in both regulatory and operation.  It is one stepping stone on the path to achieving your AAE. or Accredited Airport Executive.  I like to think of it as the Doctorate of Airport Management, but then I’m an airport manager I’m biased.

Since 2002 I have never left the aviation industry and as of now have a little over 3 years of experience.  Three year may not seem like much but I have seen things, done thing, been places, and seen how the airport functions that at times make be surprised I’d seen so much, But there is always more to be learnt and as such I’ve taken the next step in the process of obtaining my AAE certification.

There are three steps.  A). Take an written examination, b). Write a research paper, and c). Take an oral examination.  Step A was taken in 2002 as part of my Certified Member Certification, and step C must be taken last which leaves B – writing a research paper.  Writing as never been one of my strengths, specially when it comes to having to structure each sentence with the sounds as if Merlin himself had magically made it appear out of thin air.

But as I sit here typing this I think about the topic I would like to cover in my research paper and I question what I’d like to learn about and or what I’d like to contribute to the AAAE Archives for all to learn and read.  I suppose there is some self motivation involved to feel important as well.  You want your research paper to be well received and present a good solid presentation about you as an airport manager.  

What Do I want to write about, what others want to read about, do I want to write an easy paper or really make myself work?  Then there is the problem of can I get the time to actually write the paper.  In college you sit down crank out a twenty page paper and go out and drink the day before its due – and usually get an A I might add.  But when your older – wiser – you question that approach because your older, and not so apt to do things in one sitting as there are other things taking up your time.  

Which brings me back to the topic of the paper.  I’ve always been interested in Self Inspections, looking at ones self (the airport) and trying to find ways to make it better.  Make it safer, more efficient.  I have designed multiple inspection systems for different airports that do this I am currently doing for my own airport and hopefully to release it into the wild if people want it, but who wants to read about my dabbling into the self inspection system, and even if they did it can not be a case study paper.  So what do we have left.  

I’ve thought about Noise, Planning and Zoning, and management philosophies.  The latter  of which I tinkered with one day when driving to the local Walmart.  I thought what if I write my entire paper as if it took place on Turok Nor.  For those of you who don’t know what Turok Nor is, don’t worry about it. You could easily relate each type of management style to one of the crew members and compare and contrast on how each type works best for what type of position at an airport.  But research what?  Spit out a bunch of techno-babble about nothing in particular and benefit who?  How could the crew of the Turok Nor help me write the paper.

In any case an idea must be drawn up, then an outline submitted and then a final paper written about 30 pages long.  

posted by AirportManager on Sunday, October 02, 2005 | 0 Comments | Links to this post

It was bound to happen.

We have been talking about the difficulties faced between the legacy air carriers and the new baby lines for awhile now and for good reason.  These economic times give everyone pause as to how their life is affected by what may happen tomorrow.  For some airlines there may not be a tomorrow or their tomorrow will see them transformed into something vastly different then they are today.  

A  week or so ago Northwest Airlines and Delta Airlines declared bankruptcy protection or Chapter 11 as it is sometimes called.  These two airlines are some of the last legacy air carriers left as American went though its own Bankruptcy awhile ago and was reorganized as it purchased Trans World Airlines (TWA) – I think it was TWA they purchased anyway.  As the two remaining legacy carriers to go through bankruptcy there has been a sort of procedure set in motion on how they too must change.

The change they must undergo is not a simple one, and in the end could cause the airline industry to change once again.  They need to change to compete with the low cost airlines of today un bound by deregulation and in an environment vastly different then the pre-mordial soup of yesteryear.  Many people will be watching to see how they manage this change, and if the change will actually help them in the long run.

In the short-run there are many hurdles to be jumped and many holes to avoid, but these two airlines are solid, trusting, and know the ropes.  What caused their need for Chapter 11 protection is complex and a story riddled with rumor, but change is on the horizon, just so long as its not the horizon over the next hill.  

posted by AirportManager on | 3 Comments | Links to this post

Fuel for the Fire

It has been said that Fuel – (oil) – is the most additive drug in the world.  You need it, they need it, and I need it.  We can not do our jobs, entertain ourselves, or otherwise interact with the world without it.  As citizens of the United States we look upon ourselves with a sobering question, What causes Fuel to be so expensive.

