Midwest Flyer Magazine August/September 2020

and flight rules of Part 91, and a review of those maneuvers and procedures that, at the discretion of the person giving the review, are necessary for the pilot to demonstrate the safe exercise of the privileges of the pilot certificate. The review should be a proficiency evaluation accomplished in an economical and expeditious manner, while providing a learning experience, without the pressure associated with a check-ride. Still, if your flight instructor feels that you are not fit to fly, he won’t sign you off. Prior to the review, the pilot and flight instructor should discuss the flight review’s basic content, including the elements to be covered in both the oral and flight portions. These elements should be understood by the pilot and the flight instructor prior to initiating any phase of the review. Like many of you, I have been flying continuously for a very long time, and it has become second nature. Still, we all need to avoid becoming complacent, and practice on a regular basis to stay proficient. Before now, I always looked at AOPA’s Rusty Pilots Course as something good for pilots who have not been flying for a while, and it is. But now having taken the online AOPA’s Rusty Pilots Course, Good For Everyone! Building a Better World for All of Us Engineers | Architects | Planners | Scientists For more information: Bob Cohrs bcohrs@sehinc.com 651.490.2143 sehinc.com/subscribe Let’s show the world what we can do together. Day by day. Project by project. Together we’re planning and engineering what’s possible and moving the world forward. course, I am convinced that it provides an excellent review for active pilots as well. Short quizzes after each chapter test your knowledge and grasp of each subject area. The “Rusty Pilots Resource Guide” is also a very useful tool, and available online, and from AOPA at each of its in-person Rusty Pilots Seminars. After you complete the online course, you receive a “Certificate of Course Completion” you can print out and show your flight instructor, and that will count towards the ground training portion of your biennial flight review, thus saving you time and money. In addition to taking the Rusty Pilots Online Course, I reviewed my Pilot’s Operating Handbook (POH) for my airplane, especially those chapters that cover normal and emergency operating procedures, short and soft-field takeoffs and landings, Continued on Page 6 6 AUGUST/SEPTEMBER 2020 MIDWEST FLYER MAGAZINE 360 Aviation, LLC...........................................15 Academy College ...........................................17 Accelerated Aviation Instruction ....................33 Aero Insurance...............................................23 Aircraft Owners & Pilots Association (AOPA) ....... 3 Airlake Airport ................................................19 Airpac .............................................................60 AIR-PROS.com ..............................................60 Anoka County-Blaine Airport .........................19 Avfuel Corporation .........................................61 Aviation Insurance Resources .......................60 Beaver Aviation, Inc. ............................. 47 & 53 Bolduc Aviation Specialized Services ... 11 & 53 Bolton & Menk, Inc. ........................................18 Brackett Aircraft Co., Inc. ...............................64 Cape Air .........................................................17 Commut Air ....................................................17 Cooper Engineering .......................................10 Crystal Airport ................................................19 Des Moines Flying Service, Inc. .................... 2 Eagle Fuel Cells ............................................ 57 Flying Cloud Airport .......................................19 Fond du Lac Skyport ......................................53 Garmin .......................................................... 9 Go Jet Airlines................................................17 Golden Age Aeroworks ..................................31 Hangars For Rent (Janesville, WI) ...................60 Horizon Aircraft Engine Services, Inc. .. 11 & 53 Jet Air Group ..................................................53 Lake Elmo Airport ..........................................19 Leading Edge Air Foils, LLC ..........................25 Maxwell Aircraft Service.................................14 Mead & Hunt, Inc. ..........................................13 Metropolitan Airports Commission .................19 Mid-Continent Aircraft Corp. ..........................60 Midwest Flyer Magazine ........... 26, 53, 58 & 60 Miminiska Lodge, Ontario (Wilderness North) ..63 Minneapolis-St. Paul International Airport .....19 Minnesota Aviation Trades Ass'n (MATA) ......35 Minnesota DOT Office of Aeronautics ..... 48-51 Minnesota Petroleum Service ........................29 Morey Airplane Company ..............................60 NewView Technologies, Inc.................... 9 & 53 OMNNI Associates, a Westwood company ...34 Pat O’Malley’s "Jet Room" Restaurant ..........26 Piper Aircraft, Inc. ........................................... 2 Racine Commercial Airport ............................53 Red Wing Aviation .........................................17 Rotax Aircraft Engines ...................................25 St. Louis Downtown Airport............................21 St. Paul Downtown Airport .............................19 Schweiss Doors .............................................39 Shell ...............................................................64 Short Elliott Hendrickson Inc. (SEH) ................ 5 Skycom Avionics, Inc. ....................................64 Southern Wisconsin Regional Airport ............60 Spring City Aviation ........................................60 The Green Earth Deicer Company, Inc. ........30 Thunderbird Aviation ............................. 17 & 64 Trimcraft Aviation ...........................................53 United Express...............................................17 West Bend Air, Inc. ........................................53 Wiley Properties ............................................. 8 Wisconsin Aviation, Inc... ...................... 53 & 61 Wisconsin Aviation Trades Assn (WATA) .......53 Wisconsin DOT Bureau of Aeronautics ... 54-56 Worthington, Bob (One Pilot’s Story) ................16 Index To Advertisers Editor/PublishEr Dave Weiman Production dirEctor Peggy Weiman Photo Journalists Chris Bildilli, Brad Thornberg contributing Editors & PhotograPhErs ADVERTISING PHONE: 608-772-1776 EMAIL: dave@midwestflyer.com EDITORIAL PHONE: 608-772-1776 EMAIL: dave@midwestflyer.com ISSUE CLOSING DATES DEADLINE ISSUE October 15 December - January December 15 February - March February 15 April - May April 15 June - July June 15 August - September August 15 October - November COPYRIGHTS MIDWEST FLYER MAGAZINE is published bimonthly by Flyer Publications, Inc. Copyright 2020 by Flyer Publications, Inc. All rights reserved. Nothing in whole or in part may be reproduced without the written permission of the publisher. DISTRIBUTION Readership consists of aircraft owners, fixed base operators, airport managers, and aircraft main- tenance shops in Wisconsin, Minnesota, North Dakota, South Dakota, Illinois, Iowa, Michigan, Indiana, Missouri, Kansas, Nebraska, and Ohio. EMAIL-OR-MAIL ALL ORDERS & CORRESPONDENCE TO: dave@midwestflyer.com MIDWEST FLYER MAGAZINE 6031 Lawry Court Oregon, WI 53575-2617 USA www.midwestflyer.com AAA Photo Mark R. Baker Chris Bildilli Dr. Bill Blank CAF Photo Bill Crump Hal Davis EAA Photo Tony Fernando Ryan Gaug Harold Green Jim Hanson Jim Hughes Cassandra Isackson Michael Kaufman Kyle Lewis Connor Madison Brad Maurer Yasmina Soria Platt Greg Reigel John Salz Pete Schoeninger Skot Weidemann Bob Worthington MIDWEST FLYER Serving The Midwest Aviation Community Since 1978 AUGUST/SEPTEMBER 2020 MAGAZINE Listing Writers EtC MASTER AugSept2020.indd 1 Listing Writers EtC MASTER AugSept2020.indd 1 6/25/20 9:37 PM 6/25/20 9:37 PM DISCLAIMER: Midwest Flyer Magazine is a publication of Flyer Publications, Inc. Midwest Flyer Magazine endeavors to only accept reliable advertisements from legitimate businesses and organizations, but shall not be responsible for the reliability of advertisements, their contents, nor the businesses and organizations they represent. The publishers reserve the right to decline or discontinue any advertisement without explanation. Furthermore, the information provided may be the expressed opinion of the authors 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 other instructional materials regarding any procedures discussed herein. Use of any information contained herein is at the reader's own risk and judgment. Dialogue From Page 5 and airspeeds, such as the best rate of climb (Vy) and best angle of climb (Vx). During the flight portion of the review, my instructor simulated smoke in the cockpit, and I demonstrated how best to get the aircraft on the ground in the shortest amount of time. We also practiced loss-of-power-on-takeoff procedures, power-off emergency landings, and short-field takeoffs and landings. Again, the Rusty Pilots Online Course is free to AOPA members, but donations to the AOPA Air Safety Institute are welcomed. Here’s a link to the course: https://www.aopa.org/training-and-safety/lapsed- pilots/rusty-pilots/rusty-pilots-online. Otherwise, you can go to www.aopa. org, select the Training & Safety Section, and then Lapsed Pilots and Rusty Pilots Seminars. There, you will find information on completing your flight review. For additional information, email rustypilots@aopa.org, or call 1-800-USA-AOPA. Speaking of the importance and convenience of taking online courses, I want to remind you that if you haven’t yet registered for a free online subscription to Midwest Flyer Magazine, I encourage you to do so without delay. Simply go to www.MidwestFlyer.com and click the “Subscribe Now” banner ad, or go directly to the signup page: https://midwestflyer.com/?page_id=12844 Thank you for reading Midwest Flyer Magazine! q AUGUST/SEPTEMBER 2020 MIDWEST FLYER MAGAZINE 7 Disclosing Medical History On An FAA Application For Airman Medical Certificate Is Not Limited To “Diagnoses” AviAtion LAw - on Your Side by Gregory J. Reigel @August 2020 All rights reserved. If you have applied for an FAA medical certificate, you know an applicant must complete FAA Form 8500-8GG via MedXPress and answer the questions on the form. The FAA uses the information disclosed on the application to determine whether an airman is qualified to hold a medical certificate issued under 14 C.F.R. Part 67. Question 18 asks for information regarding various medical conditions and circumstances that could have an impact on an airman’s medical qualification. The preamble to Question 18 asks the applicant in all caps whether he Greg Reigel or she has “EVER IN YOUR LIFE BEEN DIAGNOSED WITH, HAD, OR DO YOU PRESENTLY HAVE ANY OF THE FOLLOWING?” The airman is required to answer “yes” or “no” and, if “yes,” he or she must provide an explanation to the FAA. Unfortunately, some airmen get hung up on the word “diagnosed” and either ignore or fail to consider the broader wording in the rest of the question. An example of this situation occurred in the case of Administrator v. Smith. In Smith, the airman failed to disclose certain medications he was prescribed for fatigue and depression. And in response to Question 