Pilots & Aircraft Owners Take Over Mooney International… Pledge Legacy Support, While Pursuing Advancements

Posted on September 25, 2020 by mwflyer

 

Published in Midwest Flyer – October/November 2020 issue

As reported by AOPA’s David Tulis in September, a group of U.S.-based general aviation aircraft owners and pilots have taken majority ownership of the financially challenged airplane manufacturer, Mooney International, pledging to support airplane owners, provide transparency, and make Mooney more competitive.

Mooney Acclaim aircraft owner, pilot, and CEO Jonny Pollack is part of an investor group with an 80-percent stake in the company that was previously owned by Chinese investors and mostly shuttered in early January with two partially completed aircraft still on the factory floor.

This move means the Kerrville, Texas, factory will soon be humming with activity to help keep the 7,000-aircraft fleet in the air.

In a letter posted to the aircraft maker’s website September 2, Pollack noted that “reports of Mooney’s death are greatly exaggerated. Mooney is, in fact, very much alive, up and running.” The letter indicated that changes at Mooney were “long overdue,” and include a “new culture” reflective of the brand’s loyal owners. Pollack’s letter pointed out that the transition includes new management “made up entirely of pilots and Mooney owners, giving the company a unique and valuable perspective going forward.”

Pollack became involved with the company after “some initial inquiries in 2019” when financial troubles resurfaced amid a trade war between the United States and China. Factory workers were initially caught off-guard when the company furloughed staff in November, called them back in December to hand-drive rivets and curve sheet metal, then gave them time off for the winter holidays. When they returned, they were abruptly told to go home, again.

“I’ve been running Mooney behind the scenes, literally since January,” Pollack told AOPA, “and we’ve been able to make parts and keep the brand alive!”

Posted in Aircraft, All Headlines, Headlines, October/November 2020 | Tagged , , , | Leave a comment

Each Best Speed For Your Airplane Serves A Purpose

Posted on September 25, 2020 by mwflyer

by Pete Schoeninger
Published in Midwest Flyer – October/November 2020 issue

Q. Could you explain “best loiter speed” and how I can find it for my airplane? Also, where would I find information on “best power-off glide speed?”

A. Best loiter speed is the speed of lowest fuel burn per hour, not per mile, in level flight, which usually occurs at a very low airspeed. This would be a handy bit of knowledge if you ever have to circle an airport while snow removal crews finish clearing a runway, or if someone landed gear up ahead of you and it will take some time to remove the damaged aircraft, or you are waiting for fog to burn off, etc. If you can’t find your best loiter speed in your airplane’s Pilot’s Operating Handbook, Airplane Flight Manual, or Owner’s Manual, the “best angle of climb speed,” which should be readily available, will be close to your best loiter speed. If you can’t find your “best power-off glide speed,” use your “best rate of climb speed.”

Q: I just bought a used 1975 Cessna 182 from an estate. It has been sitting a few years. The maintenance records are very sparse, and the mechanic who used to maintain it has passed on. I could not find any record of any Airworthiness Directive (A.D.) compliance. The shop I have hired to perform an annual inspection has warned me that it will take many hours of research to compile an A.D. summary from scratch. Will I have to do this at every annual inspection?

A: At every annual inspection, A.D. notes have to be checked and if any are found outstanding, they must be complied with. Many A.D. notes are applicable to after-market equipment, such as fuel caps, mufflers, alternators, etc. So, an A.D. note could be issued against the after-market manufacturer, but they will also be shown as possibly affecting models that could have the device installed.

Here is a method some mechanics use which adds clarity and saves a lot of time with future inspections, but takes some time to create initially: 1) Make a list of A.D. notes that do not apply to the airplane, because they are not installed. List the date inspected and note “not installed.” 2) Make a list of A.D. notes that DO apply to the airplane, but are one-time compliance items, such as change markings on oil temp gauge. Note the date, hours and who inspected the marking change. 3) Lastly, make a list of recurring A.D. notes, showing the A.D. number, date and hours of compliance, and how complied with, and by whom, and when the next inspection is required. An example is old Cessnas may need their seat tracks inspected every 100 hours of use, or at every annual inspection.

Q: I just read that airplanes with a high “aspect ratio” glide better than low aspect ratio wings. Can you explain and give an example?

A: Generally, that is a true statement. Aspect ratio is defined by wingspan divided by chord. For example, on a Piper Tri-Pacer, with short, fat wings, the aspect ratio would be about 30 ft/5 ft = aspect ratio of 6. But a sailplane with 50 ft wings and a 4 ft chord would have an aspect ratio of about 50 ft/4 ft = 12. Tri-Pacer owners will tell you that it is a fine airplane, but the glide path is pretty steep power off. Sailplanes (remember, high-aspect ratio) on the other hand may glide as far as 40 feet for every foot of altitude loss.

Q: I recently purchased a hangar on a private strip from an estate. Inside the hangar are two-gallon cans with what smells like gasoline. Can I dump them into my 1966 Cessna 172, which is approved for car gas, as well as aviation gas?

