Oh, the places we will fly

Posted on January 27, 2023 by mwflyer

Where will aviation take you in 2023?

by AOPA President Mark Baker
Published in Midwest Flyer Magazine February/March 2023 Digital Issue

Leave it to a children’s book to show us the way. After all, Dr. Seuss’s popular work about the importance of seizing new opportunities, keeping an open mind, and trying out new things speaks to all of us aviators. We are adventurers, seekers, explorers. I hope each one of us can live up to these descriptors in the year ahead.

What does 2023 hold in store for me and the team at AOPA? I may not have a crystal ball, but if I did, it would show a lot of flying. That should come as no great surprise. It’s been that way for me since I got my certificate in my early days, and it hasn’t been much different since. My year will be spent continuing to pursue this great passion we share for aviation, and making sure that each one of you has the freedom to fly.

I was recently asked if I still have a bucket list of destinations. My answer was “sort of.” I’m fortunate that I have crossed off a lot of my list, but there’s always a little room for more.
In a career that has taken me to so many different places—figuratively and literally—I have been fortunate to see so much of this great country. In fact, I’m pretty sure that I have visited every American city and town with a population north of 50,000. It’s been a necessary—and welcomed—part of my career, and I have been incredibly thankful that almost all these places are served by one of our 5,000 public-use GA airports. I’ve taken good advantage of that fact.

The coming year may not be as much about flying to brand-new destinations (although there will always be new places to see) as it will be about revisiting favorite destinations and spending more time there—going farther, seeing new things, discovering more wonders. It’s always a goal of mine when I visit a destination to see something I haven’t before (especially from the air—no two aerial views are ever alike). It’s the nature of an explorer.

I am looking forward to visiting the Bahamas again. It’s one of the most spectacular destinations, and the trip there will be made more efficient by the work our Government Affairs team has done to battle cumbersome entry requirements. To see the islands of the Bahamas by air is truly a sight to behold.

Water will be a common theme in 2023, so I’d better put my seaplane skills to the test. I am looking forward to a trip this summer around the Great Lakes. So many wonderful destinations in the upper Midwest. I’m really looking forward to flying up to the top of the Missouri River in Fort Peck, Montana, and visiting the amazing lakes in that beautiful region.

The Northwest will be calling me again in 2023. Seeing my friends in Driggs, Idaho, and visiting airports in Washington and Oregon will be a highlight. I’m also looking forward to an annual pilgrimage to Alaska, where the flying and scenery just can’t be beat. I’m sure I’ll be using both wheels and floats.

Of course, much of my most cherished and anticipated trips will be those to see our members and the general aviation community. There is nothing I enjoy more than meeting with those who enable us to do our important work. I’m looking forward to seeing our friends in Florida at Sun ’n Fun, and of course no year is complete without a fantastic week at EAA AirVenture in Oshkosh.

Our events team has another terrific year lined up for 2023 with a refreshed strategy to partner with established airshows. That will allow us to do what we do best—aviation—and allow our partners to do what they do best—put on an airshow.

I’m excited to fly back to Arizona in February for the AOPA Fly-In at the Buckeye Air Fair. The folks put on a tremendous event, and our members will be treated to a first-class experience. What a whirlwind year ahead.

Let me close with some more words from the good doctor, who put it in a way that should be the beacon for all aviators in 2023: You’ll be on your way up! You’ll be seeing great sights! You’ll join the high fliers who soar to high heights.

Posted in AOPA, Columns, Columns, Columns, February/March 2023, From AOPA Headquarters | Tagged , , , , , , , , | Leave a comment

Fly Wisconsin Airport Passport Program

Posted on January 27, 2023 by mwflyer

Published in Midwest Flyer Magazine February/March 2023 Digital Issue

In 2017, the Wisconsin Airport Management Association (WAMA) and Wisconsin Department of Transportation (WISDOT) teamed up to launch the “Fly Wisconsin Airport Passport Program.” The program rewards pilots and passengers for flying into Wisconsin airports, attending FAA safety seminars, and visiting Wisconsin’s aviation attractions. Participation in the program is free and open to all pilots and passengers from any state or country.

So far more than 2,300 people have registered to participate in the program. As of the end of 2022, 33 aviators have completed the entire program and earned the coveted leather jacket. Many more pilots have earned the flight bag and t-shirt. A full list of award winners from the last three years can be found to the right.

To join the program or review updates to the rules and stamp locations, visit: wisconsindot.gov/flywi.

Also, join us on Facebook at: facebook.com/groups/flywi.

Posted in Columns, Columns, Columns, February/March 2023, Wisconsin Aeronautics Report | Tagged , , , , , , , , , | Leave a comment

St. Louis Region’s Five Busiest Airports Support 36,500 Jobs & Deliver More Than $10 Billion In Annual Economic Impact

Posted on January 27, 2023 by mwflyer

(L/R) Sandra Shore, St. Louis Downtown Airport; Daniel Adams, St. Louis Regional Airport; Rhonda Hamm-Niebruegge, St. Louis Lambert International Airport; Bryan Johnson, MidAmerica St. Louis Airport; John Bales, Spirit of St. Louis Airport; and Mary Lamie, Executive Vice President of Multi Modal Enterprises for Bi-State Development, and head of its St. Louis Regional Freightway Enterprise.

Published in Midwest Flyer Magazine February/March 2023 Digital Issue

ST. LOUIS, MO – The directors from five busy airports in the St. Louis region say the collaboration that takes place amongst their airports is unique in the aviation industry and a model for success – accounting for more than 36,500 jobs (between airport operations and tenants) and generating a collective annual economic impact that exceeds $10 billion and is growing.

