Let’s Talk About Hangar Storage

Posted on November 29, 2022 by mwflyer

by Hal Davis
WisDOT Bureau of Aeronautics
Published in Midwest Flyer Magazine December 2022/January 2023 Digital Issue

Appropriate hangar storage will always be a common point of contention between airports and hangar tenants. Although the Federal Aviation Administration’s (FAA) 2016 policy update on hangar storage added some clarity and common sense to the rules, misunderstandings and disagreements remain. So, let’s talk about hangar storage. What are the rules and who do they apply to? Why do these rules exist and what can be done to avoid problems?

Whether these hangars are owned by the airport or are privately owned, the FAA hangar storage rules apply if the airport has accepted federal airport improvement grants.

Who must comply?

If the FAA inspects an airport that has previously accepted federal airport improvement grants, the expectation is that all hangars, regardless of if they are privately-owned or airport-owned, should be complying with the FAA’s hangar storage policy. However, responsibility for compliance is not that straightforward. By accepting federal airport improvement grants, airport owners agree to comply with the FAA’s hangar storage policy, among other things.

In order to rent a hangar or lease land to build a hangar, a hangar tenant must agree to the terms of a lease with the airport owner. To ensure hangar storage on the airport complies with the policy, airport owners are expected to enter into hangar lease agreements with terms and conditions which perpetuate FAA’s rules. As far as FAA is concerned, it is ultimately the airport owner’s responsibility to comply with the policy. Legally, the hangar lessee only needs to comply with the terms of the lease. Unfortunately, it is not uncommon for a hangar’s use to be in violation of the FAA hangar storage policy, but not in violation of a poorly written or antiquated hangar lease.

There are a small handful of airports in Wisconsin that have accepted state airport improvement grants, but not federal grants. These airports, along with any other airport that has not accepted federal improvement grants, need not comply with the FAA hangar storage policy. Instead, airports which have only accepted state funding must comply with the conditions of state aid listed in Wisconsin Administrative Code TRANS 55. TRANS 55 does not establish any specific requirements as it relates to hangar storage but does establish a general requirement to prohibit any activity which interferes with air transportation. While unprecedented, an airport owner could be found in violation of TRANS 55 if the non-aeronautical use of a hangar is having a significant impact on airport activity.

What are the rules?

As I alluded, I think most people agree the FAA hangar storage policy is common sense and, on the surface, appears uncomplicated. The rules are summarized as follows:
1. * All hangars must be used for a primary aeronautical purpose. FAA considers the following uses aeronautical:
a. * Storage of active aircraft;
b. * Shelter for maintenance, repair, or refurbishment of aircraft, but not the indefinite storage of non-operational aircraft;
c. * Non-commercial construction of amateur-built or kit-built aircraft;
d. * Storage of aircraft handling equipment, (e.g., towbar, glider tow equipment, work benches, tools and materials used to service aircraft);
e. * Storage of materials related to an aeronautical activity (e.g., balloon and skydiving equipment, office equipment, teaching tools).
2. Provided the hangar is used primarily for an aeronautical purpose, an airport may permit non-aeronautical items to be stored in hangars provided they do not interfere with the aeronautical use of the hangar.
3. While airports may develop more restrictive rules, FAA would not consider non-aeronautical storage to interfere with the aeronautical use of the hangar unless the items: 1) Impede the movement of the aircraft in and out of the hangar. 2) Displace the aeronautical contents of the hangar. A vehicle parked at the hangar while the vehicle owner is using the aircraft would not be considered as displacing the aircraft. 3) Impede access to other aeronautical contents of the hangar. 4) Are used for a non-aeronautical business or municipal agency function (including storage of inventory). 5) Are stored in violation of airport rules and regulations, lease provisions, building codes or local ordinances.
4. Hangars cannot be used as a residence. The FAA differentiates between crew rest areas and a hangar residence in that the former are designed to be used for overnight/resting periods for crew members and not as a permanent or even temporary residence.
5. If the airport has empty hangars with no demand for aeronautical use, the airport can rent hangar space for temporary, non-aeronautical storage provided:
a. * The non-aeronautical storage is pre-approved by FAA.
b. * A fair market value commercial rental rate is charged.
c. * The hangar reverts to aeronautical use as soon asthere is demand.

Why do these rules exist?

The purpose of these rules is to ensure bona fide aeronautical users are given the first priority to utilize the airport and the FAA’s investment therein. In other words, having active aircraft in all hangars means more aircraft using the nation’s air transportation system and contributing to the aviation industry. Without this policy, the fear is that hangar tenants will, at best, not put the airport to good use, and at worst, block bona fide aeronautical users from using the airport while at the same time repurposing the public’s investment in the airport for commercial non-aeronautical purposes which could have both safety and ethical concerns.

Common Questions & Issues

Granted, the current FAA hangar storage policy provides much greater clarity than before, but some common questions and issues remain.

First of all, the policy establishes storage of an “active” aircraft as an appropriate use and stipulates the “indefinite storage of non-operational aircraft” is not. What is intended seems black and white at first, but in reality, many situations fall in a gray area. How often does an airplane need to be flown for it to be considered “active?” FAA does not say.

Is this hangar compliant with FAA policy?
Possibly
Is that an “active” aircraft?
Is someone paying the hangar lessee to store the cars?

The hangar storage policy provides airport owners the opportunity to be more restrictive than the policy. Some airports have used this to further define what is considered an “active” aircraft. For example, some airports require hangar tenants to provide proof of a completed annual inspection and/or proof their aircraft is properly registered. These additional requirements can help to weed out “hangar queens” and prevent them from taking up valuable hangar space. However, these requirements also take additional time to track. Unfortunately, this is not a perfect solution to the problem either. Some aircraft types, for example ultralights, don’t always require an annual inspection or registration, yet storage of an “active” ultralight would certainly be considered a proper aeronautical use of a hangar.

A common question is what to do if a hangar owner passes away, loses their medical, or sells their aircraft. How an airport owner can legally address this type of situation will depend on the terms of the lease agreement. However, the goal should be to return the hangar to primary aeronautical use within a reasonable amount of time. That might mean encouraging/requiring a good faith effort to sell the hangar, sublease the space to someone who has an aircraft, or acquire/build a new aircraft. Technically speaking, a completely empty hangar is not a violation of the FAA hangar storage policy until non-aeronautical items are added.

Avoiding Problems

Is this hangar compliant with FAA policy?
Possibly
Is that an “active” aircaft?
Is someone paying the hangar lessee to store the cars?

