Deference and Dodging A Bullet

Posted on July 28, 2023 by mwflyer

by Dean Zakos
(An Excerpt from Laughing with the Wind)
Published in Midwest Flyer Magazine August/September 2023 Digital Issue

“Deference is the most complicate, the most indirect, and the most elegant of all compliments.” – William Shenstone

It is natural to respect and, when appropriate, defer to more senior pilots. But you should never simply stop thinking like a pilot. Always make and act on your own judgment regarding flying risks.

I flew out of Racine’s Batten Field (KRAC) for many years. One of the highlights of the week for me was the Saturday morning fly-outs for breakfast. Back in the day, we could have as many as six or seven aircraft filled with pilots and passengers. We met at the FBO at 8:00 am to laugh, talk, and good-naturedly discuss our intended destination. There was always an amicable agreement. The group usually was wheels-up by 8:30 am.

If you are a reader of my articles, you know when I was a new pilot how much I appreciated the time I could spend flying with more experienced pilots. I still highly recommend that new GA pilots spend some time flying with more seasoned, senior pilots. The time spent with them – in either the right or the left seat – is invaluable.

One such senior pilot at KRAC at that time was someone I’ll call “Ron.” Ron was a retired fire fighter. While still working, he earned many pilot ratings (instrument, commercial, multi-engine, CFI). When not working his day job, Ron ran a part-time commercial air charter business flying a twin-engine aircraft and had a banner towing business using a Super Cub.

Not surprisingly when he retired from his fire fighter job, he was a well-experienced pilot. By the time I came to know him, he had sold his commercial flying business. He was well-liked and well-regarded on the airport.

This particular Saturday morning in late Spring or early Summer, Ron asked me if I would like to fly with him in his airplane. I jumped at the chance. Not only was Ron a good pilot and CFI, but he now owned and flew a Piper Warrior II, the same make and model of aircraft that I flew. At that point, I figured I was just along for the ride. I thought I may learn a few things – and I certainly did.

It was a beautiful VFR day. The early morning’s azure sky was only occasionally spattered by a few fair-weather cumulus clouds. Our group’s breakfast destination was Watertown (KRYV). Each aircraft in our group navigated separately. As I recall, the flight over was uneventful.

There was a Perkins restaurant in Watertown. It was only a short walk from Wisconsin Aviation’s FBO. It was a favorite spot for our group. Since it was not a long flight over from Racine, everyone arrived within a few minutes of each other. Once the group assembled, we walked over to the restaurant.

Breakfast was predictable – always good. The group often lingered over a second, third, or fourth cup of coffee. After a great deal of interesting hangar flying and solving of the world’s most perplexing problems, it was time to return to KRAC.

Ron settled into the left seat of his Warrior and I into the right. After the run-up and pre-flight checks, we were on our way. Nothing unusual about the first half of the return trip. What happened next was, in retrospect, very unusual.

We were in straight and level flight at about 2500 feet MSL. I was enjoying myself, probably mindlessly looking out the window, when Ron pointed to the Loran unit in the panel and observed he did not think it was working correctly. He had keyed in KRAC prior to take-off, but it had stopped providing course guidance and data.

I was not sure why it really mattered if the Loran worked on this flight or not. Ron had made this trip countless times. Because of his experience, he often knew, prior to take-off, what the course heading to his intended destination was without the need to look anything up. And, even if we had no precise course heading, flying southeast toward Racine, we could easily find the airport when we sighted the Lake Michigan shoreline.

While I contemplated all of this, Ron said, “Here. Take the controls for a minute.” As I responded I had the controls, Ron unbuckled his safety belt and shoulder harness and sat up in his seat, turning and contorting himself at odd angles to reach around toward the back. “I have an identical Loran back here that I know works. I’m going to swap them out.”

A moment later, after rummaging about in the backseat area, Ron produced another Loran. Searching a seat pocket, he also located a hex key wrench. I thought this all to be a bit unusual, but Ron had many more hours and significantly more experience than me and I surmised he surely must know what he is doing.

In most Piper PA 28s, there is a left and a right stack available for avionics in the panel. The right stack sits in front of and on top of the right-side yoke where I was positioned. The Loran was the bottom unit in the right stack.

Using the hex key wrench, Ron quickly released the locking mechanism for the Loran and started to back it out of the tray. Ron’s actions now had my attention, but I continued to try to divide my time between flying the aircraft and following Ron’s movements. As it turned out, the Loran was a very, very long unit. As Ron continued to slowly slide the Loran back toward my yoke, I could see the clearance with the yoke was going to be tight.

Ron recognized the problem. “You’ll have to pull back on your yoke some more, so the Loran can clear the tray,” he said. I thought a small, additional pull backward on my yoke would likely be enough to free the unit. I started to pull back as Ron continued to work the unit out of the stack.