The five airports contributing to those totals include St. Louis Lambert International Airport and Spirit of St. Louis Airport in eastern Missouri, and three southwestern Illinois airports – St. Louis Downtown Airport, MidAmerica St. Louis Airport and St. Louis Regional Airport.

The airport directors participated in a special panel discussion hosted by the St. Louis Regional Freightway on November 16, 2022. The panelists were Rhonda Hamm-Niebruegge from St. Louis Lambert International Airport, John Bales from Spirt of St. Louis Airport, Bryan Johnson from MidAmerica St. Louis Airport, Sandra Shore from St. Louis Downtown Airport, and Daniel Adams from St. Louis Regional Airport.

“This discussion helped raise awareness of the region’s robust aviation industry that is defined by these airports, their tenants and the aerospace products and parts manufacturing industry,” said moderator Mary Lamie, Executive Vice President of Multi Modal Enterprises for Bi-State Development and head of its St. Louis Regional Freightway Enterprise. “The region’s aviation industry has evolved through good and bad times and is highlighted by targeted efforts that focus on operations, infrastructure investment, industry leadership and expertise, and a proven track record for career development and job opportunities.”

To provide greater context for the career opportunities in the aviation industry, Lamie highlighted that:
• The St. Louis MSA has 3.85 times the U.S. average number of aerospace jobs based on the size of the region.
• Based on the payroll and job creation from the three Illinois airports participating in the forum, the average compensation (including benefits) for an airport-related job, is $80,000 a year.
• The average wage for an aerospace job in the region is right at $116,000 a year – proving the significance of continuing to grow that base and invest in airport infrastructure.

Panelists talked about the tremendous career opportunities in the industry and collaborative efforts to help build and support the aviation and aerospace jobs pipeline. Boeing is expanding at MidAmerica St. Louis Airport and will create at least 150 to 200 more jobs. West Star Aviation currently has approximately 40 positions available and additional expansion plans in the works at St. Louis Regional Airport could drive that number higher. Gulfstream is expanding its operations at St. Louis Downtown Airport and will be adding 140 new jobs. Events such as St. Louis University’s Summer Academy and Girls in Aviation Day at St. Louis Downtown Airport and the Spirit of St. Louis Air Show and Stem Expo continue to play a key role in attracting youth to the aviation industry.

St. Louis Lambert International Airport (STL) is the region’s busiest airport that today accounts for 7,000 jobs in the region. A new economic impact study underway is anticipated to reveal that the airport’s impact has grown from the $4.2 billion reported in 2013 to more than $6 billion. Hamm-Niebruegge called attention to the fact that, aside from being the largest airport in Missouri, St. Louis Lambert International Airport ranks as the 32nd largest out of 450 commercial airports in the country. She added the airport is not just focused on passenger traffic, but on expanding all streams of revenue. She said the amount of cargo moved has doubled from 125 million pounds in 2016 to 251 million pounds in 2021, with much of that increase driven by the growth of Southwest and the belly cargo that Southwest can carry because it has so many flights per day from St. Louis Lambert International Airport. Hamm-Niebruegge also discussed the recent creation of a U.S. Department of Agriculture (USDA) port of embarkation at her airport that allows live animal charters. While Chicago also has such operations, word is getting around that St. Louis Lambert International Airport is far more efficient and easier for the handlers. Lufthansa’s new direct flights from St. Louis to Frankfurt, Germany were also highlighted. Launched in June 2022, the new service marked the first direct flights from St. Louis to Europe in 20 years.

Hamm-Niebruegge said the biggest project on the horizon for St. Louis Lambert International Airport is the proposed consolidation of the existing two terminals, plans for which she hopes can come to fruition in the next 12 to 14 months. If everything moves forward, construction could start in 2026 on a single consolidated terminal that would carry the region well into the future.

Hamm-Niebruegge offered a glimpse into the working relationships between the five airport directors, which she said is more collaborative than competitive because of the unique niche each has in the industry. “When you put the greater group together and you think about the offerings we have, if you’re a customer in this region, you have a choice of going just about anywhere.”

Spirit of St. Louis Airport (SUS) in Chesterfield, Missouri, has more than 3,000 employees onsite between airport operations and tenants and a total annual economic impact that exceeds $400 million. Bales said the airport has nearly 400 based aircraft, 100 based jets, a full-time customs support center, three FBOs, a variety of customers and maintenance operators, as well as many corporate flight departments and charter operators. Prior to COVID, Bales said the airport was averaging almost one international flight a day, something most people likely would not know.

He said as much as the Arch is the gateway to the west, he sees aviation as a gateway to the world and considers Spirit of St. Louis Airport to be the business aviation center of the Midwest.

‘The charter operators did really, really well during COVID, and they continue to do well,” said Bales. “People that maybe had the means but had never tried it, tried it and liked it. It’s been good for us. Takeoff and landings and fuel sales are the highest they’ve been in 10 to 15 years. The future looks bright for Spirit.”

Spirit of St. Louis Airport is just starting its latest master plan. Bales said it will be their roadmap for the future and will guide several very important projects representing an investment in the range of $50 million in the coming years.

St. Louis Regional Airport (ALN) in East Alton, Illinois, supports more than 1,500 jobs and has an annual economic impact of $480 million. Adams said his airport’s role as a general aviation facility brings in business across the aviation spectrum, from Fortune 500 companies to the private aircraft owner, with everything from single-engine and twin-engine aircraft, all the way up to multimillion-dollar corporate aircraft coming for maintenance. That maintenance is provided by the airport’s largest tenant, West Star Aviation, which has nearly 600 employees at the airport. It offers any type of maintenance repair on aircraft, from painting to engine repairs and interior work. The airport also has about 120 t-hangars for individuals to store their planes.

“We can serve from your smallest little single-engine plane, up to the largest aircraft that can fly,” said Adams. “We’re not interested in bringing in the commercial airlines, but we are interested in catering to those private aircraft owners.”

