Live Global Traffic Streaming Now Available With ForeFlight

Posted on July 26, 2020 by mwflyer

Published in Midwest Flyer – August/September 2020 issue

ForeFlight, in partnership with FlightAware, is now providing live global traffic streaming for all customers with its new Internet Traffic feature.

Internet Traffic is tied to the same Traffic map layer used to display ADS-B traffic, and that layer is now accessible any time the user has an internet connection on the ground. The layer will automatically switch to showing only ADS-B traffic when the user connects to an external ADS-B In device.

ForeFlight displays both airborne and ground traffic received via the internet, just like it does ADS-B traffic, with the altitude and tail number of aircraft available at a glance, and many other details available with a tap for most traffic targets.

ForeFlight uses the distinct position reports received from FlightAware to interpolate each airborne target’s movement and displays it smoothly on the map.

Internet Traffic is included in all ForeFlight subscription plans.

Slide-Out More Menu & Edit Tab Order

Tapping the More tab in the bottom-right area now displays a compact menu on the right side of the screen so users can view it without leaving the page they are on.

Downloads, Settings, and a number of infrequently-used tabs appear as modals that users can quickly dismiss by swiping down from the top. Other tabs, such as Checklist and Logbook, open in full screen, double-column layouts on iPad to better utilize available screen space.

The last tab a user opened from the More menu is always available just to the left of More with the new “Dynamic” tab, allowing the user to quickly jump between that and their other tabs.

Tap “Edit Tab Order” in the More menu to rearrange ForeFlight’s tab bar however the user likes, including tabs that were previously only available in More. Tap “Reset To Default Order” to undo changes made.

Tab order does not sync between devices, allowing the user to have different setups on their iPad and iPhone to match how they use them.

Other Notable Enhancements

ForeFlight on the iPhone now supports the FPL “Bubble Editor” on Maps, dedicated Plate and Scratchpad views, and all other previously iPad-only features with the exception of the Profile View.

Airports: The Frequencies, Services, A/FD, and More tabs have been combined into a single “Info” tab; the Forecast Discussion is nested under the TAF section; and the airport popup on Maps now uses the same layout as the Airports view itself, providing faster access to Procedures, Runways, and more.

Maps: The Edit, NavLog, and Profile buttons have moved to the right edge of the FPL editor. The user can hide or show the Aeronautical Map’s quick filter buttons on the left side of the screen using the new “Quick Filters” setting in Map Settings.

Support: This is a new tab available just above About in the More menu, with links to support resources on ForeFlight’s website and the in-app Pilot’s Guide.

Multitasking Support On iPad

ForeFlight on the iPad now supports iOS Multitasking, allowing the user to use ForeFlight in Split Screen or Slide Over with other apps at the same time.

To open ForeFlight in Split Screen with another app that supports it, the user can open either of them, swipe up slowly from the bottom of the screen to show the iOS dock, and drag the other app’s icon from the dock to either side of the screen and release it. Drag the separator between the two apps to change their relative sizes, or dismiss one app by dragging the separator all the way to one side of the screen.

Open ForeFlight at the top of any app that doesn’t support Split Screen using Slide Over. Drag the ForeFlight icon from the iOS dock to the center of the screen, instead of either side and release it.

Aircraft Type Restrictions In Procedure Advisor

Procedure Advisor displays aircraft type restrictions for standard instrument departures (SIDs) and standard terminal arrival procedures (STARs) so pilots can quickly identify suitable procedures for their aircraft.

Colored tags for Piston, Turboprop, and Jet aircraft appear beneath procedures that are restricted to the aircraft types shown.

Webinars showcasing these features are available for viewing here:
www.foreflight.com/support/webinars
https://foreflight.com/campaigns/on-frequency/
https://foreflight.com/campaigns/pilot-in-command/

Posted in All Headlines, August/September 2020, Headlines, Headlines, Technology | Tagged , , , , , , , , , | Leave a comment

AOPA Cancels September Fly-In In Rochester, New York

Posted on July 26, 2020 by mwflyer

Published in Midwest Flyer – August/September 2020 issue

As the country anticipated the re-opening of most activities following the early COVID-19 stay-at-home orders, AOPA has worked hard to maintain the viability of its Rochester, New York fly-in, September 11-12, 2020, but decided mid-June to cancel it. Earlier this year, AOPA was forced to cancel its fly-ins in San Marcos, Texas, and Casper, Wyoming. AOPA is working with local officials and organizers for all its 2020 fly-ins on potential future dates for those events.

