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AUIATIOTVOLUME 36, NUMBER 3 Published by S.C. Aeronautics Commission March, 1985

Explorer scouts from Post 15 inColumbia have been spending mostof their Saturdays lately scrapingrust and corrosion form this WorldWar II B-25 in a restoration projectcoordinated by Larry Yon at OwensField. The aircraft crashed in lakeGreenwood in 1944 while on atraining flight. It was ftnally pulledform the water last year. Plans areto mount the aircraft on a pylonnear the Owens terminal building. Ifyou would like to help with this pro-ject call Larry at 77L-7915.

Witt said he has sold about 100 of thegoggles to the military in the U.S.,Canada and other free world counhiesin the last 12 months.

"We should move a mimimum of 250to 300 units in the next year," he said.

The goggles or, more accurately, In-shument Meterological Conditions (lMC)Simulator is a patented device thatsimulates IFR flight through clouds whenworn by a pilot. The goggles employ aliquid crystal lens powered by a batterypack. By varying the voltage, the glassescan be made to simulate various visibili-ty conditions from five miles right ondown to zero-zero.

The glasses are ingeniously designedwith a light sensor so when the pilot looksdown at his instruments, the bottomquadrants clear and the instruments canbe read. When the pilot looks out thecockpit, the glasses fog over, obscuringthe view. There is even a scud condition

the instructor can set to give the feelingof popping in and out of the clouds.

Cunent users of the glasses includeNASA, the FAA, the U.S. Army, Ex-ecutive Jet. Mobil. JAARS. Helitrade,Auburn University and the military inCanada, Great Britain, Switzerland andthe Netherlands.

The device is cunently being tested insix other countries including Japan,Spain, Israel, Indonesia, Australia andSweden.

Witt is encouraged by the interest in hisproduct but he admits it took a while toget to this point. Witt started the com-pany in 1980 after convincing a backerthat his idea had merit.

One reason it took time to develop theproduct, he said, is that it had tq beadapted to work pertectly in all types'daircraft and different cockpit lighting con-

Contlnued, Page 3

IFR, fnc. gearing up to meet demandInshument Flight Research, Inc. (lFR),

the Columbia based company whichmanufactures IFR goggles for flight train-ing is now in production and gearing upto meet the demand from military andcommercial customers in the UnitedStates and abroad.

"We've been in production -honestlyin production - for about a year now,"company president Frank Witt saidrecently.

Medical examiners listedfor South Carolina,See page 6

2 Palmetto Aviation March. 1985

PALMETTO AVIATION rs an officialpublication of the South Carr>hnaAeronautrcs Comnrrssrr.rr Il is clt,srgnt,tll(, lllf,,rlil nl!'llrbr'l\ , 'f llr.' ,tr. t,rll, 'ttcommunrlv. arrrl otlrt,rs rnlercstd(l rrdvr,tlrutt. ,'f 1,,,,'l ,i\'\r'l,,pnr{ rrt\ ilr ,r\ r,ltion and avlatr()n facrlrtres antl lo kt,t,1rreaders abreast of n.rtional anil internatrortal trerrcls in .rvralrr.rrr

-l-hc Acron.rr:trt's Clortrrnrssr()n r5 .lstate .rgencV ('r(,al(,(1 rn l().3fr b! theS C (lcncral Asst,rrrblr,' to fr>ster arrcipr()m()tc;rir colnnrerce w,rthrn the state

Richard W. RileyGovernor

CommissionersRalph Schmrdt. chairman(lree rr ville

Mrchael L [,aughlrn. vice c]rainnarrArken

Joseph WilderBarnwell

Edwin PearlstineCharleston

Norrnan,i ArrroltlColurnbia

Fred F-ugenc RachclsClrester

[-rt'd (l F-ilw,arrlsHenringw.rg

Ex-OfficioSen John C LindsayBen netsville

Rep Olin R Phrllips(i af f ney

staffJohn W HamiltonDirector

Brll GoodwinEditor

Offices at Colunrbia Metropolilan Airp()rtMailing Address:Post Office Drawer l9{i7Columbia, South Carolina 29202Phone: (803) 75tl-7704

Book Reuiew

most of the models are made square or8Vz bV 11 sheets of paper. Each designis laid out with step-by-step instructionsand clear, easy-to-follow illustrations.