A: Don’t! If you are not sure of the origin, and purity, of your newfound gas, I would not consider using it in your airplane. Perhaps the field owner may want to use it in some field maintenance machine like a gas-powered tractor. But if it is 100LL, even burning it in anything but an airplane is a no-no. Anticipating your next question…do not even think about putting 100LL into your road vehicle. Not only is it illegal, but it will booger your catalytic converter, an expensive item. Note: Be sure to dispose of any old fuel at a waste disposal center, and not in the soil.

Q: Thinking ahead to winter with my new IFR rating in my pocket…experienced pilots warned me about the decrease in climb capability of even a bit of ice on my wings and prop. They tell me that in the winter, often there are clouds from 3,000 to 4,000 feet up to perhaps 7,000 to 8,000 feet. In the summer, it takes my 1985 Cessna 172 about 10 minutes when fully loaded to climb from 4,000 to 8,000 feet. Won’t it climb better in the winter given cooler temperatures?

A: Yes, your airplane will perform better in the winter, providing you have no ice onboard! An airplane trying to climb through stratus clouds to reach clear skies could run into non-forecast light rime ice. (Remember to turn on pitot heat before entering clouds.) As ice accumulates on your wings and prop, your climb rate might slow to zero before you get out of the clouds at perhaps 6,000 to 7,000 feet. If you get into that situation, get out of there as quick as safely possible, probably descending back to VFR below. A Cessna 172 is a fine airplane, but it is not certified for flight into known icing for many reasons, and it does not have excessive amounts of power to climb while ice accumulates. In these situations, a Cessna 182 or a twin are much better choices because of their better climb rate.

Q: I called my shop manager and asked for an hour of his time to discuss maintenance on a Piper Lance with my brother, who is considering buying one. We met at his shop at 9:00 a.m. and got lots of good information in an hour discussion. However, I was astonished that at the end of the month my statement for hangar rent, fuel, etc., included a one-hour charge for consulting at $90, his hourly shop rate. I was very upset at this because he did not do any maintenance on an airplane. Who is being unreasonable – my shop manager or me?

A: You got what you asked for (maintenance information on a Piper Lance). Pay the bill, period. An hour of a professional’s time at his facility is how he makes his living. He has massive overhead expenses that is paid using his expertise and knowledge. Someone has to pay for these things, and it is you, the customer. Would you ask your CPA for an hour of his time for free? Or a plumber, or a doctor? The answer is no!

Q: A friend emailed me a picture of a Cessna 180 sitting on a sandy narrow road in Alaska. Supposedly the straight stretch of the road was only 800 feet, with about 30 ft trees at each end. Would you attempt to operate out of that strip if lightly loaded?

A: My Cessna 180 experience is very limited, so  I asked a friend who has owned a Cessna 180 for many years and has massive flying experience (several years of crop dusting, and as a chief pilot for a Fortune 500 company flying Gulfstreams). Would he attempt to operate his airplane in this place I asked? He is not a man of many words, but when he speaks, I listen. His answer was “Nope!”

Q: A year ago I sold my normally aspirated 1978 Piper Arrow. That was a mistake! Now, I am looking for a similar one to buy. I have found one with nice avionics, a 35-hour engine (turbocharged) at what seems like a reasonable price. Recently (3 months ago), the aircraft had an annual inspection and its overhauled engine installed. I am tempted to skip the pre-purchase inspection because the engine is freshly overhauled, and the airframe recently had its annual inspection. What do you think?

A: Unlikely, but possible that many terrible things could happen to an airplane in 3 months/35 hours. Also given that the turbo-charged engine is more expensive to buy and operate, you should hire a knowledgeable party to look at the records of the overhaul. For instance, were accessories, such as the turbo charger, replaced or rebuilt, prop overhauled or not, etc.? A thousand bucks on a good prepurchase inspection would be mandatory in this situation and would be money well spent.

Q: I recently bought a farm in rural Minnesota. Part of the appeal is that the land is quite flat. I am looking at an alfalfa field, or pasture, as a possible landing surface for my Cherokee 180. Both fields are a half-mile long (about 2600 feet) and I will usually be flying solo. My question to you is, how long can I let the alfalfa or grass get before their length affects safety and performance?

A: Remember, all grass fields have more drag on your tires than pavement. As a former alfalfa farmer and cow pasture pilot, I can give you two reasons to use the pasture, not the alfalfa field if they are both similar in size and flatness. Alfalfa, clover and other broadleaf plants, can be pretty thick and sturdy, and cause you lots of drag, even at a relatively short height. Alfalfa has more cash value than pasture grass. Pasture grass will probably have less drag than alfalfa of the same height. But in either case, you should not try operating when the grass is as high as the middle of your wheel or higher to prevent it from wrapping around your axle and causing many problems. Cutting your runway frequently will cost you some lost income if you elect to use the alfalfa field, and less if you cut the pasture. Tailwheel airplanes with big tires can operate in taller grass, but your tires are relatively small. Keep the grass short and enjoy the joy of flying from your own farm!

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.

Posted in Ask Pete, Columns, Columns, Columns, October/November 2020 | Tagged , , , , , , , , , , , | Leave a comment

A Predator In Fargo

Posted on September 25, 2020 by mwflyer

Published in Midwest Flyer – October/November 2020 issue

FARGO, ND – At press time, the Fargo Air Museum was set to receive an MQ-1 Predator remotely piloted aircraft (RPA), which was originally a North Dakota Air National Guard aircraft, on loan from the National Museum of the U.S. Air Force. The 119th Wing, known as the “Happy Hooligans,” operated the MQ-1 Predator from 2007 to 2018, when it was replaced with the MQ-9 Reaper.