Avoiding any and all hangar storage problems is improbable. Avoiding the courtroom and being found in noncompliance by FAA are more realistic goals. For an airport, achieving those goals starts with a good understanding of what is written in the lease agreements. Today, most hangar ground leases still predate the 2016 iteration of the FAA’s hangar storage policy by a decade or more. It’s important to take time to identify what deficiencies might exist within the lease language as far as ensuring compliance with the current FAA hangar storage policy is concerned. Does the lease specify the hangar must be used to store an aircraft or other aeronautical items? Is there a requirement that the aircraft be active or airworthy? Does it say anything about storing non-aeronautical items?

If deficiencies are found, there are few different courses of actions to be taken. The easiest thing to do is to address the deficiencies with a new lease template for all new lease agreements going forward. What’s more difficult is addressing existing lease agreements. With the cooperation of the lessee, the airport may be able to amend the current lease as necessary. After all, if the airport is found in noncompliance and loses federal funding eligibility, that will eventually negatively affect hangar tenants as well. If that’s not an option, hangar storage rules can also be codified into a local airport rule or ordinance. Whatever the solution may be, working with the airport owner’s legal counsel is essential.

Some leases include a general provision which requires the lessee to comply with all applicable Federal Aviation Administration regulations. While this may give the airport the legal authority to compel a lessee to comply with the FAA hangar storage policy, relying solely on this type of general requirement does a disservice to the tenant. Is it reasonable to expect the tenant to stay up to date in changes to FAA policy? Instead, airports should regularly communicate hangar storage expectations to their tenants, regardless of how clear the storage rules are in the lease. This helps to prevent tenants from forgetting the rules or claiming they didn’t know about the rules in the first place. Along with regularly communicating the storage rules, airports should also regularly inspect all hangars for compliance. Ignorance about what is being stored in hangars is no excuse for lack of compliance. How often the inspections need to occur will depend. There is no required frequency. Without frequent inspections though, an airport manager may have a hard time ensuring compliance at an airport with dozens of hangars. Conversely, at an airport with only a few hangars and all active users, the airport manager may be able to adequately keep tabs on everything more easily without the need for frequent inspections.

Regular inspections of all hangars also help to reinforce the idea that the hangar storage rules apply to everyone equally. Most complaints related to hangar storage are the result of one tenant feeling singled-out or treated differently. By regularly notifying all tenants of the rules and implementing an inspection program, hopefully these situations can be avoided.

Final Thoughts

One of the most important factors in discussing hangar storage is the local demand. There are many airports in Wisconsin that are out of readily developable hangar lots. Similarly, there are many airports that have long waiting lists for hangar rental space. At a minimum, these airports should be going to great lengths to ensure compliance with the FAA hangar storage policy. In addition, airports with this level of demand may want to consider going above and beyond to ensure the hangars are also being put to their best use.

While hangar storage can be a complex and touchy subject, the Wisconsin Bureau of Aeronautics is here to help. For airports, we can provide hangar lease templates and examples. We can review draft leases and talk through issues related to hangar storage to both airports and tenants alike. If you have hangar storage questions or want help with a specific situation, please feel free to contact me at howard.davis@dot.wi.gov or call 608-267-2142.

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

I got ethanol in my gas… why?

Posted on November 29, 2022 by mwflyer

by Pete Schoeninger
© Copyright 2022. All rights reserved!
Published in Midwest Flyer Magazine December 2022/January 2023 Digital Issue

Q) When I test car gas (my airplane has a car gas STC) that is advertised being “non-ethanol,” usually one of the six cans I fill tests positive for ethanol. The others always test negative. The convenience store manager where I buy my gas checked with his sources and they swear up and down that their no ethanol gas really is no ethanol. So why would one, and always just one, of the cans I fill test positive?
A) When you start filling your first can, the gas out of the nozzle is from whatever grade of fuel was sold to the previous customer, thus a good chance of a trace of ethanol. To avoid this possible problem, put the first gallon or two of non-ethanol gas into your vehicle (provided it can run on that kind of gas) before filling your cans.

Q) There was some press coverage recently about a new Cessna 172 flying from the West Coast to Hawaii. I don’t see how this could be done, as fuel required would put the airplane well over gross weight. IF it could be done legally, would you, do it?
A) You’re partially correct. To make the flight you would need to takeoff over legal gross weight. This can be permitted, usually up to 20% over gross with a special permit and restrictions. There are firms on the East and West Coasts that install temporary tankage for long distance flights. They are familiar with getting paperwork approved from the feds allowing flights at over gross weight, with special restrictions.
Let’s play with some hypothetical rounded numbers. Assume an empty Cessna 172S weight is 1675 lbs., and legal gross weight is 2550 lbs. That gives a useful load for standard operations of about 875 pounds. In still air, you would need about 18 hours to travel the distance of 2200 miles at 120 mph. Let’s add 3 hours of fuel to be safe, and let’s assume we burn 9 gallons per hour. Twenty-one (21) hours X 9 gallons per hour is 189 gallons (189 gallons X 6 lbs. per gallon) = 1134 lbs. of fuel required. Add 200 lbs. for pilot and minimal survival stuff and you have 1334 lbs. onboard, plus the empty weight of 1675 = 3009 lbs. at takeoff, or 459 lbs. over gross weight at takeoff. This will be just under 20 percent (510 lbs.) over gross weight the feds often limit you to.
You can do an internet search for a Cessna 172S West Coast to Hawaii, August 2022 for more information on a recently completed flight.
And would I do it? If I was young and single, maybe. But I would not do it today now that I am an old coot and have had to make precautionary landings a few times in my flying career. Besides, I can only swim about 50 feet before sinking. There is NO place to land along the way to fix any minor problem. With a nearly new airplane, and that very reliable IO-360 Lycoming engine, the chance of a problem occurring is very, very small, but it is not nil.

Q) My insurance agent called to ask me to increase the hull coverage on my airplane. His reasoning made sense…the replacement cost of my airplane is probably lots more than what it was 2-3 years ago when I first took out the policy. But that also means an increase in premium. Would you, do it?
A) Yes, for sure.