18(m) (asking about depression), the airman checked “no.” After the aviation medical examiner (“AME”) issued a medical certificate to the airman, the FAA learned about the medications. It also discovered that one of the conditions for which the medications were prescribed was depression. Not surprisingly, the FAA was not pleased. Consistent with Order 2150.3C, FAA Compliance and Enforcement Program, the FAA revoked all of the airman’s certificates for violation of 14 C.F.R. § 67.403(a)(1) (intentional falsification). After a hearing, the National Transportation Safety Board Administrative Law Judge affirmed the FAA’s order of revocation. On appeal to the full Board, the airman argued, among other things, that he did not know he had been diagnosed with a mental disorder because his doctors didn’t share their formal diagnosis with him. However, the Board rejected this argument. The Board held the airman’s argument improperly attempted to narrow the scope of the preamble to Question 18 and, specifically, Question 18(m) (asking about “mental disorders of any sort; depression, anxiety, etc.”). The Board stated: [i]t is clear from the text of the form and both versions of the accompanying instructions, that item 18(m) is not limited to a formal diagnosis. Rather, any medical “condition” is to be reported. The existence of an underlying condition is not dependent on [the airman] being told the formal diagnosis or condition. It went on to conclude that even if the airman was not told of the formal diagnosis, he was still aware of an underlying condition for which he sought treatment. As a result, the airman’s checking the box “no” in response to Question 18(m) was a false statement, and a violation of the regulations. Unfortunately, this situation occurs more often than it should. And the FAA’s response to falsification is predictable and unforgiving: revocation of all certificates. When you are applying for a medical certificate, it is important that you read the questions carefully. If you are concerned about whether something should be disclosed, do your research first. Talk to your AME before you go in for 8 AUGUST/SEPTEMBER 2020 MIDWEST FLYER MAGAZINE AOPA Awards More Than $1 Million In Scholarships FREDERICK, MD – More than 120 high school students and teachers, primary student pilots, and pilots working toward advanced certificates and ratings, have been awarded scholarships totaling more than $1.1 million through the AOPA Foundation, thanks to generous donations from the Ray Foundation and the pilot community. Scholarships funded by the Ray Foundation went to 80 high school students and 20 high school aviation teachers, who will each receive $10,000 for training toward their private pilot certificate. Generous donations to the AOPA Foundation from the pilot community funded an additional 17 primary flight training scholarships and seven advanced rating scholarships of varying amounts. The scholarships, which are available exclusively to AOPA members, are part of the AOPA You Can Fly program, a collection of initiatives to build a larger, more vibrant pilot community. The primary flight training scholarships were open to members at least 16 years of age and range from $2,500 to $7,500 for training toward the private, sport, or recreational pilot certificate. Advanced rating scholarships range from $3,000 to $10,000 and can be applied toward the instrument rating, commercial pilot certificate, certificated flight instructor and instrument instructor certificates, and multiengine instructor certificate (www.aopa.org). Aviation Scholarship Opportunity Presented To Springfield Resident by Local EAA Chapter 770 SPRINGFIELD, ILL. – Parris Fromm of Springfield, Illinois, has received a full scholarship for flight training, thanks to EAA Chapter 770, and the Ray Aviation Scholarship program, which is administered by the Experimental Aircraft Association. The Ray Foundation is furthering the legacy of James Ray, an EAA lifetime member, who was dedicated to aviation and youth education. The Scholarship program provides up to $10,000 to young adults who are seeking a private pilot certificate by supporting them through both the written and practical segments of flight training. The Ray Foundation has provided $1.2 million of funding to improve the current flight training success rate from 20 to 80 percent for program participants. Each EAA chapter is responsible for identifying qualified youth and mentoring them throughout their flight training to ensure success. In the program’s first year, 105 scholarships were awarded and the success rate for recipients is expected to far exceed the goal of 80 percent. Parris Fromm is EAA Chapter 770’s second Ray Foundation flight training scholarship recipient. Now an EAA member, Fromm has committed to volunteering his services in support of the chapter’s activities. He will be flying as a member of the Flying 20 Club based at Abraham Lincoln Capital Airport. EAA Chapter 770 is one of 900 local chapters of the Experimental Aircraft Association (https://chapters.eaa.org/ eaa770). your examination. Or talk to an experienced aviation attorney who can help you understand the question and determine whether your circumstances require you to check the “yes” box. 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. For assistance, call 214-780-1482, email: greigel@shackelford.law, or Twitter @ReigelLaw, website: www.shackelford.law q q q SchoLArShipS (L/R) Parris Fromm accepts the Ray Foundation Scholarship from Martin (Marty) Towsley, who is the Ray Scholarship Coordinator for EAA Chapter 770, Springfield, Illinois. John Salz Photo AUGUST/SEPTEMBER 2020 MIDWEST FLYER MAGAZINE 9 by Dr. Bill Blank, M.D., Senior AME The FAA has come a long way since I first became an Aviation Medical Examiner (AME). Then diabetics could not be certified. Recently the FAA announced it would certify insulin-dependent diabetics at the first and second-class levels. They had been doing so for third-class medicals since 1996. Diabetes is characterized by a high blood-glucose level. Most of our energy comes from our body using glucose. Insulin, a hormone produced by the pancreas, permits glucose to enter our cells and be utilized. Type I diabetics do not make insulin and require treatment with it. Type I usually appears in childhood. Type II diabetics, either don’t make enough insulin, or do not utilize it effectively and are generally treated with oral medications. Type II, previously called “adult onset diabetes,” is occurring more frequently. This is related to the increase in obesity in our population. We often think of diabetes in terms of the blood sugar level in our bodies. Treatment is based on trying to normalize the blood-sugar level and minimize fluctuations. We do this because elevated blood-sugar levels damage the small arteries going to various body organs interfering with the transport of oxygen to these tissues. This can result in diabetic eye disease (retinopathy), kidney disease, peripheral neuropathy (nerve damage), and heart disease. Diabetes, thus becomes a circulatory disease. With good blood sugar control, many of these complications can be minimized and/or delayed. The FAA is mandated to establish a required level of safety for the national airspace system. An additional goal is to certify as many airmen as can be done safely. The certification policy for diabetics has evolved over time with these principles in mind. An AME can issue a certificate for diabetes controlled by diet and exercise. A status report from the treating physician, and the results of a hemoglobin A1C level Diabetes & FAA Certification high on heALth Dr. Bill Blank 10 AUGUST/SEPTEMBER 2020 MIDWEST FLYER MAGAZINE done within the last 90 days, are needed. If you have been diagnosed with “pre-diabetes,” your AME can still issue you a medical certificate, provided an FAA Pre-Diabetes Worksheet has been completed by your treating physician. Diabetes requiring treatment with oral medications or insulin requires Special-Issuance Certification. Further details can be found on the FAA or AOPA websites. The major inflight risk for diabetics taking insulin is hypoglycemia or low blood sugar. This can lead to confusion and loss of consciousness. A technologic advancement called “continuous glucose monitoring” notifies the airman, in advance in real time, of predicted episodes of low or high blood sugar levels, giving the airman time to respond and prevent them from occurring. This development has given the FAA confidence to certify some insulin-dependent diabetics at the first and second-class levels. The FAA has done a good job of developing policies for safely certifying as many diabetics as possible. Basic Med: You may not realize it, but Basic Med is celebrating its third anniversary this year. And as far as I can tell, there has not been a significant spike in aircraft accidents among Basic Med Certificate holders. The FAA is gathering statistics on Basic Med and is mandated to report the results to Congress within 5 years of the adoption of the program. Unless fatal accident numbers skyrocket, I think Basic Med is here to stay. EDITOR’S NOTE: William A. Blank is a physician in La Crosse, Wisconsin, and has been an Aviation Medical Examiner (AME) since 1978, and a Senior AME since 1985. Dr. Blank is a retired Ophthalmologist, but still gives some of the ophthalmology lectures at AME renewal seminars. Flying- wise, Dr. Blank holds an Airline Transport Pilot Certificate and has 5600 hours. He is a Certified Instrument Flight Instructor (CFII) and has given over 1200 hours of aerobatic instruction. In addition, Dr. Blank was an airshow performer through the 2014 season and held a Statement of Aerobatic Competency (SAC) since 1987. DISCLAIMER: The information contained in this column is the expressed opinion of the author only, and readers are advised to seek the advice of others and refer to the Federal Aviation Regulations and FAA Aeronautical Information Manual for additional information and clarification. GRAND RAPIDS, MICH. – Avflight Corporation has opened a new operation at Gerald R. Ford International Airport (KGRR) in Grand Rapids, Mich., which serves both general aviation and the airlines. The 5,000 square foot office, and 30,000 square foot hangar, are located on five acres. Avflight is a full-service fixed base operation, providing fuel; aircraft washing, detailing and de-icing; catering; and 24/7 personal concierge services. Avflight is part of the Avfuel- branded network of 650-plus fixed base operations around the world. q q 715-234-7008 bvolker@cooperengineering.net Over 25 Years of High Quality Airport Planning and Design Brad Volker, P.E. Avflight Opens New Operation In Grand Rapids AUGUST/SEPTEMBER 2020 MIDWEST FLYER MAGAZINE 11 Over 4400 yyeeaarrss of reliable maintenance! Kevin Dunrud & Tim Hieb Owners info@bolducaviation.com Hours of Operation Monday - Friday 8:00 AM - 4:30 PM bolducaviation.com 776633 -- 778800 -- 11118855 Specializing In Engine Overhaul & Repair Services include (but are not limited to): • Precision electronic engine component balancing • Cylinder overhaul and repair • Cylinder grinding .010, .015 • Continental starter adapter overhaul • Cleaning of all engine parts • Magnaflux and zyglo inspection of parts • Rebush and line boring of counterweight bushings • Reconditioning of connecting rods and rocker arms • Overhaul and/or 500-hr inspection of magnetos, float type carburetors and turbo controllers • Ultrasonic