The MQ-1 Predator is operated by a crew, consisting of a pilot and a sensor operator, from a ground control station. The aircraft stands 7 feet tall, measures 27 feet in length and has a wingspan of 48 feet 7 inches. Although equipped with surveillance technology for the primary purpose of reconnaissance, the Predator can also be armed for light attack in warzones.

Posted in Aircraft, All Headlines, Headlines, Headlines, October/November 2020 | Tagged , , | Leave a comment

Autopilots On My Brain!

Posted on September 23, 2020 by mwflyer

by Michael J. “Mick” Kaufman
Published in Midwest Flyer – October/November 2020 issue

In recent weeks, I have been helping one of our Midwest Flyer Magazine readers in Brazil troubleshoot a chronic autopilot problem. I have seen many autopilot issues throughout the years, and some have never been solved totally. To claim that I am an autopilot expert is far from the truth, and when I have a tough question, I call my dear friend and colleague, Bill Hale of Ft. Collins, Colorado. Bill is an electrical engineer who designed computer chips for a living, and designed, built and got the autopilot on his Bonanza certified by the FAA. When I get a question about autopilots, I try to find out all I can by creating different scenarios, then try to diagnose the problem. If I cannot determine an easy solution, I call Bill. I can recall so many unique situations in my years of training that it would require a book to cover all of them.

I have been teaching flying for over 50 years, so I always feel that a history lesson is necessary to show how we have evolved to what we do today, and I feel it is necessary to do this with autopilots.

When I purchased my Bonanza 32 years ago, it had a Lear autopilot, which worked remarkably well considering it was state of the art in 1962 when the airplane was built. It could do everything that modern autopilots could do except no GPS functions, as GPS was not even a dream back in 1962. When I replaced this autopilot, I saved about 70 lbs as it was the size of a suitcase and used vacuum tubes.

When training pilots for their instrument rating prior to the invention of GPS navigators, autopilots needed to be designed to avoid errors in the navigation structure as much as possible. Going back to the Airman’s Information Manual (AIM), we learned and needed to know some of the shortcomings of the system, not only for the autopilot, but for the pilot flying as well.

The localizer and glideslope both produced false signals, and I would try to trick the instrument students into following one of those signals. Autopilots were designed as much as possible to avoid these false radio signals by having “timing circuits.” For example, the autopilot needed to see a localizer with needle alive for 20 seconds before the glideslope needle centered in order to capture and fly the glideslope. It was a rule back then, and I believe still practiced that ATC needed to confirm with the pilot if he/she would accept a turn inbound on an ILS approach if the turn would not allow the aircraft to be established on the localizer more than two miles from the final approach fix. This procedure would allow autopilot flown approaches to capture and track the glideslope due to the safety feature provided by the timer. Before the advent of GPS and our modern approaches, it was necessary for us to always verify our position by more than one source, such as a localizer and a VOR radial or a localizer and an NDB (LOM) or marker beacon. Sometimes we used DME to get an accurate position and verify that this was the correct localizer and not a false course. Today, when using the GPS to assist us in getting established on an ILS approach, it is very simple. We can be relatively certain we will not be fooled by false signals. Learn the characteristics of your autopilot and on that rare occasion that it does not do things as you expect, analyze why.

There are some bad features inherent in some avionics installations that could easily kill some unsuspecting pilot. Some of these installations require a specific combination of equipment, along with certain events during an approach.

One I remember from some 10-plus years back is an installation of a Garmin 430/530 in Bonanzas with altitude preselect and a King KFC 150 autopilot. This was a factory package option when the airplane was delivered as new and probably worked fine. When WAAS became available, most pilots decided to upgrade and sent the non-WAAS navigator in for the upgrade. When the navigator came back from the factory, every pilot wanted GPSS (GPS-Steering), so it was installed.

Now for the deadly scenario.

You are flying an ILS approach with either a DME arc or procedure turn course reversal. You are at your assigned altitude, one which would have you capture the ILS glideslope at the final approach fix. GPS steering is doing a fine job, you are at approach airspeed of about 120 kts and have a power setting of about 16 inches of manifold pressure. You are happy and study the approach chart for the last time prior to reaching the final approach fix. The autopilot begins its final turn inbound and the navigator is set to auto and goes to VLOC mode; the glideslope comes alive, and the needle, which was not previously visible, comes alive from the bottom of the course deviation indicator to display that the glidepath is now above you. As the glideslope transitions to above you, the autopilot sees this and uncouples the altitude hold and starts to climb to capture the glideslope. You are still in Instrument Meteorological Conditions (IMC) looking at the approach chart, as the airplane climbs and the airspeed decreases until the airplane stalls.

I know this is true because I tested this many times and brought this to the attention of the FAA and fellow instructors in our training program. I have seen about six different airplanes with this issue, and my instructor colleagues have also reported seeing this situation with this avionics combination.

As an instrument flight instructor very dedicated to pilot safety, I urge pilots to never fly in IMC after maintenance, software updates or equipment upgrades until you fully understand how everything is working together. Be ready to disconnect your autopilot, assess the situation, fly needle ball and airspeed, if necessary, and use the “E-word” (declare an emergency), if you need to.

