NATIONAL CHALLENGES
Yakutat, VOR & DME Outage2017 House & Senate Appropriations BillOROCA AACA Reaches Out to Federal Delegation on Requirement for Carriers to Purchase Weather Service and Emotional Support Animals ADA Requirments in conflict with Part 135 regulations. AACA Re-engages the Federal Delegation On FETs |
NBAA Publishes Federal Excise Tax Guide
Posted July 29, 2016
The Federal Aviation Administration (FAA) and other members of the aviation community have developed new standards to improve safety at U.S. airports during inclement weather. On October 1, 2016, U.S. airports, airline flight crews, dispatchers, general aviation pilots, and air traffic controllers will begin using new Takeoff and Landing Performance Assessment (TALPA) standards to reduce the risk of runway overrun accidents and incidents due to runway contamination caused by weather and other factors.
The FAA developed the standards based on the work of the Takeoff and Landing Performance Assessment (TALPA) Aviation Rulemaking Committee (ARC), which was formed after the December 2005 overrun accident at Chicago Midway Airport. In that accident, Southwest Flight 1248 ran off the end of the runway and into a city street after landing during a snowstorm.
As a result of the committee's work, the FAA has developed a new method for airports and air traffic controllers to communicate actual runway conditions to the pilots in terms that directly relate to the way a particular aircraft is expected to perform. TALPA improves the way the aviation community assesses runway conditions, based on contaminant type and depth, which provides an aircraft operator with the effective information to anticipate airplane braking performance.
Airport operators will use the Runway Condition Assessment Matrix (RCAM) to categorize runway conditions and pilots will use it to interpret reported runway conditions. The RCAM is presented in a standardized format, based on airplane performance data supplied by airplane manufacturers, for each of the stated contaminant types and depths. The RCAM replaces subjective judgments of runway conditions with objective assessments tied directly to contaminant type and depth categories.
For example, using today's assessment process, a runway that is covered with two inches of dry snow would be reported as
"FICON 2IN DRY SN OBSERVED AT 1601010139. 1601010151-1601020145" along with Mu values as "TAP MU 29/27/29 OBSERVED AT 1601010139. 1601010151-1601020145. A Mu number describes a braking co-efficient of friction.
Starting October 1, 2016, the same NOTAM with contaminants would be reported using Runway Conditions Codes as follows:
DEN RWY 17R FICON (5/5/3) 25 PRCT 1/8 IN DRY SN, 25 PRCT 1/8 IN DRY SN, 50 PRCT 2 IN DRY SN OBSERVED AT 1601010139. 1601010151-1601020145
The pilot or dispatcher would then consult the aircraft manufacturer data to determine what kind of stopping performance to expect from the specific airplane they are operating.
The airport operator will assess surfaces, report contaminants present, and determine the numerical Runway Condition Codes (RwyCC) based on the RCAM. The RwyCCs may vary for each third of the runway if different contaminants are present. However, the same RwyCC may be applied when a uniform coverage of contaminants exists. RwyCCs will replace Mu numbers, which will no longer be published in the FAA's Notice to Airman (NOTAM) system.
Pilot braking action reports will continue to be used to assess braking performance. Beginning October 1, the terminology "Fair" will be replaced by "Medium." It will no longer be acceptable for an airport to report a NIL braking action condition. NIL conditions on any surface require the closure of that surface. These surfaces will not be opened until the airport operator is satisfied that the NIL braking condition no longer exists.
Airports will start reporting runway conditions using the RCAM on October 1. The FAA is advising operators to develop procedures for pilots and
dispatchers that address the changes to runway condition reporting procedures.
As a result of the committee's work, the FAA has developed a new method for airports and air traffic controllers to communicate actual runway conditions to the pilots in terms that directly relate to the way a particular aircraft is expected to perform. TALPA improves the way the aviation community assesses runway conditions, based on contaminant type and depth, which provides an aircraft operator with the effective information to anticipate airplane braking performance.