Q) Recently you stated that you found, among others, the Citabria to be an easy taildragger to land. My friend flies a Citabria and a J-3 Cub and he agrees the Citabria is easier to land. I thought Cubs were drop-dead easy to fly, easier than anything else with wings?
A) Unlike many taildraggers including J-3 Cubs, Citabrias have good forward visibility while sitting on the ground. The wing angle-of-attack is less than stall angle at touchdown, so you can land them three-point not quite stalled. The J-3 requires an almost stalling angle of attack on touchdown and has much worse forward visibility. And now my Cub flying buddies will probably be hunting me down this fall after voicing this opinion, because in their eyes, nothing beats a Cub!

Q) To help the family of a recently deceased friend sell his airplane, I have posted a few flyers at our local airport. A couple of folks have looked at the airplane. Each told me “I want to think about it.” But I never heard back from them. I related this story to a friend who is a car salesman and he laughed and said he hears that line a lot. What would you do?
A) “I’ll think about it” usually means, I am NOT going to buy your airplane at your terms today, and probably not tomorrow either, but I don’t have the guts or the courtesy to tell you. The most common reason, but not the only one for not buying, is that the prospect does not have the ability or the inclination to spend as much money as the seller is asking. Your next job as the seller is to probe a little and find out why. Then, maybe, you can resolve those issues and you have a sale!
Let me get on my often-repeated soapbox for a moment… The chance of selling an airplane locally from a local ad is small. You’ve got to advertise that airplane within a large radius of your local airport, via print and internet advertising (including Midwest Flyer Magazine.) It costs several hundred dollars a month to own an airplane. Spend a few hundred bucks on accurate ads, or hire a sales firm or salesman, and “git’er done!”

Q) Are there regulations that require an airplane be grounded or bonded to the refueling source before fueling?
A) The Bible of aircraft refueling is National Fire Prevention Association (NFPA) document 407. As I understand it, it is advisory in nature. But it becomes law if governing bodies of the land you are standing on has made it into regulation. You can locate NFPA 407 online. It is a little cumbersome to read but has good information. Regardless of the law, it is ALWAYS a good idea to bond the airplane and the refueling vessel before refueling. Sidebar, you may note, some car gas pumps recommend touching some metal on your car with the fuel nozzle before refueling, as a bonding effort. (A tip of my hat to my former head lineman, Ray Dalman. Ray later became the manager at the same field he was head lineman at.)

Q) Would there be more value to an airplane which can be approved for car gas vs. a very similar model which could not?
A) To my mind yes, but I have not seen this in the market. If the world situation deteriorates badly, aviation fuel might get awfully scarce vs. car gas being more available. Car gas burning airplanes then would be in more demand. Of course, I wish the best of luck to Swift Fuels and GAMI on their quests to sell airplane fuel to replace 100LL.

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

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

Indiana Seaplane Pilots Association 20th Anniversary Splash-In

Posted on November 29, 2022 by mwflyer

by Randy Strebig
Indiana Seaplane Pilots Association, President/Indiana Field Director SP
Published in Midwest Flyer Magazine December 2022/January 2023 Digital Issue

The 20th Annual Indiana Seaplane Pilots Association “Splash-In,” September 23-25, 2022, on Lake James at the Pokagon State Park, in Angola Indiana, was a huge success and enjoyed by all. The Midwest weather did deteriorate as the weekend progressed as forecasted, which kept many pilots and their aircraft stuck at home. Yet those who made it while the weather held at the start of the weekend were not disappointed by the activities, and all found the right window to return home on Sunday. As always, the pilots put on a great show and the volunteers are second to none, resulting in a hugely successful weekend of flying and good times!

Once again, the splash-in enjoyed a 100% safety record and a lot of smiles from the pilots and guests. There were 14 aircraft that flew in from throughout the Midwest.

The announcer for the Saturday reunion banquet, Jakob McKenney, entertained everyone as a walking Wikipedia of all things airplanes. Randy Rhodes and his daughter Sara, along with Scott Millard, handled the Friday and Saturday aircraft operations at the park seamlessly, all from the association’s new control tower, donated by Bob Magley.

The Friday evening barbecue and bonfire at my airport on the other side of the lake went well. Once again, the local Land of Lakes Lions Club prepared the evening meal and dropped three loads of skydivers on the grass strip (myself-included) from our Maule on floats, flown by Allison Wheaton. Matt Perry in his Cessna 172 on floats and the Air Indiana Cessna 182 jump plane dropped seven skydivers in all for a great show!

Saturday morning began with a poker run organized by Matt Perry and Rick Rumple, which included a spot landing contest at the arrival of the fourth stop. A total of 18 hands played in the poker run and all who attended had a great time.

No doubt some friendly competition at the spot landing contest, resulting in the first-place win going to Jerry Ness, the runner up to Rick Rumple, and an honorable mention to Chuck Marshall, as he may or may not have played by the rules. The winner with three 9’s was Ryan Lee in his J-3 Cub, and how fitting as the prize for the best hand was a neon J-3 Cub sign.

Other activities during the day on Saturday included participation in many of the events that were taking place in the State Park, and Allison Wheaton had an open house at her horse farm where participants got to meet her horses, donkeys, goats, sheep, pot belly pigs and chickens.

Everyone participated in the Saturday evening banquet at the Potawatomi Inn, where they enjoyed an excellent meal and beverages, and award presentations. Grace Willig showed a picture history of nearly all 20 years of the splash-in.

Special thanks go to the Lake James Association, Steuben County Visitors and Tourism Bureau, Herald Republican, Indiana Department of Natural Resources, State Parks Administration, and the staff of Pokagon State Park, with leadership from manager, Ted Bohman, who was on duty for the event. Potawatomi Inn Manager Emily Burris and staff attended to the group’s needs.

Posted in Events, February/March 2023, Fly-Ins & Air Shows, Midwest Seaplane Pilot, Sections, Sections | Tagged , , , , , , , , | Leave a comment

Breezy Point Aviation Days 2023!

Posted on November 29, 2022 by mwflyer

Published in Midwest Flyer Magazine December 2022/January 2023 Digital Issue

Photos by Dale Zoerb

BREEZY POINT, MINNESOTA – One of Minnesota’s premier recreational airports, Breezy Point Airport – Muller Field (8MN3), will host its 8th Annual Breezy Point Aviation Day fly-in, Saturday, May 6, 2023, from 10:00 am to 2:00 pm. Besides great food and pilot camaraderie, there will be aircraft displays and a classic car show.

NOTAM: Breezy Point is a private airport… Pilots MUST call ahead for permission to land, and view the airport’s pilot briefing video at www.breezypointairport.com BEFORE landing. CTAF 122.9 Mhz. For more information, call Cliff Muller, the airport manager at 218-838-3434.
This fly-in is completely free, including the food and drinks, and there are no parking or landing fees. Over 1,200 people showed up to see the airplanes and classic cars on display this past year.

