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MIDWEST FLYEROCTOBER/NOVEMBER 2012 MAGAZINEServing The Midwest Aviation Community Since 1978Editor/PublishErDave WeimanProduction dirEctorPeggy WeimanProduction AssistAntsJenifer Weiman & Stacy WilkPhoto JournAlistsDon Winkler, Geoff Sobering & Max Haynescontributing Editors & PhotogrAPhErsRandy ArnesonAlan BarborDr. John BeasleyJim BildilliBryan BuddsCraig FullerHarold GreenJim HansonPaul HolteMichael KaufmanJim LaMalfaEd LeineweberDavid MannDr. Patrick MattsonADVERTISINGPHONE: (608) 835-7063FAX: (608) 835-7063E-MAIL: dave@midwestflyer.comWEBSITE: www.midwestflyer.comISSUE CLOSING DATESDEADLINEISSUENovember 1 December - JanuaryJanuary 1February - MarchMarch 1April - MayMay 1June - JulyJuly 1August - SeptemberSeptember 1 October - NovemberCOPYRIGHTSMIDWEST FLYER MAGAZINE is published bimonthly by FlyerPublications, Inc. Copyright 2012 by Flyer Publications, Inc.All rights reserved. Nothing in whole or in part may bereproduced without the written permission of the publisher.DISTRIBUTIONReadership consists principally of aircraft owners, fixed baseoperators, and airport managers in Wisconsin, Minnesota,North Dakota, South Dakota, Illinois, Iowa, Michigan, Indiana,Missouri, Kansas, Nebraska, and Ohio.SUBSCRIPTIONS$19 per year,or $29 for two years.Dan McDowellLt. Col. Nick ModdersRichard MoreyLarry E. NazimekMike NightengaleYasmina PlattMatthew OlafsenGreg ReigelChristopher RoyPete SchoeningerGeoff SoberingJeffery TaylorDanielle TeigenKaren WorkmanMAIL ALL ORDERS& CORRESPONDENCE TO:MIDWEST FLYER MAGAZINEP.O. BOX 199OREGON, WI 53575-0199 USAEXPRESS SHIPMENTS TO:MIDWEST FLYER MAGAZINE6031 LAWRY COURTOREGON, WI 53575-2617 USA6 OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINEAcademy College............................................11Accelerated Flight & Instrument Training LLC.38Aero Fabricators, Inc.......................................21Aero Insurance, Inc................................ 39 & 50Aero Legal Services........................................37Aeronautical Adventures, LLC........................60Aircraft Owners & Pilots Association (AOPA)..23Aircraft Propeller Service, Inc.........................33AircraftInsurance.com.....................................60airpac.com......................................................32Approach Fast Stack.......................................27Avfuel Corporation................................. 28 & 61Basler Turbo Conversions, LLC......................50Beaver Aviation, Inc............................... 20 & 50Bell, Moore & Richter, S.C..............................51Best Oil Company...........................................22Bolduc Aviation Specialized Serv........... 9 & 50Bolton & Menk, Inc..........................................17Brackett Aircraft Co., Inc........................ 45 & 50Cessna Aircraft Co........................... 26, 50 & 61Chicago Piper................................................. 2Cirrus Aircraft..................................................61DAHER-SOCATA (TBM 850).........................61Dawley Aviation Corp.....................................50Des Moines Flying Service, Inc...................... 2Eagle Air.........................................................47Eagle Fuel Cells..............................................40Eagle River Union Airport........................ 7 & 40Eastern Aviation Fuels (Shell Aviation)........... 3Express Airport Service (EAS)........................ 5Field of Dreams...............................................47Fond du Lac Skyport.......................................50Garmin............................................. 27, 61 & 64Glencoe, Minn. Municipal Airport....................60Gran-Aire, Inc................................... 26, 50 & 60Harbor View Pub & Eatery..............................10Hi-Fold Door Corporation................................60Johnson Aviation Insurance................... 43 & 50Lakeshore Aviation.........................................28Leineweber, Edward E. (Attorney)..................51Maxwell Aircraft Service.................................42Metropolitan Airports Commission..................13Mid-Continent Aircraft Corp. (Cessna C-Star)...60Mid-Continent Insurance.................................60Index To AdvertisersMidwest Aircraft Appraisal..............................60Midwest Flyer Magazine......................... 50 & 62Miminiska Lodge.............................................63Minnesota DOT Office of Aeronautics............52Minnesota Petroleum Services.......................34Morey Airplane Company...............................38NationAir Aviation Insurance..........................50National Air Transportation Ass’n...................50NewView Technologies, Inc............................50OMNNI Associates..........................................60Orr, Minn. Regional Airport (Hangar Sites).......60Outagamie County Regional Airport .............. 5Park Rapids Avionics......................................27Pat O’Malley’s "Jet Room" Restaurant...........58Phillips 66................................... 22, 25, 26 & 36Piper Aircraft, Inc..................................... 2 & 61Platinum Flight Center ................................... 5Price County Airport........................................10Racine Commercial Airport.............................50Rapco Fleet Support, Inc................................50Recreational Aviation Foundation...................59Reigel Law Firm, Ltd.......................................37Schweiss Doors..............................................41Shell Aviation.................................................. 3Short Elliott Hendrickson Inc...........................29Skycom Avionics, Inc......................................64S. St. Paul Municipal Airport (Fleming Field).....25Southern Wisconsin Regional Airport.............60Tailwind Flight Center..................................... 5Tanis Aircraft Products, Inc.............................18Thunderbird Aviation.............................. 11 & 64Tri-County Regional Airport (Lone Rock, Wis.)