Making That Flight Safe As A Superior Pilot!

Posted on January 23, 2022 by mwflyer

by Michael J. “Mick” Kaufman
© Copyright 2022. All rights reserved!
Published In Midwest Flyer Magazine February/March 2022 Online Issue

A superior pilot is one who uses his superior knowledge to avoid situations that may require his superior skills!” A very true statement from an unknown author.

As a flight instructor teaching new pilots, and experienced pilots, new ratings, I use a syllabus that I have developed over the years. The FAA has provided guides for instructors on what is needed to be taught and what will be addressed on the check-ride. We see topics like CFIT (controlled flight into terrain), ADM (aeronautical decision making), human factors and others. Some pilots tend to brush these subjects off as not important; however, these may be some of the most important topics in pilot training.

As a new instrument-rated pilot, there is very little superior knowledge or superior skills to back you up after making a bad decision, so we must learn as much as we can from others.

After completing instrument training and passing the instrument check-ride, pilots should know how to fly the airplane by sole reference to instruments, get established and fly an approach, and communicate with air traffic control (ATC). New instrument-rated pilots are lacking the skills to analyze the weather, the route, and their skills in handling an in-flight emergency, if one develops. I have had to declare an emergency seven times. (Read my column entitled “Using the E Word” in the August/September 2020 issue of Midwest Flyer Magazine.) https://midwestflyer.com/?p=13472

When an emergency arises – and they do happen — do you, as pilot-in-command, have the knowledge to analyze what resources you have lost, and which ones you still have at your disposal to handle the situation? It is always better to have a plan for the unexpected, which in many cases can be done on the ground before departing.

To become a Superior Pilot, it takes many hours of flying, making many decisions (hopefully, most of them made correctly). But I must admit, I have made my share of bad decisions, but they have led to better decisions in similar situations in the future. Sometimes pilots do not get a second chance, so it is best to learn as much as you can from the mistakes of others.

In an FAA publication, it says flight instructors can teach good decision-making. This is not totally true, but flight instructors can influence good decision-making.

Scenario #1: I was returning home to Lone Rock, Wisconsin, on a flight from El Salvador, Central America in my Bonanza on February 18, 2000. It was a long flight and after clearing U.S. Customs in Key West, Florida, and checking the weather, I decided to continue my flight.

I had a reliable autopilot and an instrument-rated copilot onboard. The weather was forecasted to be good, and was as forecasted, until I called Flight Service passing Rockford, Illinois for an update on Lone Rock. The weather, as I recall, was 1500 overcast and 2 miles in light snow. It was after 1:00 a.m., and I wanted to sleep in my own bed. The weather at Madison, Wisconsin, just 37 miles to the east, was clear and visibility was 10. I decided on doing the VOR A approach to Lone Rock. I picked up so much ice on the approach that a missed approach was not an option. Bad decision (get-home-itis).
As luck would have it, I broke out at about 1500 feet, and landed fast without flaps. Fortunately, the runway was long. Lesson learned!

Scenario #2: Several years ago, I did an instrument rating for a gentleman in Watertown, Wisconsin. The pilot had a Piper Arrow and owned a small business but was financially strapped as the instrument rating cost about 10K. He received his rating and did a reasonably good job during his training. A year or more later, he took his girlfriend, his son, and his son’s girlfriend, to Florida in the Arrow for a vacation. His son proposed to his girlfriend at Disney World…a happy time for all. On the flight back to Wisconsin, the weather was low IFR, but the pilot had gained some good IFR experience since his training, so that was not a factor. En route, the pilot shot an approach to an airport in southern Illinois and that went well. He needed fuel, but didn’t like the price, so he filed an IFR flight plan to a nearby airport with lower fuel prices. On the approach to that airport, the airplane ran out of gas. Bad decision. No lesson learned here…four fatalities.

Scenario #3: My wife and I have a lake home in Eagle River, Wisconsin and often fly our Bonanza there for weekend getaways. I always look at the long-range weather forecast as we prefer to fly roundtrip – a one-hour flight each way versa a five-hour car ride. We were planning a late Sunday afternoon flight home, as the ride is usually smoother later in the day. I checked weather Sunday morning and again just before the 10-minute drive to the airport. After the pre-flight, we taxied to the fuel pumps from the hangar and filled the main tanks. This was to be a perfect VFR flight home, however, after the runup and completing the checklist, I decided to do a last-minute weather check.

I have Sirius XM weather, so I can get the weather on the ground. I did not believe my eyes as I saw a line of weather starting to form an east/west line along our route going through Wausau, Wisconsin. We decided to takeoff but watched the weather as we headed south. About 20 miles into the flight near Rhinelander, the line of weather had developed in intensity. We made a 180-degree turn back to Eagle River and put the Bonanza back in the hangar. We spent another night at the lake and flew home the next morning with no incident or weather. Good decision, learned from previous experiences. Have reliable weather available in the cockpit, and remember to check it even if you don’t expect to see any problems.