Pulling back further on the yoke did not free the unit. The ram’s horns of the yoke looked like they would interfere with sliding the Loran straight back. Ron advised me to “Turn the yoke to the left – I think I can then slide the Loran between the ram’s horns.” At this point I was not thinking critically, and certainly not using any pilot judgment.

Dutifully, I turned the yoke to the left. Ron worked the Loran further aft. “Pull back some more,” Ron said as he concentrated on the task. The unit was almost clear of the tray. As he slowly started to twist the Loran to maneuver it, one of the four rear corners now was barely visible. Another slight pull and twist on the unit. Suddenly, the Loran wedged snuggly between the tray and the ram’s horn of the yoke.

I looked out the front windshield. Where there had been ground, a horizon line, and sky, there was now only sky. Sky filled the plexiglass. Air speed was rapidly deteriorating. Here we were – nose pointed skyward and in about a twenty-degree left bank. We were going to stall the aircraft! I couldn’t push the nose down with the Loran stuck fast in the tray blocking the way.

My life did not flash before my eyes. But I did think about what the NTSB investigators and our friends were going to make of this soon-to-be-fatal accident. CAVU day. Two pilots, one very experienced. How did they stall a perfectly good aircraft and fail to recover before they slammed into the ground? I knew the answer; I just wasn’t sure if they were going to be able to figure it out when they sifted through the pancaked wreckage.

With the electric blare of the stall warning horn filling our ears and the stall breaking, Ron acted. His left fist slammed down on the recalcitrant corner of the twisted Loran, squaring it up immediately. Simultaneously, with his right hand he shoved the unit back into the tray, restoring the space necessary to move the yoke forward. I don’t remember if Ron or I pushed on the yoke, added power, and leveled the wings, but the effect was immediate. Stall warning horn silenced. Flying speed regained. Straight and level flight once again.

I wasn’t sure of what I had just experienced. I think there are times in every pilot’s flying life when some risky event or near accident, which could have been a disaster, is averted. “Dodging a bullet” is an apt phrase that comes to mind. What if we couldn’t have freed the jammed Loran? I had just dodged a bullet on this flight.

I don’t think Ron and I had any conversation after that point the rest of the way to Racine. I guess both of us were contemplating what had transpired – I surely was. I do recall, a few miles out, that Ron broke the silence. “Well,” he said with certainty, and some embarrassment, “we aren’t going to try that again.”

I didn’t know it at the time, and I was probably unfamiliar with the concepts of Crew Resource Management (CRM), but this flight was my first exposure to some of the CRM principles. This article is not intended to cover CRM in detail, but here is what the experts say about CRM and deferring to a more senior pilot:

First. Never Stop Thinking Like a Pilot. Even when you are not PIC, if you are a pilot – you are never just a passenger. Your training, your experience, and your critical thinking still matter, regardless of seniority, rank, ratings, hours flown, and what seat you are sitting in. Exercise your own independent judgment.

Second. Recognize the problem. When a more senior, experienced pilot fails to see or neglects to contemplate possible risks with an intended action, you may still have an opportunity to avert the problem or mitigate the risk. I did not know exactly what issues could arise with changing out avionics while in flight but, even with little flying experience at the time, I intuitively felt uncomfortable with what was proposed.

Third. Get the Attention of the PIC and State your Concern. In order for a satisfactory resolution to occur, you need to immediately speak up. Make sure the PIC is listening to you. Plainly and clearly state your concern and what you believe to be the problem or risk.

Fourth. Advocate a Course of Action. Once the problem or risk is identified, do not generally state your objection or provide ambiguous advice, such as “I don’t know about this,” or “I don’t think this is a good idea.” Instead, firmly state what the intended course of action should be and why. Ideally, you and the PIC should come to a mutual understanding of the correct course of action. It is not about seniority, respect, or “who” is right, but about “what” is right in the circumstances you are faced with.

I did have a few more occasions to fly with Ron. Despite the misadventure with the Loran, he was a very experienced and capable pilot. And, I did continue to learn from him.

© Dean Zakos 2023 All Rights Reserved.

EDITOR’S NOTE: Dean Zakos (Private Pilot ASEL, Instrument) of Madison, Wisconsin, is the author of “Laughing with the Wind, Practical Advice and Personal Stories from a General Aviation Pilot.” Mr. Zakos has also written numerous short stories and flying articles for Midwest Flyer Magazine and other aviation publications.

DISCLAIMER: Mr. Zakos’ articles involve creative writing, and therefore the information presented may be fictional in nature, and should not be used for flight, or misconstrued as instructional material. Readers are urged to always consult with their personal flight instructor and others about anything discussed herein.

Posted in August/September 2023, Columns, Columns, Columns, Flight Experiences, Flying & Flight Experiences | Tagged , , , , , , , , , , , | Leave a comment

What was that voice in my million-dollar headset?