Why does my autopilot usually capture the glideslope, but sometimes it doesn’t?

This is a very common question I hear.

The first test in troubleshooting is centered around that timing circuit that is still necessary in most autopilots. After that, we need to find out what always works and if possible, a scenario that never works.

We spent the better part of a day and $1,000 in fuel trying to troubleshoot a Garmin G-900X connected to a Tru-Trak autopilot in an Epic aircraft. The solution was somehow tied to the use of the “altitude preselect.” The choice for a successful glideslope was to either not use the altitude preselect or to disengage the autopilot after using it and then reengage the autopilot. We were never totally able to solve the problem, but we did find what worked every time.

A more recent example was in a Bonanza with an Avidyne IFD-540 and a King KFC 200 autopilot. In this situation, we found it necessary to disconnect the autopilot and turn it back on once the glideslope was alive on the indicator. On most WAAS navigators (except the Garmin GNS 480), the glideslope does not come alive on a GPS approach until the final approach fix is the next waypoint in sequence on the approach.

Many times, some of these autopilot problems can be traced to the pilot either not having a good understanding of his flight profile, or “just plane stupid,” when I was learning to use my newly installed equipment.

I was flying a practice localizer approach using GPS Steering on my #2 radio, which is the Garmin GNS 480 for GPS assist in getting established. Once inbound and 2 miles from the final approach fix, I switched the navigator to VLOC and the autopilot to approach mode with the localizer set to the proper frequency and properly identified. About 15 seconds after the switch, the airplane made a 90-degree turn, which I knew was not correct. I tried it again thinking I have a glitch and the same thing happened. What am I doing wrong? On the third try, I found the problem. My #1 Nav/Com is a King KX 175 and there is a toggle switch to tell the autopilot which radio Nav head to follow. I had the switch set to my #1 radio, and the radial dialed also on my #1 radio, by coincidence just prior to the final approach fix on the localizer. When this radial came alive, the autopilot in approach mode did what it was supposed to – capture the radial and fly it. I had always had this switch to select which indicator the autopilot was to fly, however in the process of using the Garmin GNS 480 which was new to the airplane, I forgot the switch still existed.

In conclusion, it can be said over and over again, know your airplane and equipment, and don’t takeoff in IMC after maintenance or equipment updates. I have even seen corrupt data base updates for navigators. Have a back-up plan, back up equipment, and know how to use it. FLY SAFE!

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.

Posted in Columns, Columns, Columns, Instrument Flight, October/November 2020 | Tagged , , , , , , , , , , , , , , | Leave a comment

Insights From An FAA Illegal Charter Investigation

Posted on September 23, 2020 by mwflyer

by Gregory J. Reigel
@October 2020. All rights reserved!
Published in Midwest Flyer – October/November 2020 issue

Recent FAA press releases have publicized the enforcement actions the agency is taking against those involved in illegal charter. However, what is not publicized is how the FAA is investigating these cases. A recent case in the U.S. District Court for the Southern District of Indiana provides an interesting glimpse into one such investigation.

The Case.

In Elwell v. Bade et al., the FAA received complaints regarding alleged illegal charter activity. In response, the FAA opened what has turned out to be a six-year investigation.

During its investigation, the FAA issued three sets of subpoenas over a three-year period. The last set asked for production of all documents related to agreements associated with use, ownership, and/or leasehold interest in certain aircraft under investigation for a specified period of time. The recipients of the subpoenas (the “Respondents”) objected and refused to produce any documents.

The FAA filed a petition with the U.S. District Court requesting enforcement of the subpoenas. The Respondents objected to the subpoena by filing a motion to quash the subpoenas. The Court refused to quash the FAA’s administrative subpoenas and ordered their enforcement.

The Court concluded that “(a) the matter under investigation is within the authority of the issuing agency, (b) the information sought is reasonably relevant to that inquiry, and (c) the requests are not too indefinite.” However, the Court’s analysis and rationale also provide insight into some of the things the FAA can do, and when it can do them, in an illegal charter investigation.

Here are some of the key takeaways:

The FAA Has Authority To Issue Subpoenas In Connection With An Investigation

Under 49 U.S.C. § 46101(a), the FAA may investigate violations as long as the agency has “reasonable grounds.”

Neither an enforcement action nor a lawsuit is necessary. When a court reviews an agency’s subpoena requests, the court must make sure the agency does not exceed its authority. And the threshold for the relevance of the documents/information requested by the administrative subpoenas is relatively low. The court must also confirm that the requests are not for an illegitimate purpose.

In illegal charter investigations such as the Bade case, the FAA typically asks for
·  aircraft flight logs
·  flight summaries
·  aircraft lease agreements
·  operating agreements
·  interchange agreements
·  pilot services agreements
·  pilot payrolls
·  operating invoices
·  receipts etc.

And, as in Bade, a court will likely hold that such requests are proper and do not exceed the FAA’s authority.

Stale Complaint Rules Do Not Bar Subpoenas During An Investigation

As you may know, stale complaint rules act to bar the FAA from acting in certain situations after a period of time. For example, in certificate actions heard before a National Transportation Safety Board Administrative Law Judge, 49 C.F.R. § 821.33 may prevent the FAA from acting if it does not initiate the case within six months of advising the respondent of the reasons for the proposed action. Similarly, in a civil penalty case, a case may be dismissed under 14 C.F.R Part 13.208(d) if the FAA does not initiate action within two years.