“This decision was not taken lightly, and it was made in close coordination with all event partners, including Monroe County executives, local and state health departments, and airport/ATC management,” said AOPA President Mark Baker.

“A number of factors went into this decision: the continuing constraints that COVID-19 is expected to have on large-scale events in New York State, and staffing issues related to the health crisis and resulting slowdowns,” Baker added. “The serious challenges and potential restrictions ahead of us just won’t allow us to create the type of member and exhibitor experience that would meet our high standards.”

Those who registered for the event will receive a full refund. Registrants do not need to take any action to initiate refunds; AOPA will process credit card refunds. Please expect delays for refunds by check.

For pilots looking to return to the skies in these uncertain times and as states modify social distancing restrictions, AOPA and its Air Safety Institute have created aviation resources. The COVID-19 Flight Operations Guide is designed to help flight schools, flying clubs, FBOs, and other aircraft operators; the Return-to-Flight Proficiency Plan, created in partnership with Hartzell Propeller Inc., helps to ensure that pilots safely return to the air after a period of inactivity.

Posted in All Headlines, AOPA, August/September 2020, Fly-Ins & Air Shows, Headlines | Tagged , , , | Leave a comment

Uncertainty Surrounding Coronavirus Forces Cancellation of EAA AirVenture Oshkosh 2020

Posted on July 26, 2020 by mwflyer

Published in Midwest Flyer – August/September 2020 issue

OSHKOSH, WIS. – The continuing uncertainty surrounding the coronavirus/COVID-19 pandemic has forced organizers of the world’s largest fly-in convention, EAA AirVenture Oshkosh, to cancel its 2020 event at Wittman Regional Airport in Oshkosh, Wisconsin. The 68th annual event was scheduled to be held July 20-26.

“We looked at every possibility over the past six weeks (prior to May 1), as to how EAA could move forward with AirVenture this year, because it is such an important reunion for the aviation community,” said Jack J. Pelton, EAA CEO and Chairman of the Board. “The current status in Wisconsin is that it is still under a stay-at-home order until May 26, which completely eliminates our ability to start grounds preparation May 1. The reopening of the state also has no specific dates, creating uncertainty about mass gatherings in July. Ultimately, preserving the health and safety of all who would attend – and all the varying guidelines between states and countries from where our participants arrive – along with the massive commitments needed now for an event to meet EAA’s high standards, made cancellation the only option for this year.

“Those of us involved in aviation know very well the importance of information gathering and planning prior to any flight, and I looked at AirVenture in much the same way before reaching this decision,” Pelton said. “While no one can see every eventuality, as we looked at the scenarios for holding the event in 2020, it was dependent on a number of important factors where there are currently no definitive answers. That is not the way to commit to an event that welcomes hundreds of thousands of visitors to Oshkosh from more than 90 countries.

“There is no way to describe the disappointment I feel for everyone who sees AirVenture as aviation’s family reunion each year. You can be assured that EAA is already eagerly looking forward to gathering along the AirVenture flightline on July 26 through August 1 in 2021.”

All pre-sold AirVenture 2020 admissions and camping reservations can be rolled over to the 2021 event or are eligible for refund. Those who have made such purchases will be contacted individually.

Posted in All Headlines, August/September 2020, EAA & AirVenture, Fly-Ins & Air Shows, Headlines, Headlines | Tagged , , , , | Leave a comment

Dorothy Cochrane To Receive 2020 Katharine Wright Trophy

Posted on July 26, 2020 by mwflyer

Published in Midwest Flyer – August/September 2020 issue

WASHINGTON, DC – The National Aeronautic Association (NAA) has selected Dorothy Cochrane, curator at the Smithsonian’s National Air and Space Museum, to receive the 2020 “Katharine Wright Trophy.” The trophy was established in 1981 and is awarded annually to an individual who “… has contributed to the success of others or made a personal contribution to the advancement of the art, sport, and science of aviation and space flight over an extended period of time.” Cochrane is being recognized for devoting over 40 years as a curator at the museum, collecting and preserving historical aviation artifacts that educate and inspire the general public about the importance of flight.