More than $7 million in airport improvements are planned at St. Louis Regional Airport for 2023, and Adams said he also is focused on growing both aeronautical and non-aeronautical business at the airport. He noted he would like to attract a flight school, grow fuel sales, and bring back an onsite restaurant as an additional amenity.

MidAmerica St. Louis Airport (BLV) has the unique distinction of operating under a joint use agreement with Scott Air Force Base, one of just 30 joint-use airports in the country, according to Johnson. He said both MidAmerica St. Louis Airport and Scott Air Force Base operate under the same three-letter identifier “BLV,” and it is their combined impact that is captured in any economic impact studies. The latest of those by the Illinois Department of Transportation reveals BLV collectively has a $3.1 billion economic impact and supports more than 23,400 jobs. Johnson said MidAmerica St. Louis Airport alone is hitting some new highs when it comes to passengers.

“Some of our efforts certainly are focused on furthering the low-cost carrier model and helping to promote ultra-low cost carriers as well, complimenting what Rhonda and her team do so well over at STL,” said Johnson. “We expect to be at construction next year on a new U.S. customs federal inspection station, which will allow for further development of our low-cost carriers that are supporting international travel in and out of the metro area, as well as domestically.”

Continuing passenger growth is a contributing factor to the work underway to expand the terminal at MidAmerica St. Louis Airport, and growth on the tenant side is fostering additional infrastructure investment at the airport. Johnson cited the new production facility Boeing is developing on the airport property to manufacture the MQ-25, and a new $37 million taxiway and bridge the airport is building to serve that new facility and other developments likely to spring up around it. The MetroLink light-rail system also is being extended from Scott Air Force Base to MidAmerica St. Louis Airport. That $97 million project will provide a direct connection between St. Louis Lambert International Airport and MidAmerica St. Louis Airport.

St. Louis Downtown Airport (KCPS) is located in two Illinois municipalities – Cahokia Heights and Sauget, Illinois, and contributes more than $422 million in economic impact for the region and more than 1,500 full-time and part-time jobs. Shore said a variety of users and tenants contribute to those totals, from the single-engine aircraft owner who flys for personal enjoyment and transportation, to business and corporate aviation, three flight schools, several aircraft and helicopter maintenance organizations, plus one of the region’s largest maintenance and repair organizations, Gulfstream Aerospace. Gulfstream is one of several tenants that will benefit from the latest infrastructure investment underway at the airport – the construction of a ground engine runup and compass calibration area. The project should be completed in 2023 and will support existing and future high-tech aerospace manufacturing jobs at the airport by improving production safety, reliability, and efficiency.

“I think the most distinctive characteristic of St. Louis Downtown Airport is our close proximity to downtown St. Louis,” Shore said. “We’re located right across the Mississippi River. And as a general aviation airport without commercial service, we really see us as the front door to the region.”

Its invaluable location makes St. Louis Downtown Airport a popular choice for those flying into the region for major events in eastern Missouri and southwestern Illinois, including the NASCAR Cup race this past summer, which Shore said drew 40 charter flights, each with about 50 passengers, over the course of the weekend.

The panel discussion with the five airport directors highlighted the St. Louis region’s overall position as a vibrant commercial and general aviation hub in the heartland of the nation. Video of the forum can be found at https://www.youtube.com/watch?v=R_6poBIKeiY.

Posted in Airports, February/March 2023, Sections, Sections | Tagged , , , , , , , , , | Leave a comment

Smokeout 2021

Posted on January 27, 2023 by mwflyer

by Patrick J. McDonald, ATP, CFI-I
Published in Midwest Flyer Magazine February/March 2023 Digital Issue

The time is late summer of 2021, and for months, my only living brother and I had anticipated another carefree sightseeing flight to the great west. Our plan was to fly to Billings, Montana, then over Lemhi Pass of the Continental Divide into the Salmon River Valley. From there, we would enjoy another whitewater rafting trip down Idaho’s Salmon River, the River of No Return.

Stagnant air, flavored with the irritating smell of burning wood, haunted the Midwest for a solid week, but on the morning of August 5th, we departed Perry, Iowa, in my Piper Arrow. The first hundred miles were VFR, but with declining visibility. I remarked to my brother that this slight inconvenience is probably due to the stubborn wildfires in the far west, and that we’ll likely be in clear skies all the way to the mountains.

I support my comment with the data that every ASOS, AWOS, and ATIS from Perry to Salmon broadcasted clear skies with 10-mile visibilities.

An hour and a half later, we jointly squinted to penetrate the haze and spot the runway at Mitchell, South Dakota. Our landing was uneventful, but the temperature was approaching 100 degrees as we taxied to the gas pump.

“Foul today, but at least we’re still VFR,” said our lineman as he activated the 100LL fuel pump. “Not so the case the last three days….all IFR. No traffic. We had folks hung up here for three days on their trip back home from Oshkosh. No rooms were available in Mitchell.”

“Ya know that foul smell?” he asked as he pointed to his nose and looked skyward. “It really gets to me. I have to shower every night to get rid of that rotten bonfire stench. Even my food tastes like it’s burnt.”

His comments fostered the beginning of a slow energy drain that deepened as we departed Mitchell for Rapid City. The ground disappeared in the first thousand feet of our climb out. ATC guidance assisted us all the way to the active runway at Rapid City. The heavy smoke deprived us of the expansive beauty of the Black Hills. The AWOS informed us that the noonday ramp temperature was now 100 degrees-plus, and the visibility holds at 10 miles.
Airborne again in a deepening complexity of challenges, fresh ATC controllers helped us thread the needle between the multi-layered Powder River MOA and the Bighorn Mountains. I catch only a glimpse of the normally massive Bighorns, now wrapped in heavy smoke, and punctuated by developing thunderstorms. Sheridan is reporting erratic
50-knot surface winds.