Posted on July 28, 2023 by mwflyer

by Michael J. “Mick” Kaufman
© Copyright 2023. All rights reserved!
Published in Midwest Flyer Magazine August/September 2023 Digital Issue

In my column in the June/July 2023 issue of Midwest Flyer Magazine, I gave readers some tips on ATC communications, which I hope will give pilots a better understanding on disseminating verbal information to ATC. About 10 months ago, one of the leading manufacturers of aviation headsets, Lightspeed Aviation, introduced a new headset and I bought one. I had two noise canceling aviation headsets in my Bonanza and had planned on purchasing another one in the near future. The new headset I purchased is the “Delta-Zulu,” and it did not have a purchase price of a million dollars, but it saved my life on a recent flight.

So, what is its value – what am I worth – or what are you and your family members worth?

Besides having a built-in hearing aid, it has a carbon monoxide detector built in it.

On a recent flight training assignment, I was to get an airplane and train the new owners how to fly it. Immediately after gear retraction, the computer voice in the headset came online with a voice saying, “Carbon Monoxide Critical Level.” My first thought in this situation was to open the window, but because of the air pressure, I could not get it open. I remained in the traffic pattern and landed immediately. The short trip around the traffic pattern gave me a headache for about three hours. It ended up that I had a bad exhaust system. A mechanic at the airport inspected the exhaust system and corrected the problem, and a few days later, we were back in the air.

We have had a previous experience with carbon monoxide with one of our Bonanza Baron Pilot Training Program (BPT) pilot customers, and the instructor ended up in the hospital from carbon monoxide poisoning. So, our program purchased the black spot CO detectors and provided them to our pilot customers and instructors at future clinics.

The black spot detectors work, but you do need to remember to look at them often. Complacency sets in, and they may go unnoticed. They also need to be replaced often.

Both carbon monoxide and hypoxia have been issues, which surfaced in the news recently. As many of you are aware, a business jet recently overflew our nation’s capitol and crashed with the pilot apparently incapacitated from hypoxia. I urge our readers to address a possible carbon monoxide issue before it happens to them. There are numerous CO detectors available for aircraft that can be permanently installed or consider the “Delta-Zulu” headset, which was my choice as I fly in many different airplanes on a regular basis.

In my previous column on ATC communications, I noted that pilots have a special language. There are words and phrases that non-pilots might not understand, for example, ATC says: “38 Yankee, say altitude.” By eliminating the word “your” in that communication, it could be construed that the pilot should key the mic and say “altitude.” If he should do that, ATC would see little humor in that reply. Many pilots feel intimidated talking on the radio, thinking they are talking to a God or a superhuman and so avoid airports and facilities requiring communications with ATC. I also find pilots who have done their flight training at a tower facility avoiding non-tower airports as they are intimidated by flying a traffic pattern without guidance from ATC.

During training for an instrument rating, the goal is to pass the flight test and not much training time is given to communications with ATC. There is the requirement of a 250 nm cross-country flight on an instrument flight plan, which requires communications, but that just scratches the surface.

I recently flew a long IFR cross-county flight with a former instrument student, who received his rating a year or so ago. This was a great learning experience in the communications training area. The pilot had experience picking a route, filing the IFR flight plan, picking up the clearance on the ground and in flight. While enroute, there was the analysis of weather, requesting weather deviations, and making real-world communications with ATC. In my many years of flying in the IFR environment, I have seen many changes as we have more sophistication and tools to help us in flight planning while enroute (no more paper charts) and a program called ForeFlight on an iPad. Many of us have forgotten about making position reports as radar coverage and ADS-B now give ATC those positions without reports. It is also important to note that in many cases, there are situations that ATC does not know about, and it is the pilot’s responsibility to report them. It has been more than a decade since I flew in Central America and the Caribbean, and at that time, there was very little radar coverage. I was continuously making position reports and amending ETAs for reporting points and fixes.

Below is a review of pilot reporting points and requirements, as many of us have not reviewed them in a while:
• Mandatory IFR Reporting Points (RADAR Environment).
• Reporting points specifically requested by ATC.
• Any un-forecast weather conditions encountered.
• Any other information relating to the safety of flight.
• When vacating any previously assigned altitude or flight level.
• When an altitude change will be made if operating on a clearance specifying “VFR On Top.”
• When unable to climb/descend at a rate of a least 500 feet per minute.
• When approach has been missed and the pilot’s intentions.
• Change in the average true airspeed (at cruising altitude) when it varies by 5 percent or 10 knots (whichever is greater) from that filed in the flight plan.
• The time and altitude or flight level upon reaching a holding fix or point to which cleared.
• When leaving any assigned holding fix or point.
• Any loss, in controlled airspace, of VOR, TACAN, ADF, low frequency navigation receiver capability, GPS anomalies while using installed IFR-certified GPS/GNSS receivers, complete or partial loss of ILS receiver and any assistance needed from ATC.
• Mandatory IFR Reporting Points (Non-Radar Environment).