Scenario #4: During the summer of 2021, I did an instrument rating for a pilot from Madison, Wisconsin in Eagle River. During a drive to the airport one morning, we spotted a sports car with a for sale sign in the window. We stopped to check it out, and my student bought it (before I could). After his training, I offered to fly him back to Eagle River to pick it up. As in all my preflight planning, I checked the weather and there was a chance of thunderstorms that day. I departed from my home airport to pick up my passenger at Middleton Municipal Airport – Morey Field. All went as planned, as we headed to Eagle River.

Along the route, we started to see weather developing on my Sirius XM weather display. At this point, it looked as if a deviation to the west would solve the problem, and that is what we did. As we approached the point where we planned to fly direct to Eagle River, weather had developed along our route. I thought of flying northwest and approach our destination from the north, only to see that the weather had closed in all around us. By looking at the intensity of the weather, I suspected hail. There was only one option…get on the ground, and by luck, the Merrill, Wisconsin airport was less than 5 miles away. We landed and got the airplane in a hangar just in the nick of time, thanks to the quick efforts of the airport manager and his staff. As storms continued, we ended up driving the courtesy car the rest of the way to Eagle River and came back the next day to get the Bonanza. Another good decision!

As a recap of this article, I hope you can relate to some of your own experiences on your way to becoming a Superior Pilot. We can never say we know it all. Superior Pilots continue to learn as well. Hopefully, we can see that aeronautical decision making, along with human factors, has an important role in our flight planning, whether flying VFR or IFR.

It is sad to see bad decisions as in Scenario #2. That decision cost lives, just to try and save a few dollars. I have seen that situation happen time and time again. It might be over fuel prices, the cost and inconvenience of having to stay in a hotel room for one or maybe two additional nights, or the expense of getting a good airplane checkout or recurrent training.

Keep learning, analyze your preflight planning well, get good recurrent training, and continue to read Midwest Flyer Magazine. Only then will you become a Superior Pilot.

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

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

Posted in Columns, Columns, Columns, February/March 2022, Instrument Flight | Tagged , , , , , , , , , | Leave a comment

My Policy Says What?!: Understanding An Aircraft Insurance Policy

Posted on January 23, 2022 by mwflyer

by Gregory J. Reigel, Esq.
© Copyright 2022. All rights reserved!
Published In Midwest Flyer Magazine February/March 2022 Online Issue

Many states require that owners and/or operators of aircraft have insurance covering their aircraft and operations. At a minimum, states usually require third-party liability coverage. This applies to injuries to third-persons that result from operation of your aircraft. Additionally, if your aircraft is pledged as collateral for financing, the lender will require that you have hull coverage and/or replacement value insurance to insure the value of the aircraft collateral.

Obtaining the Policy

So, how do you obtain aircraft insurance? Typically, you apply for aircraft insurance through an insurance agent or broker who represents an insurance company or companies that provide aircraft insurance policies. The insurance company then reviews the application and does any additional investigation necessary for it to assess its risk in providing you with insurance for your aircraft or operations. Its risk is the likelihood that it may have to pay out on a claim against your policy.

In exchange for its acceptance of risk, the insurance company charges you a premium. The amount of that premium is a direct product of the amount of risk that the insurance company is assuming by extending coverage to your aircraft or operation. The greater the risk, the more expensive the insurance coverage will be. In some cases, the insurance company may not be willing to accept a particular risk for any price.

Factors that affect the underwriting decision include type of aircraft, pilot qualifications (e.g., total time, time in type, pilot certificates/ratings), nature of the operation (e.g., pleasure, business, Part 91, or Part 135) and base of operations. General aviation policies can include non-commercial pleasure and business use under FAR Part 91 or commercial use under FAR Part 135.

Reading the Policy

When an aviation insurance policy is issued, it represents a contract between you and your insurance company. As long as you comply with all of the terms and requirements of the policy, your insurance company will provide you with coverage. If you fail to comply and a claim arises, you may find yourself without coverage.

But what does the aircraft insurance policy actually say? Well, as a practical matter, it is quite common that pilots and operators do not read their policies. Sure, they may review the declaration page to confirm that the correct parties are named and that the appropriate coverage limits are in place, but often times that is as far as it goes. Sometimes an owner or operator may even ask his or her agent to explain some of the policy’s terms.
Unfortunately, the policy contains quite a bit more information of which the pilot or operator needs to be aware of to ensure that he or she complies with the terms of the policy. A thorough review of the policy is both prudent and recommended.

This review should begin with the Data Page or Declaration Page. First, confirm that the aircraft is correctly identified and that the appropriate owner and any additional insured parties are included. Also read the coverage limits to make sure that you have the limits for which you are paying.

Aircraft Damage Coverage

The typical aircraft insurance policy will include both aircraft damage coverage, as well as aircraft liability coverage. The aircraft damage coverage applies when your aircraft sustains damage (e.g., bent metal, broken windows, etc.). This coverage comes in two flavors: In-flight/In-motion and Not-in-flight/Not-in-motion.