There have been many studies into that very question on why Fuel is so expensive, but I often wonder to myself why Fuel needs to be so expensive.  In recent weeks I was listening to the radio and an interesting comment was made by one of the D.J.’s.  Although they may not be the most accurate sources of information I felt his comments did have some substance and warranted some exploration into what they where saying.

The comment goes something to this effect, the names have been left out to protect the innocent.  As we shop at supper low prices merchants who’s merchandise is made in other parts of the world that demand causes those off shore merchants to increase their own infrastructure and thus their demand for Fuel increases.  As we 1st world residence demand cheaper goods those parts of the worlds where they are made increase their demand for Fuel and the pattern repeats.

As those off Shore Merchants continue to grow their society moves from a distinct 3rd world culture to a 1st world culture.  This increases their demand for fuel and in the end as we shop for ever cheaper goods and services we change that cheaper goods with more expensive Fuel.  This example does not have to be with Fuel either, it could be with other types of goods not produced domestically.  

Any Goods produced outside the local economy will in the short-run cause lower prices but in the long-run those lower prices will be subverted by higher costs for products required by the outside economy.  This pattern in global economy will not be removed from the equation until the global economy is on the same footing for both demand and supply of goods.  I would imagine this would not be possible and as such will always cause inflation to increase.

To be honest I got a B in Economic so I may not be too correct in the above example, but this trend can be seen in the fuel market world wide, and this increase is also one of the major reasons airlines are hurting so much these days.

Imagine you’re the Finical Officer for your airline.  You budget on past trends and set your yearly budget for fuel accordingly only to find out that fuel has past your expected amount not only by the end of January but for every dollar a barrel of oil goes up you have to absorb a 50 million dollar hit to just your fuel budget.  Fuel has gone up about 40 dollars per barrel of oil this year, or $2,000,000,000.00.  Yiks, and you may wonder why the airline industry is hurting.  Your pocket book hurts so does there, but to a much larger, more grander scale.  

In the short-run there isn’t a thing we can do about it.  There are alternative Fuel methods but nothing you or I are going to use in the near future, and added to that there isn’t really an incentive to switch to another source of Fuel.  People still travel, people still use Oil, and people at this point in time don’t really seem to mind.

In the long-run we can change thing if we want too, and we will need to really want to because Oil is ‘cheap’, it is ‘safe’, it is ‘efficient’, and it is ‘here’.  Everything else is ‘expensive’, ‘explosive’, and ‘not efficient’ and although that may not all be 100% true, Ethanol is less efficient than Gas, hydrogen can be explosive, and wind power isn’t cheap. It really comes down to two things, a). The environment, and b). making sure we actually get to the long-run.

posted by AirportManager on | 0 Comments | Links to this post

The Airline Industry - and you?

The aviation industry has been around for a very long time, and in that time there have been a number of advancements that have made the industry safer and more efficient operations wise; however, the airline industry as a whole is under a very tight string in recent years, but more over since 1978.  In a previous post I talked about how deregulation forced many airlines into bankruptcy and caused the merger of many more creating what we call today legacy Air carriers.

A Legacy Air Carrier is an airline that was in operation before 1978 and survived the bankruptcies and mergers that followed.  Legacy Air Carriers face insurmountable odds in today’s industrial environment where those airlines formed after 1978 do not.  This variation between the two types of airlines causes friction when it comes down to the operation of said airline.

The legacy airlines focus on a hub and spoke system where flights from one place head to a large airport, and you leave that larger airport to another destination. This allows the airline to focus maintenance and fueling operations in a central location decreasing costs, however this type of operation is not the typical operation for the baby-lines.  The baby-lines operate more on a point to point system where there is no one central location for the airline operation.  This leaves only the most profitable routes in operation and requires no unprofitable routes to get passengers onto the profitable routes.

This is simplistic at best, but gives you just a taste of how these two airlines see the world.  Operation is just one part of the puzzle, the human equation is one of, if not the, largest part of an airline budget and in the case of the two airlines could not be more different.

The legacy air carriers where founded in a different time, may as well be the 1500’s compared to the newly founded baby-lines.  When the legacy air carriers where formed legal laws where different, how the common laws where interrupted was different, and the entire outlook on the future was different.  These all combined to make the airline operate in that world profitably.  This world had unions just like today’s, but in a vastly different objective at hand.