Airport operators will use the Runway Condition Assessment Matrix (RCAM) to categorize runway conditions and pilots will use it to interpret reported runway conditions. The RCAM is presented in a standardized format, based on airplane performance data supplied by airplane manufacturers, for each of the stated contaminant types and depths. The RCAM replaces subjective judgments of runway conditions with objective assessments tied directly to contaminant type and depth categories.
For example, using today's assessment process, a runway that is covered with two inches of dry snow would be reported as
"FICON 2IN DRY SN OBSERVED AT 1601010139. 1601010151-1601020145" along with Mu values as "TAP MU 29/27/29 OBSERVED AT 1601010139. 1601010151-1601020145. A Mu number describes a braking co-efficient of friction.
Starting October 1, 2016, the same NOTAM with contaminants would be reported using Runway Conditions Codes as follows:
DEN RWY 17R FICON (5/5/3) 25 PRCT 1/8 IN DRY SN, 25 PRCT 1/8 IN DRY SN, 50 PRCT 2 IN DRY SN OBSERVED AT 1601010139. 1601010151-1601020145
The pilot or dispatcher would then consult the aircraft manufacturer data to determine what kind of stopping performance to expect from the specific airplane they are operating.
The airport operator will assess surfaces, report contaminants present, and determine the numerical Runway Condition Codes (RwyCC) based on the RCAM. The RwyCCs may vary for each third of the runway if different contaminants are present. However, the same RwyCC may be applied when a uniform coverage of contaminants exists. RwyCCs will replace Mu numbers, which will no longer be published in the FAA's Notice to Airman (NOTAM) system.
Pilot braking action reports will continue to be used to assess braking performance. Beginning October 1, the terminology "Fair" will be replaced by "Medium." It will no longer be acceptable for an airport to report a NIL braking action condition. NIL conditions on any surface require the closure of that surface. These surfaces will not be opened until the airport operator is satisfied that the NIL braking condition no longer exists.
Airports will start reporting runway conditions using the RCAM on October 1. The FAA is advising operators to develop procedures for pilots and
dispatchers that address the changes to runway condition reporting procedures.
FAA Circular and Navigation Equipage
FAA Releases Draft AC on Additional Maintenance Requirements for Part 135 Air Carriers
Congress to introduces new excise tax legislation
Updates to Contract Weather Observers in Alaska
Cold Temperature Correction Telecom Planned:
AASF PIREP Questionnaire 2014 RESULTS Click here
UAV Operation Guidelines Click here
Notification list of proposed instrument approach closures. Click here
Congress to introduces new excise tax legislation
Updates to Contract Weather Observers in Alaska
Cold Temperature Correction Telecom Planned:
AASF PIREP Questionnaire 2014 RESULTS Click here
UAV Operation Guidelines Click here
Notification list of proposed instrument approach closures. Click here
FEDERAL EXCISE TAX (FET)
Senator Murkowski Drafts Excise Tax Legislation
2014 IRS Response to AACA, October, 31 - Flow Chart
Part 1 - September 2, 2014 IRS Response
Part 2 - September 2, 2014 IRS with Attachment #1 scenario analyses
2014 IRS Response IRS Analysis of Alaska Bush Flights
2014 IRS Response Sightseeing from Private Strip
2014 IRS Response Shuman Ruling 2011
2014 IRS Response Westlaw Ruling 1972
2014 IRS Response Ruling on Travel Agents
2014 IRS Response Ruling on Turbine Aircraft
2014 09-02 IRS Response ATTACHMENT 2 Excise Tax Overview from the IRS
FEDERAL EXCISE TAX (FET)
The IRS regulations concerning FETs are ambiguous and inconsistently interpreted by the IRS, tax attorneys, and tax accountants. AACA is aware of six aviation companies that have been recently audited by the IRS regarding FET collections. Of those two are sold (or selling) and one is in bankruptcy. A fourth remains in the appeal process. This year, two more are being audited. Unfortunately, we know that one of those companies was told not to collect FETs if service was provided only to roadless areas.
The federal delegation, Murkowski, Young and Begich, are unified behind an effective approach.