All of the required reports when in RADAR contact, PLUS these below:
• The time and altitude of passing each designated reporting point, or the reporting points specified by ATC.
• When leaving the final approach fix inbound on final approach (non-precision approach) or outer maker on a precision approach or intercepting the final approach course if there is no final approach fix (FAF).
• A corrected time estimate at any time it becomes apparent that is an error more than 2 minutes.
• Pilots encountering weather conditions which have not been forecast, or any hazardous conditions are expected to forward a report to ATC.

It might be noted that once ATC has asked a pilot to switch to the airport advisory frequency in Class E or G airspace, the pilot should make position reports on the advisory frequency as they are no longer in a radar environment with ATC.

It is good for pilots to review these ATC reports and requirements and make them when the situation warrants.

Protect yourself and passengers from carbon monoxide and keep your communications’ vocabulary and reports to ATC precise and accurate. Fly safe. Till the next issue!

EDITOR’S NOTE: Michael J. “Mick” Kaufman is a Certified Instrument Flight Instructor (CFII) and the program manager of flight operations with the “Bonanza/Baron Pilot Training” organization. He conducts pilot clinics and specialized instruction throughout the U.S. in many makes and models of aircraft, which are equipped with a variety of avionics. Mick is based in Richland Center (93C) and Eagle River, Wisconsin (KEGV). He was named “FAA’s Safety Team Representative of the Year” for Wisconsin in 2008. Readers are encouraged to email questions to captmick@me.com, or call 817-988-0174.

DISCLAIMER: The information contained in this column is the expressed opinion of the author only, and readers are advised to seek the advice of their personal flight instructor and others, and refer to the Federal Aviation Regulations, FAA Aeronautical Information Manual, and instructional materials before attempting any procedures discussed herein.

Posted in August/September 2023, Columns, Columns, Columns, Instrument Flight | Tagged , , , , , , , , , , | Leave a comment

Airworthiness Issue For Airplane Pilots And Mechanics That Are Being Impacted By The Canadian Wildfires

Posted on July 4, 2023 by mwflyer

by John Chmiel
Wausau Flying Service, Inc.
Wausau, Wisconsin Downtown Airport
Published in Midwest Flyer Magazine, July 4, 2023

ATTENTION: Airworthiness issue for airplane pilots and mechanics in Wisconsin and any other areas that have had their visibility impacted by the Canadian wildfires. Wausau Flying Service has had three (3) airspeed indicator (ASI) failures in the last four (4) days on three (3) separate aircraft. All failures were detected during takeoff roll and all takeoffs were aborted before becoming airborne. Upon inspection by our mechanic, each aircraft pitot tube was packed with what appears to be ash which caused the failure. Don’t be surprised if it happens to you if you’re flying an airplane that has flown a lot recently under these smokey conditions.

Attention CFIs: Train your customers on how to fly without an ASI. I recommend covering the ASI and teaching Attitude+Power(+configuration)=performance for their specific aircraft. If you don’t feel comfortable doing this, find a CFI who is and get some practice. Pattern work with instruments covered is a great lesson and will make you a better pilot. You never know when you might need it and it seems that recent weather and conditions warrant a review. It could save a life. Call me if I can help you with this: 715-574-3400.

I have never experienced this many of the same source of failure in such a short time-span. Besides these, I personally have experienced ASI failures maybe four (4) times in over 40 years.

 

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Crews Extend Floodwall At St. Paul Downtown Airport

Posted on May 26, 2023 by mwflyer

Published in Midwest Flyer Magazine June/July 2023 Digital Issue

A MAC crew installs a section of the temporary flood wall at St. Paul Downtown Airport on April 13, 2023.
Metropolitan Airports Commission Photo

ST. PAUL, MINN. – The Metropolitan Airports Commission (MAC) temporarily ceased aircraft operations April 11, 2023, at St. Paul Downtown Airport (STP) while crews installed flood control measures due to rising water levels on the Mississippi River. The river borders the airport and was expected to reach major flood stage by April 12, rising above 18 feet by the end of the week.

The MAC, which owns and operates the airport, and five other reliever airports in addition to Minneapolis-St. Paul International Airport (MSP), mobilized crews to install a portion of its two-thirds mile metal plank floodwall system along the east end of the airfield, which led to the closure of runways 9/27 and 13/31. These secondary runways remained closed until the temporary floodwall was removed.