As you may have guessed, in the first instance your aircraft will be insured for damages it sustains while it is in use: moving under the power of its own engine, whether taxiing or flying. In the latter instance, your aircraft will only be insured while it is parked on the ramp or in the hangar. This coverage is less expensive because it presents far less exposure to the insurance company. It will only have to pay a claim if something happens to your aircraft while it is standing still and not in use. An aircraft owner may want this limited coverage when the aircraft is going to be stored and unused for a period of time.

It is also possible to purchase “all risk ground and flight” coverage. This coverage protects you whether the aircraft is moving or not. However, a policy with this coverage will likely be more expensive than a policy that is either In-flight/In-motion or Not-in-flight/Not-in-motion.

The aircraft damage coverage provides for transportation of the aircraft to and from the location at which the repairs are made, any related storage charges and the actual repair of the aircraft. However, most policies will also exclude coverage for damage sustained by your aircraft as a result of governmental seizure, resulting from repossession or enforcement of a lien against your aircraft or damage that is due to ordinary wear and tear, deterioration, or age.

Assuming the damage to your aircraft is covered, you should read your policy language to determine whether it contains any specific restrictions or requirements relating to processing of your claim, who performs the repairs, where they are performed and even how they are to be performed. Simply because you have insurance coverage, this does not mean that you have carte blanche for having your aircraft repaired.

Aircraft Liability Coverage

Aircraft liability coverage protects you from liability or responsibility to third-persons for damages they may suffer resulting from the operation of your aircraft. The coverage requires that the insurance company both indemnify and defend you against such claims. Indemnification means that if you are responsible for the damage to a third-person, the insurance company will pay the third-person directly, up to the policy limits, the amount for which you are responsible.

The duty to defend means that the insurance company will pay for your defense costs if you are sued by a third-person alleging that your operation of your aircraft caused damage. The insurance company will hire an attorney, usually experienced in aviation law, to represent you and defend against the claims. Given the complexity and cost of aviation litigation, this benefit alone can be worth a substantial amount of money and may even exceed the amount of money actually paid by the insurance company to indemnify you.

Your policy will always have a maximum limit for liability coverage that can be either “sub-limit” or “smooth” coverage. An example of sub-limit coverage is a policy that provides for $1,000,000 per occurrence and $200,000 per passenger. This does not mean that you have $1,000,000 to pay all claims. Rather, the insurance company will pay a maximum of $1,000,000 per occurrence, but will only pay each passenger up to a maximum of $200,000. Thus, for an accident in which only one passenger is injured, the insurance company’s maximum exposure is $200,000, exclusive of any amounts it spends on your defense.

On the other hand, smooth limit coverage of $1,000,000 per occurrence will provide up to $1,000,000 of coverage regardless of the number of passengers. This coverage presents a greater risk to the insurance company since it could have to pay the full policy limits, even if only one person is injured. As a result, greater risk means that the premium for this coverage is going to be more expensive than the premium for a policy containing sub-limits.

Policy Definitions

When you read an aircraft insurance policy, you need to pay special attention to the definitions section. Many of the terms used in the policy have specific definitions that are different from a dictionary definition or common usage for that word.

Examples include the definition of “accident” which is often defined as a “sudden and unexpected event resulting in bodily injury, death or property damage.” This is different than the definition of accident contained in NTSB’s Rule 830 and is also more specific than a dictionary or common usage definition of the word.

Another example is the definition of “commercial operations” or “commercial purpose.” An insurance policy’s definition of this term is usually different from, and in some cases may be broader than, the FAA’s or IRS’s definition or a dictionary definition.

These are just two examples. However, remember that the aircraft insurance policy is a contract between you and the insurance company. Both you and the insurance company agreed to the policy definitions when you paid the premium and the insurance company issued the policy. As a result, both you and the insurance company will be bound by those definitions.

Coverage Exclusions

Your aircraft policy will also contain exclusions. Exclusions define circumstances in which the insurance company will not provide you with coverage for operation of your aircraft. An aircraft insurance policy usually includes both specific and general exclusions.

Specific exclusions arise when you assume additional liability (e.g., you sign a contract that indemnifies or holds someone else harmless for damage they cause), damage occurs to your own property or injury occurs to members of your family. The policy may also specifically exclude coverage for your own medical expenses or for your operation of an aircraft that you do not own.

Depending upon the state in which the aircraft is based, general exclusions can result in denial of coverage regardless of whether they directly caused a particular claim. These exclusions will preclude coverage for operation of your aircraft in commercial operations (as defined by the policy, not necessarily the FAA or IRS), using your aircraft to commit unlawful acts, damage caused by war or terrorism or if your aircraft is operated by a pilot who is not named as an insured on the policy and does not meet the open pilot qualifications.

Who Is Covered?

Assuming no exclusions are applicable, the policy will provide coverage to each person named as an insured under the policy and to pilots who meet the “open pilot” requirements. As a threshold matter, each pilot operating the aircraft, whether named insured or qualifying under the open pilot provision, will need to possess the appropriate pilot and medical certificates and meet all currency requirements for operation of your aircraft.