However, these stale complaint rules do not apply to ongoing investigations where no action has been initiated. According to the Bade court, the “FAA may conduct an investigation to assure itself that its regulations are being followed, regardless if it ultimately determines civil enforcement or formal charges are not warranted.”

Similarly, the FAA may investigate a target who is “engaged in a continuing violation of [FAA’s] safety regulations.” In Bade, the FAA argued it was not investigating stale claims. Rather, it believed the respondents were engaged in continuing violations where “the statute of limitations restarts every day.” And the Court agreed.

(Interestingly, the Court did not address whether this analysis, and its decision, would have changed if the aircraft involved had been sold and/or the flight operations had ceased. As a result, it is unclear whether the investigation would have been moot if applicable stale complaint rules prohibited enforcement action.)

The FAA Does Not Have To Tell The Target Of An Investigation About Subpoenas

Under 49 U.S.C. § 46104(c), an agency must only give notice to “the opposing party or the attorney of record of that party.” However, an investigation has no “record.” As a result, since the target of the investigation is not the one being deposed nor is counsel to those targets being deposed, the target does not have a statutory right to receive notice of third-party depositions.

The Bade court also noted that “’failing to receive notice of one or more depositions does not prove that the FAA’s investigation is a sham,’ and has ‘nothing to do with the enforceability of the Subpoenas or the motive of the FAA in conducting this investigation.’”

So, potential respondents do not get to participate at third-party depositions or receive copies of documents produced in response to subpoenas. This certainly makes defending against an illegal charter investigation a more difficult task.

The FAA’s Order 2150.3C Is Only “Guidance”

In Bade the Respondents argued that the FAA had not followed its own policies when conducting the investigation. Specifically, they argued the FAA failed to follow FAA Order 2150.3 – FAA’s Compliance and Enforcement Program. However, the Court rejected the argument. It observed that Order 2150.3 is not regulatory. Rather, Order 2150.3 merely provides guidelines to FAA personnel for performing their duties. Thus, the Court concluded that the FAA’s failure to strictly adhere to Order 2150.3’s “guidance” did not negate its authority to investigate. Nor did it mean the FAA was pursuing the investigation for an improper purpose.

Conclusion

Illegal charter is a high priority for the FAA at the moment and will be for the foreseeable future. As a result, the agency will continue to investigate complaints of illegal charter. It is important to understand how the FAA conducts these investigations and the extent of its authority.

And it is imperative for an aircraft owner or operator who is the target of an illegal charter investigation to know its rights. If you believe you are the target of an illegal charter investigation, contact us now so we can help you navigate the investigation and protect your rights.

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 (www.shackelford.law).

Posted in Aviation Law, Columns, Columns, Columns, October/November 2020 | Tagged , , , , , , , , | Leave a comment

Hungry For A Flying Destination?

Posted on September 23, 2020 by mwflyer

by Dave Weiman
Published in Midwest Flyer – October/November 2020 issue

I am sitting at my computer having just sent an email to would-be participants of our 2020 “Canada Fishing Fly-Out” to Miminiska Lodge, Ontario. Miminiska is one of very few fishing lodges with its own airstrip (CPS5), located 196 nm north of Thunder Bay, Ontario (CYQT), which makes it ideal for most of our participants who fly with “wheels!”

This great group of guys and gals in our group have looked forward to this year’s trip ever since they made their reservations back in 2019. Yes, for the first time in more than 20 years, our 2020 “group trip” was booked before December 1, 2019 – testament to the trip’s popularity, and a group of pilots who enjoy the trip year after year.

Unfortunately, the Canada government decided to keep the United States/Canada border closed for the 2020 season due to the COVID-19 pandemic here in the U.S. They had hoped to reopen the border at some point during the season, but eventually decided against it. While disappointing for our group, it has been a financial disaster for the hundreds of fishing lodges in Canada, as 99 percent of their business comes from the United States.

Under normal circumstances, tourism in northern Ontario generates $500 million in tax revenue each year and contributes $450 million to Ontario’s gross domestic product (GDP). In addition, 90% of the economic benefits of their tourism stays within their region. Still, the tourism industry has received no financial help from its government, and the fixed costs for these lodges has not gone away! For instance, lodges have hundreds of millions of dollars invested in aircraft, and millions more invested in boats and motors, not to mention their employees who are now without a paycheck.

Fortunately for our friends at Wilderness North, owners of Miminiska Lodge, they have some other sources of income, including flying fuel, people and supplies to native villages throughout northern Ontario, and government contracts elsewhere in the world. But they too have had to cut back and mothball some of their aircraft to stay afloat and limit their overhead.

Everyone in our group took the cancellation in stride, knowing that we have to take this pandemic seriously, and that the delay will only make our 2021 trip that much more rewarding.

While our “group trip” is rebooked and completely full for 2021, Wilderness North is now accepting bookings on a plane-by-plane basis to fill any vacancies throughout the season. Contact Wilderness North at 888-465-3474 (wildernessnorth.com) for availability, and once booked, send me an email at dave@midwestflyer.com for a free copy of my personal “Canada Trip Planning Checklist to Miminiska Lodge.”

