Minnesota’s Helicopter Air Ambulance Service… One of many players in our state’s aviation community

Posted on January 25, 2024 by mwflyer

by Mina Carlson
MnDOT Office of Aeronautics
Published in Midwest Flyer Magazine February/March 2024 Digital Issue

In my time as a pilot, air medical flying was never in my purview. It wasn’t in alignment with any of my disciplines. Or, so I thought. As a pilot, each flight is mission-centric. Whether for training, traveling, or doing a bit of sunrise appreciation flying, there is a mission. My flights have not been medical-related.

I’ve been fortunate to enjoy the North Shore from the air, flying mostly as a tourist. It wasn’t until 2010 when a close family member hit a deer coming home from Mille Lacs Lake and had to be airlifted from Hwy 169, that I made it a point to better understand the air medical community and its mission. I sincerely and deeply appreciate those who respond to this job daily, the helicopters and infrastructure they use for emergency medical response, and the extensive services available to our state.

How the helicopter came into existence is a bit of a historical marvel. In 400 BC, it was referred to as a Bamboo-copter and was used for amusement and pleasure. Many centuries later, it would be the object of early aeronautical experiments. Nowadays, we know them as helicopters, choppers, copters, heli, and whirlybirds. Today’s helicopters can take-off and land vertically, hover, fly forward, backward, and laterally. They can fly in a congested or isolated area where a fixed-wing aircraft cannot. It’s a multi-purpose machine with much utility; they are used to transport people, cargo, military, construction, firefighting, search and rescue, tourism, medical transport, law enforcement, agriculture, news, and aerial observation, among others. This makes helicopters particularly useful in our sparsely populated rural areas.

Helicopters can be used as air ambulances for emergency medical assistance when an ambulance cannot easily or quickly reach the scene or transport the patient to a medical facility in time. A helicopter will also be used when patients must be transported between medical facilities; air transportation is the most practical method. The use of helicopters as air ambulances is often referred to as “MEDEVAC,” and patients are referred to as being “airlifted” or “medevaced.” Air medical services can travel faster, operate on a broader coverage area than a land ambulance, and reach terrain impractical for a conventional ground ambulance.

To ensure the fastest response possible, Air Traffic Control grants special treatment to air ambulance operations. Much like a ground ambulance using lights and a siren, the special treatment applies only when an air ambulance is actively operating with a patient. When this happens, air ambulance aircraft take the call sign MEDEVAC and receive priority handling in the air and on the ground.

In Minnesota, we have a half dozen air ambulance providers. While the primary mission is to transport trauma, they may also transport blood, organs, and doctors. Minnesota has nearly 5.6 million residents, and with tourism, that can swell to around 6 million people the air medical operators support, 24/7.

The theory of the golden hour suggests that significant trauma patients should be transported as quickly as possible to a specialist trauma center. In our state, over 127 heliport sites can be rapidly accessed. Whether it’s on the border with Canada, the deep woods of the Iron Range and northern Minnesota, or the remote corners of the Iowa/Dakota cornfields, each resident in Minnesota has access to fast-response medical care when needed.

While helipads are essential to fast responses, many considerations must be discussed when planning and maintaining a helipad. Initial conversations may include the city zoning committee, hospital CEOs, volunteer fire departments, facility directors, Minnesota Department of Transportation representatives, civil engineers, and construction consultants.

There is typically a steep learning curve for each individual. Each person becomes immersed in State rules for compliance and the advisory guidelines set forth by the Federal Aviation Administration. It’s similar to learning a new language. And, there isn’t a simple YouTube video to help decipher or Cliff Notes to help work through it.

In many communities, the local fire department typically creates and secures a helipad. In most areas, volunteers in the fire department work to secure the land, train for an incident, manage the licensing criteria, raise funds to sustain the facility, and handle safety on-site during an aviation operation.

When the helipad is located on the hospital grounds, hospital personnel (the ER nurses, grounds/facilities crews, CEOs, and Directors of Operations) will be among the people responding to the helicopter traffic at their facility. They, too, will go through the spool-up of this new operational environment and language, which, for some, is the first time they have heard the term “FOD” (Foreign Object Debris), and what it could mean for the cars parked close to the pad.

The last component of the air medical community is the operators themselves. Operators have both service and business duties that support each flight. In a helicopter, air medical responders provide a higher level of care at the trauma scene and faster transport to a trauma center. They also provide critical care when transporting patients from community hospitals to trauma centers.

Likewise, being an air ambulance business is a tremendous responsibility. There are specific licensing and insurance requirements to abide by, currencies for all flight crew and medical personnel, 24-hour dispatchers, aircraft maintainers, and bases with brick-and-mortar necessities, to list a few executive functions that must be well-operating.

Beyond the helicopter itself, Minnesota has developed an excellent network for the air medical community and those immersed in it. It takes a village to support the incredible air medical mission, and our state is well-prepped and ready to respond to the calling.

www.dot.state.mn.us/aero

Posted in Columns, Columns, Columns, Feb/March 2024, MN Aeronautics Bulletin | Tagged , , , , , , , , , | Leave a comment

Finley The Horse & Rider Gin Reach Pacific Ocean

Posted on January 25, 2024 by mwflyer

by Dave Weiman
Published in Midwest Flyer Magazine February/March 2024 Digital Issue

Do you remember the article we published in the June/July 2023 issue of Midwest Flyer Magazine about how the South Dakota Wing of the Civil Air Patrol used a missing horse in their advanced training in search and rescue? If not, read the article here:
https://midwestflyer.com/?p=16276

 

Civil Air Patrol Photo

The South Dakota Wing of the Civil Air Patrol (CAP) was part of an effort to find a missing horse that broke free from a wilderness camp in Wind Cave National Park on May 2, 2023. After a series of Facebook postings, someone suggested that the owner of the horse contact the Civil Air Patrol for assistance. The owner had already contacted National Park officials, and a group search was initiated.

The search allowed CAP members to refine their air-to-ground visual search using fixed-wing aircraft and photography drones.