The open pilot provision extends the coverage of your aircraft insurance policy to a pilot operating your aircraft who is not a named insured on your policy. The provision sets out total time, time in type and training requirements that the unnamed pilot must meet in order for the pilot to be covered under the policy. Generally, if those requirements are met and the pilot is operating your aircraft with your consent, your insurance coverage should extend to that pilot.

What You Can Do

The complexities of aircraft insurance can seem daunting. But what can you do to protect yourself? The first, and one of the most important things you can do, is to read your insurance policy. If you have questions regarding terms or coverage, talk to your insurance agent or contact an aviation attorney who is familiar with aviation insurance matters.

Once you understand the policy, make sure you abide by the policy and comply with its terms and requirements. It makes little sense to spend substantial amounts of money on insurance premiums and then place your coverage in jeopardy by doing or allowing something your policy prohibits.
Next, document your operations. What do I mean by that? Simple: Keep good records. Make sure your pilot logbook is up-to-date and current. If you take your pilot logbook with you when you fly, make copies of the pages containing your satisfaction of the FAR currency requirements and keep the copies in a safe place.

This way, if something happens to your pilot logbook and your insurance company or the FAA later question your currency, you will have back-up proof that you were current for your flight. Although not as critical, you may also want to keep a photocopy of your pilot certificate(s) along with your logbook records.

Finally, you should use this same procedure for your aircraft and engine logbooks. If you must take them with you in the airplane, make copies and keep them in a safe place. In this instance, you may want to make a full set of copies of the logbook entries, rather than just the pages showing the aircraft’s current airworthiness. An aircraft that contains logbook entries for all of the work ever performed on the aircraft is worth more to a potential purchaser than if those records are incomplete or missing.

These simple steps can prevent potentially costly disputes down the road. It’s been said that the best insurance is the insurance you never have to use. That may be, but if you take these steps, you should have greater peace of mind that your insurance will be there if you need it.

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 2022 | Tagged , , , , , , , , , , , , , | 15 Comments

Read More About The Plane On The Cover

Posted on January 23, 2022 by mwflyer

Published In Midwest Flyer Magazine February/March 2022 Online Issue

A “Bearhawk” aircraft owned by Heath Sneller of Annandale, Minnesota. The experimental homebuilt is powered by a Lycoming O-540-J1A5D 235 hp engine. According to Bearhawk Aircraft, the aircraft has cockpit dimensions slightly larger than a Cessna 172 and a large cargo area with a huge door for access. With a useful load that ranges from 1100-1500 lbs. depending on the engine and builder finish out, the aircraft can carry four full-sized adults, and the standard 50-gallon main fuel tank can be filled, with room leftover for 250 lbs. of cargo. There is a wide choice of engines available from 150 to 260 hp, and performance varies from 125-160 mph, with a 1000-2000 fpm climb, regardless of the engine. The aircraft’s take-off and climb performance makes it an ideal airplane for all types of applications, including floats. Over 1400 sets of plans have been sold to date with over 100 aircraft now flying. It was recently announced that Bearhawk Aircraft now has an Advanced Quick Build Kit for the Model B four-place and Model 5 six-place models. For additional information, visit bearhawkaircraft.com/

Brad Thornberg Photo

Posted in Aircraft, February/March 2022, Sections, Sections | Tagged , , , , , , , | 5 Comments

Family & Friends of the Right Seat

Posted on January 23, 2022 by mwflyer

by Dave Weiman
Published in Midwest Flyer Magazine February/March 2022 online issue

When I recall my flights over the past 50 years, I think of the people who have flown with me in the right seat who are no longer with us. My brother, Ken, for one. I will never forget his smile as we took off from Minneapolis Crystal Airport and flew east over the St. Croix River which borders Minnesota and Wisconsin. Ken loved to fly, whether with me in our Cessna 182, or with the airlines, where he worked for several years between serving in the military and going to college. It was Ken – 4 years my senior – who bought my ticket to fly from O’Hare to Minneapolis following his wedding. That was the first time I had ever flown, and I will never forget it, nor my brother.

My friend, Walt, joined me on a fishing trip to Canada once, “a trip of a lifetime,” he said, and it was for him due to a lingering illness. I remember he sang Bobby McFerrin’s song, “Don’t Worry, Be Happy” as we flew home with a good tailwind, and yes, I joined Walt in singing the song.

Harold, a much beloved neighbor, farmer, and town official who was a medic with the Flying Tigers during World War II, once accompanied me on a cross-country flight from Madison, Wisconsin to Appleton, Minnesota. Unfortunately, we encountered fog en route over the Mankato, Minnesota airport and had to turn back, but Harold never forgot that flight, as the fog amazingly only covered half of the runway.