Cochrane joined the Smithsonian Institution in 1977 as one of the first female curators. She oversees the collections of general aviation aircraft, flight material, aerial cameras, and the history of general aviation and women in aviation. Throughout her career, Cochrane has become most notable for her acquisition of priceless aviation artifacts, as well as the creation of entire galleries in the aeronautics department.

As the curator responsible for the Barron Hilton Pioneers of Flight Gallery, as well as the General Aviation, Business Aviation, Aerobatic Aviation, and Aerial Camera exhibit stations and cases, Cochrane has acquired at least a dozen aircraft for the Smithsonian collection, including a Fleet Model 2, Cirrus SR-22, Grumman Ag Cat, Beechcraft King Air, and Cessna 152 Aerobat. Her acquisitions also include aircraft seen by millions of airshow spectators, including Patty Wagstaff’s Extra 260 and Bob Hoover’s Shrike Commander. Cochrane was also responsible for the restoration of Betty Skelton’s Pitts, “Little Stinker,” which is the first aircraft seen by visitors as they enter the Steven F. Udvar-Hazy Center at Dulles International Airport. This restoration was made possible due to Cochrane’s efforts in finding volunteers and the exact parts necessary to complete the restoration and her vision to locate the aircraft in such a prestigious area.

Not only does Cochrane preserve aviation history through the procurement and display of aviation artifacts, she also communicates it artfully. Her encyclopedic knowledge is sought after the world over through media interviews and speaking engagements. She also serves as the aeronautics liaison for the museum’s General Electric Aviation Lecture Series, as well as the Charles A. Lindbergh Memorial Lecture and is the museum’s leading scholar on Anne Morrow Lindbergh and Amelia Earhart’s life and disappearance. Recently, Cochrane was the primary investigator for the Military Women Aviators Oral History Initiative, which conducted and archived oral and video interviews of 15 trailblazing retired and active duty military women pilots.

Cochrane currently oversees the creation of a pair of new galleries as a part of the National Air and Space Museum’s seven-year revitalization and transformation project that will inspire a new generation of aviation and space pioneers.

The Katharine Wright Trophy will be presented to Cochrane on a date and location to be determined. For more information or to view a complete list of previous recipients, visit www.naa.aero.

The National Aeronautic Association is a non-profit membership organization devoted to fostering opportunities to participate fully in aviation activities and to promoting public understanding of the importance of aviation and space flight to the United States. NAA is the caretaker of some of the most important aviation awards in the world, and certifies all national aviation records set in the United States.

Posted in August/September 2020, Awards & Recognitions, People, Sections, Sections | Tagged , , , , , , | Leave a comment

Restaurants Near Wisconsin Airports

Posted on July 26, 2020 by mwflyer

WisDOT Bureau of Aeronautics
Published in Midwest Flyer – August/September 2020 issue

In the June/July 2020 issue of Midwest Flyer Magazine, we announced the creation of a new comprehensive list and map of Wisconsin airports with convenient food options, but ran out of space to include it in the magazine. Without further ado, on the opposite page you will find the map which depicts airports that are within a mile of at least one restaurant. On the back of the map, you will find a list of those restaurants sorted by airport, along with the one-way walking distance between the aircraft parking area and the restaurant. We hope you will cut out this map and keep it in your flight bag. You can also view and download a digital copy of the map from our website: https://wisconsindot.gov/av-pubs.

Posted in Airports, August/September 2020, Columns, Columns, Columns, Wisconsin Aeronautics Report | Tagged , , | Leave a comment

Preparing For The Unexpected

Posted on July 26, 2020 by mwflyer

by Hal Davis
WisDOT Bureau of Aeronautics
Published in Midwest Flyer – August/September 2020 issue

Airports and pilots alike take pride in their preparedness for emergency situations. We have our index of checklists and practice them regularly. But what happens when there’s no checklist for the situation you are facing? How many of you had a checklist titled “pandemic” before this year? In those cases, we use our instincts and listen to expert advice. Mistakes may be made, but hopefully important lessons are learned. Now is the time to draw from that experience and create a better plan for the future. For an airport manager, that means dusting off the airport emergency plan.

Get To Know Your First Responders

The Federal Aviation Administration (FAA) requires airports serving air carriers to have a formal airport emergency plan which describes how the airport will respond to different emergency situations. Though not required, some form of airport emergency planning is highly recommended at airports of all sizes. A small general aviation airport might have less air traffic, but also probably has far fewer resources when responding to an emergency. Ultimately, no airport has the ability to respond to every type of emergency on its own. Therefore, every airport must depend to some degree on the resources of its surrounding community.