The history of Breezy Point Airport – Muller Field.

Breezy Point Resort bought farmland in 1964 and built the 2576 X 50 ft. paved, unlit runway (17/35) that exists today. Since then, an asphalt parking area was built on the east side, midfield.

The resort retained ownership of the airport over the years, even though the ownership of the resort changed. The airport and the resort finally parted company in 1980, when Hopkins House Breezy Point Co. which bought the resort in 1968, sold the airport to a group of pilots and Breezy Point Airport, Inc. was founded. Most of the adjacent properties, hangars and residences along the runway are deeded to private owners.

The airport is private and operated by its shareholders. Flight operations are limited to its members and their guests. Pilots who fly in for the fly-in are required to preregister in advance at https://www.breezypointairport.com/ and receive a briefing.

The mission of Breezy Point Airport – Muller Field is to further the enjoyment of general aviation by providing an airport that is safe and valuable to the community. The airport is located 12 miles north of Brainerd Lakes Regional Airport, northwest of Pelican Lake.

The Breezy Point Airport Preservation Group is an affiliated group of aviation enthusiasts dedicated to preserving the property as an active airport. The group supports growth in the number of pilots who use the airport and who become shareholders in the airport corporation.

For more information, contact the airport manager, Cliff Muller, at 218-838-3434.

Posted in Airports, February/March 2023, Sections, Sections | Tagged , , , , , , | 7 Comments

The Aviation Elephant In The Room, Mental Illness & Pilots

Posted on November 29, 2022 by mwflyer

by Bob Worthington
www.BobWorthingtonWriter.com
© Copyright 2022. All rights reserved!
Published in Midwest Flyer Magazine December 2022/January 2023 Digital Issue

What We Do Not Talk About

As people gather around the office coffee pot, at happy hour after work or munching burgers at a weekend barbeque, they may discourse about their kid’s recent tonsillectomy, or a spouse’s broken toe, or how the influx of pollen has increased their allergies. But no one talks about their “mental illness.” This is the elephant in the room no one discusses.

Yet the National Institute of Mental Health states that 19% of Americans experience mental illness issues. The Hope for Depression Research Foundation says that depression is the number one cause of disability worldwide. Mental illness is a mental, behavioral, or emotional disorder. Severe mental illness is where vocational or social life activities are functionally impaired.

For pilots, this topic is taboo and best avoided. Bringing up this subject or seeking treatment may mean a loss of flying, for a long time.

Mental Illness & Pilots

Several studies find that pilots are not immune to mental health issues. The challenges and demands on professional pilots can be fierce. The responsibilities of commercial aviators and pressures placed on them by their superiors seldom diminish. One study found that up to 12% of commercial pilots encounter mental health disorders with up to 27% of those pilots experiencing heavy workloads being affected (1).

Despite the excellent physical condition of pilots, they experience mental health issues the same as the rest of our population. While workers in professional institutions, retail operations, construction sites, or any other workplace may seek help with little fear of becoming unemployed, not so much with pilots.

In 2015, Germanwings Flight 9525, slammed into the French Alps, a deliberate act of the copilot, killing all 150 onboard. The copilot was diagnosed with a psychosomatic illness, which he hid from the airlines.

In July 2022, in North Carolina, a plane used for parachute jumps had to abort a landing (the right main landing gear was torn off), flown by the copilot. During the go-around, the distressed copilot climbed out of the right seat, moved to the rear of the plane, opened the rear ramp, and excited the airplane. The National Transportation Safety Board’s (NTSB) initial report simply states the copilot exited the plane without a parachute. The pilot stated his copilot jumped out of the plane.

In September 2022, a man stole a King Air from a Mississippi airport, threatened to crash it into a local Walmart, but instead crash landed in a field after several hours of flying. Reports and details are not clear. Some news reports state he was not a pilot (but he successfully departed in a twin and flew it for a few hours?). Others said he placed a suicide note on Facebook. He claimed he never intended to harm anyone.

Clearly, there are times when mental health issues and pilots do not end well.

Mental Health & The FAA

Let me preface my remarks by stating I have a doctoral degree in psychology with extensive advanced post-doctoral education. For over 11 years, I practiced as a clinical psychologist diagnosing and treating mental illnesses (see The Making of an Army Psychologist, by McFarland Publishing, 2022). For over 40 years I was a pilot and an aviation psychologist. In my experience, hiding a mental illness from others (to include physicians) is not that hard to do.

To remain a pilot and exercise the privileges of flying, one must comply with FAA medical regulations. Herein lies some problems. The FAA prohibits piloting if certain mental illnesses are present, such as psychosis, bipolar disorder, some personality disorders, or substance abuse. Some diagnoses prohibit flying while others may allow flying if there is proof of absence of the disorder, but sometimes there must be a grace period of up to 24 months.

Therapy and medicinal treatment protocols have been successful at curbing mental illness disorders, especially anxiety and depression. Unfortunately, there are medical and behavioral clinicians who believe the FAA’s regulations are decades behind medical science because some treatment programs are still not accepted by the FAA.

Keep in mind the primary mission of the FAA is “aviation safety.” And keeping pilots with mental illnesses out of the cockpit is a sure way to ensure safety. But today, many forms of mental illness can be treated where the individual can successfully function at work, home, or in social situations without fear of harm.

One of my best friends is a schizophrenic. Decades ago, as a college student, he decided he no longer needed his medication. He became psychotic, was hospitalized, and treated. Realizing he cannot go off his meds again, he has never stopped taking them since then. Avoiding high stress jobs, he has never been hospitalized again. He understands his illness and has no problem discussing his condition with others. Like me with my Agent Orange heart condition, we both depend on medications and specific health regimes to keep us healthy.

Treatment programs may include both therapy and psychotropic medicines. Unfortunately, some are not approved by the FAA. The FAA clearly states that it encourages pilots with mental health issues to seek help, emphasizing that if properly treated, pilots are not disqualified from flying. For many pilots though, noting on a medical exam any hint of a mental illness is perceived as the kiss of death.

A study published by the Journal of Occupational and Environmental Medicine (Healthcare Avoidance in Aircraft Pilots Due to Concern for Aeromedical Certificate Loss: a survey of 3765 pilots, April 2022) reveals that 56% of the pilots surveyed did not seek healthcare to avoid any negative aspects of their medical exam.