If origami is new to you, this book willbe a good inhoduction. In fact, the firstmodel is the traditional "paper airplane"known virtually to everyone-origami inits simplest form. Today there are activeorigami societies in many countriesaround the world. Stephen Weiss'WINGS AND THINGS: Orisami ThatF,lres is great fun and will challenge begin-ning and expert folders.ABOUT THE AUTHOR: Stephen Weiss is one ofthe top origami creatorc in the world. His modelshave been exhibited in England, Tokyo, New YorkCity, and at the Smithsonian lnstitution inWashington, D.C. He lives in Miami Beach, Floida.

Dear

Recent fatal airplane crashes between midnight and dawn should result in widepublication of a statement in the book "Flying:" "it's better to be safe in an opera-tions office, late for an appointment, than to be fumbling through weather andwishing to God that you had never left home."

The author of that book is Walter Boyne, Director of the National Air and SpaceMuseum, Smithsonian Institution.

' ' 'Possibly the only way to prevent casualties to the occupants of a plane flownby a general aviation pilot would be to extend the ban on " passengers for hire"to AII passengers.

John C. MatthewsAiken, S.C.

New Paper folding bookprovides enjoyable diversion

WINGS AND THINGS: Origami That Fliesby Stephen WeissPrice:. $8.95, paperbackPublication date: November 12. 1984

Folding paper to make it fly has beenone of the world's most popular past-times, since the invention of the firstpaper airplane in the days of Leonardoda Vinci. The art of paper folding pro-bably originated in China with the inven-tion of paper, but was developed mainlyin Japan, becoming over the centuries,a part of Japanese culture. The wordorigami is Japanese, meaning "thefolding of paper."

In WINGS AND THINGS: OrigamiThat Flies, author Stephen Weiss pro-vides designs for more than thirty modelsthat fly .There are airplanes, birds, bats,fish, kites, wings, dollar billgliders, a pen-tagon, a tube, a maple seed and even aflying nun. No tape, glue, paste, staples,paper clips, or cutouts are required and

Letters to the Editor

Letters Policy

Palmetto Aviation will publish letters ofmoderate length on subjects of aviationinterest; comments by readers and ques-tions of general interest.

Deadline for letters is the 20th of each

month for inclusion in next month's issue.Letters should be addressed to Editor,Palmetto Aviation, S.C. AeronauticsCommission, P.O. Drawer 1987, Col-umbia, 5.C.29202.

March, 1985 Palmetto Aviation 3

Commission conductingsurvey on charts

As most of you know, the S.C. Aeronautics Commission publishes anaeronautical chart each year for the beneftt of the flying public in SouthCarolina and our neighboring states. For the last several years the chart hasbeen a WAC scale map.

Recently, members of the Palmetto Sport Aviation Association petitionedthe Commission urging a return to the larger sectional scale chart. Becauseof their comments and the comments of other pilots, the Commission is con-duction a random survey to determine tf the chart is meeting the needs ofpilots in the state.

You may receive a survey card from us. Please take a few moments tofill it out and let us know whether you prefer the sectional or WAC scale chart.Your input is important and will help shape the Commission's decision onthe size and shape of future charts.

Mar. 10 Walterboro MuncipalAirport,Walterbor

4 Palmetto Aviation March, 1985

Professional Aircraft Safety HintsMr. Bill Holecek has serued

in the aviation maintenancefield for a number of years, firstas service manager forHawthorne Aviation inCharleston then as vlce presi-dent of maintenance at EagleAviation in Columbia. a com-

3:',1Jfi XejPaet*round in le63

Holecek retlred from Eagle in September, 1984 butcontlnues to serue as a consultant for the company.

by Brll HolecekI would like this article to become a

communicatons channel with other pilots

and aircraft technicians. Yes, I am an air-

craft technician, who loves GeneralAviation.

I would like this to be an informalcol-umn in order for you to communicatewith me or your maintenance profes-sional. I like that word "PROFES-SIONAL!" I like to feel that pilots andmechanics want to attain this statusregardless of their flying hours orexperience.

My professionalpilot friends and I have

had many experiences in general avia-tion. If we can stop an accident or con-bibute to your piece of mind in flying, weare well rewarded.

They are many professionals who maycontadict some of my advice. I am opento their view. I welcome criticism as aneducational advancement to my aviationknowledge.

SO LETS GO!! We willcallthis "A SH" (aircraft safety hints or helps)

This is sorta late, coming in the mid-dle of winter, but maybe some of it willstick on your mind and help stoP aproblem.