The mix of opposing forced taunt us with heat, humidity, and complaints of moderate to severe turbulence from low to high altitudes. After two hours of hot and claustrophobic flight conditions, Billings approach control politely delivered our soggy and fatigued selves to the active runway. ATIS insisted on 10 miles visibility, but we didn’t spot the runway numbers until on a half-mile left base.

A cool motel room and cold beer brought back some enthusiasm for flying. We were reminded by torrential rains and rolling thunder that we are in control of very little, but we were safe. The anticipated morning flight across the Continental Divide and into Salmon didn’t seem promising. In good VFR, the route is expansive and enjoyable, since most of it meanders through a long network of scenic passes, with snow-capped peaks accenting the boundaries of clear running rivers and lush green valleys.

Even though sleep brings rest and renewed energy for pressing on to Salmon, the early morning weather reports brought with them serious safety concerns. Our familiar route now manifested five new fire zone TFRs. The mountain peaks all along our route became obscured in smoke. Hazardous warnings about three to six miles visibility were prominent. My personal limitations came alive. Going IFR into Salmon without a turbocharged aircraft is out of the question. Thus, we sadly decided to turn around and head back to the Midwest.

All the way home, through a new round of fires, smoke and haze, I cannot help but reflect on what is happening to our planet. I accepted, at an intellectual level, the now-universal assessment of the global warming phenomena. As I worked hard to stop my eyes from itching and to suppress a nuisance cough, my encountered with global warming move to the experiential level. We exited Montana and began to see the greening of central South Dakota. An hour later, we crossed the Missouri River to witness an emerald landscape and clear air. We’re home.

In Retrospect

In the year since my adventure, a lot has happened to foster a conviction that personal safety rules yield eventual rewards. My brother and I enjoyed a return to the river of no return in the early summer of 2021, under widespread pleasant conditions.

Other news from the summer of 2021 in the Billings area was not so easily redeeming.

About a month after we returned to the Midwest, an experienced pilot and his spouse died in a small plane crash in Billings.

Their son survived, but with serious burns and the prospect of a long and painful rehabilitation without the love of his mom and dad to help him reclaim his health. From reading the NTSB preliminary reports, it seems that visual obscurity at dusk and poor judgment were factors in the accident.

In the late summer of 2021, in the many hours of casual debriefings at our home base, a friend who is a professional pilot regularly shared his take on our common experiences. He, too, had been smoked out of a backcountry camping trip. He experienced a serious and stubborn bout with vertigo, while living his dream of navigating the backcountry in his beautifully restored Cessna 180. His Dutch decisiveness invited him to return home before dangerous conditions destroyed his dreams. He was later redeemed as the flight conditions in the summer of 2022 allowed him to return to the backcountry for a week of carefree flying and camping.

In the hours of our casual debriefings, several lasting impressions have left their marks on us. The marks deepen our experiences of what it means to hold a pilot certificate and continue to fly a personal aircraft: once in a lifetime is enough for bad experiences; there is never enough in a lifetime of good experiences.

We mourn the loss of those who have not been so fortunate about their decisions. There is no room for arrogance that conveys, “it can’t happen to me.”

EDITOR’S NOTE: Patrick J. McDonald has been a member of the aviation community for 53 years, and in that period of time, he has logged 8400 hours. He has helped many students obtain various flight certificates. He has done it all for pure enjoyment.
He is formally a licensed mental health practitioner and maintains an active practice in Des Moines, Iowa, in partnership with his wife of 48 years.

Posted in All Features, Features, Features, February/March 2023, Flying & Flight Experiences | Tagged , , , , , , , , , | 4 Comments

Check Your Comms!

Posted on January 27, 2023 by mwflyer

by Kyle Lewis
Regional Manager For Airports and State Advocacy • Great Lakes Region
Aircraft Owners & Pilots Association
Published in Midwest Flyer Magazine February/March 2023 Digital Issue

As pilots, we pick up certain lingo, like “Direct To,” “Line Up and Wait,” “Cleared Via,” “Climb or Descend and Maintain,” and my personal favorite, “Unable!”

Phraseology is important, especially when navigating the wide-open blue into congested airspace. Generally, pilots do well at following ATC instructions and communicating into the unknown at non-towered airports across the country.

While this may sound like a diatribe or safety briefing, it is not. If you are a pilot who is also an aircraft owner, chances are you base your aircraft at an airport that is governed by a municipality, county, or township. From time to time, it becomes necessary to communicate with those appointed or elected officials who oversee the day-to-day of the said airport.

“Going Direct” is often the best route. Not only is it the most efficient vector, but it gives you the face-to-face and personal attention that oftentimes addresses the specific issue or situation at hand. While an email is a handy tool, we poke or peck away a few lines in a matter of seconds, and then patiently await a response. That response may never come. I will admit, I have missed a few emails, some not that big of a deal – others, not so much. Inboxes are filled daily with newsletters, sales ads, invites to join a jelly of the month club, or our all-time favorite, the notorious “pick your foreign” prince has money awaiting you if you…just…click…here.

In short-SPAM (not picking on you Austin, Minnesota), email is great, until it’s not!

The youngest generation may disagree, but letter writing is not dead! We are living in the age of abbreviations and emojis. Text message chains are filled with memes that convey messages warped with the usual high sarcasm for a given situation. Who takes the time to pen a letter? AOPA does! It is our preferred method to communicate with an airport governing body, be it local, state, or federal. Just an FYI, the letter is usually not the opening play, but rather the culmination of research, fact-finding, interpretation, and what is in the best interest of our members. At AOPA, we have a well-practiced method of letter writing, but I want to share what you can do, on your own, and still be an effective communicator at your airport.