A portion of any airport’s emergency plan should be dedicated to identifying critical community resources, establishing lines of communication, and working with and training those resources so that they are familiar with the airport and can be relied upon in an emergency.

In a recent survey of Wisconsin fire departments, respondents were asked to identify the airports they serve. Several Wisconsin airports were unaccounted for in this survey, leading us to believe that there is a need for airport managers to reach out to their local fire department. Simply calling 911 in the event of an emergency is not adequate. Proactively building and maintaining relationships with first responders can dramatically improve emergency response at airports and reduce the severity of the incident.

Airport Emergencies

While emergencies can seldom be predicted, they can be anticipated and prepared for. The types of emergencies an airport should prepare for will vary from airport to airport. Identifying those potential emergencies and hazards is an important step in the development of an airport emergency plan. In general, all airports should have a plan for responding to:
• aircraft accidents,
• structural and fuel fires,
• hazardous material spills,
• power outages, and
• medical emergencies.

Airports should also plan for natural disasters, such as severe weather and flooding. After September 11, 2001, planning for security incidents and terrorism became obvious as well. More recently, it has become apparent there is a need for emergency response planning for suspicious or hazardous drone operations near airports and of course, pandemics.

Fortunately, many emergency situations have a low probability. For that reason, emergency planning can easily be overlooked or ignored. Now is the time to make emergency planning a priority and create or update the airport emergency plan. For help and guidance, refer to FAA advisory circular 150/5200-31C or give us a call at 608-266-3351.

Posted in August/September 2020, Columns, Columns, Columns, Wisconsin Aeronautics Report | Tagged , , , , , | Leave a comment

From The Frying Pan, Into The Fire: PFAS/PFOS Concerns For Airport Operators

Posted on July 26, 2020 by mwflyer

by Brad Maurer, JD, CPCU
Published in Midwest Flyer – August/September 2020 issue

Airports have long been concerned about environmental quality. Ever since we have understood the impact of fuel and degreasing solvent releases to the ground and the groundwater, airports have taken extra measures to prevent them as best as they reasonably can.

There is a surprising recent development in the world of environmental protection and it directly impacts airport operations – the adverse health effects and omnipresence of perfluoroalkyl substances (PFASs), mainly Perfluorooctanoic acid (PFOA) and Perfluorooctanesulfonic acid (PFOS). Collectively deemed the “forever chemicals,” PFASs have been used for decades in common consumer products due to both their durability and surfactant qualities.

PFOS is the main ingredient in waterproofing/stain resisting chemicals applied to carpet and furniture, as well as clothing items like raincoats and shoes. PFOA is used commonly in food-contact materials, such as fast food wrappers, pizza boxes, microwave popcorn bags and even as a component of non-stick cookware. It is no wonder that nine (9) out of every 10 Americans have some level of PFOA/PFOS in their bloodstream with all of the products that use these materials.

For those in the aircraft industry, there are two important facts about PFASs that you need to be aware of: 1) Together, they are ingredients for aqueous film forming foam (AFFF); and 2) They are currently being considered by the United States Environmental Protection Agency (USEPA) to be regulated as hazardous substances.

AFFF is an effective fire suppressant, particularly for high intensity fires, such as those involving jet fuel and aircraft. The surfactant qualities of PFASs make them so effective that only AFFF that contains it meets military specifications (MIL-PRF-24385). This compounds the problem for airports that operate under a Part 139 Certificate, as they must provide Aircraft Rescue and Fire Fighting (ARFF) services that must be routinely tested.

While fires at airports are infrequent, training and testing of ARFF capabilities are not, and the training currently involves the dispersal of AFFF.

In January 2019, the FAA issued guidance for certificated airports to meet the ARFF training requirements using non-fluorinated AFFF alternatives. This is a smart move for environmental protection, as it reduces the amount of PFASs that is released into the environment, while at the same time maintaining ARFF readiness. Even non-certificated airports should consider this practice for the firefighting services they employ. When PFOA/PFOS-containing foam is necessary for training, its containment and removal is worth the effort, considering the next important fact about these substances.