1. I remember an aborted takeoff witha Mooney due to a severe vibration. Thecause was simple. It could have beencaught on a good preflight. The propspinner was full of ice. It had rained priorto this day and the prop was in a horizon-talposition. The bottom half of the spin-ner was full of ice. Let's set two bladedprops in a vertical position and threebladed ones with the blade Pointeddown. This will drain water out of thespinner.

2. When was the last time youchecked your drain grommets? These are

the little holes you see in the tailingedges of your ailerons and elevators.Depending on your aircraft, these mayvary as to location. Check with your air-

craft technician as to location. These lit-tle sneaky holes are important. These lit-tle suckers fillup with debris and will notdrain water. Water accumulation occursduring rain and then you have problems.The real problem is that you are carry-ing a load of ice. It takes a very short timeto check these areas with a ball point penon preflight. If your pen does not go easi-ly into the subject holes, be suspiciousand call a mechanic.

3. Most retractable gear problems oc-cur in the winter. For the cost of a canof WD-40 you can save yourself a lot oftrouble. Spraying this up on the landinggear and switches (all of which isexposed on a preflight) you can save alot of high blood pressure and highbucks. This willeliminate problems withsorry gear warning lights when you wantto land.

I am talking about the joints, actuatorsand exposed shut torque links and draglegs, etc. which are exposed to theelements. Use your eyeballs and spraythe H--- out of the areas we are talkingabout. This is also great for summer orhot weather flying. This should be doneon preffight or every twenty five hours.

Retractable gear aircraft arecomposed of many so called rod endbearings on gear doors and actuators thatare really overlooked in normalmaintenance for lubrication. We aviationmaintenance people "love" you owner-pilots who think you can get by with aonce a year annual inspection on yourrehactable gear aircraft. Beware-- the lifeyou save may be your own!

4.ln the good old days, we believed inwaxing or oiling prop blades. This was anexcellent practice and seems to havebeen forgotten. I recommened this wax-ing, oiling or silicone spraying of bladesregardless of their composition (wood,aluminum, fiberglass). This helps alleviateabrasion, nicks and chips. h also helps cutdown on adhesion of ice. There is alsoevidence that prop efficiency isimproved.

While we are talking about winter andprops, let's not forget about prop gover-nor conhol. Spray the linkage or conholrod and governor head with the sameWD 40 lubricant. It is also a good ideato do the same on the mixture andthrot-

tle controls.If two people are available, have one

in the cockpit working these conbols backand forth while the other sprays. You willbe astounded as to their operation, bothin winter and summer. They becomesmooth and have a longer life.

Engine conhol replacements are a bigbuck item requiring a lot of high pricedmechanic labor. Eighteen to twenty manhours on most twins is not unusual.

Another hint worth mentioning: Whileflying in subfreezing temperatures, occa-sionally change the prop setting or exer-cise the prop to a different RPM position.

Go high and go low. This removes nearlycongealed oil from the prop dome andrecirculates it into the oil system whereit becomes fluid oil again. This stops theproblems of near heart failure when theprop suddenly surges or becomes unsyn-chronized. There can be conditions ontwins where you would like to featherone engine quickly, but with a congeal-ed prop dome this is not going to hap-pen. I believe in the saying, "a little toosoon is better than too much too late."

You would not believe the moneyspent by owners to technicians in hyingto solve the above problem. We changegovernors, prop overhauls, etc. whenthere really isn't anything wrong. Whatis needed is a better education on thewinter operation of your aircraft.

One of the best things to ever happento you, the owner pilot of an aircraft (carowner too) is the approval of muhi-gradeoil. Phillips and Shellare the best for youand your aircraft. It eliminates a lot ofproblems in prop conhol and turbocharging. More on this in future articleson aircraft engines and operations.

This is a small, informal articleconcerning cold weather flying and, theLord willing, I willfollow up with anotherdealing with fuel systems and engineoperation in winter flying.

Any areas in which you have ex-penence would be welcome. Please feelfree to contact me.

You will note that all of the above doesnot take an A&P or mechanic and onlytakes about $2 and about 30 minutes ofyour time.

The best for your flying enjoyment andsafety.

March, 1985 Palmetto Aviation 5

The Promise and The ProblemRepinted from the AOPA Newsletter

There a few pilots who haven't heardabout the conhoversy sunounding theuse of autogas in aircraft engines. This isan issue which stirs strong feelings onboth sides.