One member of our group asked: “So, Dave, is there a “Plan B?” That got me thinking of some great flying destinations here in the U.S., for fishing and other attractions.

A place Peggy and I have visited near Branson, Missouri is “Gaston’s Lodge” in Lakeview, Arkansas. There, you fish for Trout on the White River, although we are told there is a great Walleye lake nearby as well.

Gaston’s has a nice grass airstrip (3M0), Rwy 06/24, 3200 X 55 ft. that lies in a valley between some hills.

The lodge is a fourth-generation business, now operated by Clint Gaston, the great grandson of founder, Al Gaston.

Unlike Miminiska Lodge in which guide service is optional, guide service is highly recommended at Gaston’s because of the current in the river, and fishing hotspots are best known by the experts.

For reservations and additional information, call 870-431-5202 (www.gastons.com).

If you are destined for a Northwoods fishing experience south of the border, fly to International Falls, Minnesota (KINL) and stay at a lodge on Lake of the Woods. Just remember to stay on the U.S. side of the lake while the border is closed.

Another option is to fly to someplace like Mackinac Island (KMCD), or any of the other islands in the Great Lakes with airports, which were featured in a recent “Destinations” article by Yasmina Platt in Midwest Flyer Magazine, and charter a boat (midwestflyer.com/?p=13394).

Of course, you can always fly to your favorite airport restaurant, such as “Pat O’Malley’s Jet Room” restaurant, located in the Wisconsin Aviation terminal on the east ramp of Dane County Regional Airport (KMSN) in Madison, Wisconsin. Pat O’Malley’s Jet Room restaurant is open for limited seating; carry-outs are also available. For additional information, call 608-268-5010 (jetroomrestaurant.com). Pat O’Malley’s Jet Room restaurant is open from 7:00 a.m. to 2:00 p.m., Monday thru Saturday, and 7:30 a.m. to 2:00 p.m., Sunday. For a complete list of all airport restaurants in Wisconsin, go to the “Archives” page at MidwestFlyer.com and see the map published by the Wisconsin Bureau of Aeronautics on pages 55 and 56.

If you have a list of airport restaurants in your state, please email it to me at dave@midwestflyer.com and I will share it with our readers.

Midwest Flyer Magazine Online & In Print

When Peggy and I started the magazine in 1978, it consisted of 12 black and white pages and distribution was limited to one state. Today, Midwest Flyer Magazine has increased in size (now 64 pages), quality (now color) and distribution (now reaching 12 states and beyond). With this growth has come increased costs, especially in printing and postage. While we have tried to offset these costs by growing our advertising base, we were faced with the decision to either increase rates significantly for 2021 or think outside the box. We chose the latter and thanks to the Internet, we have that option.

If you haven’t visited MidwestFlyer.com lately, I encourage you to do so. Each issue of the magazine is posted online and “archived,” so you can go back as far as 2006 and find articles previously published. Read the articles online, or print them yourself, and read them on paper!

Midwest Flyer Magazine and MidwestFlyer.com feature as many as 25 contributing editors and photographers in any one issue; weekly, and sometimes daily, news when it is news, and provide “free online subscriptions!”

Effective with the December 2020/January 2021 issue, we will publish five (5) issues online, and one (1) issue (April/May 2021) online and in print, and expand our print distribution for that issue.

Subscribe To Midwest Flyer Magazine

If you haven’t yet subscribed for a “free online subscription” to Midwest Flyer Magazine, I encourage you to do so without delay to avoid missing the next issue. Simply go to MidwestFlyer.com and click the “Subscribe Now” banner ad and signup!

Thank you for subscribing to Midwest Flyer Magazine, and to our loyal group of contributing editors, photographers and advertisers! We are looking forward to taking this journey with you in the New Year!

Posted in Columns, Columns, Columns, Dialogue, October/November 2020 | Tagged , , , , , , | Leave a comment

HISTORIC AIRCRAFT TO FILL THE SKIES OVER WASHINGTON D.C. COMMEMORATING 75TH ANNIVERSARY OF THE END OF WORLD WAR II

Posted on September 9, 2020 by mwflyer

 

Sept. 9, 2020 (DALLAS) – On Sept. 25, 2020, approximately 70 vintage aircraft will take to the skies over Washington, D.C. to commemorate the 75th anniversary of the end of World War II. The Arsenal of Democracy (AOD) Flyover will feature historically sequenced formations representing the war’s major battles – from the Battle of Britain through the final air assault on Japan.

More than 20 different types of vintage military aircraft are scheduled to fly in formations beginning over the Lincoln Memorial in Washington, D.C. The airshow is scheduled to begin at 11:30 EST with planes flying in two-minute intervals over the skies of the nation’s capital. The commemoration is expected to last approximately 70 minutes and will be live-streamed on the AOD’s Facebookpage.

As a principle organizer of this historic event, the Commemorative Air Force (CAF) – the world’s largest flying museum – will send 18 warbirds from 13 units across seven states to participate in the World War II Victory Commemoration Flyover. The CAF aircraft include a range of bombers, fighters and vital transport and support aircraft, all of which played crucial roles in World War II.