..36Trimcraft Aviation............................................50Ulteig...............................................................30Vaisala............................................................15West Bend Air, Inc..........................................50Wicks Aircraft Supply......................................31Wings Financial...............................................19Winona State University.................................32Wipaire, Inc.....................................................35Wisconsin Aviation, Inc.......................... 50 & 61Wisconsin Aviation Trades Ass’n....................50Wisconsin DOT Bureau of Aeronautics..........54If Your Business Is Not Listed AboveCall 608-835-7063.This also means your businessdoes not have a link fromwww.midwestflyer.comDISCLAIMER: MIDWEST FLYER MAGAZINE is a publication of Flyer Publications, Inc. 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In A Pinch, Private Airstrip Versus Nothing…Where Would You Prefer To Land?by Dave WeimanWouldn’t itbe niceif in theevent you or yourfellow aviator had anin-flight emergencythat you could bedirected by air trafficcontrol (ATC) to theclosest airport, whether paved, grass,private or public?For years I have urged our localATC facility to become familiar withthe location of privately-owned airportswithin a 30-mile radius of its facilityto help them in their orientation ofaircraft operations in the area. Everytime I depart a privately-owned airportin the area, it is not enough to provideATC with the airport identifier. I needto also tell them the name of the closesttown, and then it is not until ATCassigns me a transponder code that theysee the position of my aircraft. There’snothing on their radar overlay to showwhere the airport is located.ATC is usually focused on thepublic-use airport where they are based,and main relievers in the area. But arecent incident in which an aircraftin Wisconsin experienced an in-flightemergency has brought this issue to theforefront of our attention once again,and may increase ATC’s justification tobecome better familiar with all airportsin their area, public or private.Not all private airstrips are idealfor public use, because of obstacleson the approach ends of the runways,or because of their length and surfaceconditions. Liability can also be aconcern, unless your state includes“aviation” within its Recreational UseStatute (RUS) as a permitted use, whichexempts the landowner from liability.But in an emergency situation, itwould be up to the pilot-in-commandto decide whether or not to make anemergency landing on a private airstrip,not the landowner and not ATC, butATC cannot even make that optionavailable to the pilot if they don’tknow where all airports in the area arelocated.Private airport owners wishing tomake their local ATC facility familiarDialoguewith the location of their facilities canprovide them with their coordinates,and note their location on a sectionalchart, if not already depicted.Private airport owners can alsorequest that their state legislaturerecognize “aviation” in their state’sRecreational Use Statute, often referredto as the “Good Guy Law.”If you live in either Minnesota,South Dakota or parts of Nebraska,your state’s RUS already recognizesaviation as an acceptable use. If you livein one of the other nine Midwest stateswe serve, you may wish to encourageyour state representatives to introducean amendment to your RUS to specifyaviation. By doing so, the owner ofthe airstrip will be granted liabilityprotection under law should the ownerwish to permit others to use his/herairstrip without charge, if the ownerdoes not overtly create a hazard. Only15 states nationwide include aviationwithin their Recreational Use Statutes,so there is a good chance your state doesnot yet have this protection.For additional information, referto the article entitled “Changing YourState’s Recreational Use Statute ToInclude Private Airstrips” at www.MidwestFlyer.com, or contact theRecreational Aviation Foundation atwww.theraf.org or 406-582-1723.EDITOR’S NOTE: The opinionexpressed here is not a legalinterpretation of any law. Readersmay wish to consult with an aviationattorney with expertise in this areabefore taking any action.qlet your adventure unfoldFull Service • 715-479-7442 • www.erairport.com • eagle river, wi (egv)OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINE 7

LettersDear Dave:Great article in the latest editionof your magazine (Aug/Sept 2012),but Senator Miller is sadly mistakenwhen he states that aviation is a nonpartisanissue. The lunk-headed andself-serving politicians that chastisedthe auto executives for having thetemerity to actually fly corporate jetsto Washington, DC for their publicbrowbeating, still has me incensed.How much damage this actually didto our industry can be debated, but itkilled at least one corporate hangar dealfor my firm. In this economy, that dealwas a precious commodity to lose. TheDemocrats led this charge and Sen.Miller has a D after his name.I, too, will be interested to hear ifthe Hon. Mark Miller made that flightto EAA with a true patriot, GovernorScott Walker. Unfortunately, I suspect Iknow the answer.Thanks, and keep up the good workat Midwest Flyer Magazine.Dan Watring, Jr., Project ManagerVJS Lincoln, Inc.Pewaukee, WisconsinDear Dan:A number of key issues came up theweek of EAA AirVenture this year, andI am certain as majority senate leaderthat Sen. Miller was consumed withthose issues and could not attend whenthe governor attended. The idea forSen. Miller to join the governor to theworld’s greatest aviation event was alsoa last-minute suggestion on our part,so hopefully it is something they willconsider for 2013. It certainly would bebeneficial for all concerned.Dave WeimanEditor/PublisherMidwest Flyer MagazineDear Dave:I am a student pilot and I live inthe Quad Cities. I read a Midwest FlyerMagazine I got at Oshkosh and fell inlove with it. I can't wait to get my nextissue!Andrew Poppy(New Subscriber)Port Byron, Illinois8 OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINEDear Dave:After several hours of flying withan instructor, I successfully completedmy flight review, 25 years after my lastset of touch and goes. The thrill is backand it is better now because I’m notconstrained by having to work 