Health care as viewed by pilots is a topic best hidden. Because of this prevalent feeling, the aviation industry has taken steps to aid this situation. American Airlines, Delta, and other airlines have programs to help all employees with mental health issues. American Airlines has its peer-to-peer care, using trained volunteers for its Project Wingman where pilots provide support to other pilots and their families. The Air Line Pilots Association has its Pilot Peer Support (PPS) program where peer pilots provide counseling and broad advice to pilots and their families. Delta has an Employee Assistance Program where a master’s-level mental health counselor can provide immediate help to employees and their families. Other airlines offer similar programs to assist employees and family members deal with mental health issues.

Around the country are a variety of private medical and mental health clinics that specifically cater to the aviation industry. Designed to treat air crew members with mental health disorders to get them back in the cockpit are specialists, such as Emerald Mental Health, Aviation Medicine Advisory Service, or Bradford Health Services. While these programs are not cheap, insurance may cover some costs. Other non-clinic programs such as HIMS (Human Intervention Motivation Study) combine a network of professionals specifically put together to detect and treat substance abuse problems to place pilots back on the flight deck.

Some collegiate aviation programs and professional pilot schools now have mental health counselors available to help students deal with the pressures of flight training.

Despite these dire comments on pilots and mental health issues, mental health breakdowns in the cockpit are extremely rare. Yes, this topic is the aviation elephant in the room, but mental health issues should not be self-treated or ignored. Feelings of depression, anxiety, panic attacks, or other emotional states are best treated by professionals. As this column has pointed out, numerous options exist for pilots to seek help from mental health professionals trained to offer support, counseling, or medical intervention, specifically for pilots.

What The FAA Is Doing

Most programs, as mentioned, are for professional pilots seeking mental health help to retain their jobs, flying. The situation for the non-professional private pilot is considerably different. In most instances a career is not at stake, but the same FAA regulations apply. A private pilot holding a Class III medical certificate faces the identical scrutiny if being honest, by declaring at the next medical exam, having sought mental health care.

Most physicians are not trained in dealing with mental illnesses, so the FAA is providing additional mental health training for its Aviation Medical Examiners (AME). Additional FAA mental health professionals are being hired. Both the FAA and the aviation industry recognize how serious mental health issues are. Together they are working on research studies examining programs and medicines, seeking improved ways to treat mental illnesses… Ways to get pilots with mental health concerns back in the cockpit, quicker!

The FAA strongly encourages all pilots with mental health issues to seek care, stating that under certain conditions, pilots can fly while taking prescribed mental health medication.

Mental illness in aviation is a serious matter. It is being addressed by the FAA, the airlines, and aviation training programs. It is a complex situation with no easy answers. Like other medical conditions, it is best if affected pilots recognize mental health symptoms and seek help. Yes, for some, it may mean leaving the cockpit for a period. But, for most pilots with a mental illness, professional assistance does lead back into the cockpit.

Reference: Mental Disorders Among Civil Aviation Pilots in Aviation, Space, and Environmental Medicine: Vol 83, No 5, May 2012 and Assessing Pilots with ‘The Wrong Stuff’: a Call for Research on Emotional Health Factors in Commercial Aviation in International Journal of Selection and Assessment: 16 April 2003.

EDITOR’S NOTE: Pilot, Viet Nam veteran and former university professor, Bob Worthington of Las Cruces, New Mexico, is the author of “Under Fire with ARVN Infantry” (https://mcfarlandbooks.com/product/Under-Fire-with-ARVN-Infantry/), and producer of the 2019 film “Combat Advisor in Vietnam” (www.borderlandsmedia.com). Facebook: Bob Worthington Writer. Website: www.BobWorthingtonWriter.com. Bob Worthington has placed excerpts about combat flying in Vietnam (from his books) on his website. Here is a direct link to those excerpts: www.BobWorthingtonWriter.com/combat-flying-in-vietnam/. Every couple of months, he adds another excerpt.

DISCLAIMER: The information contained in this column is the expressed opinion of the author only. Readers are urged to seek the advice of others, including their personal flight instructor. 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 Columns, Columns, Columns, February/March 2023, The Left Seat | Tagged , , , , , , , , , , , , | Leave a comment

Wisconsin Aviation Conference 2022 Topics & Recognition

Posted on November 29, 2022 by mwflyer

by Dave Weiman
Published in Midwest Flyer Magazine December 2022/January 2023 Digital Issue

EAU CLAIRE, WIS. – Welcoming attendees to the Wisconsin Aviation Conference, October 3 – 5, 2022, was the President of the Wisconsin Airport Management Association (WAMA), Greg Cullen, Director at Southern Wisconsin Regional Airport in Janesville, Wisconsin; and Benny Anderson, Executive Director of “Visit Eau Claire.”

Eau Claire may be home for “Menards” building supply company, which operates a large fleet of aircraft, but nearby Chippewa Falls, Wisconsin, is home for “Leinenkugel Brewing Company.” Host airport director, Charity Zich, welcomed guest speaker, Katie Leinenkugel, to the conference, October 4. The opening reception and dinner were held the evening prior at the beautiful “Leinie Lodge.” Katie’s presentation was entertaining and learning the history of the brewery was interesting.

Dave Greene,
Director of the Wisconsin
DOT Bureau of Aeronautics.

A general session followed featuring Dave Greene of the Wisconsin Bureau of Aeronautics, Deb Bartell of FAA’s Chicago Airports District Office, and others.

Faye Malarkey Black, President and CEO of the Regional Airline Association, and Michael Mooney of Volaire Aviation Consulting, discussed how pilot shortages are affecting regional airline service to smaller Wisconsin communities. They noted how the airlines are replacing their small regional jets with larger jets, and that career opportunities within the airline industry are plentiful.

An awards luncheon recognized individuals who have made contributions to aviation in Wisconsin.

Ryan Falch of the engineering and consulting firm, Short Elliott Henderson (SEH), received the “Airport Engineer Award.” Falch, now a senior engineer with the company, has assisted many airports in Part 139 inspections, capital improvement and master planning, and runway reconstruction. He designed, engineered, and managed several large-scale projects at Alexander Field (KISW) in Wisconsin Rapids, and is dedicated to familiarizing himself with an airfield, its community, and stakeholders. SEH is headquartered in St. Paul, Minnesota, has offices in 11 states, and employees in more than 24 states.