inspection of Continental crankshafts • Reconditioning of crankcases and crankshafts • Engine inspections and test running FAA Repair Station #YZ8R163C • Anoka County Airport • 8891 Airport Road • Box 8A • Blaine, MN 55449 by Michael J. “Mick” Kaufman Many years ago, while walking through a flight school, I overheard an instructor briefing a primary student, and the instructor was telling his student “never use the E-word,” referring to declaring an emergency. As I am writing this article, aviation is almost at a standstill due to the pandemic. I am hunkered down at home, reading a book, browsing the news, watching a movie or playing the guitar. Yesterday, I flew the Bonanza for a few hours to make sure I still remembered how. I got a flash in my brain for my column and while still a fresh thought, this issue will deal with inflight emergencies, VFR or IFR. In more than 50 years of flying, I have used the “E-word” seven times, and not once did I have a request to fill out paperwork or have a conversation with an FAA inspector, which we have been told is why we should never declare an emergency. To the contrary, the use of the “E-word” has saved my life in several occasions and allowed me to get help. In several of these situations, I give much credit to the great folks in air traffic control (ATC) and their response to my situation. I could write an entire book on this topic, but for this article, I will describe several situations I was in and how they were handled, and provide some tips to help you deal with challenges you may have in the future. A famous aviation quote from many years ago: “A superior pilot is one who uses his superior knowledge to avoid situations that may require his superior skills.” When I think of this quote, it reminds me of a check-ride I took with a General Aviation District Office (GADO) official near the beginning of my aviation career. I was younger then, less than 20 years old, and this inspector had a reputation of being the toughest, meanest inspector at the Milwaukee, Wisconsin GADO. As I was trying to defend my case for which I was being critiqued using the aircraft flight manual and the FARs, he said, “Son, if you believe that, you will not live long as a pilot. There are two laws – the law of God and the law of physics – Using The “E-Word” inStrument FLight Michael Kaufman 12 AUGUST/SEPTEMBER 2020 MIDWEST FLYER MAGAZINE the rest are rules; rules are made for pilots with no common sense by bureaucrats with no common sense.” I have found this advice to be an asset I have used many times in my flying career and often think of its application and how Captain Al Haynes (United Flight 232) and Captain "Sully" Sullenberger III (U.S. Airways Flight 1549) saved lives. There is no book or rule that is written for every possible situation we may face as pilots. That inspector further commented that we need to learn as much as we can about the airplane we fly, the weather we can expect en route, and have an alternate plan if the flight cannot be completed as planned. As examples of some of the situations where I have had to use the “E-word,” I will refer to three of them: 1) smoke in the cockpit, 2) loss of the alternator, and 3) loss of the vacuum pump, all in instrument meteorological conditions (IMC). I value your comments on this article, as there is nothing cast in stone when it comes to emergencies and emergency procedures. Emergencies are not preplanned and if they were, they would not happen. If you knew ahead of time you were going to have an emergency, you would never take off. In the early 1980s, the company I was flying for purchased a Cessna 421C. Compelled to learn all I could about the aircraft, I decided to take training at Flight Safety in Wichita. This was my first experience in a high-end, motion-based simulator. About the fourth day into the training, we dealt with inflight emergencies. It started with the loss of a gyro, then an engine fire, and everything imaginable eventually failed. I crashed the sim, so the instructor and I got out and called for a technician to reset it. I was embarrassed, but got back into the sim for more training that day. At the end of the day, my instructor was debriefing me on the items we did in the sim, but he never mentioned my horrendous crash. I then asked him to debrief the items I could have done differently leading up to the crash. He chuckled and said, “Everyone crashes the sim, as there are only so many items you can handle. The number one thing to remember is, don’t forget to fly the airplane.” Smoke In The Cockpit I had referred to this situation numerous times in my years as a columnist for Midwest Flyer Magazine, as there is a lot to be learned from this experience when flying approaches. I was training a pilot for an instrument rating out of the Palo Alto, Calif. airport (KPAO) some 20-plus years ago in a Cessna 185. This was not just your average C185, as it had a two tube electronic flight instrument systems (EFIS), when almost no GA aircraft had such equipment. On day seven or eight of my 10-day training course, the syllabus had us do the 250 nm cross-country that is required for the Instrument Rating. The flight departed KPAO under rather low IMC conditions en route to Lake Tahoe (KTVL) on an IFR flight plan. Shortly after leveling off at our initially assigned altitude, the avionics displays started to flash on and off, and we had smoke in the cockpit. I assigned the task of flying the airplane to my student, while I troubleshooted the emergency. (It is great to have two pilots in the cockpit at times like this, but seldom is this the case.) We were talking with San Jose (KSJC) approach control at the time, and after the problem continued and we didn’t have an obvious remedy for it, I used the “E- word” and described our situation. (Here is where there is something for you to learn and apply to everyday instrument flying.) After explaining that we needed to get on the ground as soon as possible and needed an approach to the nearest airport, the approach given to us was an ILS 30L approach to the San Jose airport. I learned a lot about how helpful controllers can be at a time like this, as even with two pilots in the airplane, it is tough to try to find the approach chart for the necessary information to fly the approach. This is an ILS approach and all we wanted was vectors and the minimum information we needed to fly the approach. The controllers knew that and gave us exactly what we needed. This can apply to everyday instrument flying as well, and I teach this by having instrument students give me the approach chart after memorizing the necessary items I have listed below: 1. Heading to fly to intercept the inbound course (Vector). 2. Heading of the inbound approach course (ILS 30L should be about 300 degrees magnetic). 3. Frequency of the ILS, if not a GPS approach. 4. Altitude to intercept the glideslope or glidepath. 5. Decision altitude (DA) or missed approach point (MAP) should a missed approach be necessary. 6. Initial missed approach instructions should a missed approach be necessary. So simple… all you have to do is fly headings and watch the needles, but not so with an emergency in progress and the outcome unknown. The screens continued to flash, and the smell of smoke continued, until we touched down with fire rescue vehicles parked alongside the runway. We rolled off onto a taxiway, shut off the engine and exited the aircraft. Several more puffs of smoke came out from underneath the cowling, as the fire crew watched with fire extinguishers aimed. No more smoke or flames, so the FBO was called and towed the airplane to the ramp. After removing the cowling in the shop, the issue became apparent. A larger alternator had been installed to handle the larger electrical load of the EFIS, and the mounting bracket was bent allowing the alternator output post to short against the engine mount. No paperwork and no calls from an FAA inspector…only some paperwork from the fire rescue crew that assisted us when we cleared the runway. I continue to emphasize the importance of using the “E- word” with my students and not to delay. In 1998, a Beech 58 impacted the terrain while diverting AUGUST/SEPTEMBER 2020 MIDWEST FLYER MAGAZINE 13 to Volk Field (KVOK), Camp Douglas, Wisconsin, after the airline transport-rated pilot had declared an emergency and reported smoke in the cockpit. The aircraft was destroyed, and no one survived. I remember that there was discussion that the declaration of the emergency should have been made sooner, but I was not there and I don’t like playing Monday morning aviation quarterback. Lost Alternator My second example of using the “E-word” occurred on one of my many winter Bonanza trips to Florida. I delayed my early morning departure from Ocala, Florida (KOCF) due to low ceilings, both at Ocala and along 75% of the route back to Wisconsin. Weather reports showed I would be in IMC along the first quarter of the flight, then on top and clear at my destination. Alone in the aircraft, I departed mid-morning and was flying on autopilot (fat-dumb-happy) with nine hours of fuel on a six-hour non-stop flight. The first one and a half hours went fine in IMC until I noticed I was several hundred feet off my assigned altitude. Must have bumped the switch or something, I thought. I reset the altitude manually and re-engaged altitude hold on the autopilot. Another 10 minutes went by, and the altitude hold came off again. Now, I am beginning to wonder what is wrong with my autopilot, and figured I would need to hand-fly the plane for another four and a half hours. A few minutes later, the squelch on the nav/com started to give me static. It was then I noticed that my ammeter showed a healthy discharge, and I had a problem. I tried to contact ATC on my assigned frequency, but no response. They were not hearing me. I was too low on transmission power. Ah, the transponder, high power, low current, pulse technology… Let’s try 7700 for a squawk code. It worked. ATC was calling me and by turning off their squelch, they could hear me as I explained my circumstances. Same circumstances and response occurred, as with my fire emergency. I received radar vectors for an approach to the nearest airport; this time it was Columbus, Georgia. Here is where the thought process and knowing my aircraft came in handy, though I left my backup handheld radio in the luggage compartment. I was navigating the ILS with what I knew was a very low battery and the fact that any unnecessary electrical load could cause an immediate loss of the radios. There was an immediate electrical load shed once I noticed I had no alternator, so I had to decide what was necessary equipment and what was not. All lights were off…one nav/com radio and the transponder were all that remained on. I acknowledged 14 AUGUST/SEPTEMBER 2020 MIDWEST FLYER MAGAZINE all ATC communications using the ident button on the transponder. No voice transmissions on the nav/com. How about the landing gear or flaps? That electrical load would kill the radio I was using for the ILS for sure. I was ready to make a gear up landing if necessary, as the task of hand- flying the ILS in moderate turbulence and cranking down the gear by hand would be very difficult. There was no time to crank the gear down before intercepting the localizer, and should I have the gear down and needed to go missed with no navigation capability, I would not have the fuel to fly to VFR conditions where a landing could be made. One