Participating CAF aircraft include some of the war’s most iconic warbirds, such as the:

  • B-29 Superfortress FIFI: One of only two B-29 Heavy Bombers still flying.
  • C-47 That’s All, Brother: Led the formation of 800 aircraft from which 13,000 U.S. paratroopers jumped during the D-Day invasion of Normandy.
  • P-51 Mustang Tuskegee Airmen: Long range fighter-bomber made famous by the inspirational stories of the African-American pilots who flew them.
  • B-17 Flying Fortress Sentimental Journey: Flew bombing missions over Europe throughout the war. One of only five B-17s around the world still actively flying.
  • T-6 TexanNella: Flown by the Women Airforce Service Pilots (WASP) – America’s first female military aviators and the “spiritual grandmothers” to today’s female pilots.

“The CAF is dedicated to educating, inspiring and honoring through flight and living history experiences,” said Hank Coates, president, Commemorative Air Force. “We’re proud to serve as a principle organizer of the Arsenal of Democracy Flyover to help ensure we recognize and remember the enormous sacrifices of our nation’s heroes.”

Founded in 1957, the Commemorative Air Force has amassed 175 World War II aircraft – the largest collection of vintage military warbirds in the world. Through the work of more than 11,000 volunteers across 83 units, the CAF’s educational outreach programs reach an estimated 20 million Americans each year, providing unique, compelling hands-on access to history.

For more information about the Commemorative Air Force, please visit www.commemorativeairforce.org.

##

For more information about CAF aircraft expected to participate in the Arsenal of Democracy Flyover and the flyover route please reference the attached table and route map.

 

Posted in Aircraft, News | 7 Comments

Aviation Businesses

Posted on September 8, 2020 by mwflyer
360 Aviation, LLC
Multi-Engine & CFI Flight Training
Academy College
Commercial Pilot & Aviation Degrees
Accelerated Aviation Instruction
Flight Training – The Fast & Efficient Way
Aero Insurance
Aviation & Business Insurance Experts
Aero Fabricators, Inc.
Aircraft Parts & Services
Aircraft Owners & Pilots Association
(AOPA)
Representing Aircraft Owners & Pilots
Beaver Aviation, Inc.
Aircraft Maintenance & Restoration
Becher Hoppe
Airport Planning & Engineering
Bob Worthington – One Pilot’s Story
Viet Nam Combat Book & Movie
Bolton & Menk
Airport Planners & Engineers
Brackett Towbars
For Cessna 150 thru Gulfstream V
& Helicopter
Cooper Engineering
Airport Planning & Design
Des Moines Flying Service
Exclusive Authorized Piper Sales
& Service
Eagle Fuel Cells
Aircraft Fuel Cell Sales & Service
Gregory J. Reigel, Aviation Attorney
Shackelford, Bowen, McKinley & Norton, LLP
Golden Age Aeroworks
LoCamp Aircraft Kits & Sales
Horizon Aircraft Engine Services, Inc.
Specializing In Engine Overhauls
& Repairs
Leading Edge Air Foils LLC
Rotax Engine Parts, Sales & Service
Maxwell Aircraft Service
Propeller Sales & Service
Mead & Hunt
Airport Planning, Engineering & Design
Metropolitan Airports Commission
Operating Minneapolis/St. Paul Airports
Miminiska Lodge, Ontario
A Fishing Paradise With A Runway
Minnesota Aviation Trades Association
Representing The Interests
of Aviation Businesses
Minnesota DOT Office of Aeronautics
Aviation Safety, Airport Development
& Air Transportation
Minnesota Petroleum Service
Fuel System Equipment Sales & Service
Morey Airplane Company
Aircraft Maintenance & Flight Training
NewView Technologies, Inc.
Avionics Sales & Service
Omnni Associates –
A Westwood Company
Airport Engineering Services
Pat O’Malley’s Jet Room Restaurant
Dane County Regional Airport (KMSN)
Madison, Wisconsin
St. Louis Downtown Airport (KCPS)
Cahokia, Illinois
Schweiss Doors
Hydraulic & Bifold Hangar Doors
Short Elliott Hendrickson, Inc. (SEH)
Engineers – Architects –
Planners – Scientists
Skycom Avionics, Inc.
Avionics Sales & Service
The Green Earth Deicer Company, Inc.
Runway & Non-Airside De-Icing Products
Thunderbird Aviation
Aircraft Rental, Maintenance
& Flight Training
Wiley Properties
Hangar Spaces At Minneapolis-
Crystal Airport
Wisconsin Aviation, Inc.
Aircraft Sales, Rental, Maintenance
& Flight Training
Wisconsin DOT Bureau of Aeronautics
Aviation Safety, Airport Development
& Air Transportation
Posted in Uncategorized | Leave a comment

EAA WRIGHT BROTHERS MEMORIAL BANQUET MOVES TO VIRTUAL FORMAT FOR 2020

Posted on September 4, 2020 by mwflyer

Apollo 13 commander James Lovell is special guest for December 10 event

EAA AVIATION CENTER, OSHKOSH, Wisconsin — (September 4, 2020) — The Experimental Aircraft Association’s annual Wright Brothers Memorial Banquet, which has brought some of the world’s top aviation personalities to Oshkosh for nearly 20 years, is moving to a virtual online format for this year’s event on Thursday, December 10.