“The incident was an unusual situation, but one that was similar to a missing person search,” said Craig Goodrich, the Civil Air Patrol Incident Commander, and Vice Commander of the South Dakota Wing. “This mission was a good opportunity to practice searching for a missing person. It also allowed the CAP to work closely with the National Park Service and other agencies, which will enhance our abilities to work together if we need to look for a missing person at Wind Cave or in the southern Black Hills in the future.”

The CAP Wing was already in training mode for May under Air Force auspices when they got the call to help in the search.

The horse’s owner, Gin Szagola, 22, of Waxhaw, North Carolina, was riding across the United States and camping in the park at the time. The horse, “Finley,” a 5-year-old Mustang gelding, got away in the middle of the night, pulling a long picket rope. The National Park Service, Custer County Search and Rescue, other agencies, and volunteers began searching for “Finley” right away, but he was nowhere to be found.

Visitors to the park eventually spotted “Finley” on May 9, 2023, in the vicinity of Wind Cave Canyon Trailhead, walking along Highway 385, about two miles from where he went missing a week earlier, and led him to the park office where he could be reunited with his owner.

Szagola began her journey across the United States on horseback on May 20, 2022, in Old Bridge, New Jersey. On September 30, 2023, Szagola and “Finley” reached the Pacific Coast in Seal Rock, Oregon in good health and spirits!

“Finley” is now pastured for the winter at a friend’s farm in the state of Washington, and Szagola started college in North Carolina, majoring in Biology with plans to become a veterinarian.

Photo by Sheila Kappel

Learn more here: https://www.ginandfaith.com/wip-oregon-part-5-onward-always/

Posted in All Features, Events, Features, Features, Feb/March 2024 | Tagged , , , , , , , , , , | Leave a comment

Canadian Forces Snowbirds Return To EAA AirVenture-Oshkosh

Posted on January 25, 2024 by mwflyer

The Snowbirds at Oshkosh in 2016. by Michael Kelly

Published in Midwest Flyer Magazine February/March 2024 Digital Issue

OSHKOSH, WIS. – The military demonstration team, Canadian Forces Snowbirds, will return to EAA AirVenture-Oshkosh for the first time since 2016.

EAA AirVenture-Oshkosh, the 71st edition of the Experimental Aircraft Association fly-in convention known as the “World’s Greatest Aviation Celebration,” will be held July 22-28, 2024, at Wittman Regional Airport in Oshkosh, Wisconsin.

“The Snowbirds are one of the world’s finest military aerobatic flight teams, so their presence at Oshkosh in 2024 is a wonderful addition to AirVenture week as we commemorate the 100th anniversary of the Royal Canadian Air Force,” said Rick Larsen, EAA’s vice president of communities and member programs, who coordinates AirVenture features and attractions. “Along with their elegant precision aerobatics that define their aerial performances, we discovered in 2016 that the team members were enthusiastic and fully engaged in the aviation culture at Oshkosh, and truly enjoyed being with the tens of thousands of fellow aviators on the grounds.”

The Snowbirds are currently scheduled to have a public practice session over the grounds on Friday, July 26, with full performances during the daily afternoon airshow on Saturday and Sunday, July 27-28. The team is officially designated as 431 Air Demonstration Squadron and was created in 1971. It has a nearly 50-year connection to EAA, being the first military team to perform at Oshkosh when they flew over the EAA fly-in during the 1970s.

“As a team, we are extremely excited to be representing the Canadian Forces at AirVenture during the centennial year of the Royal Canadian Air Force,” said Maj. Brent Handy, Snowbird 1 and Team Lead. “The opportunity to share our display with such a large gathering of aviation enthusiasts, and the chance to meet with our fans, will be one of the many highlights of this important year for our dedicated team of pilots, technicians, and support personnel.”

The Snowbirds typically fly their Canadair CT-114 Tutor jets in approximately 60 airshows each year. The nine aircraft used in the performances are piloted by experienced team members from the Royal Canadian Air Force. During the show, the pilots fly at speeds ranging from 110 to 465 mph (180 to 750 km/h) and in formation with distances as close as four feet of wing overlap. Comprised of exciting loops, rolls and solo passes, as well as graceful nine-jet formations, the Snowbirds’ show includes more than 50 different formations and maneuvers over each 35-minute performance.

EAA AirVenture Oshkosh is “The World’s Greatest Aviation Celebration” and EAA’s membership convention. Additional information, including advance ticket and camping purchase, is available at www.EAA.org/airventure.

Posted in All Headlines, EAA & AirVenture, Feb/March 2024, Headlines, Headlines | Tagged , , , , , , , | Leave a comment

Horses Help Launch New Flights To Dallas

Posted on January 25, 2024 by mwflyer

Published in Midwest Flyer Magazine February/March 2024 Digital Issue

Horses in the terminal building at Appleton International Airport, Appleton, Wisconsin, promoting non-stop flights to Dallas, Texas.

APPLETON, WIS. – American Airlines announced it will begin nonstop flights from Appleton International Airport (ATW) to Dallas/Fort Worth International Airport (DFW) starting June 6, 2024. The new flights will provide daily service to DFW with flights departing ATW every morning. This is the third non-stop route expansion announced by the Appleton airport this year.

“This is a significant expansion for business travelers seeking a fast, direct route to Dallas and beyond,” said Abe Weber, Appleton Airport Director. “American Airlines has been servicing the Appleton airport since July 2017 and this is their first direct route expansion since November 2020.”

Additionally, Weber confirmed the non-stop American Airlines flight to Charlotte, North Carolina (CLT) will move from seasonal to year-round operation. That flight began service in November 2020 as a seasonal route in winter.

“American is thrilled to offer the only nonstop service from ATW to Texas, linking northern Wisconsin to our hub at DFW where we’ll operate more than 850 daily flights next summer to more than 230 destinations,” said Joe Sottile, American Airlines Director of Domestic and Short-Haul International Network Planning. “When combined with now year-round service to our CLT hub and our longstanding service to Chicago O’Hare International Airport (ORD), American is excited to offer convenient connectivity for ATW travelers to destinations across the U.S. and around the world.”