First, be concise. No matter how “new” you are, attention spans have dwindled. Be it a newspaper story, an email or a letter, the receiver will decide in the first seven seconds if he or she wants to continue paying attention. We don’t dawdle on frequency; don’t in your letters.

There will always be the Who, What, Where, When, and Why. The letter should be personal, but not overly emotional. AOPA understands that in certain situations, there are financial implications, and it is very personal, but emotions can cloud the effectiveness of what is trying to be conveyed to the audience. And as the author, who are you representing? Is it yourself or a larger contingency of airport users? Another question to consider is the audience. Who is it? Is it a city council or an airport board, or a commission? Sometimes the audience needs to be educated on who the who is. Large city councils may have no clue who the (as an example) “Hangar Row 12 Pilots” are.

In your introduction, make it clear so that the city council understands who you are, and why they should care (votes are a good motivator). The next important part of the letter after the introduction is “the ask.” The ask is what the letter is all about. The ask needs to be clear and concise. The ask will be supported by what follows in the letter. It is simply what you or your organization sees as an amicable resolution to the specific issue. Sometimes it’s an easy ask – “Hangar Row 12 Pilots are seeking ramp space to host an airport open house on XYZ date at XYZ time.” Simple, right? Now explain why!

It is so very important to have factual, documented information referenced in your communications to airport management. This is the most important factor in getting your message across. Speculation is a no-go, as is self-defining what you think a certain scenario warrants. Making broad statements like “helicopters in the traffic pattern are unsafe,” is, well, an undocumented perception. Be factual and be able to back up statements. This is your or your organization’s credibility being put in black and white!

What does the purpose of the letter serve? Usually, there is more than one answer here. The letter can be the formal document to go on the record with the governing authority, and a well-presented and drafted letter can be attention-getting. Remember, if it is sent to a public body, it can be subject to public records (hint: it will be!). The letter sitting on an airport manager’s desk is bound to get more attention than an email in a digital inbox. Don’t forget to “cc” other interested parties, as their attention will be turned to getting an answer as well.

The basic steps in a 1,2,3 if you will –
1. Define the issue.
2. Research and factually document your position.
3. Draft a letter with a specific ask (or position), and be polite, clear, and concise.
4. Revise for grammar and effective writing.
5. Prepare for questions.
6. Deliver to the interested parties.

AOPA has a library of resources, located on its website at aopa.org/asn which also has a very specific resource on letter writing! The context is a “letter to the editor,” but the rules apply the same to help our discussion. AOPA’s Airport Support Network (ASN) Volunteers are encouraged to support their airport in many ways, and effective communications with airport management, local civic leaders, and the public are just a few. Does your local airport have an “AOPA ASN Volunteer?” If not, it could be you! (kyle.lewis@aopa.org)

Posted in AOPA, AOPA Great Lakes Report, Columns, Columns, Columns, February/March 2023 | Tagged , , , , , , , , , , , , | Leave a comment

Aircraft Battery Care & Maintenance

Posted on January 27, 2023 by mwflyer

by Richard Morey
© Copyright 2023. All rights reserved!
Published in Midwest Flyer Magazine February/March 2023 Digital Issue

Winter is upon us. Typically, this involves less flying, and certainly colder weather, both of which are detrimental to an aircraft battery. Rental pilots just want the airplane to start with no issues. So long as the last pilot did not leave the master switch on and drain the battery and the aircraft is warm, all should and generally does go as planned.

But what if the battery is low, and will not crank over the engine?

What if the engine is cold and the pilot tries to start it and runs the battery down?

What if the master was left on overnight and the battery is completely dead?

Aircraft owner/operators have the same problems of course, as well as the responsibility of deciding how to maintain the battery. These cases require different actions, and depending on what is done, have different effects on the longevity and capacity of the battery. Knowing and following the manufacturer’s recommendations will maximize the battery life and make for safer flying.

Aircraft batteries are a compromise between weight and capacity. As such they are more fragile than car batteries. For the purposes of this article, lead acid batteries will be discussed. Nickel-cadmium batteries are used in some general aviation applications but are rare and will not be discussed in this article.

Batteries store electricity chemically. A lead acid battery has lead plates suspended in a sulphuric acid water solution, called electrolyte. Electrical energy is created during the chemical reaction between the acid and the lead plates. Sulphuric acid reacting with lead creates lead sulphate bond, and releases electrical energy as part of the reaction. This reaction is reversible by forcing electricity back into the battery which breaks the lead sulphate bond, returning the reactants to lead, water and sulphuric acid.

As with any chemical reaction, cold temperatures slow down the process. A cold battery has less power than a warm one. Heat is generated, both during discharging, and especially during charging. Hydrogen and oxygen gas are released as part of this reaction. To avoid the accumulation of a very combustible mixture of hydrogen and oxygen, charging batteries should be done only in a well-ventilated area.

The slight charging and discharging of the battery is part of the flight. The battery discharges during start up and charges during engine operation if the charging system alternator or generator are working properly. The aircraft charging system is designed for small charging operations, more in the lines of maintaining the battery rather than charging a low battery.

Every time a battery goes through a charge discharge cycle, it loses a bit of its capacity to hold a charge. Over time the lead plates “sulphate up,” which means part of the lead sulphate bond does not reverse during charging. Sulphated plates leave less lead available to react, thus reducing the battery’s capacity.

What does this mean to the aircraft owner/operator? Batteries must be thought of as “life limited parts.” In our flight school, we are happy to get three (3) years of life out of a battery, and often only get two (2).

To maximize battery useful life, I would strongly recommend that every aircraft owner spend some time on their battery manufacturer’s website reading the service requirements and recommendations. I found Gill’s website to be particularly useful.