USEPA is starting to regulate PFASs. Human PFAS exposure has been linked to six major health impacts: kidney cancer, testicular cancer, ulcerative colitis, thyroid disease, hypercholesterolemia (high cholesterol), and pregnancy-induced hypertension. Despite years of information about the adverse health effects of PFASs, it wasn’t until February 2019 that USEPA officially announced a plan to deal with these substances. Even as of today, there is no federal drinking water standard for PFASs, but it is coming soon.

Currently, USEPA has issued a health advisory of 70 parts per trillion for drinking water. This is an extraordinarily small amount, as most drinking water standards are measured in parts per billion. In the absence of a federal standard, many states have issued their own – some as low as 20 parts per trillion. It is estimated that 16 million Americans have above-standard PFASs in their drinking water, and this number will increase as more communities test their water supplies.

What Does This Mean For The Airport Industry?

The most important concern is the inevitability that USEPA will classify PFASs as “hazardous substances.” That is item number two in its 2019 February 2019 Action Plan. There is an administrative process for this to occur, but once it does, all PFAS contamination will be subject to the Comprehensive Environmental Response, Compensation, and Liability Act (AKA “Superfund”). The Superfund law holds parties liable for, among other things, the cleanup costs of hazardous substances that are released at a facility that they own or operate. The key word here for fixed base operators is the term “operate.” You need not own the airport to be responsible for PFAS contamination cleanup under the Superfund law.

The frightening thing about the Superfund law is that it applies not only to events from now on, but also in the past.

Past releases of AFFF and hazardous substances, no matter how lawful they were at the time of the release, can become the source of liability for both past airport owners and operators, as well as the current ones.

Many airports may be familiar with the Superfund law because, although it exempts petroleum, it applies to volatile organic solvents which are used extensively in aircraft repair and maintenance.

Many airports, particularly large commercial and military bases, have incurred some sort of cleanup under the Superfund law. Smaller airports will likely not escape responsibility under the Superfund law for PFASs, since they are likely to be located closer to drinking water sources than major ones. A site does not need to be declared a “Superfund Site” for the law to apply. It only takes a release of a hazardous substance.

Considerations & Summary

It’s a Catch-22 for an airport to be required to use AFFF and yet be held liable for its release. The best practice is to eliminate or at least contain and limit the use of PFAS containing AFFF that is dispersed at the airport for training. Insurance-wise, almost all insurance policies have an exclusion for “pollutants.” Even though PFASs are not currently regulated as a hazardous substance, it is reasonable to presume that it would qualify as a “pollutant” for insurance purposes.

There are special types of insurance that do cover liability for PFASs. Contractors Pollution Liability (CPL) insurance can be purchased for businesses that provide services at airports, as well as services anywhere else.

Environmental Impairment Liability (EIL) insurance can be purchased by owners and operators of airport facilities.

The restriction with CPL coverage is its use of a retroactive date – typically the date the airport or operator first purchase the insurance, which is carried through the subsequent years the policy is renewed. EIL insurance can either have a retroactive date (and then only cover pollution conditions that first occur from the first date of purchase forward), or it can be devised to insure against past releases that may have happened, but are unknown as of yet. This is called EIL insurance with full retroactive coverage – something airport operators may wish to consider with the impending laws that will soon regulate PFASs.

The time to manage risk is now! While those of us in the environmental protection industry have known about these contaminants for a little while now, the 2019 major motion picture “Dark Waters” starring Mark Ruffalo has raised national attention to the issue. In that movie, local landowners sued a product manufacturer for various claims arising from PFOA that it manufactured at its plant. Another PFAS manufacturer has settled with the State of Minnesota for $850 million for PFASs issued in the state and currently is in litigation with six other states – just for PFAS products in general. That manufacturer and other PFAS manufacturers now face 190 class action lawsuits arising from their manufacture of AFFF.

And there you have it. While the manufacturers are the first to face litigation, soon those who released the products will follow. When a community discovers PFASs in their drinking water, where are they first to look if there aren’t any manufacturers of the product nearby? Airports.

About the Author

Brad Maurer (JD CPCU) is an environmental insurance expert with American Risk Management Resources Network LLC based in Middleton, Wisconsin. As a former environmental scientist working on Superfund sites, Brad Maurer has been specializing in managing environmental risk for clients for over 25 years. Maurer@ARMR.Net (www.ARMR.Net).