“Our primary goal is to offer travelers in Northeast Wisconsin a fast, convenient way to connect to the world through Appleton,” Weber said. “Being able to offer nonstop flights to major hubs like Dallas/Ft. Worth only positions the Fox Cities as a progressive location for business and future economic development.”

With this expansion, the Appleton airport offers 18 nonstop destinations. More than 285 domestic destinations are accessible with one additional stop; travelers can access more than 90 international destinations with one stop.

According to the Transportation Security Administration (TSA), the Appleton airport is the fastest-growing airport in Wisconsin and is the state’s third busiest behind Madison and Milwaukee.

To announce this route expansion, the team at the Appleton Airport held a special press conference complete with live horses, two mini donkeys named Walker and Texas Ranger, a rodeo roper, and the theme from the “Dallas” television show. Travelers entering and leaving the airport stopped to pet the animals and join the festivities.

Posted in Airports, All Headlines, Feb/March 2024, Headlines, Headlines | Tagged , , , , , , , , , , | Leave a comment

American Eagle A-1 Biplane

Posted on January 25, 2024 by mwflyer

Skot Weidemann Photo

Published in Midwest Flyer Magazine February/March 2024 Digital Issue

The photo of the American Eagle A-1 Biplane featured on the cover of the December 2023/January 2024 issue of Midwest Flyer Magazine was taken by Skot Weidemann at the Midwest Antique Airplane Club (MAAC) Annual Grassroots Fly-In in Brodhead, Wisconsin (C37). The aircraft is owned by Frank Pavliga of Atwater, Ohio.

The American Eagle Aircraft Corporation was founded by E.E. Porterfield in 1925. At the time, Porterfield ran a flight school near Kansas City, Missouri which had an aging fleet of Curtiss Jennys and Lincoln Standards. In addition to the age of the Jenny, the aircraft only had room for one passenger, so Porterfield designed and built the Eagle A-1 Biplane, later designated the A-101 after certification. The A-101 featured a front cockpit with room for two passengers. The pilot sat in the rear cockpit. The A-I and A-101 are powered by a Curtiss OX-5 engine.

Production was 17 aircraft a week, and the aircraft sold for $2,815. Some 300 of the 100-series biplanes were built.

Like many other aviation companies of the time, American Eagle Aircraft Corporation fell victim to the Great Depression, and in 1931, the Lincoln-Page Company bought its assets. Production continued under the new American Faole-Lincoln Aircraft Company for several years.

During the six years of its existence, American Eagle Aircraft Corporation (including its merger with the Lincoln-Page Company) built over 700 airplanes. At the time of the Depression, American Eagle Aircraft Corporation was the third-largest aircraft manufacturer in the world!

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Fixed Base Operator Butler Field Hutchinson Municipal Airport, Minnesota

Posted on December 27, 2023 by mwflyer

The City Council of the City of Hutchinson, Minnesota, will be extending the submission date to receive proposals by email, Attn: Mike Stifter, Director of Public Works, mstifter@hutchinsonmn.gov, until 4:00 pm on Thursday, February 1, 2024, for the FIXED BASE OPERATOR Butler Field Hutchinson Municipal Airport.

This RFP is being issued by the City of Hutchinson Public Works Department. Copies of this RFP including supporting documents are obtained from www.hutchinsonmn.gov.

All proposals shall be submitted to the Director of Public Works at mstifter@hutchinsonmn.gov. The City will not consider proposals submitted in any other manner. Proposals must be filed with the Director of Public Works at mstifter@hutchinsonmn.gov prior to the due date and time of proposal submission. Proposals will not be accepted beyond the due date and time.

The City intends to rank the proposals based on the scoring criteria published in the documents. The City will consider the combined qualifications and experience of the Proposer, its principals, management, key personnel as well as the financial analysis. In addition, any lease or agreement granting the right to serve the public at the Airport will be subordinate to FAA and State of Minnesota grant obligations.

The City Council reserves the right to reject all bids and to waive any informalities and irregularities.

Posted in Airports, News | Leave a comment

Fixed Base Operator Butler Field Hutchinson Municipal Airport (Minnesota)

Posted on December 5, 2023 by mwflyer

The City Council of the City of Hutchinson, Minnesota, will be extending the submission date to receive proposals by email, Attn: Mike Stifter, Director of Public Works, mstifter@hutchinsonmn.gov, until 4:00 pm on Tuesday, January 2, 2024, for the Fixed Base Operator Butler Field Hutchinson Municipal Airport.

This RFP is being issued by the City of Hutchinson Public Works Department. Copies of this RFP including supporting documents are obtained from www.hutchinsonmn.gov.

All proposals shall be submitted to the Director of Public Works at mstifter@hutchinsonmn.gov. The City will not consider proposals submitted in any other manner. Proposals must be filed with the Director of Public Works at mstifter@hutchinsonmn.gov prior to the due date and time of proposal submission. Proposals will not be accepted beyond the due date and time.

The City intends to rank the proposals based on the scoring criteria published in the documents. The City will consider the combined qualifications and experience of the Proposer, its principals, management, key personnel as well as the financial analysis. In addition, any lease or agreement granting the right to serve the public at the Airport will be subordinate to FAA and State of Minnesota grant obligations.

The City Council reserves the right to reject all bids and to waive any informalities and irregularities.

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Midwest Antique Airplane Club Grassroots Fly-In 2023

Posted on November 28, 2023 by mwflyer

 

Article & Photos by Skot Weidemann
Published in Midwest Flyer Magazine December 2023 Digital Issue

The annual “Midwest Antique Airplane Club” (MAAC) Grassroots Fly-In was held September 7-10th, 2023 at the Brodhead, Wisconsin airport (C37). Brodhead is a south-central Wisconsin small town with limited hotel options, but the airport features a 2,440 ft. grass runway (9/27) and offers many camping options, either near one’s aircraft along the tree line, or in an area on the southeast corner of the airport designated for camping, motor homes and trailers.

The fly-in is a specialized gathering (open to MAAC members only), which makes the event unique and non-commercial. It is a showcase for carefully maintained and operated Golden Era antique aircraft and an assortment of other models from the earlier days of aviation. This year’s fly-in welcomed 200-plus aircraft of 100 different types from at least 20 states. But who’s counting?