Another neighbor, Jim, owned a trucking company and loved to go flying with me, whether on a mission or just for fun! Once on a flight from Madison, Wisconsin to Muscatine, Iowa to check out some heavy equipment Jim wanted to buy, we arrived back in Madison at sunset, and seeing the city lights from the right seat of the cockpit was breathtaking for him. Another time, we flew up towards the Wisconsin Dells and I taught him how to make coordinated turns about a point which he did flawlessly! But after what seemed like a dozen 360s, I suggested we head for home, so Jim leveled off and I assumed control of the airplane. Sadly, Jim was killed in a tractor rollover accident before I had a chance to get him signed up to take flying lessons. He would have made a great pilot!

Peggy’s Uncle Marvin, a farmer from western Minnesota, was so excited when I invited him to go flying the first time, that from then on, every time we would fly in, he would casually hint that he was available to go flying again, which we often did. The instruments may have intrigued him, but seeing his land from the air gave Marvin the most enjoyment.

A memorable family trip was to Madeline Island, Wisconsin, with Peggy’s parents in a brand-new Cessna 172RG. On the way home, we broke through the clouds and got on top, which was a beautiful experience for them, especially for my mother-in-law, Ella, who had never flown before, nor afterwards. Lloyd, my father-in-law, flew in the right seat, and was intrigued with how fast we could get from point A to point B, and never forgot seeing his farm from the air. A sergeant in the Army during World War II, the leather jacket he wore as an infantryman flying in gliders is now at the Kelch Aviation Museum in Brodhead, Wisconsin.

What inspired me to write this article was our son-in-law’s grandfather, Harlan, who passed away recently at age 91. Our son-in-law came to me about 7 years ago and asked if I would take his grandpa flying so he could see his farm from the air. Harlan hadn’t flown since he served in the military during the Korean War, so spending the afternoon flying, followed by lunch at a local airport restaurant, meant a great deal to him.
Other rightseaters who are no longer with us are farmers Dick and Ron. They were equally excited about flying!

Those of us fortunate to fly airplanes tend to forget what an amazing experience it is for others just to ride along in the right seat. Share the experience whenever you can!

Posted in Columns, Columns, Columns, Dialogue, February/March 2022 | Tagged , , , , , | 7 Comments

Minnesota Seaplane Pilots Association Seminar A Success!

Posted on November 28, 2021 by mwflyer

Photos by Brad Thornberg
Minnesota Seaplane Pilots Association Seminar A Success!
Published in Midwest Flyer Magazine – December 2021/January 2022 Online Issue

BRAINERD, MINN. – “The 2021 Minnesota Seaplane Pilots Association (MSPA) Safety Seminar, September 17-19, 2021, is in the books,” announced MSPA President Steve Guetter in a message to members. The annual event is held at Madden’s on Gull Lake. “My thanks go out to all of our sponsors, vendors and attendees for a great weekend of seaplanes and friends!”

The beach at Madden’s was full, at least 17 aircraft landed at East Gull Lake Airport (9Y2), and the Saturday evening banquet was sold out!

Besides a great lineup of seminar speakers, Wipaire hosted their second annual poker run! Prizes included an Electro Air E-Mag system and half off someone’s registration fees. Through the poker run, Wipaire donated over $1,400.00 to MSPA.

A silent auction raised a staggering amount of money for the association. A bidding war broke out between Tanis Aircraft and Air Trek North. Both companies ended up donating $5,000.00 for a pair of AOPA-donated “Windsock Socks.”

MSPA has received overwhelming feedback that attendees like the September timing for the seminar. In the past, the seminar was held in the spring, but due to the pandemic, the dates were changed to the fall. The dates for the 2022 seminar will be announced soon.
Check out episodes 31 and 38 of the Seaplane Pilots Association (SPA) Water Flying podcasts, both highlighting floatplane flying in Minnesota and the MSPA Safety Seminar (https://seaplanepilotsassociation.org/captivate-podcast/).

The seminar is one of two major events sponsored by MSPA each year. The other event is a pig roast held in August. For additional information, visit www.mnseaplanes.com.
The purpose of the Minnesota Seaplane Pilots Association is to promote seaplane flying and safety programs throughout the state of Minnesota. MSPA approaches governmental agencies to educate officials, the legislature and the public in the understanding of seaplane operations, and to create safe and compatible seaplane base facilities in the state.

Posted in Dec2021/Jan 2022, Midwest Seaplane Pilot, Sections, Sections | Tagged , , , , , , , , , , | 7 Comments

Indiana Seaplane Pilots Association 2021 Splash-In

Posted on November 28, 2021 by mwflyer

by Randy Strebig, President
Indiana Seaplane Pilots Association
Published in Midwest Flyer Magazine – December 2021/January 2022 Online Issue

The Seaplane Gods waved their magic wand for us once again, delivering our “splash-in” yet another magical weekend of good weather and an incredible lineup of volunteers, pilots, and beautiful waterbirds.

The 19th Annual Indiana Seaplane Pilots Association (ISPA) Splash-In was held September 18-19, 2021, at Pokagon State Park in Angola, Indiana. The event continued its 100 percent safety record with 27 aircraft participating from all over the Midwest, and as far as Pennsylvania and Wisconsin.