Airlines have never been at peace with unions, in fact many an airlines problems are directly proportional with how the union and airline management make nice.  As union strength grew in the legacy airline, the union power is the smaller baby-lines was minimal.  Unions focuses on the larger airlines setting work hours, pay increasing, and general rules of business conduct.  These rules where necessary to ensure airline management would not neglect their employees.

Now though those same rules which helped the legacy air carriers, hurt them now.  The laws have changed and the way airlines function is drastically different.  The legacy Air Carriers are too large, too unionized, and too political to make to avoid the environment of the current industry which put them on a course to destroy themselves in due time.

As you can imagine the smaller baby-lines are in no hurry to rush into this same situation and their business models are drastically different then the legacies that they will have the ability to avoid the same cliff the legacies are heading for.

Will the legacies be able to make the turn and avoid the cliff, will the legacies be able to convince congress that the cliff should be farther away then it is now.  Will the baby-lines allow the Legacies the extra distance to change their business models to be in a better position to complete with the baby-lines?

It is all up in the air and any change to the environment directly affects you more now then ever.  We live in a time where all of these things are changing the Legacies are seeing stars of bankruptcy dancing in their heads and only a few Legacy lines remain.  Are Legacy lines too large to fail, should they be allowed to fail, these questions should be important to you because they directly affect your ability to take cheap economical airfare to anywhere in the world.

posted by AirportManager on Sunday, August 28, 2005 | 1 Comments | Links to this post

There have been some recent airline crashes in the news lately, even some small single engine accidents have made the major news outlets. One of the most recent was most likely caused by Hypoxia.

Hypoxia comes in many different "flavors" from the innocent hypervetalation, to toxic hypoxia. Hypoxia is really the inability of your body to properly process oxagen to the body, and how this process is inhibited is the type of hypoxia you have. At some point your body -not able to get oxegen - will shut down and faint using less oxegen. If you do not get a steady supply of oxegen soon you will die and it happends all too often.

In pilot training they train you to recognize the symptoms of Hypoxia and how to effects your body unfortunity at some of the altitudes commerical aircarriers fly at if the aircraft looses pressurization and you need oxegen your supply is often not enough to get to a safe altitude. It takes a freek of nature to cause an aircraft to loss pressurization and fortunitly is very uncommon.

The general public should learn about Hypoxia and learn to recognize the symptoms as well, because it could save your life. All US carriers are required to have addiquite supply on board, but in some countrys of the world this is not the case and as has happened with the most recent of those crashs the pilots surcomed to Hypoxia and lost control of the aircraft, and consquently crashed.

A simular thing happened to Pain Stewart the famous gulfer in South Dakota a few years ago. He was in a private jet that some how lost pressurization and the crew did not respond quick enough and all souls on board where lost.

posted by AirportManager on Tuesday, August 16, 2005 | 0 Comments | Links to this post

As an avid flight simmer I have enjoyed the Falcon 4.0 mantra since its inception in 1996(7). I received the simulation from my parents for Christmas one year and I was hooked. I played Falcon 3.0 before, but Falcon 4.0 was better as it should be. As time went on it was flawed, no one denies that; and soon after Microprose was sold to Hasboro Internactive and Falcon 4.0 was no longer being developed professionally. The sim became in limbo, no commercial development and the community was lead by some very smart people who creates many modifications to the simulation to make it better. The community became very fractured in the process, but falcon continued to get better, more stable, and more user friendly.

Since Falcon development was canned in 1997 only two companies have tried to make the simulation work. One by G2interactive, which was not backed by the community. Then Lead pursuit came around founded by those same moders who created the tool to mod falcon in the first place. Here we had moder friendly developers who were moders themselves, or so we though. We opened our arms with love and trust to them, hoping they would create a better version of falcon.

LP never told the community they were working on falcon, although it was known by association, it wasn't until an add at came around that we knew for sure who these people were, and we where pleased to know that the individuals in change of Allied Force were one of us. We looked over the fact they had caused the cease and desist orders to stop all community development, we overlooked the major failings of their version as it wan't even to the level of some of the more popular community mods, we looked over almost everything.