40 hoursper week, and I’m in a much betterfinancial situation.I currently rent planes, but oftenwhen I want to fly, the planes I fly aretaken. I expect I would have the sameproblem with a flying club.I think I would like to fly to visitrelatives and friends in neighboringstates with the intention of staying 2or 3 days, partially depending on theweather. So renting a plane for this isawkward.So I have thought about purchasinga used plane. I have found many used172s for a wide variety of prices. I canfind hangar prices and insurance. Thetwo costs I can’t get an estimate on areAsk Pete!by Pete SchoeningerEmail your questions toPete.Harriet@gmail.comDear Ken:You have twoitems to consider:“direct hourlyoperating costs,”which are primarilya function of hoursflown; and “fixedyearly costs,” whichare recurring annualexpenses.Direct hourly operating costs perhour might be as follows: fuel and oil,Pete Schoeninger$50; engine depreciation $10; airframemaintenance, $10. So let’s say roughly,$70 per hour in direct hourly operatingcosts.Fixed annual costs are hangar rentalaveraging $2,000; annual inspection,$1,500; and insurance, $1,500, totaling$5,000.In other words, our sample airplanemight cost you $5,000 to own it for athe annuals and the major overhauls.Do you have any idea what those couldrun? I’m thinking I can get a fair 172for under $50,000.I probably wouldn’t put on a lot ofhours per year and could change the oilmyself.Is there any source for finding outthe real cost of airplane ownership? Ineed some kind of figure to convincemy wife that it is feasible.Thanks, Dave.Ken LandersOregon, WisconsinHi Ken!I forwarded your question on toaviation expert, Pete Schoeninger, toanswer your question in his “Ask Pete”column immediately following thismemo.Thank you for your interest inMidwest Flyer Magazine.Dave WeimanEditor/Publisheryear, plus $70 per hour to operate it.If you fly it 100 hours per year, yourexpenses are $7,000 (100 hours X$70) for operating costs, plus $5,000for fixed costs, or $12,000 in total,or $120 per hour. Note, these areestimates only and your actual figuresmay be a lot more or less dependingon the condition of the airplane whenyou buy it, local fuel costs, hangarcosts, the amount of insurance you arecomfortable carrying, how much youfly, how much maintenance you doyourself, etc. Remember, the more youfly, the less the fixed cost rate will be perhour.Justifying aircraft ownership caninvolve the tax savings for legitimatebusiness uses, transportation safety,reducing travel time, a comparisonbetween the cost of aircraftmaintenance compared with automaintenance, and choosing flying overother forms of recreation. An airplanestands a chance of increasing in value,while most cars will decrease in value.Right now is an excellent time to buyan airplane with interest rates low, andthe used market somewhat flat. q

Aviation LawPilots of Charitable Medical Flights May Now Accept Fuel Reimbursementby Greg ReigelAs you mayknow, FAR61.113(c)prohibits a privatepilot from payingless than his or herpro-rata share of theoperating expenses of a flight. In thecontext of charitable medical flights(e.g. Angel Flight, Lifeline Pilots,Volunteer Pilots Association, etc.),pilots have typically been paying all ofthe operating expenses of such flightswithout any reimbursement. However,under the FAA Reauthorization andReform Act of 2011, that may change.Section 821 of the ReauthorizationAct now requires the FAA tointerpret FAR 61.113(c) to “allow anaircraft owner or operator to acceptreimbursement from a volunteerpilot organization for the fuel costsassociated with a flight operation toprovide transportation for an individualor organ for medical purposes (andfor other associated individuals).” Inorder to qualify, the aircraft owner oroperator has to volunteer to providesuch transportation and he or she hasto notify the passengers that the flightis for charitable purposes and is notsubject to the same requirements as acommercial flight.However, along with the good, alsocomes the unknown and, potentially,bad. The Reauthorization Act alsosuggests that the FAA “may imposeminimum standards with respect totraining and flight hours for singleengine,multi-engine, and turbineengineoperations conducted by anaircraft owner or operator that is beingreimbursed for fuel costs by a volunteerpilot organization, including mandatingthat the pilot-in-command of suchaircraft hold an instrument rating andbe current and qualified for the aircraftbeing flown to ensure the safety offlight operations.”Thus, it is possible that the FAAcould promulgate regulations withwhich a volunteer pilot/charitableflying organization would have tocomply in order for the pilot to receivereimbursement. Granted, many of thecharitable flying organizations alreadyhave policies and standards for pilotqualifications, training and currency.However, depending upon whatthe FAA decides, those policies andstandards may or may not be sufficient.Fortunately, the new interpretation iseffective now while any rulemaking bythe FAA will take many months beforeit would be effective.EDITORʼS NOTE: Greg Reigel is anattorney with Reigel Law Firm, Ltd., alaw firm located in Hopkins, Minnesota,which represents clients in aviationand business law matters (www.aerolegalservices.com, 952-238-1060,greigel@aerolegalservices.com). qFrom Shop To Finished Product, You Can Depend OnBOLDUC AVIATION Specialized ServiceSEnginE REbuilding & REpaiR To FacTory ZERo-TimE SpeciFicaTionSServiceS include, But not limited to:• Engine Balancing • Cylinder Grinding • Rebush & Line Boring of Connecting Rods & Rocker Arms• Overhauls & Repairs of Cylinders, Magnetos, Starter Adapters & Float-Type CarburetorsNoN-Destructive testiNg• Magnetic Particle (Magnaflux) Inspection• Liquid Penetrate (Zyglo) InspectionProrated Warranty to tBo!Install a Tanis Preheater at overhaul &Bolduc Aviationwill warranty your engine to TBO!(763) 780-1185www.bolducaviation.comdarrell@bolducaviation.comAnoka County - Blaine AirportMinneapolis, MinnesotaFAA Repair Station KM5R993MOCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINE 9