Some useful gems from Gill: “4.4 LIFE EXPECTANCY 4.4.1 Typical battery failure mode should be complete non-reversible utilization of active material. A battery that is operated and maintained per the manufacturer’s guidelines should deliver several years of useful service. However, actual service life varies due to several factors: 4.4.2 Charging variations.” In layman terms, this means if the battery is maintained as recommended, expect “several years of service” before the battery will not hold a charge. This section goes on to mention that undercharging or overcharging will shorten the battery’s life.

Gill on charging a battery: “WARNING. The battery must be removed from the installation and serviced in a well-ventilated designated area. During servicing, the battery will generate oxygen and hydrogen gases, which can be explosive under the right conditions.” In other words, do not charge the battery in the aircraft, but rather remove it. My read on the Gill website is that even for trickle charging, which Gill recommends during periods of reduced flight, that the battery should be removed from the aircraft.

So, what does Gill suggest if we have a low battery and cannot start the aircraft?

“7.11 JUMP STARTING AN ENGINE 7.11.1 Teledyne Gill batteries that have been discharged to the point where their cranking power has been diminished must NOT be jumped with another power source. The discharged battery may not be airworthy because it does not have the necessary capacity required to operate the aircraft avionics and electrical system in the event of generator failure.”

I know that most flight schools do jump start aircraft so long as the aircraft’s battery has enough charge to close the battery and alternator solenoids. The click you hear when you turn on the master switch are solenoids closing. Solenoids are simply electrical switches which require a minimum threshold voltage to close. If the battery is drained to the point of not being able to close a solenoid, then jumping the aircraft may start the engine, but will not result in the electrical system operating. This is because an alternator needs some electricity to energize the electromagnetic coils to turn mechanical energy to electricity. But I digress.

Jump starting – or more precisely using a battery boost to start an aircraft – is not recommended for a number of reasons. The most important reason, according to Gill, is a potentially unsafe situation if the aircraft’s charging system fails.

If your mission for the day is to fly around the patch during daylight hours, then an alternator failure is less of a factor than it would be for a night instrument cross-country flight. If the charging system fails, ether due to a malfunctioning alternator or alternator control unit, the pilot must complete the flight with what electricity the battery has stored. Radios, navigation equipment, lights, fuel gauges, pitot heat, and flaps (if electric) all go away when the battery runs out of electricity.

For safety reasons, Gill recommends removing the low battery and charging it fully, then testing the battery for capacity prior to flight. This procedure will maximize battery life as well. Charging a low battery by flying may work but will also charge initially at a higher rate than recommended, shortening the life of the battery. Pilots who routinely fly in IMC, at night or cross-country, should keep battery capacity in mind. An older battery may well retain enough charge to reliably start your aircraft, but not have much capacity beyond that. If you have a charging system failure, the only source of electricity is that older battery. Being in the clouds with a dead electrical system is not an appealing proposition.

If the battery is so discharged as to not be able to close solenoids, then the battery needs to be removed and charged.

In summary, aircraft batteries are built as lightly as possible and as such have limited capacity. A battery only has so much useful life. Periods of idleness, overcharging, undercharging, and age all reduce a battery’s capacity to hold a charge. Common procedures, such as boost starts, are not recommended, and will shorten the life of a battery. Finally, consider the capacity of the battery when planning both the flights and the aircraft’s maintenance. Deferring replacement of a questionable battery until the next annual, may be penny wise but pound foolish.

The battery should be removed at each annual inspection, the battery and terminals cleaned, the battery box inspected and cleaned, and the battery capacity checked. I would encourage aircraft owners to talk with their aircraft technician prior to their annual inspection and make sure battery maintenance is done.

EDITOR’S NOTE: Richard Morey was born into an aviation family. He is the third generation to operate the family FBO and flight school, Morey Airplane Company at Middleton Municipal Airport – Morey Field (C29). Among Richard’s diverse roles include charter pilot, flight instructor, and airport manager. He holds an ATP, CFII, MEII, and is an Airframe and Powerplant Mechanic (A&P) with Inspection Authorization (IA). Richard has been an active flight instructor since 1991 with over 15,000 hours instructing, and almost 19,000 hours total time. Of his many roles, flight instruction is by far his favorite! Comments are welcomed via email at Rich@moreyairport.com or by telephone at 608-836-1711. (www.MoreyAirport.com).

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

Posted in Columns, Columns, Columns, February/March 2023, Pilot Proficiency | Tagged , , , , , , , , , , , | Leave a comment

A-1H Skyraider Now On Display At National Museum Of The USAF

Posted on January 27, 2023 by mwflyer

Published in Midwest Flyer Magazine February/March 2023 Digital Issue

A-1H Skyraider

DAYTON, OHIO – The National Museum of the U.S. Air Force’s newest aircraft, the A-1H Skyraider, was placed on display and unveiled to the public during a recent dedication ceremony in the museum’s Southeast Asia War Gallery.

U.S. Air Force Skyraiders in Southeast Asia are often remembered for their support of search and rescue (SAR) missions. Operating under the call sign “Sandy,” the A-1’s extended loiter time and massive firepower offered pilots the ability to protect downed airmen for extended periods. Whereas jet aircraft often had to leave the battle area for refueling, the A-1 provided nearly continuous suppressing fire until helicopters extracted downed airmen.

The aircraft on display, which originally took part in OPERATION FARM GATE and was flown by the South Vietnamese Air Force from 1965 to 1975, was modified and painted by the museum’s Restoration Division to represent A-1H pilot Capt. Ron Smith’s aircraft, “The Proud American,” as it appeared during the “Oyster 01B” rescue mission of a downed F-4 Phantom crewman near a North Vietnamese airfield in June 1972. Smith was later awarded the Air Force Cross for his efforts during the rescue. In addition to the “Oyster 01B” rescue mission, “The Proud American,” was also renowned for Lt. Col. William Jones’ Medal of Honor mission in 1968 and for being the last U.S. Air Force A-1 lost in combat in Southeast Asia in September 1972.