Michael Stephens of Dane County Regional Airport in Madison, Wisconsin, received the “Distinguished Service Award.” Stephens currently serves as the Director of Operations and Public Safety for the airport. He has been an invaluable resource and friend to Wisconsin airports in many professional capacities, including as a former FAA Certification Safety Inspector for the Great Lakes Region. Stephens is always willing to assist airport operators when called upon, and his vast knowledge and extensive connections will be missed as he retires.

Receiving the “Lifetime Service Award” was Randy Van Natta of Becher Hoppe, an engineering and consulting firm in Wausau, Wisconsin. Van Natta served as President and CEO of Becher-Hoppe Associates from 2004 through 2021. While president, he actively consulted on airport improvement projects and provided quality assurance reviews. Since the beginning of 2022, Van Natta has served as a senior consultant for the company. Among his many credentials, Van Natta holds a Private Pilot Certificate.

Frank Pipia, Jr. of the Transportation Security Administration (TSA) received the “Blue Light Award” for his work in communications. Pipia provides strategic communications and public affairs, graphic design, and public and media relations for TSA. He works closely with Wisconsin’s congressional delegation and often invites delegation members to tour Wisconsin airports while Congress is in recess. Pipia also coordinates and promotes TSA Pre-Check enrollment events. During COVID, Pipia was a steadying presence, relaying to the public the positive things airports did to keep the traveling public safe.

Josh Holbrook, a project manager with the Wisconsin Bureau of Aeronautics, was named “Person of the Year.” Project managers typically are only assigned one commercial service airport, but Holbrook has juggled between two airports on multiple occasions – Chippewa Valley Regional Airport (KEAU) and Green Bay Austin Straubel International Airport (KGRB). Both airports have extensive capital improvement programs and have added additional projects with CARES and AIG funding. Holbrook always supports airports, aggressively pursuing funding opportunities and never says no when asked to help with other projects, despite recent staffing shortages and additional federal grant programs.

Also recognized at the awards luncheon were Phil Peterson and Mark Peterson of Oregon, Wisconsin, for completing the “Fly Wisconsin Passport Program,” having visited all 125 participating public airports. This Gold Level accomplishment earned the Petersons leather flight jackets. For additional information on the program, go to http://wisconsindot.gov/Pages/travel/air/pilot-info/flywi-howto.aspx, email flywi@dot.wi.gov or call (608) 266-3351. The Fly Wisconsin Passport Program is sponsored by the Wisconsin Bureau of Aeronautics and Wisconsin Airport Management Association. Since the program launched in 2017, 2,200 pilots have registered.

Additional conference topics included commercial air service, general aviation and airport board roundtables; lease management; first responder preparedness at airports; a Wisconsin Bureau of Aeronautics update; general aviation airport planning; unleaded aviation fuels; industry advocacy; marketing strategies; general aviation airports and the airport manager’s role; understanding the certification and commissioning of an airport’s AWOS/ASOS; FAA’s Bipartisan Infrastructure Law funding; and preserving, improving and creating airstrips for recreational access.

It was announced during the conference, that the Wisconsin Airport Management Association created five state chapters to provide networking opportunities to help solve airport connectivity problems. Each chapter is led by an airport director and WAMA board member.

The effort that goes into planning and executing the Wisconsin Aviation Conference, and other state aviation and airport conferences, does not go unrecognized. Each conference requires hundreds of man hours and extensive committee work by its members, and financial support from their exhibitors.

The 2023 Wisconsin Aviation Conference will be September 20-22 in Appleton. Appleton International Airport will host the conference at the Hilton Appleton Paper Valley Hotel.

Posted in All Features, Awards & Recognitions, Events, Features, February/March 2023 | Tagged , , , , , , , , , , , , , , , , , , , , , , , , | Leave a comment

Cool Things To See From The Air

Posted on November 29, 2022 by mwflyer

Cornbelly’s corn maze just south of Salt Lake City, Utah.
Cornbelly’s Photo

by Yasmina Platt
Published in Midwest Flyer Magazine December 2022/January 2023 Digital Issue

Fall is upon us and, with that, come corn mazes amongst other things! Let’s talk about some of the awesome things we, pilots, can see from the air that others don’t have the privilege to!

The Amelia Earhart earthworks just outside of Earhart’s hometown of Atchison, Kansas.
Visit Atchison Photo

I must start with the Amelia Earhart earthworks outside of her hometown of Atchison, Kansas. This beautiful 42,000 sq ft art site was created by Stan Herd in 1997. It was constructed on a hillside overlooking Warnick Lake, with a viewing deck. Coordinates to punch on the GPS: 39°32’15.5″N 95°08’42.6″W.

USA Today asks readers for their top 20 corn mazes every year and then 10 of them are selected for the “Best Corn Maze” award. This year, these are the top 10:
1. Treworgy Family Orchards – Levant, Maine
2. Devine’s Corn Maze & Pumpkin Patch – Harrodsburg, Kentucky
3. Cherry Crest Adventure Farm – Ronks, Pennsylvania
4. Davis Mega Maze – Sterling, Massachusetts
5. Denver Downs Farm – Anderson, South Carolina
6. Great Vermont Corn Maze – Danville, Vermont
7. Exploration Acres – Lafayette, Indiana
8. Cool Patch Pumpkins – Dixon, California
9. Maze Craze – New Springfield, Ohio
10. Cornbelly’s – Lehi, Utah

This past September, we spent the majority of our (free) time in the Salt Lake City valley. Cornbelly’s corn maze just south of SLC is probably my favorite of this year’s top 10. Coordinates: 40°25’32.3″N 111°53’32.3″W. I love the message of “Never grow up” and the fact that Peter Pan can fly. I mean truly fly! If only we could too, huh?

Like corn mazes, the designs of some of the best gardens around the world are best observed from the air. Among the best are the gardens at the Biltmore Estate in Asheville, N.C. Google Earth Photo

Like corn mazes, the design of some of the best gardens around the world is best observed from the air. One of my favorites in the U.S. is Biltmore’s in Asheville, N.C. Coordinates: 35°32’25.5″N 82°33’05.6″W.

Architecture is often looked at from a frontal/side angle, but many of the old architecture is best admired from the top. I’m using the Ciudadela de (or Cidatel of) Jaca in my beloved Spain as a good example of this. In addition to being a military fortress, it was also used as a prison. The fortress has a five-pointed starry plan and is preserved practically intact since its construction. Coordinates: 42°34’20.9″N 0°33’08.2″W.