High On HealthFatigue.by Dr. John Beasley, M.D.Aviation Medical ExaminerProfessor Emeritus and Clinical ProfessorDepartment of Family MedicineUniversity of Wisconsin - MadisonYou’re not as bad when you’renot dog tired,” said myfriendly examiner when Itook an IPC (Instrument ProficiencyCheckride) a few years back on asunny Saturday morning. Oftenbefore that I had done them in theevening after a full day’s work – andthe fatigue showed. At least I hopedDr. John Beasleyit was the fatigue.Now, I don’t take night hospitalcalls or deliver babies these days, but back when I did, I hada rule of “No flying if less than five hours of sleep.” Prettyarbitrary, but the rule probably made sense. I still have therule, but don’t have to invoke it as often.So what happens with fatigue? It can be insidious. Backin college, I would pull occasional “all-nighters” and aninteresting thing would happen the next day – I would have“micro sleeps” – short episodes of sleep that would come evenwithout feeling particularly tired – but I would realize thatI had not heard anything the “prof” had said for the last 5minutes or so – and you could see where my pen had dribbledoff the notebook. And even if you are not actually fallingasleep on final approach, there are clear decrements in yourattention and performance that will pose hazards.As a private pilot, you could go out and fly even if sotired that you have trouble staying awake on the drive to theairport. Not a good idea!Price county AirPort – PhilliPs, Wisconsin (PBh)Your Flight Path To The Northwoods!Featuring Recreation, Food & Cheap Fuel Prices!Harbor View Restaurant On Beautiful Long LakeWest End of Airport - Floatplanes Welcomed!• 24/7 Self-Service Fuel (100LL & Mogas)• Full-Service Jet A (Best Price In Area)• Rwy 1/19, 5000 ft. & Rwy 6/24, 3950 ft.• Weather Info: AWOS/715-339-4520• Airport Info: 715-339-3701www.co.price.wi.us/government/PriceCountyAirport10 OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINESome years ago I had worked a full day and it was late inthe evening, well after dark, when I dropped off a colleague inWausau (Wisconsin). I botched the landing, which was verynoticeable, as I was flying a Cessna 180 in those days. I cameto what was (for me) a surprisingly smart decision. I calledit a day, and took a motel for the evening, rather than doinganother leg home that night. The times I wasn’t that smart Iguess it all worked out as the airplane could be used again, butit still wasn’t a good idea.For airline pilots, the FAA has long recognized theproblem of fatigue. See http://www.faa.gov/news/press_releases/news_story.cfm?newsId=13272 for the detailedbureaucratic rules. They actually make some sense, and therules depend on time of day, workload (number of segments),total time during the week and so forth. They include, fora rest period, “...10 hour rest period of which 8 hours is anuninterrupted sleep opportunity.”Even with adequate time of rest, jet lag is an important issuefor pilots flying long distances or with people doing shift work.(Or, those with small children getting them up at night, whichcan cause some of the same problems!)It’s important to note that sleep deficit can be“cumulative.” Most of us will tolerate a single night of toolittle or poor quality sleep, but if this goes on for several days,the decrements in performance increase.So, my suggestions: First, be sure you have enough timeallocated to get a good 7 to 8 hours of restorative sleep. Don’tlet your busy life get in the way of adequate rest. It doesn’t payoff in the long run.If the quality of your sleep is an issue, then go to Googleand look up some material on “sleep hygiene.” One site is:http://www.sleepfoundation.org/article/ask-the-expert/sleephygiene.Among other things, be sure that you get at leastsome exercise during the day so you are physically tired, butperhaps not right before bedtime.During the winter, try to get outside during the day so youget adequate light exposure.If there are psychological problems keeping you awake –which happens to all of us occasionally – get some counselingas to how to deal with them. That won’t have adverse effectson your certification, although you should bring a letter fromyour counselor so the examiner knows that you are doingwell. If there is significant depression or other problemsrequiring medications, that’s another story.For rare insomnia, you can use a sleep aid such aszolpidem (Ambien), but not more than two (2) times a weekand then you must let 24 hours lapse between when youtake the stuff and when you get in the left seat. You can’t beusing it for time zone adjustment. By the way, most over-thecountersleep drugs are sedating antihistamines, which are areal no-no as they have significant and lasting adverse effectson performance.And, there is nothing wrong with caffeine if you arefeeling a bit sluggish – but it’s not a sleep substitute. It doesincrease alertness.q

Non-Competing Operating Procedures For AvionicsInstrument Flightby Michael KaufmanIf anyone hada new aviationproductto introduce tothe public, thetwo places to doit would be atEAA AirVenturein Oshkosh,Michael KaufmanWisconsin, or Sun-N-Fun in Lakeland, Florida, dependingon the time of year. I browsed thedisplay areas at Oshkosh this year tofind some interesting items to writeabout that dealt with avionics andinstrument flying. I had previouslywritten about a product that wouldbring FREE nextrad Wx to the cockpit.This was the Stratus system that workedwith the Foreflight I-Pad applicationand available from Sporty’s Pilot Shop.Three other ADSB Wx boxes showedThis Garmin 530 had auto-cross-fill enabledso the routing is also displayed on thecompanion Garmin 430.up at Oshkosh as well with some addedfeatures like adding ADSB traffic tothe display. I hope to evaluate each ofthese units and discuss them in futurecolumns.I have been waiting anxiously to flythe new Avidyne IFD540 GPS unitthat will be shipping the fourth quarterof this year (2012). At Oshkosh, therewas an announcement that Avidyne willbe producing a slide-in replacement forthe Garmin 430 GPS – the IFD440 tocomplement the IFD 540 – which isa slide-in replacement for the Garmin530. I am very anxious to get theopportunity to review these new GPSunits while airborne.As I continue to be active in flighttraining, I continue to see