The fly-in attracts no shortage of (round) radial engines, tube and fabric taildraggers, many open cockpit aircraft, and a few replicas and homebuilt replicas. Aviators of all ages from coast to coast fly in with their antique aircraft, and a few members even catch flights from Canada and England to attend. An impressive number of youth attended, who are into their own restoration projects and flying; and a few A&Ps, who benefit from a collective, unmatched level of expertise in and around the airport; and many seasoned flyers attended. At 80 years young, Ted Miller continues to hold the record for “Longest Distance Flown” to attend the fly-in from his home in Santa Rosa, Calif. in his 1943 open cockpit Stearman.

The combination of MAAC members, local EAA Cheeseland Chapter 431 members, and Kelch Aviation Museum supporters (all based in Brodhead, Wisconsin), makes the mix of dedicated staff and volunteers special for the weekend. There are no organized airshows, no air traffic control tower, or loudspeakers, nor thousands of spectators as you see at EAA AirVenture Oshkosh. However, there are continuous takeoffs and landings, frequent fly-bys (understatement), ride hopping, and lots of socializing around the airfield and in hangars, and a welcoming bonfire pit. This slice of history takes place every year in late summer, always the second weekend in September, and always with hopes for good flying weather, and a great safety record.

Volunteers make the fly-in a success, from folks who sign in attendees at the registration table, and EAA 431 Chapter members who serve several great meals to include pancake breakfasts, a barbecue, and a fish boil. The Kelch Aviation Museum alone is worth visiting Brodhead during the MAAC Fly-In or throughout the year to browse a superb/still-flying aircraft collection, an extensive historical documents archive, its “fly market,” or to enjoy soft-serve ice cream.

MAAC volunteers who mow the lawn, pump fuel, and tend to other areas, make the difference for this 40-plus-year social flying club at this location.

After dark, open hangars welcome onlookers with many get-togethers between old friends and new, and an outdoor theater shows old aviation movies for all to enjoy.

MAAC welcomes individuals, families, and anyone with a common interest in old flying machines, their history, and the people who fly them. Bonus: after an initial new member fee of $25.00, the annual renewal remains at only $10.00. Interested? Become a member today! www.maacgrassroots.net/join

Internet contacts related to the MAAC Grassroots Fly In: www.maacgrassroots.net/about, www.eaa431.org www.kelchmuseum.org

EDITOR’S NOTE: This article was written with the assistance of MAAC staff.

Posted in All Features, Dec 2023/Jan 2024, Features, Features, Fly-Ins & Air Shows | Tagged , , , , , , , , , , , | Leave a comment

Why don’t we know how to use carburetor heat?

Posted on November 28, 2023 by mwflyer

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

I have been flying a long time. I do not look at this as an accomplishment, but rather as a side effect of being born into an aviation family, catching the flying bug, and then stubbornly pursuing my dream of operating the family flight school. Emphasis on stubborn. When I started logging time back in 1974, all the training aircraft had carburetors and most of the Cessnas I was training in had Continental engines.

My flight instruction took place in Cessna 150s. Their Continental 0-200 engines were very prone to carburetor ice. Those of you who learned on similar equipment will remember religiously applying carburetor heat whenever the throttle was reduced below normal operating range, that is Rotations Per Minute (RPM), were less than the green arc range on the tachometer.

My First Encounter

My first real encounter with carburetor ice occurred in the spring of 1974. I was a student pilot. My father, Field Morey, and I were returning from Madison in a Cessna 150. The temperature was in the 40’s with low ceilings and rain. The strong winds out of the east indicated a low-pressure area south of us. We always referred to this pattern as a “snow wind.” Perfect conditions for carburetor ice to form.

As we approached our airport from the east, I noticed that I was 100 feet below our pattern altitude. Looking at the tachometer I noted that the RPM was less than I had set for cruise. I pointed this out to dad and wondered aloud if the throttle had slipped? I should have suspected something when he just smiled. I added power and climbed back to pattern altitude. As I entered the downwind leg to Runway 12 at Morey Airport (C29), I noticed that I was 100 feet low again and that the RPM was again lower than I had set. I pointed this out to dad again, and this time, in good flight instructor fashion, he asked, “What could be causing this?” The lightbulb came on as I realized that it was probably carburetor ice.

My hand was a blur as I reached for the carburetor heat control and yanked it into the on position. This resulted in the engine running very rough, then quitting altogether! This had my full attention! Dad immediately stated, “My airplane” and turned towards the airport. This lined us up with our turf Runway 18. About this time, the engine came back to life. “Your airplane,” said dad, and I reentered downwind for Runway 12. I landed without incident, but with a better appreciation for the perils of carburetor ice! Lessons like that stay with you for life.

Why does carburetor ice form?

Air gets to the carburetor, either from being drawn through the air filter, or from a shroud surrounding an exhaust pipe. The source of air is determined by the position of a valve in the carburetor air box. With carburetor heat OFF, the valve allows air from the air filter to be drawn into the carburetor. When the carburetor heat control is in the ON position, the valve closes the airway from the filter and opens the airway from the carburetor heat shroud.

Air from the filter is at the surrounding air temperature. Air from the carburetor heat shroud is not filtered and is heated by the exhaust pipe. As air is drawn through the carburetor on its way to the cylinders, the air is cooled by two processes – pressure drop and evaporative cooling.

The pressure drop (low pressure) is created by pulling the intake air through a restriction in the carburetor called a “venturi.” Air moving through a venturi increases in velocity which decreases the pressure. A drop in air pressure reduces the air temperature. The low-pressure area draws fuel from the carburetor fuel bowl through the carburetor’s nozzle and into the intake airstream. The fuel nozzle is located at the point of lowest pressure inside the venture. The second cooling process takes place when the fuel, which has been drawn into the low-pressure area, is vaporized. It takes energy, in the form of heat, to change a liquid to a gas.

If you have ever been swimming on a windy day, you have experienced evaporative cooling. When you climb out of the water, you will feel far colder than the temperature would indicate. This is because the water on your body is being evaporated by the wind and your body heat.