The restoration of the A-1H, which took about 18 months to complete, was funded through a partnership between the Air Force Museum Foundation and the A-1 Skyraider Association.

According to National Museum of the U.S. Air Force Curator Bryan Carnes, the A-1H is a significant addition for the museum and will help tell an important chapter of the Air Force story.

“The A-1H played a crucial role in protecting downed aircrew in Southeast Asia and escorting rescue helicopters to and from the recovery site,” said Carnes. “This aircraft will continue to inspire generations of museum visitors as a symbol of the Air Force’s promise that no airmen will be left behind.”

The National Museum of the U.S. Air Force, located at Wright-Patterson Air Force Base near Dayton, Ohio, is the world’s largest military aviation museum. With free admission and parking, the museum features more than 350 aerospace vehicles and missiles and thousands of artifacts amid more than 19 acres of indoor exhibit space. Each year thousands of visitors from around the world come to the museum. For more information, visit www.nationalmuseum.af.mil.

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Homebuilt Aircraft Fatal Accidents Remain Under Historic Average

Posted on January 27, 2023 by mwflyer

Published in Midwest Flyer Magazine February/March 2023 Digital Issue

OSHKOSH, WIS. – Fatal amateur-built aircraft accidents remained under the historic average over the 12-month period ending in September 2022, but the Experimental Aircraft Association notes that an uptick over the previous year’s total shows that focused efforts to enhance safety even further remain essential. For the federal fiscal year ending September 30, 2022, the Federal Aviation Administration reported there were 56 fatal accidents in experimental category aircraft over the preceding 12 months, including 39 in amateur-built aircraft. That compares to 42 total accidents – 33 in amateur-built aircraft – during the 12-month period between October 2020 and September 2021.

“The fatal accident totals, for both amateur-builts and experimental aircraft overall, remain 30 to 35 percent below where they were just a decade ago, including when looking at the three-year rolling average on which the FAA bases its annual not-to-exceed number,” said Sean Elliott, EAA’s vice president of advocacy and safety. “While that’s good news, we never want to see an annual increase in the totals. That’s a reminder that we all must continue to work to make safety the top priority even with the small numbers we see each year.”

The higher accident totals in experimental category aircraft mirror an increase for all of general aviation over the same 12-month period. This also coincides with preliminary figures that show an increase in flight hours in 2021 and into 2022.

“EAA has been deeply involved in FAA’s safety analysis teams for several years, and we consistently see that experimental aircraft accident causes are very similar to accident causes for all GA accidents,” Elliott said. “It shows that the accidents overwhelmingly do not occur because a pilot is flying an amateur-built or experimental aircraft, but because of factors relating to pilot decision making or flight procedures. Those are areas where EAA safety programs and resources can make a difference.”

Posted in Aircraft, All Headlines, EAA & AirVenture, February/March 2023, Headlines, Headlines | Tagged , , , , , , , , , | Leave a comment

FAA Extends Aircraft Registration From 3 To 7 Years

Posted on January 27, 2023 by mwflyer

Published in Midwest Flyer Magazine February/March 2023 Digital Issue

WASHINGTON, DC – The Federal Aviation Administration (FAA) has extended the duration of aircraft registration certificates from three to seven years, an action which should alleviate delays in the aircraft registration process. All registrations valid on the date of the final rule will be extended to a total registration term of seven years from the date of issuance, notwithstanding the expiration date on the registration certificate. For example, a certificate issued in 2019 will expire in 2026 under the new policy. The final rule took effect January 23, 2023.

Posted in Aircraft, All Headlines, February/March 2023, Government/Legislation, Headlines, Headlines | Tagged , , , , , , , | Leave a comment

Which End of A Grass Airstrip To Build A Hangar… Upslope or Downslope?

Posted on January 27, 2023 by mwflyer

by Pete Schoeninger
© Copyright 2023. All rights reserved!
Published in Midwest Flyer Magazine February/March 2023 Digital Issue

Q) What is FAR Part 134?
A) Part 134 of the Federal Aviation Regulations (FARs) is a nickname given to oft violated activities which prohibit carrying passengers a distance for compensation without a Part 135 Air Taxi Certificate. The lure of having a buddy or business associate fly people somewhere for $$ or trade is tempting, but illegal. It is sometimes done in innocence, but the “feds” will jump on the violator if they find out. Getting an FAR Part 135 Air Taxi Certificate is a time-consuming and expensive undertaking.

Q) Is it possible for a powerful airplane to NOT want to nose down if you climb steeply and then let go of the wheel or stick? If so, how?
A) In most flight operations, the Center of Gravity (CG) of an airplane is ahead of the Center of Lift (CL). A negative load on the tail surfaces keeps the airplane from nose diving. In a very steep, unaccelerated climb in a low-wing airplane, it is possible that the Center of Gravity could now be behind the Center of Lift. If that would happen, the tendency is for the airplane to nose up even steeper without input from the pilot.

Q) I am a retired aerial applicator (i.e., crop duster). Next spring, I am going to do some grading on my farm and make a grass airstrip, which is the dream of many pilots. The strip slopes down to the north. My question for you is, where to build a hangar, top, middle, or bottom of the strip? I am leaning toward the bottom of the strip because it will be a little more out of the wind, but a friend told me to put it in the middle. Your thoughts?
A) With a sloped strip, you will usually takeoff downhill and land uphill. After landing uphill, you will still slow reasonably quickly, whether or not the strip is slippery, and you can then add power if needed to get to the top of the strip. But if after landing uphill you must turn around and taxi downhill on very slippery conditions, getting stopped could be perilous. Therefore, I recommend that you put your hangar at the TOP of the hill.
A) Put your hangar at the top of the strip if possible. The hazard of a middle or bottom of the strip location is in winter, you don’t want to be taxiing downhill on snow and ice (which will linger, especially facing north) and be unable to stop. If you are taxiing uphill to your hangar, even on bare ice, you will slowly, fairly quickly, go backwards and be unable to stop, if you reduce power to idle.