interfacingproblems between GPS units, primaryflight displays (PFDs) and autopilots.Some of these problems have existedsince installation or a revised softwareor firmware update. The pilot/aircraftowner gets these words from hisavionics shop: “This is the way it issupposed to work.” As most avionicstechnicians are non-pilots and the pilotsare not avionics experts, this problemmay exist for years before another pilotor technician sees and corrects it. Manyavionics technicians are frightened toride in an airplane with a pilot theydo not know to diagnose an avionicsproblem in flight (and rightfully so),College of AviAtionProfessional PilotAviation BusinessAircraft DispatchComplete in as littleas eighteen months952.851.0066academycollege.eduDrew EricksonCharter Captain/Flight InstructorAcademy College Class of 2001Cindy MayneCharter First Officer/Flight InstructorAcademy College Class of 2007For information on graduationrates, median debt of graduatescompleting this program andother important information,visit our website.Train With Us Fly With Usaviation graduates guaranteed an interview with thunderbird aviationOCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINE 11

and in some cases, this is the only wayto duplicate the problem situation. Abit of advice I will give to every pilot…“Do not take off in a strange airplaneor one that has just come out ofmaintenance to fly in a demanding IFRsituation.”When I get into an airplane I havenot flown before, I need to see how allof the avionics work together. In theearly days of GPS, each FAA FlightStandards District Office (FSDO) setthe standards of installation in theirjurisdiction.All GPS units installed byWisconsin avionics shops that sharedthe CDI needle with the VOR/ILSindicator needed to auto-switch toILS whenever the VOR/ILS radiohad an ILS frequency selected by thepilot. I was inbound to Madison,Wisconsin (KMSN) flying a Mooney ininstrument conditions and navigatingwith a King KL90B GPS and switchedto the Madison ILS frequency on theNav/Com. All seemed to work okay– the glideslope and localizer camealive and I turned inbound on the ILS.Madison Approach gave me a call that Iwas not established and I was confused;the needles showed me established.The conclusion to this error was thatthe glideslope needle was coming fromthe ILS frequency on the NAV/COMradio, but what I thought was thelocalizer course needle was actually theindication coming from the GPS whichdid not switch automatically. I learnedthat all GPS installations had not beenmandated by the FAA to be done thesame way.Today, I still see many strangeinstallations. For example, two GPSsteering modules receiving GPS dataand supplying data to the autopilot,one from the built-in module onan Aspen PFD, and the other froma previously installed Icarus (SAMModule). This can be confusing. TheVOR/LOC indicator in my Bonanzais an electronic display, rather thanmechanical needle. It has a reversebutton to be used when flying a backcourse approach. If I also hit the reversebutton on the autopilot when using12 OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINEthis function on the localizer indicator,it will reverse the reverse and that doesnot work well when flying the backcourse.I would like to give an example ofa Garmin firmware update that hasbeen around for some time, and mostGarmin 430/530 boxes have it by now,before continuing on with some tipson flying and programming these boxesthat I have done in previous columns.With the advent and popularityAfter entering the updated flight plan into theGarmin 430, the “Menu Button” on Nav-Page1 will bring up the cross-fill option that can beselected with the “Enter Button.”of GPSS, it became apparent thatpilots elected to fly the digital GPSsignal generated by the GPS on theirautopilots, rather than the analoguesignals from the proper source. Thiswas especially true on localizer-onlyapproaches, as those GPSS modulesdid such a superb job of tracking theGPS course. The intent of a localizerapproach was to have the pilot followthe localizer signal when flying thelocalizer approach and a legality issuedeveloped. Garmin (via firmwareupdate) now disables the output ofdigital GPS signals to the autopilot atthe final approach fix to keep pilotsfrom using the GPSS module on theapproach. If you are using the Icarus(SAM module), the digital input lightwill flash and the voice will indicate,“GPSS disengaged.” Once you knowhow your equipment interfaces, andthere’s no new firmware update, it issafe to fly serious IFR in that airplane.Every pilot has ideas on how he/shewould like their Garmin 430/530 boxesset up, and there is no right or wrongway. I have found these hints quiteuseful if you are fortunate enough tohave a Garmin 430/530 stack or one ofthe Garmin portables (396/496 or 696).Many times we have heard, “Cessna2852F, we have an amendment to yourrouting. Advise when ready to copy.”You have your previously assignedroute in your primary navigator, theGarmin 530 (for example), and hadauto cross-fill enabled on the 530, soyour routing is also in the Garmin 430.You go to the flight plan page on the430 and amend the flight plan – or ifconsiderably different – build a wholenew one. Here it is advisable not tohave auto cross-fill enabled in the 430as you can then update the route andcheck it prior to sending it to the 530and autopilot using manual cross-fill.Another point to consider when usingthe cross-fill function requires that bothGPS databases must be of the samerevision to work.If you would like to see your routefrom your primary in-panel GPSdisplayed on your portable GPS, thatcan also be done, but not by the cross-fillmethod. Your avionics shop can makea bridle cable to allow the flight plan totransfer to your portable unit. Whateveris in the panel mount GPS unit, willbe auto transferred to the portable,(including waypoints that are not in theportable GPS database). Sometimes itmay be desirable to build a flight planin the portable unit to see how the routewill take you around some weatherthat you have displayed on the portableGPS unit. This cannot be done withthe bridal cable connected, so have youravionics shop install a simple toggleswitch to break the transfer stream ofdata from the panel mount unit.I will continue to share some of myoperations and IFR flying techniques infuture columns, and I would appreciateyou sharing with me some of yours, asthis makes us all safer pilots. You cane-mail me at captmick@me.com or call817-988-0174.Fly safe, fly often, and stay current andproficient!EDITOR’S NOTE: Michael “Mick”Kaufman is the manager for theBeechcraft Pilot Proficiency Programand a flight instructor operating outof Lone Rock (LNR) and Eagle River(EGV), Wisconsin. Kaufman was named“FAA’s Safety Team Representative ofthe Year for Wisconsin” in 2008. Emailquestions to captmick@me.com. q