For some, the use of autogas appearsto promise a solution to several problems

that have plagued owners of low com-pression engines for some time. Forothers it is a dangerous practice whichshould be avoided at all costs.

General aviation has faced fuel pro-blems of one type or another for the last12 years. First it was the supply crunchwhich hit back in the early 70's. Then itwas the disappearance of 8O-octaneavgas from certain areas, and the pro-blems caused by its rePlacement-100LL- in the mid 70's. More recent-ly, we have seen an upheaval in the badi-

tional relationships between avgas sup-pliers and distributors. Faced with shrink-ing demand and higher costs of produc-tion, dishibution and storage, the majoroil companies wanted out of the80-octane market. This process was ac-celerated by the removal of supply andprice controls in February 7979.

As the supply of 80 octane dwindled,the search for an ahemative began. Quitenaturally, attention was focused onautogas because of its availabilty andrelatively low cost at the corner servicestation. But, there was one problem -autogas was not an approved aviationfuel and, therefore, its use in aircraftengines was illegal. Illegal, that is, untilthe Experimental Aircraft Association(EAA) obtained FAA approval under aSupplemental Type Certificate issued inAugust 1982.

While you might think that the is-suance of the STC would have calmedthe debate, it seems the reverse is hue.The focus is no longer purely technical,which it was in the past. It has expandedto include practical and legal concerns.

In a letter to AOPA, Mr. R.A.Heustess, Manager of Aviation Sales forShell Oil Company, cited a number ofproblems with the use of autogas for

aircraft.Without going into detailed discuss-

sions on each point, it seems fair to saythat the testing to date does little to sup-port the case against autogas use. For ex-

ample, one of the most often citedreasons for not using autogas has beenthe difference in vapor pressure betweenauto and aviation fuel. During tests of theEAA's Cessna 150-up to the serviceceiling of the aircraft-no vapor lock pro-blem was encountered.

Does this mean that vapor lock willnever be encountered while usingautogas? Probably not. But keep in mindthat vapor lock can form even when us-ing avgas. Privately, some oil companyengineersdisclosed they have been will-ing to admit that the use of a good grade

of autogas would not likely cause anyproblem. Yet, they also are quick to add,there is always that one in a hundredchance that under the right circumstancesautogas could cause a problem.

This leads us to the real concern fuelproducers and suppliers have - liabilty!Simply stated, oil companies are verymuch concerned that the use of autogaswill ultimately result in expensivelawsuits. So, to a certain degtee,everyone seems to be sitting on thebench waiting for the signals that willmean it is safe to get into the game.

The engine manufacturers are doinglittle, if anything, to work out a solutionand do not endorse the use of autogas.The insurance companies are not exactlyjumping for joy because they simply donot know what the risk is. From the oilcompanies' perspective, theYare the ones who will be accepting therisk if autogas is sold as an aviation fuel.

Additionally, there are practicalproblems to consider. First, the EAA'sSTC calls for the use of unleaded autogasmeeting the American Society for Testingand Materials (ASTM) SpecificationD-439. Unfortunately, most pilots do notknow if they are getting fuel that meetsthis specification. Some states requireautogas to meet D-439 specs, but othersdo not.

In fact, the oil companies themselvesare unwilling to guarantee that the fuelthey produce meets D-439 standards atthe point of purchase. What this il-lustates is a potential problem with quali-ty control which is a major concern of the

oil companies. They claim that the testsand procedures used to handle thedishibution of avgas are different thanthose used for autogas. Countering thisclaim, however, is the argument that theEAA has tested various types of autogasrepresenting worst case scenarios andfound no difficulty using the fuel.

Another practical concern is the price

differential between autogas and avgas.Conbary to popular belief, autogas is notlikely to show up at your local airport atthe same price your local service stationsells it for because most FBO's don't havethe volume-purchasing power of the cor-ner gas station. In addition, FBO's willstillmaintain the same Profit margins.

Another problem, somewhat obvious,is that the population of aircraft original-ly designed to use 80 octane is shrink-ing. For the most part, there have beenno new engines that burn 80 octane pro-

duced in the United States since 1976.This is not a sign which will encourage

FBO's to devote time and effort and ex-pensive equipment to the sale of autogas.

Finally, the lack of a distibution systemmeans that pilots wanting to use autogasmust either fly to an airport which pro-vides it or lug five-gallon cans out to theaircraft.