OLDER DOCUMENTS
IRS BULLYING ON COLLECTION OF AVIATION EXCISE TAXES:
IRS Publication 510
IRS Position Document Turbine Powered Aircraft
IRS Position Document on Seaplane FETs
IRS Position Document on Aircraft Ops in Rural Alaska
IRS Offers Refund for Some Air Service Providers
EXCISE TAXES Delegation Demands IRS Suspend Audits
AIRPORT APPROACH CLOSURES AND AIRSPACE CHANGES
APPROACH CLOSURES: 20:1 PENETRATIONS
Regulations in effect since 1976 allow no penetrations. The FAA notified airport owners in 2003 that they would begin enforcement, and again in 2010. That enforcement is now occurring, and our federal delegation is working with FAA senior staff to mitigate closures that result in loss of IFR and night access to Alaska communities. The FAA has produced lists (see links below) of scheduled airports for periodic review and those that have received NOTAMs. The delegation has elicited assurances that the FAA leadership will work closely with our local FAA to mitigate airport closures, allowing for a timely response when an obstruction is noted and remedied. Of grave concern to AACA is that airports without a current aeronautical survey may encounter additional delays in return to service.
STATUS: As of September 13th, 23 closures for penetrations have occurred. Three affect medevac access at night or in IFR conditions. Two of these approaches have now been reopened. Ten approaches are pending review for reopening, and it is unclear how long that approval will take. Five approaches are impacted by major challenges: roadways, buildings, terrain, airport move, etc. and it is unclear whether a waiver or remedy can be identified to allow reopening for a length of time to allow for these challenges to be removed.
APPROACH CLOSURES IN SE: DECLINATION
The FAA Alaska Region requested a 56-day grace period on these closures to allow for reviews of the many terrain specials and waivers associated with airport approaches in SE Alaska. Unfortunately, those grace periods were rejected by the FAA at Oklahoma City. The Alaska federal delegation (Murkowski, Begich & Young) are addressing FAA leadership to remedy closures. FAA Flight Procedures is updating waivers as quickly as possible and has returned service to Sitka. Oklahoma City will explore the possibility of a NOTAM issued addressing the special or waiver rather than NOTAM the entire procedure as n/a.
STATUS: Four approaches are closed. Two affect medevacs at night or in IFR conditions.
An Update of the Cancellation of Airport Procedures Throughout Alaska
LEADED AVGAS BACK IN THE SPOTLIGHT: APRIL 2014
Once again the EPA has been petitioned to consider its position on leaded aviation fuel and start the process to regulate lead emissions from general aviation aircraft. Friends of the Earth, Physicians for Social Responsibility and Oregon Aviation Watch filed the latest petition last week. You can see the 20-page petition at the AACA website by clicking this link: http://alaskaaircarriers.org/servlet/download?id=652
An earlier petition filed by the three in 2006 was denied in 2012 but the groups say in their latest action there is overwhelming evidence that 100LL is causing health-threatening environmental lead pollution and urge the EPA to make the "endangerment finding" necessary to move with regulations. "There is no need for further study," the petition reads. "EPA has all of the evidence it needs to make an endangerment finding." In its 2012 decision, the EPA said it needed more data to establish that people are being poisoned by lead in avgas emissions. It said existing data on lead concentrations near airports didn't differentiate between aircraft and other sources of lead and that it would need another three years to determine if lead emissions from aircraft engines pose a public health risk.
Congress recently recommended increasing funding for the FAA's research into unleaded alternatives while Shell has said it already has one that meets all the applicable standards. Meanwhile, the high cost of 100LL has most engine and aircraft manufacturers investigating alternatives, including mogas, diesel and hybrid electric power, while the search for an unleaded replacement for avgas grinds on.
DRAFT Alaska Airport Needs Directory
UAS Roadmap 2013
UAS Comprehensive Plan
MORE...
FEDERAL FUNDING ISSUES
2013 04-19 Support of the EAS Program in Alaska
2013 04-10 Opposition to USER FEES
AV GAS FUEL AVAILABILITY
2012 12-06 100LL Avgas letter to FAA Huerta
AVGAS IMPORTANCE TO ALASKAN AVIATION