AirVenture, Technology & Usby Harold GreenIt is latesummerand thisis an aviationpublication.Therefore we havethe opportunityto discuss EAAAirVenture,Harold Greenheld annually atWittman RegionalAirport in Oshkosh, Wisconsin.AirVenture is truly a uniqueevent with worldwide scope. I beganattending back when it was the EAAFly-In Convention held in Rockford,Illinois, and EAA’s headquarters was inHales Corners, Wisconsin. Of course itwas much smaller in those days. Backthen vendor displays were nowhere tobe seen and it took about an hour tocover the entire area including lookingat all the aircraft on display. Due to avariety of factors, it had been over adecade since I last attended AirVentureand it was high time (pun intended)!As a result, this year's event provideda quick snapshot of changes in bothAirVenture and aviation technology.While AirVenture has gotten muchlarger and vendor displays have becomea major attraction to the event, somethings have not changed much. Peopleare still friendly, the grounds are keptimmaculate despite the number ofpeople milling about, and there isstill excitement over airplanes andflying and, there are many, manymore airplanes inluding experimental,warbirds and factory-built classics. Inshort, the whole event is magnificentand unique.Flight TrainingThe technology displayed by thevendors presents an inviting picture ofwhat flying is and is becoming. It seemsthere are two aspects to the technologyon display. First, there is the capabilityrepresented by the new products, andsecond, the training implicit in theuse of the technology. The technology,both aircraft and avionics, presents atremendous advance over what we havehad in the past.The aircraft can be represented bythe advanced aircraft technology ofCirrus and the Cessna Corvalis. In theavionics world, Garmin and King arewell represented. This is not to shortothers who legitimately claim advancesin specific areas. It is not the purposeof this discussion to compare products,but rather to suggest implicationsof the new products to flying andto flight training. Of necessity, thehigh-performance piston singles ondisplay are flown like jets – power andairspeed by the numbers appropriateFlying in or out of the Twin Cities?We’ve got an airport for you.Check out our six strategically-located general aviation facilities with all the services you need and no hassles.Whether you’re flying corporate or piloting your own plane, you’ll like the personal connection.MetroAirports.org/relieversSt. Paul Downtown | Flying Cloud | Anoka County-Blaine | Crystal | Lake Elmo | AirlakeOCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINE 13

to the phase of flight. In fact, one salesperson was overheard explaining howhe had previously flown corporate jetsand how it was simply no transition atall to move into the Cirrus, he is nowflying. This could easily be said for theCorvalis as well. This is not a bad thingbecause that is the way these highperformanceairplanes need to be flown.For the experienced pilot movingup to one of these aircraft, this isno problem. However, for the pilotwho has received no training beforeacquiring one of these new airplanes,there can be a lack of appreciationof the fine points of attitude/powercontrol that is part of every pilot'straining in lesser aircraft.In effect, this is a similar argumentto that put forth by sailplane pilotsover the years that energy managementneeds to be a part of every pilot’straining. In the past, pilots generallyprogressed from simple trainers tothe slightly more complex, eventuallywinding up in very high-performanceaircraft. Today, the Cirrus and Corvalisare being sold to pilots with little or noexperience. Indeed, many purchasersof these airplanes never had a flyinglesson in their lives until they acquiredtheir aircraft. (The factory offerscapable and professional training totheir customers.) How will the pilotstrained only in these aircraft farewith lower performance airplanes,and how will they react when theiraircraft must be flown with emergencylevelenergy management? So farthe accident history is comparableto the introduction of earlier highperformanceaircraft, such as theBonanza and Cessna 210. As theseaircraft work their way into thegeneral aviation used fleet, the trainingrequirements will be passed on to theFAR Part 61 training operations. Timewill tell if this is a serious issue.On the avionics front, there wereno great technological surprises offered.However, so many offerings in onevenue provided a good overview of thesignificant capabilities available today.The advanced avionics on displayoffer tremendous advances for general14 OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINEaviation. Among these the initialADS-B, (Automatic DependentSurveillence-Broadcast) equipmentoffers promises of wide acceptancebecause, while it is “IN” only at thisstage, the government offering freeaccess to uplinked radar weather willbring acceptance for this product and, asa result, flight safety will be significantlyenhanced.The i-Pad has achieved wideacceptance and there were seminarsdevoted to its use in the cockpit. Thenumber of after-market multi- andprimay function displays was impressive.The product quality was very good. Weare definitely moving toward a morecomplete picture of where we are andwhere we are going. Of course, nothingcomes without a price!One of the issues with the newequipment is the complexity ofoperation. Not only are multiplesteps required to accomplish relativelysimple tasks, doing so can often bea definite distraction. There was noevidence of any real attempt to simplifyor