Then it came like a sack of bricks to the modding community, LP would not allow any modifications to their simulation. WHAT? The same people who were moders themselves, knew who we all were, had cause to prevent us from modding falcon. The Community was upset for good reason. LP did have the legal right to develop falcon, and as such does have the legal right to stop others from altering their code or the code of previous versions of falcon.

The community was spilt again, no known actions to take, no known trustworthy development house, it would have seemed like LP didn't trust the community with anything. They never told us who they were, never communicated with us, caused our own development to be stopped, and produced a product that isn't even to the quality of current falcon mods such as
FreeFalcon or F4UT.

It is in this light that I have chosen to not play Allied Force any longer, I do not feel it is my best interests as a simulation player to support this incarnation of falcon. As time goes by maybe LP will have more professional communication skills or perhaps they will fade away, in anycase, you may choose for yourself what you will play.

posted by AirportManager on Wednesday, July 06, 2005 | 0 Comments | Links to this post

You may have never heard about Essential Air Service before. In fact many people probably have never even hear of the term, unless they work in the aviation industry and then only a few people many actually know what it is. Fortunately, depending on how you look at it, I am all too aware of what Essential Air Service is.

You may find a good paper on what Essential Air Service by
clicking here. In short, before 1978 the United States Government set the rates for all air fare around the country, meaning that a flight from Minneapolis to Omaha would be set by the Federal Aviation Administration or before that the Civil Aeronautics Board with little to no regard to what the cost to maintain the trip was. Typically the fare charged for an airline trip was more then the cost to operate the trip, and the airlines felt they could serve the public better by removing the government from the equation. After a few years of lobbying the government passed the Deregulation Act of 1978, the very next day every airline was bankrupt and most have not seen a profit since then.

I am exaggerating a little, but the entire airline industry was thrown for a loop, and there was a barrage of airline mergers and airlines pulling out of the unprofitable airports. It was felt that some airports around the nation that where unprofitable should still be provided air service because service to those airports was considered essential. Thus the Essential Air Service Program was born and is still alive and kicking today - although threatened continuously. You may be surprised to learn that many airports around the country are on Essential Air Service usually those airports which enplane less than 15,000 passengers are typically essential air service airports. There are exemptions to every situation, but as a guide 15,000 passengers will work.

The E.A.S. program works like an auction that occurs every two years.
For airports currently in the Essential Air Service Program every two years the Department of Transportation will request bids for airlines. The D.O.T. receives those bids and asks the local community for their comments on the proposals. The DOT then makes a choice on which airline will supply the service for the next two years.

As you can imagine the local city has a lot of vested interest in how the selection turns out and does everything they can to a). Increase the number of flights, b). Keep flight schedules as they currently are, or make them better, and c). Keep the current airline - unless they don't want the current one.
Once the contract is awarded the D.O.T. pays the airline an annual subsidy from their bid to provide service to that airport. Subsidies are usually between 1 and 1.5 million, although higher subsidies are uncommon they do happen every once and awhile.

The fallout of the selection process can mean disaster for airport enplanements, the community, and the economic vitality of the city. This is why the city and community take a vested interest in the outcome of the selection process.
Along the way there are many pitfalls the community can fall into, although the Essential Air Service program is a gift from heaven when an airlines threatens to leave your airport, that gift can mean dire consequences down the road on how your air service will operate. Since the D.O.T. is paying the bill to the airline to be at your airport, you have some say in the outcome, but ultimately it is the D.O.T. that makes the selection of the air carrier every two years.

Over the last couple of years the current presidential administration has - in my opinion - made clear its intentions to have the Essential Air Service program trimmed down to almost nothing. The administration has removed money from the Essential Air Service budget, requested that some local communities provide up to 10% to 25% local match to the D.O.T. subsidy amount.

A local match of 10 to 25 percent could mean the city would have to pay somewhere between $250,000 and $500,000 every two years. I do not know any community that has essential air service that could turn around and afford that cost. Its sort of an oximoron (
if that's even the word) actually. A community that can afford to spend that much money on air service to their airport I would imagine wouldn't be on Essential Air Service. To that end lobbying groups have been successful in telling congress that no local share will be acceptable. In the end we will have to wait and see how the Essential Air Service program is budgeted and functions in the next couple of years.