missing bit of information was the weather at Columbus, Georgia, and not wanting to take a chance of keying the transmitter, I did not ask. I got lucky on that one as I broke out of the clouds at about 1,000 feet with several miles of visibility, so I circled the airport while I cranked the gear down and landed with no flaps. Same situation as in San Jose except I taxied to the FBO under my own power and signed a document for the fire department that followed me in. In summarizing this situation, again “THANK YOU ATC” for understanding my situation and for providing the necessary support for a safe landing. It was interesting that after getting the airplane in the shop, we measured the battery voltage, which was 8.8 volts on a 12-volt battery. That old KX-175 nav/com never let go, which would not be true of many of our modern avionics today. That old KX-175 is still in my Bonanza today as my backup. Vacuum Pump Failure Another situation which required the “E-word” dealt with loss of a vacuum pump in IMC while doing student training. When an instrument student is ready, and the situation presents itself, I like them to fly actual approaches before taking the check-ride. This was one of those situations that just happened and a great time to give the student a chance to handle a real emergency. I have developed a technique of flying timed approaches, and even though this student had not gotten to the point of needle, ball and airspeed approaches, we needed to do it. Some would argue that they would not declare an emergency for this situation, but I like to get whatever help I can from ATC. Some tips I will share if you are ever needing to do a needle, ball and airspeed approach are as follows: 1. Select an approach to the south if possible, as the magnetic compass will amplify your heading changes while on final approach. 2. Make a long final approach, as it allows you time to fine tune your heading prior to increased needle sensitivity. 3. Make all turns standard rate and time every turn 3-degrees per second. 4. For small heading corrections 45 degrees or less, count out loud 45 degrees is 15 seconds. 5. For larger heading changes (on a course reversal), I use a digital timer or a clock with a sweep second hand. 6. Know and fly your airplane by the numbers. 7. Get a no-gyro approach from ATC where possible. Our approach went as planned with a VOR A approach to Tri-County Regional Airport, Lone Rock, Wisconsin (KLNR), and it was great to have ATC on hand should another problem have occurred. After reading this article, many of you may wonder why we did not use the GPS or all of the great features on our ForeFlight App to assist us during these emergencies. What about the backup electrical system during the alternator failure? The answer is, it was not invented yet or we did not have one. Today, the modern pilot has so many safety enhancements in his airplane that he thinks it could never happen to him. Wrong!!!!! A broken wire, a failed circuit breaker, or an internal short in a piece of avionics are all still possible. When teaching instrument flying, I begin with the basics and then move to the sophistication of the equipment being flown. “Know your equipment well” keeps coming back to me from that old GADO inspector, and don’t hesitate to use the “E-word.” 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. Kaufman conducts pilot clinics and specialized instruction throughout the U.S. in a variety of aircraft, which are equipped with a variety of avionics, although he is based in Lone Rock (KLNR) and Eagle River (KEGV), Wisconsin. Kaufman was named “FAA’s Safety Team Representative of the Year” for Wisconsin in 2008. 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. q Untitled-1 1 Untitled-1 1 6/25/20 11:04 AM 6/25/20 11:04 AM AUGUST/SEPTEMBER 2020 MIDWEST FLYER MAGAZINE 15 by Bob Worthington www.BobWorthingtonWriter.com As I write this column, it is days after the disastrous ending of Pakistan International Airlines Flight #8303. At 2:40 pm on May 22, 2020, an Airbus A320 aborted a landing at Jinnah International Airport in Karachi, Pakistan, attempted a go-around and crashed on its second approach to landing, killing 97 of the 99 crew and passengers aboard. What happened is not in dispute. I watched videos of this event and listened to tapes of radio transmissions between the pilots and air traffic controllers (all in English). It was daytime VFR weather. The plane was terminating an uneventful flight. It radioed descending from 3500 feet to 3000, 5 miles out, reporting being established on ILS 25 Left. For some reason, the gear was never lowered. The twin turbofan engines are mounted on pylons forward and below the wings (lower than the fuselage). Flight #8303 landed on its engines almost half-way down the 11,155-foot runway, touching down twice 1,000 feet apart before initiating a go-around. Attempting to climb for a second approach to 25 Left, the pilots radioed that they were unable to get above 2000 feet. Struggling to fly, it seems the engines lost thrust as they were no doubt damaged when the engine pods scrapped the runway. The aircraft crashed into a housing area, only 4,462 feet short of the runway. I discussed the accident with a good friend, an aircraft accident investigator (he holds Air Transport Pilot, Flight Instructor, and Airframe and Powerplant Certificates) who is familiar with this accident. He pointed out that the aircraft was too high on approach and too fast and did not drop its gear, so he believes the crash was pilot error. In the available audio with Air Traffic Control, the pilots are very calm with their transmissions and, more importantly, made no indications they had any gear issues. Yet a gear warning signal is heard in the background. Yet, they did not declare an emergency or request emergency vehicles for a belly landing. Hopefully, when the black boxes are recovered, the conversation inside the aircraft will tell the rest of the story of a mysterious belly touch down. What happened is known, but “why” is not. Did the pilots lose focus on final? Why were they over 1300 feet high when reporting established on the ILS? Did the gear fail to drop? Did the plane encounter mechanical problems? Until the investigation is complete, we will not know the “why.” And these were professional pilots. Clearly, landings can be dangerous. The FAA reports for 2019 that “loss of control” is the number one reason for general aviation (GA) accidents. Number nine is “low-altitude operations.” “Landings” fall into both categories. Additionally, over 50% of accidents are the result of the pilot either not doing something right or doing something wrong: “pilot error.” The transition from flight to horizontal movement on the ground can be tricky and at times difficult for veteran pilots. It requires total focus by the pilot, and that many things must be done simultaneously, quickly, and correctly. And if the plane has retractable gear, this just adds another component to the equation. Additionally, things may happen that require your immediate attention and take your focus away from landing. This is when problems can occur. As a new pilot, I was practicing night landings in my Cessna 172 on 12L (today 13L) at San Antonio International Airport, San Antonio, Texas (KSAT). The runway is the shorter of the two, being around 2600 feet long. I told the Specializing in Multi-Engine Add-On & CFI Initial 21-Day Private 10-Day Instrument 3-Day CFII 5-Day Commercial 3-Day MEI 10-Day CFI 3-Day MEI 10-Day CFI Located in Albert Lea, MN (KAEL) 360 Aviation “Track Your True Heading” 507-383-7434 www.360aviationllc.com “Ask us about our Multi-Engine Time Building Course” 360 Aviation Feb2020 Ad.indd 1 360 Aviation Feb2020 Ad.indd 1 2/19/20 9:08 AM 2/19/20 9:08 AM Landings Can Be Dangerous, But They Do Not Have To Be the LeFt SeAt Bob Worthington 16 AUGUST/SEPTEMBER 2020 MIDWEST FLYER MAGAZINE tower after my next landing, I would taxi to parking. Tower told me to land on the 8500-ft. 12R because my hangar was alongside that runway. As I turned onto base, I could see the landing lights of an airliner, on final to 12R. I radioed the tower, describing the plane lined up for 12R. The tower said I was cleared to land on 12R. I was touching down as the airline pilot complained to the tower that a plane was on the runway. The airliner could not land. I was ready to veer left and taxi into the grass separating the two parallel runways when the tower told the airliner to go around. I taxied to my hangar. Another time I was in my Mooney 231, IFR, landing in Louisville, Kentucky (KSDF), when on short final, I was told to abort and immediately go around. Gear and flaps up, I initiated a quick left turn to get back on the ILS to land. Apparently, a Cessna 182 from out of nowhere, had landed right in front of me and was not talking to the tower. I intercepted the localizer again, and while on short final, I went through my mental landing checklist, which includes “gear down,” which it was not. I then put the gear down. Ever since I had a retractable gear airplane, I always, on short final, confirm that the gear is down and locked. Another time, I had departed an airport on a two-day cross-country flight. I could not get the gear up in my Mooney. The airport I just departed from had no maintenance facilities, so I decided to continue to my destination airport, which had a Mooney service center. Talking to approach control, I explained my situation, indicating that I had no idea if the gear was locked or in some position between down and locked or up. The tower reported my gear looked fully extended. To thwart trouble, I was met at the end of the runway with two emergency vehicles, one a fire truck. The gear held and I taxied to the service center where the problem was identified and repaired. Sometimes a precarious landing can be instigated by air traffic controllers. On another occasion, I was on an instrument flight east of San Diego, Calif. and cleared to land at Lindbergh Field, now San Diego International Airport (KSAN). I was told to intercept the localizer for Runway 9 and broke out of the clouds, but the tower would not permit me to go lower due to traffic. When allowed to descend, on short final, the rapid descent was too fast to safely land. Telling the tower, “I am too fast to land and going around,” I made an easy landing on the second try. At the fixed base operator, I called the tower and explained that I was held too high, too long to slow down enough to safely land. I asked what I should have done. The man I spoke to indicated that it is my job to fly and land safely, and it is the air traffic controller’s job to ensure aircraft separation. I was told the next time to tell the tower I must get lower to slow down enough to land, and it is then the controller’s problem to deal with the traffic. The tower should accommodate what I need to land safely. One of the most difficult airports to land at is the former Williams Air Force Base, now Phoenix-Mesa Gateway Airport (KIWA) in Mesa, Arizona. It was shut down as an Air Force base in 1993 and re-opened as Gateway a year later. The airport has three long parallel runways (9,300, 10,201 and 10,401 feet). Due to its heavy traffic – mostly GA – it averages a landing every 6 minutes. Approach control is constantly talking, so getting permission to land can be challenging. But I finally secured permission to land (on the center runway). On short final, the tower said that the aircraft in