But, if you’ve read many/any of my prior articles, you know National Parks are some of my favorite places to visit and enjoy. So, with that in mind, I can’t leave a magical place like Yellowstone out of this list. Grand Prismatic Spring is honestly best seen from the air but plan any possible emergency wisely near it just in case… bubbles and burning water! Coordinates: 44°31’30.2″N 110°50’17.5″W. If you can’t fly over it, the second-best place to see it from is the overlook across from it, but this requires a short walk from the Fairy Falls parking lot. However, keep in mind it’s hard to see it in the winter. I honestly didn’t realize it until I visited it this past February. The air is so cold, and the water is so hot that a cloud of steam is created, making it difficult to see the eye of the spring.

Another unique site that can only be seen once a year is Nevada’s Black Rock City, where tens of thousands of people gather to celebrate Burning Man. The metropolis, dedicated to community, art, self-expression, and self-reliance, continues to grow year after year and, eventually, it will complete the full circle. Coordinates: 40°47’11.0”N 119°12’23.4”W.

Another unique site that can only be seen once a year is Nevada’s Black Rock City, where tens of thousands of people gather to celebrate Burning Man. The metropolis, dedicated to community, art, self-expression, and self-reliance, continues to grow year after year and, eventually, it will complete the full circle. Coordinates: 40°47’11.0″N 119°12’23.4″W.

I’ll end with the most unique place I’ve ever seen from the air: Peru’s Nazca Lines. The Nazca Lines are a collection of giant geoglyphs (designs or motifs etched into the ground) created by the ancient Nazca culture (which began around 100 B.C. and flourished from A.D. 1 to 700). These lines (some of which are 30 miles long), geometric designs, and pictorial representations (which can measure up to 1,200 feet) were designated a UNESCO World Heritage Site in 1994 and are still a mystery to researchers despite having been studied for over 80 years. If you don’t take to the skies, you can’t really see them! Giving you only one coordinate does not do this large area justice, but here are the coordinates for the tree in the provided picture to get you started: 14°41’37.6″S 75°06’51.9″W. FMI, visit www.airtrails.weebly.com.

Fly safe and fly often! Have you flown over any of this year’s Top 10 Corn Mazes? Send me a note with some of your favorite places to see from the air.

ABOUT THE AUTHOR: Yasmina Platt’s full-time job has her planning the future of aviation infrastructure for Joby’s electric Vertical Takeoff and Landing (VTOL) aircraft. She also writes an aviation travel blog called “Air Trails” (www.airtrails.weebly.com), in addition to articles on pilot destinations for Midwest Flyer Magazine. Pilots can locate articles Yasmina has written by going to www.MidwestFlyer.com and typing “Yasmina” in the search box, or by going to the “Archives” section, then “Columns,” then “Destinations.”

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

An Upload Feature To AMCS

Posted on November 29, 2022 by mwflyer

by Dr. Bill Blank, MD
© Copyright 2022. All rights reserved!
Published in Midwest Flyer Magazine December 2022/January 2023 Digital Issue

Where did I come up with this title? Why would I write about it? In a way, it’s one of the most significant articles I have written. The title of this column is “High On Health.” It seems like most of my articles are about how to navigate the slow and cumbersome FAA aeromedical certification system. In my opinion, most of the time, the FAA gets the certification of airman with health issues correct, but it takes much too long. The development of electronic records systems began in the 1960s. It has now evolved into a highly practical, speedy system. When I was in medical school, it was necessary to see an x-ray image in the radiology department. Thanks to modern technology and changes in policy and procedures, it is now available at your workstation on the computer and can be sent securely, electronically elsewhere as needed.

Until recently, any request for additional medical information requested by the AMCD (Aero Medical Certification Division) required the records be mailed to FAA headquarters in Oklahoma City. When they arrived, they first went to the mail room, then to security where they were inspected for safety. After that they had to be scanned into the medical record before ever being evaluated by anyone. This process usually takes between one to two weeks. It was over six weeks during the COVID pandemic.

AMCS stands for Aero Medical Certification Subsystem and is the computer system which handles FAA flight physicals. The FAA form 8500-8 which you complete on MedXPress is downloaded and completed by your AME at the time of your exam and submitted electronically to AMCS. The FAA physicians and staff use it to process your exam and communicate with you. The upload feature is big news and long overdue. Now your AME will be able to upload additional medical information at the time of your flight physical or later. It will go directly to your record. This should definitely speed up the certification process and should be operational by the time you read this article.

Sometimes the FAA requests additional information. Frequently they want a current detailed clinical progress report. Your AME will now be able to upload this. There is often confusion regarding what they are requesting. An After-Visit Summary you print from the patient’s portal won’t be sufficient. They are looking for specific information. Current means within 90 days. A summary of the condition; medications including dosages and side effects, if any; clinical exam findings (an exam must have been done); diagnosis; assessment (prognosis) and follow-up are needed. The After-Visit Summary is not acceptable. There is detailed information on this subject in the AME Guide. Search Clinical Progress Note. Show this to your physician to be certain you get all you need the first time. This will save you and your AME time and money!

EDITOR’S NOTE: Columnist William A. Blank is a physician in La Crosse, Wisconsin, and has been an Aviation Medical Examiner (AME) since 1978, and a Senior AME since 1985. Dr. Blank is a retired Ophthalmologist, but still gives some of the ophthalmology lectures at AME renewal seminars. Flying-wise, Dr. Blank holds an Airline Transport Pilot Certificate and has 6000 hours. He is a Certified Instrument Flight Instructor (CFII) and has given over 1200 hours of aerobatic instruction. In addition, Dr. Blank was an airshow performer through the 2014 season and has held a Statement of Aerobatic Competency (SAC) since 1987. He was inducted into the Wisconsin Aviation Hall of Fame in 2021.

DISCLAIMER: The information contained in this column is the expressed opinion of the author only, and readers are advised to seek the advice of others and refer to the Federal Aviation Regulations and FAA Aeronautical Information Manual for additional information and clarification.

Posted in Columns, Columns, Columns, February/March 2023, High On Health | Tagged , , , , , , , , , | Leave a comment

When May A Private Pilot Receive Compensation For Operating An Aircraft “Incidental To Employment?”

Posted on November 29, 2022 by mwflyer

by Greg Reigel
© Copyright 2022. All rights reserved.
Published in Midwest Flyer Magazine December 2022/January 2023 Digital Issue

I am frequently asked by private pilots whether they can be reimbursed for their use of either an owned or rented aircraft in connection with their employment. In certain limited circumstances, they may. However, to do that, private pilots must be clear on both the privileges and limitations allowed by the Federal Aviation Regulations (“FARs”) for their airmen certificates.