Essential Air Service is essential because it could very well be the life blood of an airport. E.A.S. ensures that an airport has air service, but it is more that that E.A.S. creates / keeps jobs, generates sales tax monies, grows the local economy, and provides the citizans of a community air travel to the nearest hub airport. A community 'needs' essential air service because without it an airline would pick up and leave, elimnating jobs, cutting sales tax revenue, limit future economic growth, and could very well mean the ultimate termination of the very airport itself.

In todays aviation climit airlines fit over E.A.S. subsidies like bull dogs, each trying to one up the other for the more lucrative E.A.S. subsidies. E.A.S. provides the airline that wins the contract pure profit with all expenses paid, an airline would have to be a fool not to want at least submit a proposal to the D.O.T.

All in all Essential Air Service is something you may never have heared about before, but now you know alittle more about something that affects more airports than you may have thought.

posted by AirportManager on Monday, June 27, 2005 | 2 Comments | Links to this post

To remain in compliance with Federal Aviation Regulations all Part 139 certificated airports must complete a full scale disaster exercise every three years. Today I was fortunate enough to be invited to Aberdeen South Dakota to function as an examiner of airport procedures. First I'd like to thank Dave O. (Airport Manager), for the opportunely it was all great fun, even though we were doing a very serious test of Aberdeen Regional Airports ability to respond to an aircraft accident.

Invited to the event were the local hospital, ambulance crews, Airport Rescue and Fire fighting crews, Press and Media, and other federal agencies.

The event had three parts to it:
1). A terrorist had hijacked an aircraft in Minneapolis
2). The terrorist is known to have a medical condition similar to the bubonic plague
3). Some people on the aircraft have developed symptoms similar to whatever condition the terrorist has.

The complete event started at 9:00am and lastest till 3:30pm. The timeline was:
0900 - The TSA has been notified of the exercise
1000 - Place news on the TV of a hijacking at the Minneapolis airport
1100 - Aircraft has only enough fuel for a 300 mile trip
1200 - Aircraft is very low on fuel
1300 - Aircraft crash lands at Aberdeen, SD
1400 - Scene is under security, terrorist captured, and aircraft passengers are sorted.
1500 - Ambulances arrive at local hospital
1600 - Full Scale event is terminated
1700 - Review of Procedures and Evaluators report on incident

The events where a little more blended then presented here, but give you a good example of how events played out over the time of the event.

I would have to say that despite some of the comments from the federal agents the event went rather smoothly with only minor problems; however, a full review of the policies and procedures of the event will be completed once the evaluators submit their reports to the Airport Manager. I noticed only a few areas where improvement could be made, but all parties did an excellent job and I know in a real incident I would feel safe and secure at the Aberdeen Regional Airport.

posted by AirportManager on Thursday, June 23, 2005 | 0 Comments | Links to this post

Standing in the lime light of the press is not something I tend to find enjoyable. I do not wake up in the morning and think to myself how I can make the news today, but in the course of natural events at an airport you are bound to have to spend some quality time with the press. The press is a powerful alley at best, and at worst, you may not agree with them. I am fortunate to have a great working relationship with the local journalistic, and I hope that they feel the same.

The local news paper has decided to run a few articles on the airport in the next coming weeks, to gain some incite into airport operations, I spent almost two and a half hours talking with one of the local journalists about Airport Federal Funding, Security, Economic Impact, and how to grow the airport in the future all ending in a tour of the airfield showing the reporter all the parts of the airfield, what they do, and why they are important to airport operations. I am sure by the end of the interview they where sick of all the alphabet soup us airport people just assume other people 'know'.

Oddly enough, I enjoy talking with the press but you have to keep in mind what you are saying and if you want it to be repeated out of context. That is where your relationship with the report takes over and you understand what is official and what is unofficial, and ensure they understand when you yourself are not clear on the specifics on the situation.

What are your thoughts on the press, reporters, etc.

posted by AirportManager on Thursday, June 09, 2005 | 0 Comments | Links to this post

Today was a great day, Dean Stahr flew one of the last legs of his around the world trip in Watertown South Dakota. Dean is a great guy with many stories to share, and being cooped up in an aircraft sitting next to 250 gallons of fuel can be scary in the wrong weather. There where a lot of images taken during the event, but here are some for your browsing pleasure.