front of me was not off the runway and asked if I could side-step to my right and land. I replied “yes,” and did just that. The fixed base operator was at the end of the runway and off to the left, so I had over a mile to taxi. I noticed a police car with lights on following me on the taxiway. I pulled in, parked, and shut down my engine and beside me was a Mesa police car, with roof lights pulsing away. As I exited my aircraft, a police officer came over with a big notebook. He demanded to know why I did not land on the runway I was supposed to. He said that I deviated from my correct flight path, presenting a clear danger. I was perplexed. Why is a police officer questioning my landing? I explained that the tower told me to land on the right. He didn’t believe me and asked if I had the proper approach plates and airport diagram to land where I did. I had everything on both paper and my iPad, which I showed him. He glanced at my material, grunted “thank you,” and left. That was a first for me, to be pulled over by a police car, while taxiing in my airplane. All of these disruptions occurred upon landing. All could have been the cause for me to lose focus and botch a landing. One time it took me five approaches to land at a short country airport in New Jersey. The airport was surrounded by tall trees with the runway terminating at a lake. A normal landing could not be accomplished One Pilot’s Story Find out how to get your copy of the book and movie at www.BobWorthingtonWriter.com Bob Worthington, Author of “The Left Seat” AUGUST/SEPTEMBER 2020 MIDWEST FLYER MAGAZINE 17 as the tall trees obscured the runway. If one landed too long, the plane would end up swimming. On every approach, I was too high and too fast to safely land, so I went around. My wife was becoming apprehensive as I just could not land the plane. I was a VFR-only pilot at the time and it was getting dark and the weather was getting worse, so I needed to land. Finally, I was able to set up the approach properly and make a successful landing. While it took five attempts to land safely, I finally made it. All of these events reflect what can happen during the landing phase of flying an airplane. Every flight had the possibility of ending like Flight #8303, but did not. Why? Training! As a pilot I have invested quite a bit of time practicing how to handle emergencies. I would fly with a safety pilot or flight instructor and he would create a safety issue where I would have to decide to either land or clean up the plane and go around. Early on as a pilot, I purchased a flight school grade analogue desktop flight simulator where I would practice missed approaches under IFR conditions. Therefore, if the real situation occurred, I was prepared for it. I did what I trained for, remained focused and flew the airplane. Training for the unusual instills confidence and improves proficiency. Some GA pilots are not that into continuous recurrent training, but those who do, have a better chance of safely handling emergencies or making every landing a benign one. EDITOR’S NOTE: Pilot, Viet Nam veteran and former university professor, Bob Worthington of Las Cruces, New Mexico, is the author of “Under Fire with ARVN Infantry” (https://mcfarlandbooks.com/product/Under-Fire-with-ARVN- Infantry/), and producer of the 2019 film “Combat Advisor in Vietnam” (www.borderlandsmedia.com). Facebook: Bob Worthington Writer (www.BobWorthingtonWriter.com). 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, attorney and others, and refer to the Federal Aviation Regulations, FAA Aeronautical Information Manual and instructional materials before attempting any procedures or following any advice discussed herein. s Commercial Aviation BS s Commercial Pilot AAS s Aviation Business AAS s Aircraft Dispatcher 952-851-0066 • www.academycollege.edu Financial Aid available to those who qualify i n p a r t n e r s h i p w i t h We’ll help you get there quickly and safely! q 18 AUGUST/SEPTEMBER 2020 MIDWEST FLYER MAGAZINE by Harold Green Usually this column is devoted to subjects related to piloting techniques with an emphasis on safety. However, in this column the emphasis is on piloting techniques which contribute to our ability to continue flying from our favorite airport. As an example, we'll look at the history of the airport from which I fly, Middleton Municipal Airport - Morey Field (C29, because I am very familiar with its features and history. However, the issues are not unique to C29. Some even apply to those operating from private airstrips out in the country. Every airport or airstrip has some history. In the case of C29, the airport was established in 1942 as a privately-owned airport. At the time it was a couple of miles from the Village of Middleton. It served as a training center for the Civilian Pilot Training Program (CPTP) during World War II. Flight training, charters, maintenance and aircraft sales were provided. The airport operated with minimum problems until the late 1990s. Noise complaints were minimal. As the cost of taxes, maintaining and improving the airport became greater, the Morey family sold the airport to the now City of Middleton. Before, and at the same time, housing developments grew near the airport, principally to the south and west. At this time the pattern for Runway 30 was modified to call for a climb straight out to pattern altitude, throttle back, then turn onto crosswind. The city had also built up east of the airport. When the airport was sold to the city, a new 4,000 ft. paved runway was built, and its heading was changed from 30 to 28, which made the departure path just barely north of a housing development. This housing development is mid upscale with most homes valued at between $400,000 to $700,000. The development begins about three-quarters of a mile west and slightly south of the departure end of Runway 28. Prior to the change, noise complaints were occasionally heard, but they became vastly more frequent and strident with the new runway. A noise complaint hotline was established to provide a convenient means for people to lodge complaints. People were concerned that jet noise would disturb them. Recently one resident complained that they were afraid the F-35s, which are slated to be based at nearby Dane County Regional Airport in Madison, Wis., would be operated out of the 4,000 ft. runway at C29. This was no more ridiculous than the person who was afraid that scheduled airlines would begin operations at C29. Of course, one of the more frequent concerns were that corporate jets could now operate from the airport, which they do, but the small corporate jets tend to be quieter than some of the high-performance piston aircraft that use the airport. That does not deter the folks who are concerned about jets. In an attempt to inform the public, numerous meetings were held with officials from the FAA, staff from C29, and members of the airport commission. It became apparent that logic had little to do with the concerns of our neighbors. The FAA was involved on more than one occasion and representatives of the concerned citizens contacted our United States Senator. The FAA cleared the airport and its operations. The Senator responded twice, first to assure constituents that the FAA would be consulted. The second time the Senator responded that the FAA had found everything to be within prescribed conditions and operations, but that if future concerns arose on other issues, to please contact his office. For the moment, the issue was closed as far as the federal government was concerned. That, however, was not a deterrent to those dedicated to winning their battle. This had apparently become a matter of ego for some. Consequently, several things happened which were relayed to me. First, following a night IMC approach to Runway 10 by a twin- engine aircraft, a resident felt it was too low and proceeded to drive to the airport, watched the pilot put the plane away, then followed the We devote ourselves to delivering the BEST SOLUTIONS possible to each individual client— whatever it takes. Bolton-Menk.com Harold Green Politely Quiet Airports piLot proFiciencY AUGUST/SEPTEMBER 2020 MIDWEST FLYER MAGAZINE 19 pilot home. Police were called and the resident was warned that his actions were illegal and prosecution would follow should there be another incident. Second and perhaps the most amusing was the lady who called in to complain about the green plane that had been flying around for a couple of hours and threatened to call the FAA if the airport did not stop it. She was nonplused when told we would provide the telephone number, so she could complain about the green King Air that the FAA was using to calibrate the instrument approaches at the airport. Of course, complaints were received from other areas as well, but the predominant area was as described above. Numerous public meetings were held and people were heard at the monthly meeting of the airport commission. Their protestations were received respectfully, but no further changes were forthcoming. In order to be good neighbors, the pattern at C29 was modified and training was changed to conduct touch and goes at outlying airports when practical to do so. The departure pattern for Runway 28 was modified to call for a turn to the north of about 20 degrees as soon as possible after takeoff. When remaining in the pattern, pilots should climb to pattern altitude before turning crosswind and then throttle back to reduce noise levels. Essentially this was the same pattern that was flown for the old Runway 30. It must be noted here that when applied to Runway 28, this is an inherently dangerous procedure. Meaning that if an aircraft departs closely behind another aircraft and does not observe the right turn on departure procedure, the first aircraft now on crosswind will pass directly across the later or second departing aircraft. This can be scary because not everyone is dedicated to the noise abatement procedure, either because of ignorance or they just plain don’t give a darn. The departure for Runway 10 was modified to call for an early turn to crosswind to avoid flying over residences. While occasionally noise complaints are received from this area, there are far fewer complaints than off Runway 28. This whole process has taken about two decades to reach this state. There are now preliminary considerations underway to extend Runway 10/28 by 1,000 feet. This has resulted in a flurry of concerns again. So here we go again with concerns about jet fighters and scheduled airline operations from a blacktop runway which would then be 5,000 feet long. Now, on the other side of this there are problems with pilots who either are not aware of the noise abatement procedures or who just don't care. These instances are rare, but when they occur, they just reinforce the emotional response of the complainers. There have been cases of people departing Runway 28, holding a low altitude to build up speed and then rotating to climb at full power with the noise we’re your home away from home. Minneapolis-St. Paul International | St. Paul Downtown | Flying Cloud | Anoka County-Blaine | Crystal | Lake Elmo | Airlake If the sky is home, Land or lease at one of our airports. Go to MetroAirports.org and click on General Aviation. 