So, what does the future hold forautogas? At this point is is hard to say.Autogas as an aviation fuel does appearto hold some promise for those of us withlow-compression engines. It may helpthe reported problems of sticking valves,lead-fouled plugs and prematureoverhauls. And maybe, if enough aircraftare converted to the STC, it could resultin more interest on the part of fuel pro-ducers, the aircraft manufacturers andFBO's. Additionally, it might increasegeneral aviation activity if the price issignificantly lower than avgas. Only timewill tell.

6 Palmetto Aviation March, 1985

Aviation medical examiners in South CarolinaPart l, Abbeville through GeorgetownCITY ADDRESS TELEPHONE

ABBEVITLE'P FORT, George W.AIKEN.P VON BUEDINGEN. R.P.ANDERSON' BURTON, O. Marion'P+ HUNT, John Robinson'P HUNTER, Charles P.P VESTAL, Tom A.

' YARBROUGH, Joseph C.P+ YOUNG, James H.

BAMBERG'P+ DWIGHT, F. MarionBARNWELL'P GIBSON, Henry W.BEAUFORT

JENKINS, Arthur' NEIDICH, SolCAMDEN' + DUBOSE, John 8., III

McCORKLE, Francis N., Jr.CHARLESTON'P DODDS, Kenneth A.' + MARTIN, Archibald M.' MOSKOWITZ, George'P+ VON LEHE, D.P., Jr.'P+ WOODWARD, William M.CHERAW'P+ GODWIN, Winston Y.'P+ NEWSOM, Joseph K.CLEMSONP IRVINE, David L.

CLOVER' ANTOSEK, Edward L.COLUMBIAP+ HARRISON, A. FrankP+ REED, Stanmore E.

'P STROHECKER, William J.' WALKER, Leo L., Jr.'P+ WOODWARD. Martin B.WEST COLUMBIA' + MESSERVY, Thomas W.' + WENNER, Allen R.'P+ YOUNG, Frank W.CONWAY'P+ HUGHES, James C., IllDARLINGTON'P+ WILSON, John M.EASLEY'P GOUDELOCK, Wm. J.FLORENCE'P BOOTH, John A.'P GASTRIGHT, John A.FORT MIIL'P CULP. Max A.GEORGETOWN'P HARMON, Gerald E.' WILLIAMS. Clifton Lide

309 N. Main Sheet

154 Waterloo Street

600 Fant at Calhoun St.801 N. Fant Street1655 E. Greenville St.605 E. Greenville St.1655 E. Greenville St.1310 N. Boulevard

North Street

1802 Wren Sheet

512 S. Ribaut Road1112 Craven Street

1344 Haile Street1113 Mill Street

46-8 Markfield Dr.315 Calhoun Street

231 Calhoun Street9302 Medical Plaza Dr.10-C Farmfield Avenue

207 Marion Street119 Chesterfield Hwy.

522 College Avenue

Route 4, Box 160

2008 Hampron Sheet1333 Taylor St., Su. 3C3301 Harden Sheet1333 Taylor St., Su. 5C2753 Laurel Street

107 W. Hospital Drive211 Medical Circle2311 Sunset Blvd.

1603 1fth Avenue

352 Pearl Street

201 Richard Street

506 East Cheves Street121 East Cheves Sheet

101 Allison Sheet

Waccamaw Family Practice552 Black River Road

29620

29801

29621296212962r296212962129621

29003

29812

2990229902

2902029020

2940729401294012940529407

2952029520

2963t

29710

2920r29201292032920129204

29t6929t6929t69

29526

29532

29640

2950729501

29715

294r'r029440

459-4705

648-78r5

261-1473225-5059224-6376225-5t3r224-6376225-5241

245-2259

259-3092

524-3128524-7436

432-1996432-3379

766-2317722-38t8722-3818572-1400556-3462

537-3831537-2168

6g-7U7

831-1841

2g-0889254-0889765-7533256-8333254-760p.

791-0420796-425t796-8060

248-5855

393-3801

859-324r

665-1280667-0816

g7-7gl

546-7441s6-6t56

' -Accident Investigation Participantf -First Class

Check the Aprll lcsue for remalnder of S.C. examlnera ltsting. P-Pilol

-t

March, 1985 Palmetto Aviation 7

til

HTreffiITrident Technical College students in the Aircraft Maintenance program disassemble a Cessna 310 in preparation for themove to the TTC Berkeley Satellite. Since 1977, classes have been held at a hangar near the Charleston InternationalAirport. Beginning Spring quarter 1985, classes will be relocated to the Berkeley County site.