Click on a picture to see larger image

Here is Dean Stahr standing next to the route he took on his flight! That was some long flight.

A View of the aircraft he flew with some friends and family talking prior to the public press conference.

Dwit Small takes to some members of the public, about his friends flight around the world.

Members of the family looking over the aircraft.

Look Daddy! I am a Pilot Too!!!!

That is one complex dash panel.

A journalist from the local news paper talks with Dean about his flight experience.

A look at the flight path Dean took.

Watertown South Dakota, Mayor Brenda Barger meets with Dean

Mayor Brenda Barger presents a 125th anniversary blanket to Dean.

South Dakota Legislator Al Koistinen looks over the aircraft.

posted by AirportManager on Tuesday, June 07, 2005 | 0 Comments | Links to this post

Today I took a flight on a MotorGlider. Essentially it is a SailPlane with an engine. The flight was great! Here are some pictures from the flight!

Here we are about to land on Runway 12

On a Low approach to runway 12

On Medium approach to runway 12

On Base for runway 12. In the background you can see the Old Stone Hangar, Water Treatment Tower, and the rest of South Dakota.

View of the Fire Station and the FBO. About 2/3rds the way up is the Airport Maintenance Shop, Storage Building, and the Old Army Hospital.

Flying East of the airport in a Northern direction. I can see my House from Here, down there someplace! This picture shows about 50% of Watertown, mostly west of the river along Highway 20.

Flying South of the airport in an eastern direction at about 8,000 Ft

Overview of the airport main ramp. You can see the Municipal Golf Course and Putters Green Estates in the left-background, as well as Lake Kapeska in the far background.

Quick half look at the small grass strip located South of Lake Pelican

A view of the Motor Glider

posted by AirportManager on Monday, June 06, 2005 | 0 Comments | Links to this post

Federal Aviation Administration has the regulatory overstay of all airports in the United States of America and its territories. Depending on the type of airport you are classified by determines the type of regulatory overstay you will be required to follow. Airports which are served by an Air Carrier fall into four different classes, I, II, III, and IV. Class I airports are airports served by an air carrier with over 30 seats on a scheduled biases. As the class gets larger the less regulatory overstay the FAA requires from the airport. To ensure compliance with FAA regulations the FAA conducts an annual inspection at least once a year at commercial airports - each state aeronautical board conducts inspections on general aviation airports. The airport I am the manager of had its most recent annual certification inspection in May of this year. After an inspection the FAA will discuss with you what things they noted as a safety concern or anything they noted as a discrepancy. Depending on the severity of anything found during the inspection the FAA may file a Letter of Correction or a more sever Notice of Investigation. An airport does not want to have either of these on the record, so the airport must ensure it remains in compliance at all times. In the end the FAA works with you to ensure the safe and efficient operation of the airport.

posted by AirportManager on Sunday, June 05, 2005 | 0 Comments | Links to this post

At first glance you may not think much about an airport, an airport is to many people a place where aircraft land, and where very loud noises come from. But, to some people an airport is where they work, where they sleep, and where they spend a majority of their time. Airports come in many different sizes: some are very small, others are larger than some cities. How one comes to work at an airport can be as varied as their size, people can work for an airline, for a catering service, a restaurant, some work for the airport author like I do. I came to work in aviation at a very young age. When I was a child my family would go to the
Experimental Aviation Administration Airshow in Oshkosh, Wisconsin every year. There I was introduced to aviation, and always wanted to be a pilot when I grew up. Many of the elective classes in High School where taken with the epxressed interest in developing my skills to be an Aeronucaital Engineer. Some time in my Senior year of High School I came to the realization that Aeronaucal Engineering wasn't something I was tasked for in life, and I didn't want to be an Airport Transport Pilots-pilots who fly commercial airplanes, for Northwest for example-so working for an airport made logical sense to me. To that end I went to the University of North Dakota for Airport Management. After five years of school I entered the job market and officially became employed by an airport in Indiana. After a few years there, I was offered an Airport Manager position in the Midwest and there I currently work. At age 26, I have worked at two different airports for about two years each, and look forward to growing and accomplishing much more in the aviation industry.

posted by AirportManager on | 1 Comments | Links to this post


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