20 AUGUST/SEPTEMBER 2020 MIDWEST FLYER MAGAZINE blasting at the houses west of the airport. Other aircraft have turned over the airport when taking off on Runway 10 to fly over a group of houses just off the northeast corner of the airport. While the emphasis here has been on C29, a non-towered relatively busy airport, even those with private airstrips have problems, principally with pilots using their airstrips without permission causing noise issues. These private airstrips are usually in the country where life is generally quiet except for an occasional automobile and even less frequent farm equipment. Often and wisely, these owners have held discussions with their neighbors regarding the airstrip and the impact on them before they established the airport. Then when people use the airstrip to practice short-field or rough-field takeoffs and landings, the neighbors become irate because of the noise. This is frustrating for the airstrip owner, as well as the neighbor. It should be mentioned that some farm animals become extremely agitated when unusual noise or shadows that could be a hawk are encountered. That includes some fowl and mink in particular. Recognize that the attitude of the neighbors to both airport types is often not really based on logic, but rather on emotions and a lack of knowledge. Therefore, there is little to be gained by direct confrontation since that only reinforces emotions. The best approach is to be mindful of the concerns of neighbors and fly with courtesy and consideration. Confrontation only hardens positions and brings ego into the picture. Most people are genuinely concerned and will listen to an objective and professional explanation from pilots and operators. Therefore, polite listening, coupled with reaction that shows that their concerns are being respected, is the best approach. Further, it behooves all of us to be aware of noise abatement procedures wherever we fly and to follow them. Usually these will be listed in the NOTAMS and chart supplements (AFD for us old-timers) for each public airport. If there are any concerns, and multiple landing and take-off operations are anticipated, call ahead to find out what procedures may exist and follow them. If just traveling through, it is probably not important to check ahead for your quiet landing, the path of which is usually dictated by physics, but do check before the noisy departure, even if you are flying a light sport aircraft. And for heaven’s sake, check with the owner of a private airstrip before using it. (In this case, there are legal and insurance issues you may want to consider as well.) AOPA, EAA and the FAA all have advice and support for maintaining good neighbor relations and practices to help conserve airports. It is a good idea to become aware of these activities, and if you feel you can maintain your emotional equilibrium, become involved. In dealing with noise complaints, it is wise to remember that courtesy and consideration for others will go a long way toward keeping your airport active and out of the hands of the developers. EDITOR’S NOTE: Harold Green is an Instrument and Multi-Engine Instrument Instructor (CFII, MEII) at Morey Airplane Company in Middleton, Wisconsin (C29). A flight instructor since 1976, Green was named “Flight Instructor of the Year” by the Federal Aviation Administration in 2011 and is a recipient of the “Wright Brothers Master Pilot Award.” Questions, comments and suggestions for future topics are welcomed via email at harlgren@aol.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, 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. While the number of flights taking off and landing at the MAC’s six reliever airports has declined during the COVID-19 pandemic, essential flights – including those supporting important medical services – still occur daily at the airports. “Operators continue to offer charter services, including transporting healthcare workers and managers who are traveling related to the pandemic,” said Joe Harris, director of the MAC’s reliever airports. Due to the impacts of COVID-19, overall personal and leisure flying has declined. Still, the four reliever airports with control towers combined have experienced as many as 1,100 landings and take-offs per day during the COVID-19 outbreak. Medivac flights – which provide emergency transportation for a wide range of medical issues – continue at the airports, as do flights for Lifesource at Flying Cloud Airport in Eden Prairie. “General aviation airports provide essential services for the region and are key assets year-round, including during times of crisis,” Harris said. In addition to Flying Cloud, the MAC reliever airports include Airlake Airport in Lakeville, St. Paul Downtown Airport, Lake Elmo Airport, Anoka County-Blaine Airport and Crystal Airport. q q Twin Cities Reliever Airports Continue To Provide Essential Services Joe Harris AUGUST/SEPTEMBER 2020 MIDWEST FLYER MAGAZINE 21 by Pete Schoeninger Q: What do you hear about current airplane sale market conditions? A: Airplane salesmen I know tell me that for three weeks or so, the market just froze in place, but now (June 15, 2020) activity seems back to almost normal. Some folks have noted a bit less demand for used airplanes, but they have also noted less new listings. Put those facts together and you have a relatively unchanged market. Q: When you were an airplane salesman, were there some months that were better or worse than other months for sale activities? A: Yes! September, followed by May, were usually two good months. August and January were always the toughest. Q: In the June/July 2020 issue of Midwest Flyer Magazine, there was a discussion in your “Ask Pete” column, about a $75,000 Piper Comanche. Aren’t Comanches usually worth less than that? A: Yes, most are worth less. But when you look at 50 and 60-year-old airplanes, condition and equipment mean a great deal. It would be possible to put over $150,000 into a Comanche restoration as follows: new paint and interior, $25,000; rebuilt engine, $40,000; new three-bladed heated prop, $18,000; and new autopilot and all new glass panel avionics and instruments, $75,000. If you did all this, you would have an airplane worth much less than you just invested. Analyzing these numbers also helps to explain why old, non-flying retractable airplanes that need lots of work/ restoration, are continuing to decline in value. The cost of restoration is way beyond their restored value. Q: Should I update my avionics before selling my airplane? A: Usually not. The reason is, the cost of newly installed avionics is not returned in airplane value, and also you don’t know if a new prospective buyer is going to be flying hard IFR into the very busy East Coast area, or counting cows in the middle of Nebraska. You can make a negative into a positive by stating in your classified advertisement that your asking price reflects older avionics. Q: My friend and I each own Maule MX-7s. His is a 180 hp version, and mine is a 235 hp version. We have each flown each other’s planes, and we both feel that mine is much more difficult to maintain during rollout after landing. Could the fact that my engine is heavier than his have anything to do with my aircraft having nasty runway manners? A: Probably not. I highly suspect your tailwheel needs attention. Your 235 hp airplane should be as well-mannered as your friend’s 180 hp airplane. Tailwheel assemblies take lots of abuse and are often neglected by owners. They have bushings that wear out, springs that lose their tension, and other problems. Ask your mechanic to take a close look at your tailwheel. If no problems are found, it is possible your main gear is out of alignment. This can be caused by a hard landing, previous damage, or a ground loop. Q: Charles Lindbergh’s “Spirit of St Louis” had a tailskid, not a tailwheel. That seemed common on airplanes of that vintage (late 1920s). Is there ANY advantage that a tailskid has over a tailwheel? A: In an airplane with marginal, or no brakes, a tailskid can help stop the airplane with an application of full aft stick, putting as much weight on the tailskid as possible, to dig into the ground as a primitive brake. Remember that back in the Restore Or Update Or None of the Above? ASk pete Pete Schoeninger A Great Approach for St. Louis Business Close, Convenient, Connected Learn more at StLouisDowntownAirport.com • Aviation services provided by industry leaders – Jet Aviation & Gulfstream • Third busiest airport in Illinois – an impact of more than half a billion dollars a year to the St. Louis regional economy • 20 minutes from anywhere in the St. Louis metro region 22 AUGUST/SEPTEMBER 2020 MIDWEST FLYER MAGAZINE 1920s, most runways were grass fields, or at best cinder paths. Q: I have found a Piper J-3 Cub that has been in a barn (literally!) for 37 years. The owner has kept his registration current with the FAA, and a title search revealed that he owns it free and clear. But the fabric is falling off, there are numerous mouse nests in it, and the engine looks very rusty. My friend who is an A&P mechanic suggested I not purchase the airplane because the cost of restoration could be more than the airplane will ever be worth. Is he correct? A: Yes! After you remove the fabric, you should have the fuselage lightly sand blasted. You will probably find numerous rust holes in the airframe. At that point, you may decide that it is more economical and safer to buy a replacement fuselage. You’ll need new pulleys, new windshield and side glass, new floor panels, etc., etc. You will also need to rebuild the tailwheel. The wings may or may not be shot as well. If your engine is rusted, it too may not be worth rebuilding. It might be cheaper to buy a replacement engine. You didn’t mention if the prop is wood or metal. If it is wood, it may be shot as well. You can end up putting $75,000 and 1-2 years of work into this rebuild, and end up with a $50,000 airplane. Most folks are far better off just buying an airplane in good flying condition and enjoying it from day one. See the other question in this column about Piper Comanches. Q: I am learning to fly in my husband’s new (to us) Cessna 172 Skyhawk. For short-field takeoffs, the Pilot’s Operating Handbook (POH) recommends one notch of flaps. But my hubby says our 172 climbs better with flaps up. I am confused. Can you help? A: I’ll try. You are correct… Cessna does recommend one notch of flaps for a short-field takeoff in a 172. But your hubby is correct too… the RATE of climb is better in a 172 (and almost all other light planes) with flaps retracted. In high density altitude situations, it is possible for a light plane to lift off with flaps in ground effect, but then be unable to climb. With flaps retracted, there would be a longer takeoff run, but maybe a bit of climb available. Spend a little time reviewing your POH and pay attention to suggested airspeeds and techniques and you’ll do fine. And as always, consult with a flight instructor with experience in make and model. Q: A friend of mine is a retired Army pilot. He says that he was taught for short-field work in Cessna L-19 aircraft to approach at a speed just a couple of miles per hour over stall, and to use added power alone to break the descent into a reasonably good landing. They had to add power to flare and land because if they increased back stick input any more (increased angle of attack), the airplane would immediately stall. The POH for my Cessna 172 does not recommend this technique, nor does my instructor. Both indicate that a speed of 1.3, or at an absolute minimum, 1.2 times stall speed, is best for short-field approaches. What do you think? A: I would follow