Posted in All Features, August/September 2020, Features, Features, Products & Services | Tagged , , , , , , , , , , | Leave a comment

Minnesota Airport Construction Projects 2020

Posted on July 26, 2020 by mwflyer

Minnesota DOT Office of Aeronautics
Published in Midwest Flyer – August/September 2020 issue

For public-use airports in Minnesota, the 2020 construction season is going to be busy, with numerous projects continuing in process and planned, in spite of the current health difficulties. Upcoming projects include several significant runway reconstruction projects. Some of the projects that will affect airport flight operations are described in this article, as well as a link with information about the CARES Act. Please check with your airport destination and monitor NOTAMS for specific information. Let’s all Stay Safe in the air and on the ground.

Baudette (BDE)

The Baudette International Airport will be reconstructing Runway 12/30 (5499’ x 100’) beginning late summer and continuing through fall of 2020. Reconstruction of Runway 12/30 is required as it has reached the end of its useful life. Construction cranes used for the replacement of the Rainy River International Bridge in 2020 will cause approach obstructions and make the instrument approach temporarily unavailable. The runway reconstruction is being condensed to 60 calendar days and timed to coincide with the bridge work. The project includes the removal and replacement of the existing runway bituminous pavement and reconstruction of two connector taxiways, as well as rehabilitation of the apron near the terminal building.

Detroit Lakes (DTL)

Runway construction continues with Phase 3 in summer of 2020, consisting of the reconstruction and widening of existing Runway 13/31. This work will require a full closure of Runway 13/31 for a period of eight weeks in the summer of 2020. At press time, the eight-week closure was tentatively scheduled to begin Monday, June 1st through July 27th. The new Runway 14/32 (5200’ x 100’) is anticipated to be open to traffic on July 27, 2020, and the new GPS approaches are anticipated to be published in late 2020 or early 2021. During the eight-week closure, turf Runway 17/35 will remain in operation, except for a 1-day closure expected June 1st. A temporary taxiway will be paved off the northwest end of the existing apron to provide access to the north end of the turf runway. Phase 4 of the project will involve installation of airport perimeter fencing, and is anticipated to begin late September 2020.

Duluth Sky Harbor (DYT)

Runway 14/32 is in the process of reconstruction by being shortened and relocated by rotating the 32 end 5 degrees into Superior Bay, to remove obstructions while protecting natural resources. In addition, a parallel taxiway is being constructed with this phase. This is the final phase of a three-phase project, which was initiated in 2017. At press time, the anticipated runway/taxiway closure period was to be May 11 through June 13, 2020.

International Falls (INL)

The 2020 project will include the design for the reconstruction of Runway 13/31, and reconstruction of Taxiway A. Taxiway A will be prepared to temporarily be used as Runway 14/32, to allow operations during future reconstruction of Runway 13/31. This project will also require short-term closure of Runway 4/22. At press time, the temporary runway (taxiway) construction was anticipated to start in June, 2020.

Princeton (PNM)

The 2020 project is to reconstruct Runway 15/33 (3,900’ x 75’) and partial taxiway pavement at the Princeton Municipal Airport, which has reached the end of its useful life. The project also includes runway and taxiway connector edge lights, PAPIs and REILs. At press time, the Princeton runway reconstruction project was to occur between May 20th and July 29th, 2020.

Winsted (10D)

The project is to reconstruct turf Runway 9/27 (3220’ x 200’) and construct a turf taxiway. The runway was closed on May 11th, 2020 for pipeline removal and at press time, the runway reconstruct was to have started on June 8th, with an anticipated completion date of October 2020.

The CARES Act

The Covid-19 pandemic creates challenges and opportunities for airport project construction and funding efforts. Many people have questions about what the CARES Act is and how it will affect funding.

The Coronavirus Aid, Relief, and Economic Security (CARES) Act (H.R. 748, Public Law 116-136) (PDF), signed into law by the President on March 27, 2020, includes $10 billion in funds to be awarded as economic relief to eligible U.S. airports affected by the prevention of, preparation for, and response to the Covid-19 pandemic.

The CARES Act provides funds to increase the federal share to 100 percent for the Airport Improvement Program (AIP) and supplemental discretionary grants already planned for fiscal year 2020. Under normal circumstances, AIP grant recipients contribute a matching percentage of the project costs. Providing this additional funding and eliminating the local share will allow critical safety and capacity projects to continue as planned regardless of airport sponsors’ current financial circumstances.