Private Pilot Privileges and Limitations

FAR Section 61.113(a) provides that “no person who holds a private pilot certificate may act as pilot in command of an aircraft that is carrying passengers or property for compensation or hire; nor may that person, for compensation or hire, act as pilot in command of an aircraft.”

The FAA’s longstanding policy and perspective views “compensation” very broadly. Compensation is not just the exchange of cash. Rather, it can be receipt of anything of value that is conditioned upon or in exchange for operation of the aircraft. The FAA considers an employee’s receipt of salary or wages, building of flight hours paid by the employer, or reimbursement of expenses to be compensation.

The Incidental To Employment/Business Exception

Fortunately, even though a private pilot is receiving salary or wages or other “compensation,” this is not as complete a prohibition as it appears. In addition to other exceptions, Section 61.113(b) states “[a] private pilot may, for compensation or hire, act as pilot in command of an aircraft in connection with any business or employment if:
(1) The flight is only incidental to that business or employment; and
(2) The aircraft does not carry passengers or property for compensation or hire.”

So, when is a flight “incidental to employment?” According to the FAA, determining whether a flight is merely incidental to employment, rather than a necessary or major part of the private pilot’s job, is “a qualitative judgment based upon a number of factors.” What does that really mean?
Well, it means the FAA will look at each situation on a case-by-case basis and ask a number of questions to make its determination. The questions may include, but are not limited to, the following:
a. Is the private pilot’s operation of an aircraft a condition of employment or advancement; or a part of the pilot’s job description? If it is, then the private pilot’s flights would likely not be “incidental” to his or her employment.
b. Does the private pilot receive additional compensation, over and above his or her normal income, for operating an aircraft? If so, the private pilot’s operation of the aircraft is likely not merely “incidental” to his or her work.
c. What percentage of the private pilot’s work time is spent operating an aircraft? The greater the percentage, the less likely the flight operations are “incidental” to his or her employment.

Similarly, the FAA will evaluate whether the private pilot’s flights are a foreseeable and regular/normal part of the pilot’s employer’s business. If they are, then those flights would not be “incidental to business” and would not be permitted under Section 61.113(b). And, of course, qualifying for this exception also assumes that the flights are not carrying any passengers or property.

Conclusion

Although a private pilot is generally precluded from being paid for flying, a private pilot may still receive compensation (as broadly defined by the FAA) if the flights are incidental to the pilot’s employment or business. However, private pilots should ensure that they meet all of the requirements of the exception permitting compensation. If the private pilot fails to satisfy those requirements, his or her certificate could be at risk.

EDITOR’S NOTE: Greg Reigel is an attorney with Shackelford, Melton, McKinley & Norton, LLP, and represents clients throughout the country in aviation and business law matters. He has more than two decades of experience working with airlines, charter companies, fixed base operators, airports, repair stations, pilots, mechanics, and other aviation businesses in aircraft purchase and sales transactions, regulatory compliance including hazmat and drug and alcohol testing, contract negotiations, airport grant assurances, airport leasing, aircraft-related agreements, wet leasing, dry leasing, and FAA certificate and civil penalty actions. For assistance, call 214-780-1482, email: greigel@shackelford.law, or Twitter @ReigelLaw (www.shackelford.law).

Posted in Aviation Law, Columns, Columns, Columns, February/March 2023 | Tagged , , , , , , , , , , , | Leave a comment

Flight Tracking

Posted on November 29, 2022 by mwflyer

by Sheila Kvilvang
Air Transportation Services Dispatcher
Minnesota Department of Transportation – Aviation
Published in Midwest Flyer Magazine December 2022/January 2023 Digital Issue

It wasn’t long ago that the only reliable way for anyone outside of the Air Traffic Control community to confirm an aircraft had landed was for the pilot to call via telephone to report their arrival. This often led to varying degrees of anxiety for friends, family members, or coworkers of the pilot or passengers on the flight. Recent technological advancements with flight tracking applications have significantly improved our ability to keep tabs on a flight of interest.

Modern flight tracking applications have various uses. For example, imagine that you are waiting to board a flight out of Hibbing, Minnesota on a snowy day. Using a flight tracking application on your cell phone, you check the status of the flight in progress and observe “your” aircraft turn around and return to Minneapolis. Unlike the rest of the passengers, you do not need to wait for a public announcement from the airport staff and make your way to the ticket counter or bank of phones to be the first to be reaccommodated.

Or imagine that you are flying your personal aircraft from Minnesota to a meeting in western New York when an unexpected fog bank in Pennsylvania requires a change to your routing and arrival time. You send a text message via your cockpit-installed tracking application to your meeting hosts to update them on your diversion plan and ETA. You also know friends and family are watching your flight progress and can send you a text to reassure you they are aware of your location.

Both above are examples of technology that is in use today using a modern flight tracking application.

Flight tracking applications help communicate quickly – or even automatically – which can benefit family, friends, and associates who can easily track your location as you fly. This kind of information provides peace of mind. It also can help save time by allowing others to reschedule meetings and travel arrangements in a timely manner.

People whose jobs involve tracking general aviation flights also find flight tracking applications critical to their ability to provide important communications to passengers and pilots, and enhance flight safety, operational performance, record keeping and statistical reporting. Some powerful features included with some modern flight tracking applications include:
• * Texting communication between flight tracker and cockpit during flight (non-critical phase).
• * Real-time latitude and longitude availability to assist in rapid emergency response.
• * Historical information to fill in missing data or export to operational reports.
• * Current weather overlays on displays.
• * 3D replay of the flight.
• * Multiple search options to find flights.
• * GPS accuracy.
• * Ability to view delays, cancellations, and factors contributing to possible irregular operations.
• * Route analyzers for flight planning.
• * Ability to identify aircraft type.

The number and types of flight tracking applications continue to grow. Finding the tracking tool best suited to your individual needs will involve research and trial of different options. Use your favorite internet search engine to explore “flight tracking.” As you review the different applications, attention should be paid to which functions you can access for free, paid subscriptions that open access to additional functions, the look of the application, and which applications require the purchase and installation of specialized equipment in the aircraft.

Posted in Columns, Columns, Columns, February/March 2023, MN Aeronautics Bulletin | Tagged , , , , , , , , , , | Leave a comment