STP’s primary runway, 14/32, was temporarily closed on April 11 to allow crews to extend the floodwall across the south end of the airfield. This shortened the runway – which is normally 6,491 feet – by 1,150 feet. Crews restriped the runway’s operational markings during the closure and reopened it by 8:00 p.m.

The wall can be raised to a maximum height of 8.5 feet if needed. This is the seventh deployment of the system since it was developed in 2008.

STP’s terminal building and airport services remained open during the installation of the flood wall.

St. Paul Downtown Airport is an important aviation hub, serving as a base for more than 90 aircraft. In 2022, the airport handled 41,592 takeoffs and landings.

The Metropolitan Airports Commission’s airports connect the region to the world and showcase Minnesota’s extraordinary culture to millions of passengers from around the globe who arrive or depart through MAC airports each year. Though a public corporation of the State of Minnesota, the MAC is not funded by income or property taxes. Instead, its operations are funded by rents and fees generated by users of its airports. For more information, visit www.metroairports.org.

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Canadian Forces Military Base Calls On Schweiss Doors For Hydraulic & Bifold Doors

Posted on May 26, 2023 by mwflyer

Published in Midwest Flyer Magazine June/July 2023 Digital Issue

FAIRFAX, MINN. – Supplying doors for military bases is nothing new for Schweiss Doors. The company has been doing it for years. Canadian Forces Base Borden (CFB Borden) had a recent building expansion project for its training school that called for Schweiss hydraulic and bifold liftstrap doors.

CFB Borden is located approximately 62 miles (100 kilometers) north of Toronto, in the heart of Simcoe County, Ontario. The base is ideally located to service personnel from all across Canada. CFB Borden trains 15,000 military personnel annually and employs approximately 3,250 military members and 1,500 civilians.

Wilcox Door Services of Mississauga, Ontario, was in charge of ordering and installing seven Schweiss hydraulic and bifold doors for a new 16,000-square-foot mechanical engineering and training building at the base for training mechanical and electrical engineers.

CFB Borden selected four identical 18-foot, 10-inch by 14-foot, 5-inch bifold liftstrap doors and three hydraulic doors: one measuring 18 feet, 3 inches wide by 8 feet tall and two more measuring 17 feet, 11 inches wide by 8 feet, 3 inches tall. The bifold doors are clad with glass and equipped with automatic latches, emergency back-up hand cranks, remote openers, weatherproof electrical and door base safety edges. Each door is also powder coated. The hydraulic doors have many of these same features and utilize 12-volt emergency backup systems for use in case of a power outage.

Schweiss Doors is the premier manufacturer of hydraulic and bifold liftstrap doors. Doors are custom made to any size for any type of new or existing building for architects and builders. Schweiss also offers a cable to liftstrap conversion package. For more information, visit www.bifold.com.

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Schweiss Doors Erects Manufacturing Building To Showcase New Doors

Posted on May 26, 2023 by mwflyer

Published in Midwest Flyer Magazine June/July 2023 Digital Issue

FAIRFAX, MINN. – Schweiss Doors, the premier manufacturer of hydraulic and bifold liftstrap doors, erected a new manufacturing facility at its headquarters in Fairfax, Minnesota, which will also serve to showcase the company’s new “free-standing” header frames.

A post-frame building erected in 1960 was torn down to make room for the 90-foot by 94-foot metal building with an inside clearance of 20 feet. The building features three hydraulic doors that illustrate the company’s free-standing header frames integrated into the hydraulic doors, allowing the doors to support themselves with no reliability on the building structure itself.

“The free-standing header frames are another unique innovation from Schweiss Doors,” says Mike Schweiss, owner of Schweiss Doors. “The building and free-standing hydraulic door design will be a real exhibit that displays the new stand-alone hydraulic door. There’s nothing on the market like it.”

The doors measure 20 feet by 14 feet; 28 feet by 17 feet; and 37 feet, 7 inches by 17 feet. The gray wall panels of the building are 3-inch expanded polyurethane sandwich panels with an R-value of 21. The doors are all sheeted with 2-inch ribbed tin with a black exterior and a flat liner inside sheeting, allowing for two inches of insulation for an R-value of 14.

Schweiss says the expansion will serve as an additional door building shop, featuring six welders and custom-designed hoist systems throughout the facility to help maneuver the door frames (www.bifold.com).

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Relief At Last… AeroCreeper Will Make Maintaining Your Aircraft Much More Comfortable

Posted on May 26, 2023 by mwflyer

by Dave Weiman
Published in Midwest Flyer Magazine June/July 2023 Digital Issue

The AeroCreeper is delivered ready to use without any assembly needed.

For the past 40 years, I have been scooting around my hangar on a little red creeper I bought at an auto parts store. But climbing down to floor level, and back up, can be difficult, especially with my cell phone in my pocket. When I saw an advertisement at AOPA online for the “AeroCreeper,” I thought, “What a great idea… An elevated bench on caster wheels!”