the POH and your instructor’s advice. The Army method will produce a slightly shorter landing, but at substantially more risk of a crunch. Unless you’re going into tiny jungle strips, stick with “the book.” And remember, regardless of how good you are at short-field landings, almost all airplanes need more room to take off than land, so a super short landing is usually not required. Q: My friend showed me a picture of an airplane and bet me a beer plus dinner that I could not identify it. I quickly identified it as a Cessna 140. My friend said I was wrong, that it was a Cessna 170. I’ll attach a photo to this email and wait for your response. A: Your friend is right. The very first 170s (1948) had a fabric-covered constant chord (not tapered) wing. They closely resembled a big Cessna 140. The 170A quickly followed, with an aluminum tapered wing. For another interesting fact, do an internet search for a Cessna 140A… which had a tapered wing! Q: What (if any) airplanes from major manufacturers were only built for one year? A: The Piper PA-16 Clipper was only manufactured in 1949. It was a short-wing 115 hp airplane with up to four (4) small seats. It was followed with the very similar 1950 Piper PA-20 Pacer with 125 hp. Horsepower was slowly raised from 125 to 135 to 150 to 160, and along the way, a nosewheel was added, becoming the popular PA-22 Tri Pacer. Another airplane manufactured for only one year was the 1973 Piper Challenger. It was basically a Cherokee 180 with more legroom, a slightly extended wing, and a bigger cabin door. In 1974 and 1975, it was renamed the Archer. In 1976, Piper added a tapered wing, and it became the popular PA- 28-181 Archer. A third aircraft manufactured for only one year was the 1968 150 hp Cessna Cardinal. Performance was a little weak, so in 1969, a 180 hp engine was added, and in 1970, a better airfoil and a constant speed prop were added to make it an even nicer airplane. Q: Here is a Piper history question for you? The Piper Vagabond was made in PA-15 and PA-17 versions. Was there a difference in the airframes? (I know various engines have been installed in them over time.) A: Yes, the PA-15 was the “Econobox” of the two. It had only controls on the left side, and no shock absorption for the landing gear. The tires took all the shock of landing. The PA-17 had dual controls and bungees for smoother landings. They were made in 1948 and 1949. Q: What is involved with an FAA “ramp check?” A: Sometimes the feds do “ramp checks” at random, rather than for cause, like a traffic stop. This usually involves an FAA inspector approaching you, identifying themselves, and asking for your pilot and airplane credentials. You are obligated to AUGUST/SEPTEMBER 2020 MIDWEST FLYER MAGAZINE 23 show them your pilot and airplane credentials – or to any law enforcement officer – on demand. Providing you can comply with their request, and nothing else seems out of order, the ramp check is usually over. If you think they are after you for a serious problem, show them your credentials, shut up, and consult an aviation attorney. (Several good ones write for and advertise in this publication.) EDITOR’S NOTE: Pete Schoeninger appraises airplanes for estates, divorces, and partnership buyouts. He is a 40- year general aviation veteran, starting out as a line technician as a teenager, advancing through the ranks to become the co-owner and manager of a fixed base operation, and manager of an airport in a major metropolitan community. For aircraft appraisals, contact Pete at PeterSchoeningerLLC@ gmail.com or call 262-533-3056 (peterschoeningerllc. wordpress.com). DISCLAIMER: The information contained in this column is the expressed opinion of the author only, and readers are advised to seek the advice of others, and refer to aircraft owner manuals, manufacturer recommendations, the Federal Aviation Regulations, FAA Aeronautical Information Manual and instructional materials for guidance on aeronautical matters. Share and Enjoy: FARGO, ND – The Fargo Air Museum has named Ryan J. Thayer executive director, replacing Jackie Williams who departed in January. Thayer is responsible for guiding the museum into the future by transforming it into a must-see tourist destination. “I am eager to work with other area destination attractions and community members,” said Thayer. “Fargo has grown a lot since I left the area, so I am excited to see how the museum can take advantage of new opportunities. I have slowly been meeting members of the board of directors, as well as long-term volunteers. We look forward to working together to make the Fargo Air Museum a premier event center and tourism destination.” Thayer has over 15 years of business ownership, sales and marketing, and managerial experience. His past experience comes from diverse roles at various financial, insurance and real estate firms, and from having built eight different businesses from the ground up. Thayer earned a Bachelor’s of Business Administration with an entrepreneurial focus at GET CLEARED FOR TAKEOFF (800) 210-8242 • AERO-INS.COM LEADING PROVIDER OF PERSONAL & BUSINESS INSURANCE from our aviation insurance experts ONE STOP FOR ALL YOUR AVIATION INSURANCE NEEDS q q Ryan Thayer Named Executive Director of Fargo Air Museum the University of North Dakota, where he ran multiple small businesses while in college. He currently holds a Private Pilot Certificate. The Fargo Air Museum was founded with the nonprofit mission of promoting aviation through education, preservation, and restoration. The museum is home to aircraft of all eras. James P. Sweeney is chairman of the museum (www. fargoairmuseum.org). Ryan J. Thayer 24 AUGUST/SEPTEMBER 2020 MIDWEST FLYER MAGAZINE by Mark Baker AOPA President and CEO The human body is incredibly resilient. With the ability to respond to a variety of changing environments, be they biological or cultural, our species is said to be the most adaptive. For centuries, humanity has been able to acclimate to various regions and changes over time. Adaptation is especially important today, as this year has proven to be quite tumultuous and uncertainty still lies ahead. Before anyone ever heard the term COVID-19, the aviation industry was thriving—so much so that we were in the midst of an unprecedented pilot shortage. Aircraft dominated the skies with some 8,000 to 20,000 flying at any given moment; an average of 2.7 million airline passengers passed through our nation’s airports every day. Glancing at FlightAware, I was never surprised by the enormous cluster of icons slowly moving about the map—it was normal, and it was routine, but it was also then. In the early months of the COVID-19 outbreak, and at its worst, the picture looked drastically different. Air traffic was down dramatically, aerospace industries were cutting staff, and even fuel sales were tanking compared to one year prior. If you turn on the television, chances are you’ll hear media personalities referring to our time now as the “new normal.” Like a lot of industries in 2020, aviation has been turned on its head. We’re waiting to see what happens next, but there may be reason for optimism. In fact, experts remain bullish on the state of the industry, and general aviation has fared much better than our commercial counterparts overall. GA operations at the top 77 airports continue to increase and are averaging less than 10 percent below the seasonal norm. I’ve been fortunate enough to stay safe, maintain social distancing, and still spend some time in the sky—although late July just won’t be the same. It’s a strange feeling to be social distancing at home instead of surrounded by hundreds of thousands of pilots and aviation enthusiasts at the annual EAA AirVenture gathering. But despite having to miss the world’s greatest aviation celebration this year, I am glad to see so many of us continuing to get airborne. In fact, many of you have taken advantage of some unique opportunities. Videos of single-engine pistons landing at Class B airports, news of more Skyhawks in the sky than Boeing 737s, and Alaska’s Anchorage International Airport briefly designated the world’s busiest airfield feel like some sort of parallel universe, albeit one tailored for a GA pilot. Sure, flying may look a bit different now as many of us are incorporating more sanitization into our preflight checks or opting to go solo. When shoulder to shoulder with students, CFIs might wear face masks, and others have bottles of disinfectant stashed in baggage compartments. Because of local ordinances, some of us still haven’t flown, and that’s why it’s important to keep up with skills and review safety materials online so we can continue to be proficient AOPA pilots. Whether you’ve logged 50 hours or five hours in the past few months, there’s no better time for our aviation community to band together and support each other. AOPA’s You Can Fly team has created “Don’t Get Rusty”—a series of webinars to help pilots get back in the air when restrictions ease or pilots feel comfortable taking off again. The AOPA Air Safety Institute drafted two guides to help pilots and operators return to safe operations. The Return-to-Flight Proficiency Plan (airsafetyinstitute.org/returntoflight) reminds pilots to expect a different level of performance after extended time on the ground. The guide has profiles for VFR and IFR pilots and is designed to give a step-by-step approach to sharpening skills. ASI also issued the COVID-19 Flight Operations Guide (aopa.org/covid19-flightops) tailored for flight schools, flying clubs, FBOs, and other operators detailing factors to consider when making the decision to reopen. If there’s one thing I’ve come to know during this time, it’s that resiliency will always be general aviation’s most powerful asset. We’ve faced challenges before, just like we will face them again. But day by day, I’m hearing much more positive news on the state of the industry and although I can’t say just what this new normal really is, or means, I am confident that we will rise to the top—as we always do. Headquarters From AOPA Headquarters 2016.indd 1 7/7/16 8:51 PM The more things change Amid challenges to aviation, resiliency is a constant Mark Baker www.aopa.org 800-872-2672 q AUGUST/SEPTEMBER 2020 MIDWEST FLYER MAGAZINE 25 by Kyle Lewis Regional Manager Government Affairs & Airport Advocacy / Great Lakes Aircraft Owners & Pilots Association www.aopa.org 2020 changed almost overnight. COVID-19 wreaked havoc on industries and economies throughout the world. As we all know, aviation was no different with some aspects of commercial aviation hit the hardest. From the onset of the stay-at-home orders, travel restrictions, and other business shutdowns, AOPA was still advocating on behalf of its members. It was a quick realization that even general aviation was being restricted on some levels, mostly on flight training operations. Myself, and the other regional managers, became involved in tracking the rapidly changing landscape of executive orders passed down by governors and health directors in nearly every state. (North and South Dakota were the most relaxed in my region with no direct travel restrictions or stay-at- home orders). These orders changed on a regular basis, and the intent of each order affected general aviation differently in each state. While recreational flying was never outright restricted, perhaps leaving your home to drive to the airport was not considered essential and made recreational flying off