Additional information about the CARES Act can be found on the web at https://www.faa.gov/airports/cares_act/

Posted in Airports, August/September 2020, Columns, Columns, Columns, MN Aeronautics Bulletin | Tagged , , , , | 4 Comments

Pilot Culture Modifies A Procedure, Leading To A Mishap

Posted on July 26, 2020 by mwflyer

by Tony Fernando
Minnesota DOT Office of Aeronautics
Published in Midwest Flyer – August/September 2020 issue

At 10:45 am on April 13, 2018, a U.S. Air Force F-22 Raptor started its takeoff roll at NAS Fallon in Nevada. NAS Fallon is the home of the famed TOPGUN fighter pilot training course, and the Air Force fighter was scheduled to fly in a one-on-one graduation exercise against a TOPGUN student who would be flying an F/A-18. The F-22 accelerated to 120 knots and the pilot rotated. At 135 knots, recognizing visual cues that the fighter was airborne, he retracted the landing gear.

Unfortunately, the fighter was not airborne, although enough weight had been taken by the wings for the weight-on-wheels switch to allow the gear to retract. When the landing gear retracted, the fighter settled back onto the runway, sliding 6,514 feet before stopping. Fortunately, there was no fire and the pilot was not injured. The accident report does not state how much damage was done to the $150 million fighter jet.

Using the prevailing conditions at NAS Fallon that morning, accident investigators determined that the correct rotation speed should have been 143 knots, and the fighter would have been airborne at 164 knots. Rotating early increases induced drag during a critical phase of flight.

In one sense, this is clearly a pilot error accident. A correct procedure existed and the pilot didn’t follow it. However, USAF fighter pilots are amongst the most highly trained pilots in the world. The pilot was highly qualified, and nothing in his training or service record suggested he was struggling with the demands of being a fighter pilot assigned to an elite squadron. Fatigue was not an issue; he was only three hours into his flight duty day and had ample rest over the preceding several days. There was no indication of drugs, alcohol or other substances playing a role. Why would such a pilot make such an elementary mistake?

All of the F-22 bases except for Nellis AFB are located at or near sea level, while NAS Fallon has a field elevation of 3,934 feet. Aircraft engines, jet or piston, provide less power at higher elevations. After the accident, the investigators analyzed the flight data recorders from 73 previous sorties by F-22 pilots. The investigators found that 52% of F-22 pilots rotate at 120±5 knots regardless of the calculated rotation speed, and 80% of F-22 pilots were becoming airborne five knots or more before the calculated takeoff speed. When looking at F-22 takeoffs from high elevation airports (e.g. Colorado Springs), 91% became airborne 5 knots or more before the calculated takeoff speed; 54% were airborne 20 knots or more before the correct calculated speed. At those high elevation fields, 81% of F-22 pilots had retracted the landing gear before takeoff speed.

Given these statistics, the accident described here was inevitable. The F-22 pilot community had internalized a procedure of rotating early, thus becoming airborne early. This practice worked fine at the sea level airports from which the F-22 is normally flown, but greatly increased risk at high elevation airports. The accident board was not able to determine where the early rotation practice originated or how it spread through the pilot community, but by the time of the accident, it clearly had been culturally accepted.

Culture develops in any group of pilots. General aviation is no exception. Pilots who routinely operate out of grass strips, or fly a specific type of airplane, develop habits that are passed from one pilot to another. Culture is not inherently a bad thing. Aircraft manufacturers can hardly anticipate every scenario their aircraft might be placed in. The hazard is when we allow culture to override established procedures. We might takeoff over gross because we “know” the aircraft can handle it, or because we don’t feel the need to get the actual weight of our passengers. We might forgo doing a takeoff distance calculation because we’ve internalized that the airplane has enough performance to meet the demands we ask of it. We can get away with these practices until the conditions are outside what we’ve experienced (e.g. high elevations, hot days, strong crosswinds, poor braking action, etc.). A raft of accidents suggest that pilots are not great at identifying when not to apply procedures developed through hangar flying.

Can an accident involving a very high-performance military fighter jet be relevant to general aviation? As pilots we learn a lot from hangar talk and tribal knowledge. But as pilots, we have also been trained and tested on proper procedures. This summer, as we fly to new and unfamiliar airports, pay attention to how you calculate your takeoff performance numbers, especially at high elevation fields out west. Follow the procedures in your aircraft’s manual. There’s no reason for you to be the pilot who has an accident from using an informal, culturally-developed procedure under the wrong conditions.