If you’re sick of bending, crouching, or reaching, the AeroCreeper is for you! Set the perfect height to comfortably reach whatever you’re working on. For me, that’s usually to clean the belly of my plane, and the AeroCreeper is large enough, so I don’t have to worry about rolling off.

Operating the AeroCreeper is simple and intuitive. To raise, simply lift the backrest. To lower, pull the seat up, then lower the backrest to the desired height. The AeroCreeper automatically locks into place.

The AeroCreeper lowers to 5 ¼ inches and extends up to just over 20 inches in its highest position, so you can reach all those hard-to-reach places on your aircraft, while on your back.

 

The AeroCreeper is made of high-quality materials, including 1-inch square steel tubing with 1/8-inch walls, and it will hold 350 lbs.

The AeroCreeper is built to last for years without any maintenance. The simple design means there are less parts to break and no hydraulic fluids that can leak.

When UPS delivered my AeroCreeper, I had visions of having to assemble the unit myself, so I opened the carton not knowing what tools I would need. To my delight, the AeroCreeper was fully assembled, so into the back of my truck it went to the airport.

So, I thought, a pilot’s tool MUST have been invented by a pilot, right? Yes, the AeroCreeper was conceived by a pilot, and to my delight, it is made in the good old US of A.

Travis and Liesle Hendrickson founded T&L Design, LLC in 2011, offering engineering design services, as well as custom manufacturing and prototyping. The company is located in Corinne, Utah.

Realizing that some of the best ideas come from customers, in 2016, a customer asked the Hendricksons to build an adjustable-height creeper to reduce the pain associated with cleaning the bottom of his airplane, the very reason I ordered my AeroCreeper. So, they invited their son, Joel, to take the lead on this project and come up with a design. After a couple of iterations, Joel came up with a workable design that their customer loved. That customer soon told everyone where they could get an AeroCreeper like his and voilà, the Hendricksons were in business.

“Even though we are now selling creepers to many industries, aviation still accounts for a large number of our sales,” said Travis.

Travis and Liesle met one another at Utah State University (USU) where he received a degree in Mechanical Engineering, and she received a degree in Education. Following school, Travis worked for 20 years in the rocket motor industry. Their son, Joel, also studied at USU where he received two Mechanical Engineering degrees, as well as a Master’s Degree in Business Administration.

Manufacturing of the AeroCreeper is made possible by a team of people who have a variety of skills.

“We have implemented CNC machines and a robotic welder to help us be as efficient as possible,” said Travis.

Even though Travis typically works long days, he has found a little time to pursue flying. “Flying has been an interest of mine for years, but it wasn’t too practical while we were raising our family.”

Joel continues to be involved in new-product design, when he’s not at his day-job (making airbags for cars) or coaching boys’ baseball. And you can always find him each year in Hangar D at Sun ’n Fun in Lakeland, Florida.

To order your AeroCreeper, go to https://aerocreeper.com/

Posted in All Features, Features, June/July 2023, Products & Services | Tagged , , , , , , , , , , , | Leave a comment

SIU Flying Salukis Continue National Success With Third-Place Finish

Posted on May 26, 2023 by mwflyer

by Pete Rosenbery
Published in Midwest Flyer Magazine June/July 2023 Digital Issue

The SIU Carbondale Flying Salukis finished third this past week in the National Intercollegiate Flying Association Championships — the 14th straight year the team has finished in the top five in the nation, including three national titles.
SIU Photo

CARBONDALE, ILL. – Tradition and consistency are pivotal to success. Both are trademarks of Southern Illinois University Carbondale’s Flying Salukis when it comes to collegiate aviation.

Using balanced scoring and a team effort, the Flying Salukis finished third at the National Intercollegiate Flying Association Championships May 13 at Wittman Regional Airport in Oshkosh, Wisconsin. The finish marks the 14th straight year the nine-time national champions have finished in the top five nationally and 11th time in 12 years SIU has been in the top three overall.

With 12 of 18 team members scoring points, Coach Nathan J. Lincoln, a senior lecturer in aviation management and flight in the School of Aviation, was pleased with the team’s performance, which included finishing second overall in flight events. The May 8-13 competition featured 28 teams. Embry-Riddle Aeronautical University-Prescott won the title, followed by the University of North Dakota.

“This truly shows that competing well is a team effort. Everyone steps up and performs well when needed,” Lincoln said. “Our flying events performance was outstanding, but every event and point matter at a national competition. The ability of our members to perform well in each of their events is what truly leads to our success.”

Results are available on the NIFA website.

Strong Team Effort

The team placed in 10 of the 11 events they competed in. “SIU has an amazing flight program, and being able to stay in the top five in national competitions reflects that,” Lincoln said. “Our students go in and above every year to showcase SIU and the School of Aviation.”