Ice Formation

If there is relatively high humidity in the atmosphere, and the temperature is between 20 and 70 degrees Fahrenheit, it is possible that the temperature of the air passing through the carburetor will drop below freezing. This could result in carburetor ice. The freezing water vapor will collect on the venturi surface and the carburetor valve. Ice buildup on these areas restricts the flow of air into the engine, which results in a loss of power, much like reducing the throttle. Applying carburetor heat moves the air box valve closing the intake air from the air filter (cold air) and opening the intake from the carburetor heat shroud (hot air). This heated air will melt any ice formed in the carburetor. Since heated air is less dense than colder air, the heated intake air has less oxygen per volume to burn.

Applying carburetor heat will result in a loss of power created by the engine, resulting in a loss of RPM. Less oxygen per volume of air also results in enrichening the mixture. The amount of fuel going into the engine remains the same while the amount of oxygen is reduced. During normal engine runup, the over-rich fuel air mixture caused by applying carburetor heat will cause the engine RPMs to drop.

History

Bear with me for a moment as I recount some relevant aviation history.

In the post-World War II era, Piper used Lycoming engines almost exclusively and Cessna used Continental engines. Cessna switched the C172 from the Continental 0-300 engine to Lycoming 0-320s in 1968. My understanding is that Continental was having labor problems and could not reliably supply Cessna with the engines it needed. In 1977, Cessna redesigned the C150, switching to a Lycoming 0-235 engine and reducing flap range from 40 degrees in the C150 to 30 degrees in the C152. Both of these modifications made sense from Cessna’s perspective. Limiting the flaps to 30 degrees made it far more likely that a student pilot could execute a go-around successfully with flaps stuck at full. Switching to the Lycoming engine made carburetor ice far less likely (I will go into the reason for this later in the article).

In 1986, Cessna officially ceased manufacturing single-engine piston aircraft at least in part because of outdated manufacturer’s liability laws. By 1996, Congress addressed Cessna’s concerns and passed the General Aviation Revitalization Act (GARA). GARA limited the liability of aircraft manufacturers for General Aviation aircraft to 18 years. No longer was Cessna legally liable in infinitum because old aircraft were not built to modern standards. Cessna re-started the single-engine production line, beginning with C172s. These new C172s, and later C182s and C206s, have Lycoming fuel-injected engines. The choice of fuel-injected engines was undoubtedly based on avoiding carburetor ice and the resulting potential liability. Fuel-injected engines are not subject to carburetor ice.

There is not enough temperature drop generated in the venturi alone to cause ice to form in the fuel injector’s throttle body. What this means is that pilots who have trained in Lycoming-powered aircraft, especially fuel-injected aircraft, have no real experience with carburetor ice. Carburetor ice can form in Lycoming engines, but it is far less likely to do so.

Continental versus Lycoming carburetor placement.

Lycoming mounts their carburetors under the oil pan of their engines. Continental mounts their carburetors on the intake manifolds of their engines. This results in the Lycoming carburetors being heated by the engine oil pan and the Continental carburetors being cooled, literally by hanging in the breeze. Lycoming engines are made in Williamsport, Pennsylvania… Continental engines are made in Mobile, Alabama. I speculate that the average temperatures of Lycoming’s and Continental’s locations may have had something to do with why the two manufacturers chose different carburetor locations.

The training fleet in the United States is almost exclusively made up of either Lycoming-carbureted or Lycoming fuel-injected engine powered aircraft. As an example, my flight school has two C152s, three carbureted C172s, and three fuel-injected C172s. All have Lycoming engines. The aviation universities are almost all using aircraft powered by Lycoming fuel-injected engines. Many of the big flight schools and universities hire their graduates as flight instructors. So now not only do the students not have actual experience with carburetor ice, or even carbureted engines, but their instructors do not have that experience.

 

Why does Piper recommend NOT using carburetor heat during normal operations?

Cessna’s air filters and intakes are mounted on the aircraft cowling. The temperature of this intake air is whatever the surrounding air temperature is. Modern Pipers have their air filters and intakes in the engine compartment on the back baffle. The intake air on Pipers is heated by flowing over the cylinders. As a result, a Cherokee’s normal operating range, or green arc on the tachometer, may go as low as 500 RPM. A Cessna’s low end of normal operating range is generally about 2100 RPM. When operating outside of the normal operating range, or below the green arc, Cessna requires carburetor heat to be on. On the Cherokee, the Piper manual says only to operate carburetor heat if the engine is running rough.

Textbook versus Reality

In reviewing the FAA knowledge test questions on carburetor ice, I find a disconnect between what is taught and what actually happens. The FAA answer to what is the first sign of carburetor ice in a fixed-pitch propeller powered aircraft is technically correct, but in practice it is wrong. The FAA answer is that the first sign of carburetor ice is loss of RPM. The reality is pilots will notice the result of lower RPM before they notice the RPM loss. Lower RPM results in loss of altitude. As in my first encounter with carburetor ice, the pilot will notice the loss of altitude first, then notice that the RPM has decreased. Loss of altitude is not a choice on the knowledge test questions, but it is a very useful in practice.

The second question which is technically accurate, but practically misleading, is the FAA answer to “what happens when you apply carburetor heat if there is carburetor ice?” The FAA’s answer is that the RPM will decrease when you apply carburetor heat, then increase, and increase further when you take off carburetor heat. What is not mentioned is that you should expect the engine to not only lose power, but to run rough when carburetor heat is applied during carburetor icing.

Pilots, and even flight instructors, who only have book knowledge of carburetor ice, have crashed aircraft unnecessarily because they did not expect the engine to run rough. The engine runs rough as the ice melts and water goes through the engine. This has resulted in inexperienced pilots turning the carburetor heat back off in a vain attempt to solve the roughness. Turning carburetor heat off during carburetor icing will result in the carburetor continuing to ice up, possibly to the point that the engine ether dies or loses enough power to no longer sustain flight.