Returning for his second visit was Rick Kaskel of Evansville, Indiana in his Republic RC-3 SeaBee. Also attending were many variants of Cessna and Piper seaplanes, SeaReys, and a Lake Amphib, Aeronca, Maule, Volmer VJ-22 Sportsman, and several very cool arrivals, including a Kenmore restored de Havilland DHC-2 Beaver, and our first-ever AirCam and Kingfisher. Truly an aircraft enthusiast’s lineup.

This was no challenge for our professional announcer, Jakob McKenney, who is a walking Google search of aircraft knowledge. Those who arrived early heard the familiar voice of Randy Rhodes, who has had a 40-year – and counting – bar-setting splash-in in northern Michigan. Randy, his daughter, Sara, and Scott Millard handled the record-setting Saturday arrivals at the park with fine-tuned finesse. Many thanks to them and others who manned the beach on Saturday.

Thanks also to eight very generous pilots, we were able to provide more than three rounds of morning rides for people selected through a free raffle. All in all, we were able to share the experience of seaplane flight with at least 50 guests. The pilots also honored seven veterans with a complimentary flight.

After the lunch break, many pilots submitted a bio for the announcer and flew a demo. This kept the water ops and sky filled with the beautiful sights and sounds of airplanes.
I would like to extend my appreciation to the community for coming out to Pokagon State Park and the Potawatomi Inn to enjoy our annual event, and again, some of the most perfect weather we have ever experienced.

The volunteer team just continues to amaze me and gets stronger every year. There is absolutely no way we could do this splash-in without the uncompromised selfless participation from the volunteer team.

Additionally, I would like to thank the Indiana Department of Natural Resources, the State Parks Administration, the staff of Pokagon State Park and manager Ted Bohman, and Potawatomi Inn Manager Emily Burris and her staff who attended to our needs with a complimentary meal for our pilots.

Terry Hallet, who manages Tri-State Steuben County Airport (KANQ), and his staff attended to our “wheel plane” and “amphibian aircraft” needs, and provided shuttle service to and from the park.

We had a beautiful barbecue and bonfire Saturday evening at my airport on the other side of the lake with the local Land of Lakes Lions Club preparing the meal. We dropped two loads of skydivers into our grass strip (myself-included) from our seaplane, flown by Allison Wheaton, and the Gravity Powered Sports 182 jump plane.

The Lake James Association, which has been a supporter and sponsor of the splash-in all 19 years running, and the Steuben County Visitors and Tourism Bureau, provided financial underwriting support. We are also grateful for the exposure and stories provided by the Herald Republican newspaper.

We will be looking forward to next year’s splash-in as this will be our 20th anniversary and we hope to do something special to commemorate the event. Dates and details to be announced.

Posted in Dec2021/Jan 2022, Midwest Seaplane Pilot, Sections, Sections | Tagged , , , , , , , , , , , , , , , | 9 Comments

Overland Aviation Cuts Ribbon On New Terminal & Customs Facility

Posted on November 28, 2021 by mwflyer

Published in Midwest Flyer Magazine – December 2021/January 2022 Online Issue

WILLISTON, N.D. – Flights from all corners of the globe can now fly in and fuel up at Overland Aviation as they opened a new terminal and U.S. Customs facility at Williston Basin International Airport (KXWA), Williston, N.D.

Overland Aviation cut the ribbon on the new facility on September 11, 2021, during the Williston Basin International Airport’s first airshow, celebrating with aviation enthusiasts throughout the Williston community.

“Today’s milestone celebrates the culmination of years of planning and development on our mission to deliver industry-leading tech stops to a global market. We are excited to welcome travelers from all over the world to Williston Basin International Airport, and we sincerely thank those individuals who traveled near and far to celebrate this milestone for our community and our industry,” said Tanner Overland, president and founder of Overland Aviation.

The 51,000-square-foot executive terminal and hangar complex marries industrial architecture with natural wood elements for a high-end aviation experience. It is complete with an executive passenger terminal and pilot lounge, a private terminal for oil-laborer crew-change flights, management and rental office space, a heated hangar to accommodate aircraft up to a Gulfstream G650, and a U.S. Customs facility to accommodate international flights.

Conveniently located directly under the Great Circle Route between Europe and the western portion of the United States, Overland Aviation is in a prime position for international stopovers.

Overland Aviation is a true “fee-free” tech stop – free of landing fees, handling fees, security fees and infrastructure fees. In addition, ramp and international garbage fees are always waived with a fuel purchase. And with a tech-stop best price guarantee, operators can be assured they’re receiving the best service at the best price.

KXWA features a 7501 x 150 ft. grooved, concrete runway, complete with ILS/GPS/VOR approaches. Overland Aviation is an Avfuel distributor.