Krzysztof Skubisz from Hoffman Estates, Illinois, who earned his degree in economics and aviation flight on Saturday, May 13, was the 13th overall scoring contestant with 58 points and was the top scoring for the Flying Salukis. Co-captain Wendy Elliott, an aviation management and flight graduate from Boulder, Colorado, finished with 49 points to place 20th overall and was the highest scoring woman in the event.

Other Flying Salukis who scored points were:

• Noah Ciocca, aviation management and flight graduate from Morton, Illinois, 41 points; 26th place.

• Dayne Snodgrass, senior, aviation management and flight, Byron, Illinois, 39.5 points; 28th place.

• Thomas Edgar, senior, piano performance and aviation flight, St. Charles, Illinois, 35 points; 34th place.

• Grant Gillespie, junior, aviation technologies and aviation flight, Fort Worth, Texas, 28 points; 41st place.

• Samuel Cogan, aviation management graduate, Alton, Illinois, 20 points; tied for 54th place.

• Matteus Thompson, aviation technologies and aviation flight graduate, Cincinnati, Ohio, 15 points; tied for 72nd place.

• Amelia Anderson, aviation management and aviation flight graduate, Johnston City, Illinois, 12.5 points; 80th place.

• Vassilios Georges, sophomore, aviation management and flight, Chesterfield, Missouri, 12 points; tied for 84th place.

• Jake Mack, sophomore, aviation technologies and aviation flight, Lake Zurich, Illinois, 11 points; 93rd place.

• Derrick Crider, economics and aviation flight graduate, Wheaton, Illinois, 3 points; tied for 141st place.

Additional Flying Salukis with hometowns, year in school and majors are:

• Dale Miller, aviation management and flight graduate, Highland, Illinois.

• Josie Boelter, freshman, aviation management and flight, Lomira, Wisconsin.

• Ben Campbell, sophomore, aviation management and flight, Richmond, Illinois.

• Colin Ramsour, sophomore, aviation management and flight, Centralia, Illinois.

• Mateo Torres, sophomore, aviation management and flight, Park Ridge, Illinois.

• Luke Trout, sophomore, aviation management and flight, Holland, Indiana.

Credits Assistant Coaches

Lincoln noted the work of assistant coaches Mike LeFevre, Sydney Reijmer, Matthew Santos and Gavin Voris in getting the team prepared. All four are former Flying Salukis, he said.

“Each one of them puts in countless hours making sure that the team is performing at their best,” he said. “I am so grateful to have the support of so many talented individuals.”

Looking Ahead

Snodgrass and Torres are team captains for next season, said Lincoln, who will also return as coach. Tryouts will be early in the fall semester as the squad then quickly prepares to compete for a 12th straight Region VIII title in early October at Lewis University.
“I take the most pleasure in the success of my team members,” Lincoln said. “Seeing and experiencing their name announced at a national championship banquet is a priceless opportunity. I still remember that moment when I was a Flying Saluki. My goal is help as many team members as possible have that same experience.”

Posted in Awards & Recognitions, Education, June/July 2023, Sections, Sections | Tagged , , , , , | Leave a comment

International Aviation Art Contest 2023

Posted on May 26, 2023 by mwflyer

Published in Midwest Flyer Magazine June/July 2023 Digital Issue

Congratulations to everyone who participated in the 2023 International Aviation Art Contest! This year’s theme was ‘Air Sports & The Environment.’ Entries were divided into three age groups and were judged on the creative use of the theme in relation to the aviation world. The top three entries in each age group advanced to the national competition and received $100 gift cards.

 

2022 Wisconsin Airport Rates and Charges Report

The Wisconsin Airport Rates and Charges Report for calendar year 2022 is now available. Each year, the Bureau of Aeronautics (BOA) surveys Wisconsin airports for information relating to aeronautical services such as fuel prices, hangar rental rates and ground lease rates. The survey results serve as a comparative tool to help airports gauge financial practices and needs. Pilots, consultants, and other users of Wisconsin airports can also benefit from the data collected. View the report and the data on our web site at: https://wisconsindot.gov/av-pubs.

2023-2024 Wisconsin Airport Directory

The 2023-2024 Wisconsin Airport Directory and Pilot’s Guide is now available. The directory contains airport diagrams and essential information like frequencies, services, airport remarks and contact information for all public-use airports and seaplane bases in the state. Participants of the Fly Wisconsin Airport Passport Program will also find a description of the stamp location for each airport.

As always, most aircraft owners registered in Wisconsin will receive a physical copy of the directory in the mail. Hard copies of the directory can be purchased by mailing in an order form found on our web site. There, you’ll also be able to view and download a digital pdf version of the directory for free.