The correct procedure to remedy carburetor ice is to turn the carburetor heat on and leave it on. You will know that there was carburetor ice if, as the FAA says, the engine RPMs are reduced (with possible roughness associated), then the engine smooths out and RPMs increase.

Pilots experiencing carburetor ice should consider landing as soon as possible. If this is not possible and you need to operate with carburetor heat on, then lean the mixture. You should get a slight rise in RPM as you lean. Remember, heated air is less dense. Applying carburetor heat will enrichen the air fuel mixture of the intake air going into the engine. By leaning an engine with carburetor heat on, an increase in performance should result.

In summary, unless you have experience flying Continental-powered, carbureted engines, you probably have not experienced carburetor ice.

The textbook answers on what to expect during carburetor ice are technically correct, but do not mention the engine roughness that will often occur as the ice in the carburetor melts and passes through the engine. Cessnas and Pipers have different air intake locations, and because of this, they have different carburetor heat techniques.

Lycoming mounts their carburetors on the oil pan… Continental on the intake manifold, making it far more likely that carburetor ice will form. If you are lucky enough to be flying an older Cessna, be it a C150, a pre-1968 C172, a carbureted C182 or C206, be aware of the likelihood of carburetor ice forming.

Older Continental-powered aircraft are a delight to fly! Knowing that carburetor ice is not only possible, but likely, and knowing how to deal with the inevitable carburetor icing, makes flying them safe and far more pleasurable!

EDITOR’S NOTE: Richard Morey was born into an aviation family. He is the third generation to operate the family FBO and flight school, Morey Airplane Company at Middleton Municipal Airport – Morey Field (C29). Among Richard’s diverse roles include charter pilot, flight instructor, and airport manager. He holds an ATP, CFII, MEII, and is an Airframe and Powerplant Mechanic (A&P) with Inspection Authorization (IA). Richard has been an active flight instructor since 1991 with over 15,000 hours instructing, and more than 20,000 hours total time. Of his many roles, flight instruction is by far his favorite! Comments are welcomed via email at Rich@moreyairport.com or by telephone at 608-836-1711. (www.MoreyAirport.com).

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

Posted in Columns, Columns, Columns, Dec 2023/Jan 2024, Pilot Proficiency | Tagged , , , , , , , , , , , , , , , | Leave a comment

Wisconsin’s 67th Annual Aviation Conference… Everything An Airport Manager Needs To Know & More!

Posted on November 28, 2023 by mwflyer

Published in Midwest Flyer Magazine December 2023 Digital Issue

Wisconsin Department of Transportation, Bureau of Aeronautics panel discussion. Midwest Flyer Magazine                                                             Photo by Dave Weiman
(From left to right):
Matt Messina, Airport Engineering Unit Supervisor, matthew.messina@dot.wi.gov, 608-267-7108;
Matt Malicki, Airport Engineering Section Chief, matthew.malicki@dot.wi.gov, 608-267-5273;
Tami Weaver, Airport Program Section Chief, tamera.weaver@dot.wi.gov, ; 608-267-4492;
Max Platts, Aeronautical & Technical Services Section Chief, thomas.platts@dot.wi.gov, 608-266-1745;
Lucas Ward, Airport Construction Standards Chief, lucas.ward@dot.wi.gov, 608-266-2729;
and David Greene, Director, david.greene@dot.wi.gov, 608-266-2480.

 

APPLETON, WIS. – The 67th Wisconsin Aviation Conference was held September 30-22, 2023, at the Paper Valley Hotel in Appleton, Wisconsin. Conference attendees embarked on a journey celebrating aviation’s future, including discussions of environmental issues, operations, funding, technological advancements, and sustainable practices. The lineup of speakers included experts who are at the forefront of aviation. Their insights and knowledge provided invaluable perspectives, inspired new ways of thinking, and equipped participants with the tools needed to navigate the ever-evolving aviation landscape beyond the conference sessions.

Leading the conference was Rachel Engeler, President of the Wisconsin Airport Management Association (WAMA), the sponsoring organization.

Appleton International Airport (ATW) was the host airport. According to a 2015 economic impact study conducted by the Wisconsin Bureau of Aeronautics, ATW provided $676 million in economic output, and supported 3,200 jobs, to the local economy in Outagamie County.

ATW is home for Air Wisconsin Airlines, Gulfstream Aerospace, MaxAir Charter, the Fox Valley Technical College Public Safety Training Center, and the Aircraft Rescue Fire Fighting (ARFF) Training Center.

It was announced at the conference that the Wisconsin Department of Transportation, Bureau of Aeronautics (BOA), has undertaken a new economic impact study for commercial and general aviation airports, selecting “Jviation,” a Woolpert Company, to conduct the study. The staff working on the project has completed more than 30 similar studies for other states.

Jviation will collect information and report annual estimated economic impacts for airport management, airport business tenants, average annual capital investment, and general aviation visitor spending. They will report employment, payroll, spending, and total yearly economic activity results. The data will provide BOA, airports, aviation stakeholders, elected officials, communities, and others with important information on the economic contributions of each airport and statewide impacts.

The BOA economic impact study staff has completed the initial step in the data collection process. This portion of the process included documenting the results of the first group of surveys from airports, business tenants, and visitors, along with a webinar. The next steps in the study will be to finish collecting data, analyze the direct impacts, and measure the annual economic activity of airports.

In late August, BOA held the first of three planned project webinars for airports to provide information on the study process, products, and schedule, and to share the preliminary results from the initial surveys. Some of the findings include 1.8 million visitors arriving annually on commercial airline flights and more than 400,000 on general aviation aircraft. Additionally, there were more than 300 business tenants at the studied airports.
The BOA wishes to thank Wisconsin airports for their participation in responding to the surveys and inquiries. These timely and thorough responses will give Wisconsin airports a more robust Economic Impact Study outcome. WisDOT expects the study to be completed in the spring of 2024.