standardize equipment operation.In fact, when looking at a new audiodistribution panel, I could not see howthe transmit unit was selected.There was a company representative,dressed in the company uniform,nearby so I asked him how to select aunit on which to transmit. He answeredhe didn’t know since he wasn’t anaudio man. But he did offer to go findsomeone. If an audio panel is thatcomplex, what hope is there for the restof it?The upshot of all this is thatthe capabilities of our airplanes andavionics, and hence our operationalabilities, are being expanded to adegree never seen before. This hasimplications for operations, training,and proficiency. Issues that will need tobe addressed include, but are certainlynot limited to, the following items:How many sources of the same datamakes sense? The more goodies we havein the cockpit, the more likely we are tohave problems setting them up. Whenthey don’t agree, which should webelieve?How do we split our attentionbetween the goodies and the outside?Does everyone really understand thatthe Traffic Collision and AvoidanceSystem (TCAS) can only present whatthe receiving antenna receives and thatthere may be airplanes close by thateither don’t have a transponder, or theirsignal is blocked from the antenna?Are we really aware that the weatherpresentation may be several minutesold and we just might be heading into athunderstorm?Can our autopilot lead us into anautopilot-induced stall, and how will wemaintain awareness of this possibility?When should we use, or not use, theautopilot? How and when should weoverride the autopilot?Is the pilot really able to respondrapidly to a drastic change in route orapproach configuration? Then howdoes he/she handle the plethora ofequipment in the airplane?Given that we can now routinelyoperate at higher flight levels, doeseveryone understand the need for,and the proper use of, oxygen? Underwhat conditions is Flight Level 180not useable? By the way, what are thespeed limits for aircraft? We do coverthese things in a cursory fashion today,but what about the near future? Withthe coming advent of the small jet,these questions become even moresignificant.The answer to these questions willbe found by instructors working withpilots who operate these airplanes.Hopefully, the manufacturers willprovide more logical and completeinformation as time passes.In short, we are undergoing oneof the most significant changes in thehistory of general aviation. The resultsof this new direction will truly expandour capabilities. We must adapt tothe new requirements in training andoperations. At the very least it is goingto be very interesting. Enjoy the ride!EDITOR’S NOTE: Harold Green isa CFII at Morey Airplane Company atMiddleton Municipal Airport – MoreyField in Middleton, Wisconsin(www.MoreyAirport.com). q

Guest EditorialRevitalizing General Aviation By Overhauling Federal Aviation RegulationsPart 1 – Air Ridesby Jim HansonHow do most people firstexperience General Aviation?Usually with a ride from afriend, which often leads to an interestin learning to fly.We’ve covered the subject ofexposing more people to the learn-toflyexperience. How about those whojust want to RIDE in a general aviationairplane? That usually happens in oneof two scenarios, either an airplane rideat an aviation event, or a charter flight.In both of these cases, wellmeaning“regulators” have helped killoff the industry they are charged with“regulating.” When using the term“regulator,” I can’t help but think notof the dictionary definition of “a personor thing that keeps things constant,” butrather the deputized posse’s (really,private armies) often hired by westerncattlemen to impose their own idea ofjustice — the most famous of whichwas Billy (“The Kid”) Bonney. Farfrom “Keeping things regular” (NOTchanging), like the regulators of the oldwest, the “regulators” of today are theinstruments of change by enacting newlaws, and not always for the better!Government regulation has an“unintended consequence,” oftenhurting the very people that regulationpurports to help. In their zeal forzero accidents, the “regulators”(let’s call them the Federal AviationAdministration) have helped destroythe aviation industry. Consider thefollowing examples:Remember “penny a pound” airrides? (Okay, inflation has taken its toll;it’s now closer to a dime a pound cost).They were usually done as a fundraiserfor a charitable event. Privatepilots would donate their time andairplanes to give the general public achance to view their community fromthe air. Air ride events were a greatJim Hansonway for the airport to become “visible”in the community — pilots donatingtheir time for a charitable cause — agreat way to promote the airport andgeneral aviation to non-pilots in thecommunity — improving the imageof general aviation — and sparking theinterest in flight training. What betterway to get people interested in aviation?Despite the fact that air rides rarelyend up in disaster (after all, they areusually conducted within sight of theairport!), the FAA saw a possibility ofContinued On Page 56OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINE 15

GREAT LAKES REGIONAL REPORTby Bill BlakeAOPA Great Lakes Regional Representativeby Bryan Budds, ManagerAOPA Great Lakes RegionAs promisedin an earlierGreat LakesRegional Report,I mentioned mydesire to help generalaviation pilots andothers in the industryunderstand howBryan BuddsAOPA’s Airportsand State Advocacy team does itswork to help protect and promotegeneral aviation airports. One criticalcomponent of our efforts is the cadre ofby Yasmina Platt,ManagerAOPA CentralSouthwest RegionEven as the lastpiece of statelegislation for2012 in the CentralRegion was signed inJuly, AOPA startedworking on next year’s initiatives. Iwill have more details to share aboutthis in future issues of Midwest FlyerYasmina PlattGreat Regional Lakes reGionaL RepoRts reportby Bill BlakeAOPA Great Lakes Regional RepresentativeAOPA’s Frontline Advocates –Airport Support Network Volunteersmore than 2,500 volunteers that makeup AOPA’s Airport Support Network(ASN).These volunteers are the eyes andears of AOPA’s efforts to ensure vibrantgeneral aviation airports. Since so manyof these individuals are based