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St. Louis Downtown Airport Recognized As Illinois Reliever Airport of the Year

Posted on November 28, 2021 by mwflyer

Published in Midwest Flyer Magazine – December 2021/January 2022 Online Issue

CAHOKIA HEIGHTS/SAUGET, ILL. – St. Louis Downtown Airport (KCPS) was named the 2020 Reliever Airport of the Year by the Illinois Department of Transportation (IDOT) Division of Aeronautics. The award was presented at a special ceremony on September 27, 2021, during the Illinois Public Airports Association Fall Conference in Galena, Illinois, where 12 airports were recognized in various categories. Due to the pandemic canceling last year’s conference, awards were based on the achievements of the last two years.
The airports recognized were selected because of their accomplishments, including an outstanding partnership with IDOT and a strong commitment to customer safety and satisfaction. Among the award considerations are cooperation and coordination with the state, safety record, maintenance of the facility, and promotion of aviation and educational events.

(L/R) Erick Dahl, Director, St. Louis Downtown Airport, accepts the award for “Reliever Airport of the Year” for 2020 from the Deputy Director of Aeronautics for the State of Illinois, Clayton Stambaugh.

“Director Erick Dahl and his team work diligently every day to ensure that every customer and pilot flying in and out of St. Louis Downtown Airport have the best experience possible,” said Taulby Roach, Bi-State Development President and CEO. Bi-State Development owns and operates the airport which is located just east of downtown St. Louis in the communities of Cahokia Heights and Sauget, Illinois. “This award is a testament to the fact that they continue to deliver exceptional, professional service, while maintaining a safe environment.”

St. Louis Downtown Airport serves major corporations in a variety of industries, ranging from transportation and energy to food and beverage. KCPS is also home to the nation’s oldest flight school – St. Louis University’s Parks College of Engineering, Aviation and Technology – and serves as a major transfer point for patients and transplant organs in transit to and from the region’s many medical centers. Over the course of its 80-plus-year history, the airport has developed numerous partnerships with all types of businesses that now operate at the airport, ranging from general aviation, personal use and training schools to maintenance, manufacturing, helicopter operations and more. With all this activity, St. Louis Downtown Airport ranks as the second busiest general aviation airport in the bi-state region behind St. Louis Lambert International Airport, and it is the busiest general aviation airport in Illinois outside of Chicago.

“My staff and I are proud to be selected as the reliever airport of the year and of the role we play in contributing to the vitality of the state’s aviation system,” said Erick Dahl. “Our unmatched proximity to downtown St. Louis, and commitment to discretion, bring customers to our facility, but having our customer service and safety record recognized by IDOT provides another reason to choose KCPS.”

Illinois has 107 public/private airports and 4,800 registered aircraft which support more than 492,000 jobs, with a combined payroll of $21.9 billion and a total economic impact of $95.4 billion. Across the state, there are more than 750 aviation facilities, including heliport and grass landing strips, as well as balloon, glider, and ultralight landing facilities.
“Aviation is one of the key components that goes into making Illinois the transportation hub of North America,” said Illinois Transportation Secretary Omer Osman. “Our aviation partners take great pride in the work they do supporting transportation, jobs and quality of life in their communities. These awards highlight their efforts, as well as those of the entire Illinois aviation community.”

To learn more about St. Louis Downtown Airport, visit www.stlouisdowntownairport.com. To learn more about aviation in Illinois and the Illinois Aviation System Plan, visit www.ilaviation.com.

Bi-State Development (BSD) owns and operates St. Louis Downtown Airport and the Gateway Arch Riverboats and operates the Gateway Arch Revenue Collections Center and Gateway Arch trams. BSD is the operator of the Metro public transportation system for the St. Louis region, which includes the 87-vehicle, 46-mile MetroLink light rail system; a MetroBus fleet of nearly 400 clean-burning diesel and battery electric vehicles that operate on 68 MetroBus routes; and Metro Call-A-Ride, a paratransit fleet of 125 vans. BSD also operates the St. Louis Regional Freightway, the two-state region’s freight district.

Posted in Airports, All Headlines, Dec2021/Jan 2022, Headlines, Headlines | Tagged , , , , | 9 Comments

Mead & Hunt Announces the Acquisition of Colorado-based Ambient Energy

Posted on November 28, 2021 by mwflyer

Published in Midwest Flyer Magazine – December 2021/January 2022 Online Issue

Mead & Hunt’s national headquarters, Middleton, Wisconsin.

The acquisition allows Mead & Hunt to expand its sustainability services while providing Ambient Energy a larger platform to make a greater environmental impact.

Mead & Hunt, a national, full-service architectural-engineering firm, has completed the acquisition of Ambient Energy, Inc., a Colorado-based firm specializing in commissioning, energy analysis, and sustainable design services. This move allows Mead & Hunt to expand its sustainability services while simultaneously giving Ambient Energy a larger platform to serve current and future clients.

(L/R) Andy Platz, Renee Azerbegi, and Jeff Mason.

“We have been searching for ways to expand the sustainability practice of our firm,” said Andy Platz, CEO of Mead & Hunt. “We have always worked to do the right thing and do what makes sense. Not only does incorporating sustainable solutions into our work make good business sense, it is also imperative as we face a growing population and a changing climate.”