The Bipartisan Infrastructure Law’s (BIL) Airport Improvement Grant (AIG) program was discussed. This funding is available to each airport that is part of the National Plan of Integrated Airport Systems (NPIAS), which includes up to 79 Wisconsin non-primary airports. BIL AIG is like the annual non-primary entitlements, but what is dissimilar is how the funding is obtained compared to the Block Grant through the Airport Improvement Program (AIP). This presentation reviewed the funding available, how long it will be available, the differences in obtaining BIL versus AIP, and most importantly, emphasized the need to plan how to use BIL funding at airports. The speaker was Mark Graczykowski, PE, Airport Program Engineer, Wisconsin BOA.

Participants had the opportunity to meet with Wisconsin Bureau of Aeronautics staff and hear what’s new at that office. The Bipartisan Infrastructure Law was a big part of those discussions.

While all airports are a little different, they face similar issues. The General Aviation Roundtable Forum allowed airport managers and county and city officials to discuss general aviation airport topics of interest and ask questions in a non-judgmental environment.

What is possible? How can we support each other? A round table discussion on current and exciting topics facing commercial service airports was held.

Being asked to serve on an airport board or commission is a great honor, but it can be a challenging task. This open roundtable with airport officials, board members, and commissioners was designed to address the issues they face and to celebrate the successes they have achieved.

For airports located in one of the more than 120 municipalities in the state with a stormwater district, stormwater runoff fees can have a major impact on their annual operating budget. There are a variety of credits available through most districts. Airport managers learned strategies to minimize their fees and ways to alleviate the financial burden of rainfall and snowmelt. Howard “Buck” Barker, PE, of RVT Engineering Services, was the featured speaker.

All airports must deal with snow and ice to one degree or another for a large part of the year. This session provided insight for airport managers, operations/maintenance staff, and contractors on snow removal best practices, tips and tricks, and FAA regulations.

Speakers included Kurt Stanich of Waukesha County Airport, and Emily Whitt and David Sweeney of Milwaukee Mitchell International Airport.

Attendees learned what WAMA is doing to advocate for airports at the state and federal levels through WAMA’s lobbying efforts. Brian Grefe, A.A.E., Airport Director, Central Wisconsin Airport, and Mark Wadium, Outagamie County Lobbyist, were featured speakers.

Other topics included runways as the lifeblood of an airport and why crosswind runways may not be eligible for AIP funding, even if they were built with AIP funds in the past. Ian Turner, A.A.E., Airport Director, La Crosse Regional Airport; Jim Schell, C.M., Airport Director, Wittman Regional Airport; and Evan Barrett, AICP, C.M., Manager, Midwest Aviation Planning, Mead & Hunt, covered this topic.

Many factors need to be considered when planning for non-aeronautical development at an airport. This presentation identified these factors and the options for implementing non-aeronautical land uses. As part of the planning process, the applicability of Section 163 also needs to be considered. This presentation provided an overview of Section 163 and how airports should coordinate with the FAA to receive a Section 163 determination when planning for non-aeronautical development. The speaker was Zachary Puchacz, C.M., ACE, Airport Planner, at Mead & Hunt.

The Wisconsin Bureau of Aeronautics conducted an “Airport Project Development 101 Session” in which airport managers learned how to get started on a project. Managers learned about the steps involved in planning, designing, and bidding, and why initial project planning well in advance is crucial to keep projects on schedule. Speakers included Lucas Ward, Airport Construction Standards Chief, Wisconsin BOA; Matt Messina, PE, Airport Engineering Section Unit Supervisor, Wisconsin BOA; and Matt Malicki, PE, Airport Engineering Section Chief, Wisconsin BOA.

In addition to Wisconsin Bureau of Aeronautics officials, airport division officials from the Federal Aviation Administration were also on hand briefing attendees on funding opportunities and challenges.

Airport managers had the opportunity to hold “plan-on-the-fly meetings” with both Wisconsin Bureau of Aeronautics staff, and FAA Chicago Airports District Office personnel about issues specific to their airport.

Fly-ins, fundraisers, socials, and other special events engage the community and help airports succeed. Giving young people a firsthand opportunity to build or fly airplanes can be life changing. Airport managers learned how to take a grassroots approach to build a community of supporters around their airport to help inspire people of all ages and ensure that aviation enjoys a vibrant future. Speakers included Larry Sullivan, Founder, Kettle Moraine Youth Aviation; and Jeff Russell, Director, Recreational Aviation Foundation.

The topic of how to alleviate the waiting list for hangar space was led by Greg Cullen, C.M., Airport Director, Southern Wisconsin Regional Airport, and
Jim Schell, C.M., Airport Director, Wittman Regional Airport.

Encroachment of incompatible land uses and obstructions near airports hinder the long-term utility of Wisconsin airports. State law affords airport sponsors a strong tool to protect critical airport infrastructure. Doing this requires a properly designed and effectively implemented local ordinance, which considers the future, involves the public, and has local support. This session was an opportunity to review and improve existing local ordinances and discuss how to implement them effectively. Speakers included Hal Davis, C.M., Airport Compliance Program Manager, Wisconsin BOA, and Melissa Underwood, Senior Aviation Planner, SEH.

Marketing events for commercial and GA airports was led by Christina Cole, Senior Digital Aviation Strategist, Advance Aviation.

Bergstrom Automotive President and CEO Tim Bergstrom attended the conference to talk about growth and development in today’s market. Bergstrom Automotive, headquartered in Neenah, Wisconsin, is one of the top 50 automotive retailers in the U.S.

The F-35 jet fighter replaced the F-16 at the Wisconsin Air National Guard’s 115th Fighter Wing at Dane County Regional Airport in Madison, Wisconsin in 2023. Colonel Bart Van Roo, the Wing Commander, shared the story behind the design and deployment of the new 5th generation aircraft. Col. Van Roo explained how the F-35 represents a true paradigm shift in fighter aircraft design and performance. He explored the F-35’s cutting-edge features in-depth, highlighting its groundbreaking capabilities, maneuverability, and state-of-the-art sensor integration.

Awards & Recognition

Each year, the Wisconsin Airport Management Association recognizes individuals who have made an impact on aviation in the state.