All speeds reported as knots calibrated airspeed (KCAS).

Reference: Trigler, J. 2018. F-22A Mishap, Naval Air Station Fallon, NV. United States Air Force Accident Investigation Board Report. 29 pages.

Posted in Aircraft, August/September 2020, Columns, Columns, Columns, MN Aeronautics Bulletin | Tagged , , , , , , | Leave a comment

What are PFAS? And is your community prepared?

Posted on July 25, 2020 by mwflyer

by Ryan Gaug
Minnesota DOT Office of Aeronautics
Published in Midwest Flyer – August/September 2020 issue

This past January, just before COVID-19 became widely known and the world would change in ways we could never imagine, I was on a flight to Washington D.C. preparing for the Transportation Research Board (TRB) Annual Meeting. I’m honored to serve on TRB’s Standing Committee on Intergovernmental Relations in Aviation, or AV010 for short. AV010 focuses on important aviation research and this meeting is one of my favorite work events to attend.

Not long before my D.C. trip, but well before I was paying attention to COVID-19, a very different kind of risk to public health came to my attention. It is called PFAS, or Per- and polyfluoroalkyl substances. While PFAS impacts are not fully understood, they do have health impacts, and they are readily found in the water we drink, among many other places. I chose to spend most of one day in D.C. learning what is known, and not yet understood, about the impacts these manmade substances could have on human health, along with their connection to airports, aviation, and government budgets everywhere. 

What exactly are PFAS and why would someone working in aviation spend an entire day learning about them? PFAS constitute a family of more than 4,000 industry-made “forever chemicals” (they do not break down) first invented in the 1930s and began appearing in non-stick, stain-resistant, and water-resistant consumer products in the 1940s. In the 1960s and ‘70s, PFAS were used to make aqueous film-forming foam, a substance that is very effective at suppressing petroleum-based fires, such as those that may occur following an accident at an airport. 

PFAS-containing foams are so effective that they are required by the FAA to be used for Aviation Rescue and Firefighting (ARFF) at commercial service airports. PFAS are also found in the fire suppression foams that are a standard for some hangars. And it is likely that foams with PFAS are used much more widely by municipalities. The FAA is reviewing and researching non-PFAS containing alternatives, though it was not clear from the session I attended, when they may be available. 

One challenge here in Minnesota is that while use of foams containing PFAS have recently been banned for all training or testing purposes starting July 2020, this may result in a conflict between FAA requirements and Minnesota’s laws. Minnesota’s new law allows use of these foams in emergencies, but any use after June 30, 2020 must be reported within 24 hours. 

One concern, of many, is that when these foams are discharged, they can find their way into our ground water. Just last year the Bemidji Regional Airport made headlines because PFAS was found in its ground water wells which are located right next to the airport where aqueous film-forming foam was known to have been used for some time. The financial impacts to that community, which decided to dig new wells, will be substantial. The health impacts are not yet known.

I am far from being the expert on PFAS or its impacts, nor am I an alarmist, but I do think we have only begun the public conversation on this topic.

During my day of PFAS learning in D.C., one of the presenters speculated to the roughly 25 attendees (of an estimated 14,000 in attendance at the conference) that there would likely be many more PFAS-related sessions at next year’s TRB meeting. He also speculated they would draw many more attendees due to an expected increase in awareness in the coming year. 

Why am I writing about this topic and what do I hope you’ll take away from reading this article?

First, I’d like to help increase awareness. I think it’s only a matter of time until we’ve all heard of PFAS and communities will be working to understand potential risks.

Second, I hope you will consider starting a conversation about PFAS in your community, if it hasn’t already begun. 

Is your community ready for the conversation if questions are asked about your airport and aqueous film-forming foam use? One panelist from the New Hampshire DOT described how the identification of soils contaminated with PFAS resulted in substantial cost increases to an otherwise typical road-widening project due to required PFAS mitigation. Will PFAS mitigation strategies, and their costs, become another new normal?

If you are interested in learning more about PFAS, the Minnesota Department of Health has information. Also, nearly every panelist at the session I attended cited the Interstate Technology and Regulatory Council as being an excellent source for information, and having the tools and resources needed to inform others about PFAS and their risks.   

Posted in August/September 2020, Columns, Columns, Columns, MN Aeronautics Bulletin | Tagged , , , , , | Leave a comment