Greenville farmers askfor balloon regulations

Greenville County farmers who ownproperty around Donaldson Center,south of Greenville, may ask CountyCouncil to adopt laws that holdballoonists responsible for damage donewhen the craft land on private property.

Members of the Greenville CountyFarm Bureau told the county delegationat a dinner last month that balloonistsshould not be permitted to land onprivate property.

Farm Bureau member Emest Man saidthat during the Freedom Weekend Aloftballoon festival last year balloonists camedown anywhere including busy streetsand in people's yards.

Marr said the property owner has fewrights when balloonists pull their trucksinto yards or pastures to collect theballoon and its crew. He said balloonistsshould be held to the same standards asfixed winq pilots.

"The FAA regulations state thatairplanes can only fly so low and they

cannot land on your property," he said.Sen. Theo Mitchell said he had

received several complaints from landowners around Mauldin and Simpson-ville who suffered broken fences and hadtheir cattle stampede after the animalswere frightened by balloons.

But Mitchell said he believes any lawshould come from Counp Council ratherthan the General Assembly because theballoon festivities are primarily in theGreenville area.

Allendale councilawards contractfor extension

The Allendale County Councilvoted to award the conhact for ex-tension of the Allendale CountyAirport to the J.F. Kleckley firm ofOrangeburg. The bid submitted byKleckley was for $146,965.00,significantly less than the $175,000which had been budgeted by theCounty Development Board tocarry out the 1200 foot expansion.

The contract calls for extendingthe runway to 4,100 feet. The pro-ject will be funded with state andcounty money.

The county's development boardalso is attempting to seek additionalmatching state and federal funds toextend the runway to 5,000 feet toaccommodate small executive jetsand to uprgrade lighting.

qF

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r., i:')L. i )1, r.-l .'iCS .-.j.iir

P.:--r. l)rawer 1987Columbia. South Carolina 29202

SC t tATF' LI;:k^'rr[rYl5$ir SlNA'lL I'Tr-i:t-TP.,J. r'ilX l1(t:1;cQLuf"iiiIA 5C J*;ll

the aviation hust fund without having topay interest on it. "This new, even moreinsidious raid on the trust fund wouldmean that next year the fund could loseabout $790 million in income," said W.Lawrence Graves, AOPA Vice Presidentfor Legislative Affairs.

Last year, the government bonowedabout $6Yz billion from the hust fund.The federal government routinely bor-rows money from dedicated hust funds,such as social security and parks. If theFAA plan goes through, the aviation hustfund would be the only one of all thededicated trust funds that the govern-ment would not have to pay interest on.

The overall FAA budget request isdown slightly from last year's $5.3 billion,to $5.1 billion. However, the FAA wantsto establish a new high in the level of hustfund conhibutions to its budget.

f.iUl K RA.f FI] \ POSTA(;F

PAID(',,lurrbra S CI'I.RMIT NO 7iI

FAA plans trust fund raid, AOPA warnsThe Federal Aviation Adminisbation is

planning a $2 billion raid from the avia-tion trust f und, charged the270,}O0-member Aircraft Owners andPilots Association of the fiscal 1986 FAAbudget.

"The FAA wants to take from the trustfund $1.2 billion beyond the amountauthorDed by law for the agency's opera-tions and maintenance (O&M) budget,"said AOPA President John L. Baker."We are outraged that the governmentwould even contemplate ripping off theaviation hust fund in this manner."ing to a new low by asking for such highlevels of trust fund monies for purposesthat the fund was never meant for.Raiding the hust fund for O&M is totallyunacceptable."

AOPA is also concemed about the ad-minisbation's plan to borrow money from

This publication is printed and distributed by the SouthCarolina Aeronautics Commission in the interest of aviationsafety and to foster the growth of responsible aviation in thestate.

"The administration's plan would haveaviation system users pay for 100 percentof capital improvement programs andwell over 75 percent of all other FAAcosts," said AOPA's Graves. "This wouldamount to users funding at least 85 per-cent of the agency's budget -- despite thefact that its activities are in the public in-terest. "

AOPA President Baker said that hisorganization would "not sit back andwatch the administration rip off the trustfund and the aviation system users. Wehave an obligation to our members -- thesystem users -- to ensure that moneyfrom the trust fund is spent on capital im-provements. Paying for pencils andpaper clips is not the purpose of our avia-tion hust fund monies."