Rachel Engeler, President of the Wisconsin Airport Management Association (WAMA), presented the “Airport Engineer of the Year Award” to Terry Donovan of Mead & Hunt. Midwest Flyer Magazine Photo by Dave Weiman

Terry Donovan of Mead & Hunt received the “Airport Engineer of the Year Award.” Terry has been with Mead & Hunt since graduating from UW-Platteville with a degree in Civil Engineering. He is the project manager for Southern Wisconsin Regional Airport, Dane County Regional Airport, and Seymour Johnson Air Force Base in South Carolina, and routinely assists with other airport projects. He is a tremendous asset, contributing to the success of airports. Terry balances complex projects at multiple airports while ensuring projects are completed safely. He goes the extra mile, often working after hours to ensure projects stay on track. Additionally, he volunteers his time, serving on the Wisconsin Aviation Conference planning committee.

Rachel Engeler, President of the Wisconsin Airport Management Association (WAMA), presented Charity Zich of Chippewa Valley Regional Airport, with WAMA’s “Distinguished Service Award.” Midwest Flyer Magazine Photo by Dave Weiman

Charity Zich, Director at Chippewa Valley Regional Airport, received WAMA’s “Distinguished Service Award” for 2023. Charity has served the airport for 17 years. She continually makes outstanding contributions to Wisconsin aviation through her tenure at the airport and in serving on the WAMA Board of Directors. Charity has helped the board keep its past in sight, while working on the airport challenges of today and tomorrow. Her uniquely pragmatic problem-solving approach has been most evident in her efforts to keep commercial air service in Eau Claire. Charity is a leader in her community, and in the aviation industry throughout Wisconsin and beyond.

Rachel Engeler, President of the Wisconsin Airport Management Association (WAMA), presented the “Blue Light Award” to Dick Knapinski of EAA. Midwest Flyer Magazine Photo by Dave Weiman

WAMA’s “Blue Light Award” for excellence in aviation journalism was presented to Dick Knapinski, who has promoted aviation for more than 30 years. Dick has been EAA’s director of communications since January 2010, having advanced to that position after serving as a member of EAA’s public relations/marketing staff since 1992. His responsibilities include working with media representatives who report on EAA activities throughout the year. Those activities include EAA AirVenture Oshkosh, which has a yearly attendance of more than 600,000 spectators, and attracts 10,000 aircraft and over 800 members of the international media. Before joining the EAA staff, Dick worked for broadcast and print media outlets throughout Wisconsin. He continues to write for newspapers and magazines, and co-authored the book “EAA Oshkosh: The Best Aviation Photography.”

Rachel Engeler, President of the Wisconsin Airport Management Association (WAMA), presented Abe Weber of Appleton International Airport with WAMA’s “Person of the Year Award.” Midwest Flyer Magazine Photo by Dave Weiman

Abe Weber, Director of Appleton International Airport, received WAMA’s “Person of the Year Award.” Abe has served on the WAMA Board of Directors since 2012, and as past president of the organization. He has been an active leader in WAMA’s advocacy, leading past efforts to pass sales tax exemptions for aviation parts and labor in Wisconsin. As a WAMA governmental affairs committee member, over the past year Abe has shepherd efforts to pass legislation to help airports deal with nuisance wildlife. He continues to look for opportunities to improve aviation for all Wisconsin airports.

Bob O’Brien received WAMA’s “Lifetime Service Award,” having worked in the aviation industry for nearly four decades. He served in leadership roles at various airports throughout Wisconsin, Indiana, Iowa, Illinois, Minnesota, and Georgia. The list of airports is long, including Madison, Green Bay, La Crosse, Platteville, Fort Wayne, Dubuque, Springfield, Brainerd, and Columbus (GA). In 2012, after nine years at Chicago Rockford International Airport, Bob was appointed the executive director of WAMA and served in that position until 2020. He also served 20 years in the U.S. military, mostly in the National Guard and Army Reserves.

Hal Davis, C.M., the Airport Compliance Manager with the Wisconsin Department of Transportation, Bureau of Aeronautics, recognized pilots who have achieved various levels in the “Fly Wisconsin Passport Program.” Midwest Flyer Magazine Photo by Dave Weiman

Hal Davis, C.M., the Airport Compliance Manager with the Wisconsin Department of Transportation, Bureau of Aeronautics, recognized pilots who have achieved various levels in the “Fly Wisconsin Passport Program.” The Wisconsin Department of Transportation, Bureau of Aeronautics, and the Wisconsin Airport Management Association, continue to team up to bring the airport passport program to Wisconsin. Pilots and their passengers may earn awards by flying into Wisconsin airports, attending FAA safety seminars, and visiting Wisconsin’s aviation attractions.

The program launched on September 1, 2017. Since then, over 2,500 participants have registered. Pilots wishing to register for the program should visit wisconsindot.gov/flywi. Mail-in registration cards can also be found at airports.

Achieving the Gold Level for 2023 were Sydney Cohen, Michael Morrow, Mark Owen, and Gregory Patchel.

Achieving the Silver Level for 2023 were Sydney Cohen, Dennis Davis, Debi Lett, Brian Lett, Michael Morrow, Mark Owen, and Gregory Patchel.

Achieving the Bronze Level for 2023 were Sydney Cohen, Debi Lett, Brian Lett, Katherine Morrow, Michael Morrow, Mark Owen, Gregory Patchel, and Dwight Simpson.

Jim Schell, Airport Director at Wittman Regional Airport in Oshkosh, was elected President of WAMA, and Harold Mester, Director of Marketing and Public Affairs at Milwaukee Mitchell International Airport and Milwaukee Timmerman Airport, joined the executive committee.

WAMA also welcomed the following new board members: Todd Berry, Manager, Prairie du Chien Municipal Airport; Aimee Scrima, Operations Supervisor, Waukesha County Airport; and Mike Shaw, Manager, West Bend Municipal Airport.

The 2024 Wisconsin Aviation Conference will be held October 2-4, 2024, at the Madison Marriott West in Middleton, Wisconsin. For additional information, email director@wiama.org.

Posted in Associatons, Awards & Recognitions, Dec 2023/Jan 2024, Sections, Sections, Wisconsin Aviation Industry News | Tagged , , , , , , | Leave a comment