Q) Is there a quick way to tell if a 150 HP Lycoming engine has been changed to 160 HP? Is it done often?
A) Yes, it is a fairly common conversion usually done at overhaul time. Common airplanes this is done for include Cessna 172s that originally came with 150 HP engines, and the same with Cherokee 140s and some other airplanes. There is virtually no change in empty weight of the engine, but be aware, a new prop (big bucks) might be required. A very first, but not only clue and not always accurate that an airplane has had the conversion, would be to look at the fuel filler cap labels. The 160 HP airplane requires and should have a label at the fuel tank designating 100LL aviation fuel, or possibly premium Mogas. The 150 HP version can run on aviation fuel rated at less than 100 Octane. If the engine HP conversion has been made, the airplane flight manual, as well as the engine maintenance log, should indicate the change.

Q) Is there a rule of thumb for loss of value for missing maintenance logs? I am looking at a used Cessna 152 with no maintenance records for the 5 years it was in Europe. Maintenance records do indicate major airframe rebuilds a couple of times about 15 years ago, and the airplane has about 20,000 hours of total time.
A) There is no set rule. Each situation is different. For an older airplane with lots of hours and a few smacks, and not much collector appeal, the drop in value of 5 years of missing maintenance logs would not be significant. At the other end of the spectrum, let’s say you’re looking at a 10-year-old Bonanza and the first five years of logs are missing. That would be a major degradation in value. If you plan on selling your newly acquired airplane after owning it a few years, I would be more concerned about value loss due to missing logs, rather than if you anticipate flying to heaven in it.
Regardless of what the logs say, the most important thing a buyer can do is to have a very thorough prepurchase inspection of the aircraft under consideration by an experienced mechanic familiar with that make and model. I have seen airplanes which have had undocumented repairs, some OK and some cobbled. Logs are a story written by humans. The airplane will not lie to you. Get a good mechanic to look closely at the aircraft and hopefully the logbooks if you are considering buying.

Q) Can aviation fuel spills damage paint, or aluminum?
A) Usually not. But if you have a situation where a fuel tank is weeping a bit of fuel from a high-wing airplane and running down the side of the fuselage for a long period of time, that will discolor paint badly.

Q) Why are traffic patterns now usually 1000 ft AGL (above ground level) vs 600 or 800 ft 50 years ago?
A) “Years Ago,” common trainers (Cubs and Champs, among others) often had 65 HP engines. Their rate of climb in the summer with two people onboard was pretty anemic. Now almost all trainers have at least 100 HP and many have 150 HP or more, making the climb to 1,000 ft much quicker. 1,000 feet gives a little more safety (gliding distance) in the event of a problem and lessens noise pollution.

Q) My mechanic noted on my Cessna 182 that there is substantial crazing above the defroster openings. He wants to change the windshield (big buck$.) Can’t the windshield just be ground down a little?
A) A very little bit of grinding is possible, but it should only be done by a very knowledgeable aircraft mechanic with windshield maintenance experience. Bruce Botterman at New View Technologies at Wittman Regional Airport in Oshkosh, Wisconsin, is one such person. Bruce also helped me with this question. Contact Bruce at 920-303-0709. Generally, I recommend changing the windshield in this situation. Losing a windshield can be a dire emergency that you don’t want to risk. I know a friend who had a windshield blow out on his Piper Tri-Pacer many years ago and was barely able to keep it right-side-up on an immediate forced landing.

Q) In the “old days,” there was no regulation requiring a checkout when transitioning from a tricycle geared airplane (those with a nosewheel) to a conventional geared airplane (taildragger) for the first time. Do you know of any pilots who learned to fly in a tricycle gear airplane and then were self-taught and flew taildraggers?
A) Yes, I know of a couple of incidents where good tricycle pilots managed to teach themselves to fly taildraggers before checkouts were required. Today, that is illegal. While I am not a big fan of excessive regulations of any kind, I think requiring a CFI to sign off a tailwheel transition is a good idea.

Q) How did a dealer get my contact information to send me a postcard stating he wanted to buy my airplane?
A) Your airplane’s owner information (you!) is public record. Do an internet search for Federal Aircraft Registry, click on registration N numbers, enter your number, and check it out. Title companies and others can, for a fee, send a list of airplanes specific to an advertiser’s needs. For instance, if you have an improvement for 1978 thru 1998 Beech A36 Bonanzas, and want to test the market for it, you can order that list either in paper or online form.

EDITOR’S NOTE: Pete Schoeninger is a 40-year general aviation veteran, starting out as a line technician as a teenager, advancing through the ranks to become the co-owner and manager of a fixed base operation, and manager of an airport in a major metropolitan community. He welcomes questions and comments about aircraft ownership via email at PeterSchoeningerLLC@gmail.com

DISCLAIMER: The information contained in this column is the expressed opinion of the author. Readers are urged to seek the advice of others, including flight instructors, licensed aircraft technicians, airport managers, fixed base operators, and state and federal officials. Neither the author, Midwest Flyer Magazine, Flyer Publications, Inc., or their staffs, employees or advertisers assume any liability for the accuracy or content of this column or any other column or article in this publication.

Posted in Ask Pete, Columns, Columns, Columns, February/March 2023 | Tagged , , , , , , , , , , , , , , | Leave a comment