Founded in 2004, Ambient Energy began as a boutique consulting firm specializing in sustainable design and energy consulting and commissioning services. Their focus has been on helping clients achieve resilient, regenerative, and sustainable goals in new and existing buildings, improving occupant comfort, and reducing utility bills. The firm serves diverse markets, including aviation, transportation, K-12 and higher education, laboratory, multi-family, federal, and state.

Ambient Energy’s experience in commissioning, sustainable design, and building performance engineering will help expand Mead & Hunt’s services provided for clients throughout the country. Specializing in zero net energy project performance, greenhouse gas emissions analysis, sustainability planning, and electrification planning, Ambient Energy now has a further geographic and market reach to positively impact climate change. This acquisition demonstrates Mead & Hunt’s continued commitment to expanding its focus on sustainability.

According to Jeff Mason, Mead & Hunt Architecture & Building Engineering Group Leader, “Our team understands the need for sustainability in our industry. Ambient Energy’s impressive portfolio of zero net energy, LEED, Green Globes, and WELL projects will allow us to be responsible stewards of the communities we serve. Culturally, we’ve always been committed to taking care of people, and incorporating sustainable design solutions is a vital part of this.”

“Joining Mead & Hunt comes with a common vision of how both firms are committed to creating a sustainable future and helping improve people’s lives,” said Renee Azerbegi, previously founder and president of Ambient Energy and current National Sustainability Market Leader of Mead & Hunt. “I am excited to continue to provide exceptional sustainability services to our existing clients and further our environmental impact with an expanded client base.”

Founded in 1900, Mead & Hunt now provides diversified services nationwide and ranks #97 on ENR’s Top 100 Design Firms, as well as #12 on Zweig Group’s Hot Firms list tracking growth. With a team of 900 professionals in over 40 offices across the U.S., Mead & Hunt supports several key markets, including aviation, water, transportation, food and beverage, and federal, state, and local government.

Posted in All Headlines, Dec2021/Jan 2022, Headlines, Products & Services | Tagged , , , , , , , | 4 Comments

The Challenge Was On!

Posted on November 28, 2021 by mwflyer

Spot Landing Contest At Milwaukee Timmerman Airport
Published in Midwest Flyer Magazine – December 2021/January 2022 Online Issue
by Dave Weiman

It’s not often I get to participate in the aviation events I promote and cover for Midwest Flyer Magazine. But I thought the “Spot Landing Contest” September 18, 2021, at Milwaukee Timmerman Airport (KMWC), would be fun, so I challenged a few friends and participated.

I don’t think anyone was in it for the $200.00 prize money, but that added to the fun! Competing was more of a personal challenge for participants. The contest was sponsored by Milwaukee County and Spring City Aviation (formerly Gran-Aire) to promote safety and the airport.

We arrived at Timmerman by 10:00 a.m. for a mandatory safety briefing, with the contest getting underway at 10:15 a.m.

Each contestant was given two attempts to get as close beyond the white target line without touching it, and only the best landing counted. Any landing on the white line could not be counted, and landing short was also not acceptable. The pilot who landed closest beyond the line, won!

Pilots had their choice between executing a touch-and-go to reenter the pattern for their second attempt, or landing to a full stop, then taxiing back to takeoff again.

Power and flap adjustments could be used to make the most accurate landing, but flaps could not be raised unless executing a go-around.

Legitimate go-arounds were okay, as safety was the focus of the contest. But go-arounds were not to be used to cheat.

Jamming, slamming, or deliberately landing hard on the runway was not acceptable. Only normal, descent landings counted. The judges adjusted scores for any such landings that resulted in bouncing, side-loads or porpoising.

Only three aircraft could be in the pattern at any one time, and the judges’ decisions were final.

When it was my turn to compete, I contacted Timmerman Ground and informed the controller that I was in the contest and ready to taxi to Runway 04L (3201 X 75 feet asphalt).

Pilots taxied out in assigned groups of three to avoid congestion on the taxiway, but procedurally, there were no shortcuts. Pilots did their normal preflight checks and runups at the end of the runway.

The airport remained open during the competition, and participants got excellent cooperation from the tower. Transient aircraft were given the right-of-way, so as not to disrupt normal operations.

My best landing was good, but there were at least three pilots who did better, and they are to be congratulated. The winners were Phil Walthers of Whitefish Bay, Wis. at 13 feet, Zach Davies of Waukesha, Wis. at 14 feet, and Walter Bauer of Neenah, Wis. at 17 feet.

The event was livestreamed with play-by-play announcing at
https://www.facebook.com/TimmermanAirport/

Next year’s contests at Milwaukee Timmerman Airport will include a “Flour Drop Contest” on June 4, 2022, beginning at 10:00 a.m., and the “Spot Landing Contest” on September 10, 2022, also beginning at 10:00 a.m. Both events are free and will again include food and refreshments at no charge!

Posted in Airports, All Features, Dec2021/Jan 2022, Features, Features | Tagged , , , , , , , , , , | 6 Comments