Apollo 13 commander James Lovell will be the special guest for the evening, which honors the 117th anniversary of the Wright brothers’ first successful powered flight at Kitty Hawk, North Carolina, on December 17, 1903. Capt. Lovell will be interviewed by Charlie Precourt, a former NASA space shuttle commander, in a program that begins at 7 p.m. Central Time on December 10.

“As much as we would love having Capt. Lovell and EAA members all together at the EAA Aviation Museum as we’ve had for past Wright brothers banquets, limits on large gatherings because of the COVID-19 pandemic have just made that impossible this year,” said Jack J. Pelton, EAA’s CEO and chairman of the board. “We are grateful, however, that Capt. Lovell has agreed to join us for an online streaming interview session where he’ll talk about his aviation and spaceflight experiences.”

This December 10 special event is free for all EAA members by using their membership access to EAA’s website at EAA.org/WrightBrothers. Nonmembers may attend the event by first purchasing a one-year EAA membership for $40 at EAA.org/Join, and then creating a member web account at EAA.org.

Capt. Lovell, a longtime EAA member and supporter of the organization’s programs, grew up in Milwaukee, Wisconsin. He attended the U.S. Naval Academy and after graduation flew McDonnell F2H Banshee fighters off of the USS Shangri-La before attending test pilot school at NAS Patuxent River. In 1962 he applied for and was accepted into the second group of U.S. astronauts. The Mercury astronauts were known as the “Original Seven,” while Lovell and his peers became the “New Nine.”

Lovell’s first space mission was Gemini 7 with fellow EAA member Frank Borman, followed by Gemini 12, in which he and Buzz Aldrin worked on extravehicular activities (EVA) and docking. In December 1968, Lovell was command module pilot alongside Borman and Bill Anders on Apollo 8, which was the first manned mission to orbit the moon.

Lovell planned to return to the moon in April 1970, as the commander of Apollo 13 with crewmates Fred Haise and Jack Swigert. Three days into the mission, an explosion severely damaged the spacecraft. Working hand-in-hand with mission control, Apollo 13 improvised a brilliant and safe return to Earth.

About EAA

The Experimental Aircraft Association (EAA) is based in Oshkosh, Wisconsin, and embodies The Spirit of Aviation through the world’s most engaged community of aviation enthusiasts. EAA’s 240,000 members and 900 local chapters enjoy the fun and camaraderie of sharing their passion for flying, building and restoring recreational aircraft. For more information on EAA and its programs, call 800-JOIN-EAA (800-564-6322) or go to www.eaa.org. For continual news updates, connect with www.twitter.com/EAA.

Posted in EAA & AirVenture, Events, News | Tagged , , | Leave a comment

EAA HOMEBUILDERS-FOCUSED WEBINAR SERIES BEGINS AUGUST 4

Posted on July 27, 2020 by mwflyer

EAA AVIATION CENTER, OSHKOSH, Wisconsin — (July 27, 2020) — A series of Experimental Aircraft Association webinars specifically focused on amateur-built aircraft will become a monthly part of EAA’s popular webinar schedule beginning on August 4.

The additional webinars will feature experts from kit manufacturers and areas of homebuilder support. They return as a regular monthly feature following the success of a limited-run series of homebuilders webinars earlier this year.

“We discovered that people involved in aircraft building really enjoy engaging with others in that community and with representatives from the kit companies, even though current circumstances may prevent in-person events and contact,” said Charlie Becker, EAA’s director of chapters, communities, and homebuilt community manager. “Every month, we’ll provide that gathering place for homebuilders and bring them the knowledge and information they need to succeed.”

The homebuilt aircraft webinars will be presented at 7 p.m. Central Time on the first Tuesday of the month. They are free of charge, but preregistration is encouraged at EAA.org/webinars. The initial schedule for the remainder of 2020 includes:

  • August 4: Which RV Is Right for Me?; Greg Hughes, Van’s Aircraft
  • September 1: Zenith STOL Airplanes; Sebastien Heintz, Zenith Aircraft
  • October 6: A $500 HUD (Head-Up Display); John Muzzoli
  • November 3: Van’s RV-14; Greg Hughes, Van’s Aircraft
  • December 1: RANS S-21 Outbound, All-Metal, All-Purpose; Randy Schlitter, RANS Aircraft

The free webinar series, supported by Aircraft Spruce & Specialty, began in 2010 with a limited schedule of offerings. It now features more than 600 archived webinars on a wide variety of aviation topics. The complete schedule of EAA’s upcoming webinars, which is regularly updated, is available at EAA.org/webinars. All archived webinars are available to EAA members, with selected webinar archives open for all website visitors.

About EAA

The Experimental Aircraft Association (EAA) is based in Oshkosh, Wisconsin, and embodies The Spirit of Aviation through the world’s most engaged community of aviation enthusiasts. EAA’s 240,000 members and 900 local chapters enjoy the fun and camaraderie of sharing their passion for flying, building, and restoring recreational aircraft. For more information on EAA and its programs, call 800-JOIN-EAA (800-564-6322) or go to www.eaa.org. For continual news updates, connect with www.twitter.com/EAA.

Published on Midwest Flyer website – July 27, 2020

Posted in EAA & AirVenture, News | Tagged , , , | Leave a comment