limits. Overall, the work is still ongoing even into these summer months, and we are constantly monitoring the crisis. The concern now is to determine what will be the impact to state budgets and the funding of aviation programs from sales tax revenues and general fund dollars. Many states have begun cutting budgets and the outlook is bleak over the next couple years. The airport in Isle, Minnesota – a small town that sits on the southern edge of Mille Lacs Lake (approximate population 750) – was struggling before the pandemic and the pandemic didn’t help. The airport is owned by the city, but operated by the Isle Airport Association (IAA). The airport features a 2,460 ft. turf runway. Essentially, the airport is “private use” and pilots must be a member of IAA or have permission to fly in. I found out “from various sources” that the airport was going to be closed due to an unsafe condition – trees growing in the approach path. The closure was slated to be sooner, rather than later, as the Minnesota Office of Aeronautics was on the verge of pulling the operating certificate for the airport, unless the city enforced its easement to clear the trees from private property adjacent to the airport. This was in early 2020 when I began working with the airport association, Minnesota Pilots Association (MNPA), and the Recreational Aviation Foundation (RAF) on a strategy to keep the airport open. IAA had been involved with the issue for several years, and there were tensions between property owners, the city, and IAA. It was decided that the best strategy, given the short timeframe before a city council vote on the easement, was to hold a town hall meeting. Obviously, we wanted pilots and users of the airport on hand, but more importantly, we wanted members of the community to be involved. Dave Retka, IAA President, started the legwork of inviting residents, business owners, city council members, and airport users to the meeting. I made plans to be there in person to speak on behalf of AOPA members, and to give a short presentation on the value of small community airports and how they are funded. IAA also completed a survey of how much and where its members were spending money in Isle Great Lakes Regional Report AOPA Great LakesHeading 2017.indd 1 Big Win For GA Despite COVID-19 LEADING EDGE AIR FOILS LLC The Central USA independent SERVICE CENTRE Check Out Our Webstore: www.leadingedgeairfoils.com n Large Inventory of Engines n A&P Technicians on Staff n Maintenance n Overhaul n Parts and Repairs onlinecatalog.leadingedgeairfoils.com 1216 North Road Lyons, WI 53148 1.800.532.3462 MFM57 26 AUGUST/SEPTEMBER 2020 MIDWEST FLYER MAGAZINE when they would fly in and visit the community. Those results were very helpful to the argument that the airport DOES contribute to the community financially. Over $50,000 was spent in 2019 on goods and services by pilots flying into Isle. It was hard to argue with real data! I made the trip to Isle in early March 2020, just before the coronavirus shut down the world! I spent a couple days in town and was impressed by the hospitality and beauty of Mille Lacs Lake. It helps when you can see the community from the air! The town hall meeting garnered attendance from nearly 75 people, some coming as far away as Rochester, Minnesota! MNPA, RAF, IAA and local citizens all spoke on behalf of the airport. I made it a point to say that AOPA, or any other aviation organization, cannot tell the city council what to do – that is the job of the residents. Remember, this airport has taken no federal or state grant dollars over the years, so there are no obligations for the airport to remain open. That is why this decision was purely what is best for the community. The town hall meeting was mostly positive. Some folks did ask if there were more valuable uses for the land, such as an RV park. In truth, if the land were used for any other useful purpose, there would be a much higher cost associated to the city, more so than the operating cost of the airport in its current form. Fast forward to June 2020, the vote had been delayed by the city council from April to June due to coronavirus restrictions. IAA was given time on the agenda to speak in favor of the airport and enforcing the easement. MNDOT was also on hand to answer questions on zoning and grant dollars. Given some difficulties with zoning requirements that would have created an eminent domain situation to remove residences near the airport, it was not likely that the city would pursue public-use status for the airport. The city council did vote to enforce the easement, with the understanding that IAA will cover the cost of removing the trees. This is a big win for the airport and its supporters. The airport will remain private-use and IAA will still lease the airport for the remainder of the current terms. IAA does have the funds to cover the tree removal, which is slated to occur in fall or winter of 2020. The airport is to remain open, and this is a reminder that it does take a community to keep an airport alive. Thanks to Isle, Minnesota for a good news story, and thanks to all of those who made it happen! I hope everyone is staying healthy and finding ways to enjoy aviation in these challenging times. It is a privilege to serve you! (kyle.lewis@aopa.org) Breakfast or Lunch Breakfast or Lunch With A Pilot’s View! With A Pilot’s View! 608-268-5010 608-268-5010 www.jetroomrestaurant.com www.jetroomrestaurant.com Located Inside Wisconsin Aviation FBO Located Inside Wisconsin Aviation FBO Madison, Wis. (KMSN) Madison, Wis. (KMSN) 6 a.m. - 2 p.m. Mon. thru Sat. 6 a.m. - 2 p.m. Mon. thru Sat. 8 a.m. - 2 p.m. Sunday 8 a.m. - 2 p.m. Sunday Megan Scovill, Pat O’Malley & Nic Tarczynski OMalley New Ad Aug2020.indd 1 OMalley New Ad Aug2020.indd 1 6/24/20 6:49 PM 6/24/20 6:49 PM Check out midwestflyer.com for previous articles that you might have missed or to revisit q q The FAA has a rule in the works to extend for a second time airman medical certificates that expired during the coronavirus pandemic and then had their expiration dates extended to June 30, 2020 under a special federal aviation regulation (SFAR) issued in April. FAA Deputy Administrator Daniel Elwell announced that development June 18 during an online General Aviation Safety Town Hall meeting on which AOPA President Mark Baker served as a panelist. Baker noted that action on the SFAR was GA pilots’ “number one issue” as the aviation sector adjusts to the unique challenges posed by the pandemic. Baker added that interest is also running high among pilots working to stay safe and proficient, with many using AOPA’s online educational materials to keep sharp during the crisis. Elwell said he expected to offer “a more firm response” about the FAA’s plans for an SFAR extension soon. He voiced the FAA’s concerns about how to eventually “unravel” the SFAR and its workarounds for regulations governing pilot proficiency, training, and medical certification. The panel, “Pandemic Impacts – Today and Into The Future,” was moderated by Elwell, and included Baker, Experimental Aircraft Association CEO Jack Pelton, Jet Aviation Vice President of Flight Services David Dalpiaz, and Air Methods CEO JaeLynn Williams. Operations at major airports were down 92 percent between March and June, lending credibility to flight-tracking data showing that Cessna 172s frequently outnumbered the number of Boeing 737s in the air (AOPA). FAA To Extend Pandemic SFAR Beyond June 30 AUGUST/SEPTEMBER 2020 MIDWEST FLYER MAGAZINE 27 The Isle, Minnesota airport IS NOT closing! On Tuesday, June 9, 2020, the Isle City Council voted to enforce the air-easement to clear the tall trees off the south end of the runway. The Minnesota Department of Transportation, Office of Aeronautics had given the city an ultimatum in December 2019: either enforce the easement and clear the trees or face airport closure! Although this is the short and sweet version, the flight arriving at this destination was a bumpy ride, and filled with much turbulence. The Isle Airport Association, formerly the Isle Flying Club, a Minnesota non-profit, 501c4 organization, has been working on improvements at the airport for more than 8 years. The goal established at that time was to regain “public-use” status. The Isle airport was initially licensed public when it opened in 1956, but became a “private-use” airport in the mid-1980s (more on that later). The Minnesota Office of Aeronautics visited the airport 8 years ago – at the airport association’s request – to look at the possibility of re-designating the airport public. Tall trees were the biggest issue, along both sides of the runway and off both ends. Over several years, a small group of volunteers got busy, and using funds from the association, removed the trees. They hired a local bulldozer operator to push back trees along both sides of the runway, and organized several work parties to cut the trees off the ends of the runway. The association completed everything required by the state, up to the property line to the south, but unless the trees to the south – on private property – were removed, the airport would not be eligible for a public- use license. The association’s efforts in negotiating with the property owners led nowhere. In fact, these efforts were very unpleasant and put the association in a bad position with both the city and property owners. About that time, one member of the association suggested they look at the courthouse to see if any air-easements existed. In doing so, the association discovered that when the airport was being established in the early 1950s, the city did in fact obtain an air-easement along the south border of the airport. At our AirportS Isle Airport Receives New Lease On Life 28 AUGUST/SEPTEMBER 2020 MIDWEST FLYER MAGAZINE It was a very straight forward document, prohibiting any object – natural or man-made – from extending into the airspace, creating a hazard to safe flight, and giving the city the authority to “enter the land and cut to the stump” any offending trees or other objects. The association thought their troubles were over, but they were not. Over the next 3 years, the association battled hard to convince the city to take action. While the easement gave the city the authority to remove the trees, it did not obligate it to do so. In 1954, several aviation-minded citizens from Isle applied for and received a grant from the State of Minnesota, allowing cities to obtain tax forfeited land to be used for constructing airports. The land that the Isle airport sits on today was acquired by a deed dated July 1, 1954, which forever transfers the land to the city, so long as it is used as a municipal airport, and “upon condition that if such use shall ever cease, the land reverts back to the State of Minnesota.” Additional grants were received to help fund the construction of the turf runway, which was completed and licensed for public use in 1956. The airport was initially operated by the city and received state funding, as all public-use airports do. According to research completed by the association at the Minnesota Office of Aeronautics during the past year, the city began receiving notice from the state in the mid-1970s that trees to the south were becoming a problem and that soon the state would be implementing a new 2500 ft. minimum runway length rule at all public airports. At that time, the runway was only 2300 feet in length. The communication about the trees and the new runway length rule wen