ForeFlight users have the additional option of adding the directory as a content pack, allowing you to view the airport diagrams as a geo-referenced map in the ForeFlight app. To download the ForeFlight content pack for free, along with instructions for installation, visit our web site at: https://wisconsindot.gov/arptdir.

Meet BOA at AirVenture

Come meet BOA staff in person at EAA Airventure 2023. Our booth will be in Exhibit Hall A, just across the street from the air traffic control tower. We will also have a tent located near the base of the air traffic control tower. At BOA, there’s nothing we enjoy more than talking about Wisconsin airports, so bring all your questions and comments. While you are there, you’ll be able to pick up complimentary Wisconsin aeronautical charts and roadmaps, information about Wisconsin seaplane bases, Wisconsin airport points of interest, children’s aviation coloring books and much more!

If you won’t be attending AirVenture this year, you can still meet us in person. To set up a meeting with any of our staff members call 608-266-3351.

Posted in Columns, Columns, Columns, June/July 2023, Wisconsin Aeronautics Report | Tagged , , , , , , , , , , , | Leave a comment

MnDOT Aeronautics Appointments & Services

Posted on May 26, 2023 by mwflyer

by Ryan Gaug
Director – MnDOT Office of Aeronautics
Published in Midwest Flyer Magazine June/July 2023 Digital Issue

Ryan Gaug

I am pleased to report that after a year as Interim Director of the Office of Aeronautics, following the retirement of our previous director, Cassandra Isackson, I have been appointed “Director.”

One of my top priorities as Director is to complete filling positions vacated by members of our team who have retired, so if interested in joining our team, I encourage you to contact our office for a list of available positions and qualifications.

“With my appointment as Director, I can now work toward filling the office’s assistant director positions with permanent hires. The two Assistant Director positions are currently held through temporary assignments by Mike Hartell and Kirby Becker.

Mike has been with Aeronautics for many years overseeing our navaids technicians and airport inspectors, while Kirby joined Aeronautics from MnDOT’s Office of Transit and Active Transportation, bringing with him an excellent skill set to help address several near-term challenges and opportunities.”

Given all these changes, new faces, retirements, and some internal organizational restructuring, I wanted to remind our customers and partners how we are organized and point you toward some easy ways to identify an appropriate contact from our team.

One place you can find general contact information for specific MnDOT programs is on our Programs webpage at dot.state.mn.us/aero.

For example, if you are looking to ask a question about registering your aircraft in Minnesota, you would contact our long-time expert on these matters, Jana Falde, as shown on the screenshot below.

You may also want to check out our Services webpage that identifies contacts for the various services we provide. This page focuses on the person responsible for overall oversight and supervision of these services, and the teams responsible for working on them.

One more helpful resource I would like to share with you may come in handy when you know the name of the MnDOT Aeronautics employee you would like to connect with but are not sure how to reach them. In those situations, the best resource is our online employee list which provides up-to-date names, numbers, and emails of all staff.

Finally, I noted earlier that when appropriate, we have been making adjustments to our overall organizational structure with a goal of promoting a better flow of communications and information. If you love a good “org chart” like I do, then feel free to download and peruse the MnDOT Aeronautics org chart.

 

By clicking that link, you will note our office is organized into five sections: Air Transportation (pilots), Airport Operations (more pilots, inspectors, and navaid technicians), Airport Development (engineers and grant specialists), Aviation Planning (planners, of course), and Aero Business.

The Aero Business Section is the group that most pilots, aircraft owners, and businesses located on airports are most familiar with. Our staff in this section are responsible for handling all aircraft registrations in the state, so if you own an airplane and have questions, they are there to assist you. When you send a check or are looking for a certificate to be mailed to you, these are the people who handle that.

Collectively, the Airport Operations, Planning and Development Sections are here to help your local airport plan for the future, build and fund desired infrastructure, and inspect the airport environment to ensure it is safe and in compliance with state and federal rules. To help expedite the flow of critical information across these sections, we have further organized each section into regions so airports can get to know their Aeronautics “team.”

For example, an airport manager or customer with a question about an airport in MnDOT’s south region, will have a consistent set of experts to contact, all with experience and knowledge of the airport in question. Here is a link to download a handy map where you can quickly identify the team assigned to any given airport.

Understanding how our teams are set up is helpful should you have a need to work on issues, concerns, or opportunities with our office and the airport. One of the best ways to get started is to reach out to your airport’s regional coordinator (assigned to the Airport Operations Section) and they will assist you with any coordination as necessary, depending on the topic. Regional coordinators can be identified on the map above as the “Airport Operations” contact and can also be identified on the all employees’ contact webpage.

Now that you know how to reach us, let me say that we cannot wait to hear from you!

Posted in Columns, Columns, Columns, June/July 2023, MN Aeronautics Bulletin | Tagged , , , , , , , , , | Leave a comment