pilots,airport managers, or employees of fixedbase operations, they have the localknowledge that can’t be gained fromreading FAA master records, airportboard minutes, or local news stories.With this local knowledge and AOPA’sstaff of airport policy experts, issues atgeneral aviation airports can usually beaddressed quickly by the Airports andState Advocacy team.AOPA Regional Heading 2012.indd 1expensive tasks that would be requiredas part of the closure evaluation, andprovided other information to the cityabout their obligations to the FAA.Although the city is just beginning itsclosure request to the FAA, the bar isvery high, the process is long, and therehas been no indication that the FAAwould approve the closure.While we were busy with manythings, most of the summer was focusedat strengthening the aviation communityby increasing our presence at regionalaviation events. I truly enjoyed flyingthrough and getting to know some ofyou in Kansas, Missouri, Nebraska, andIowa on my way to and from Oshkosh,the AirVenture Cup Race, and the FlyIowa 2012 event in Atlantic, Iowa whereAOPA had a booth and fellow pilot RodTichnor and I taught a safety seminartitled “Operations At Non-ToweredAirports.”During the time at Oshkosh, AOPAlaunched a new program called AV8RS,offering free AOPA membershipsto teens ages 13 to 18. Recruiting,engaging and developing the nextMagazine. I do, however, want to giveyou an update regarding the city’s effortsto close the St. Clair Regional Airport(K39) in Missouri. AOPA has worked tokeep K39 open since 2008, but MayorRon Blum continues to push for theclosing of the airport to build a mall.Before Blum began his closure attemptsand started neglecting the airport, itwas a thriving hub of business activityand revenue generation, and there isno reason why the airport could notcontinue to play that role with propersupport. During a meeting with thecity in late July, AOPA outlined a list of generation of pilots (among others) is16 OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINEI mention the ASN program becausein my travels, ASN volunteers are alwaysthe first to welcome me to their airportand to lend a helping hand. Whether itbe at our recent pilot mix and minglewith Wisconsin Senate Leader MarkMiller in Madison, Wisconsin, our localASN volunteer meeting in Ypsilanti,3/29/12 8:38 PMMichigan, or our AirVenture meeting,our ASN volunteers are always readyand willing to assist. As only a smallpart of the Airports and State Advocacystaff at AOPA, I am grateful for all ofthe ASN volunteers and their help inprotecting your general aviation airport.So, if you get a chance to talk to yourlocal volunteer, let him or her knowyou appreciate their help. To find outwho your volunteer is or to become thenewest ASN volunteer, visit www.aopa.org/asn or attend the AOPA AviationSummit, October 11-13 in PalmSprings, California!bryan.budds@aopa.org.News & Information You’ll Want To Know In Kansas, Missouri, Nebraska & Iowathe future of general aviation. For moreinformation about this program, visitwww.aopa.org/av8rs.As part of AOPA’s efforts to reachout more to its members and aviationenthusiasts in the regions, we have setup Twitter accounts to help share newsand information about local aviationevents and issues. Please follow me athttp://twitter.com/AOPACentralSW.On a personal note, I wantedto share that, on September 14,I celebrated my 10th year flyinganniversary. Although my love forflying started at a much earlier age…when I was just a toddler… it wasn’tuntil 2002 that I was able to start flighttraining. Since then, flying and generalaviation have been a huge part of mylife, both personally and professionally.To read more about this or any of theevents AOPA has participated in lately,visit the AOPA Views From the Regions(VFR) blog at http://blog.aopa.org/vfr/.I hope to see you at the upcomingAOPA Summit in Palm Springs,California in a few days onOctober 11-13.yasmina.platt@aopa.org qq

What’s next for NextGen?by Craig L. FullerPresident & CEOAircraft Owners & Pilots AssociationAfewweeksago, Ihad the privilegeof testifyingbefore Congressabout the stateof NextGen.Craig Fuller Members ofthe HouseTransportation and Infrastructure’sAviation Subcommittee wanted toknow how NextGen implementationis going—and they invited me to sharethe GA perspective.I take these opportunities to speakto members of Congress very seriously.I know that I represent all of AOPA’smembers as well as many in the GAcommunity at large when I testify.So far, I told the subcommittee,NextGen has delivered some valuablebenefits, but many questions stillremain.If you are among the tens ofthousands of pilots who fly with aWAAS-capable GPS, then you’veprobably enjoyed the benefits ofNextGen in the form of instrumentapproaches to thousands of runway endsthat once had no all-weather capabilities.In fact, as of July 2012, there were12,131 approaches that rely on GPSoperating in the United States. Thatcompares to only 6,628 ground-basedinstrument approaches. Perhaps you’vealso enjoyed flying routes with lowerminimums or navigating busy metroplexairspace following a T-route. These arethe early dividends of NextGen, and GAhas benefitted from the increased access,safety, and efficiency that go with thesenew options.But we’ve also got some importantquestions about the future of NextGenthat remain unanswered. Exactly whatequipment will be needed to takeadvantage of ADS-B? What will it cost?What value will it deliver to pilots? GApilots have always been quick to adoptnew technologies when the cost-benefitratio makes sense, but we need answersto these questions so each of us canmake that calculation based on our ownflying.We also need a realistic timelineFrom AOPA Headquartersfor when each key milestone will bereached along the way to full NextGenimplementation. That’s a tricky issueat the moment, because we don’t yetknow whether Congress will be able toreach agreement on cutting the deficit.If no deal is reached in time, we’ll seeautomatic cuts of up to $160 millionin NextGen take effect in January—avirtual guarantee that NextGenimplementation will be delayed.I also spoke about the importanceof maintaining our traditional groundbasedinfrastructure while the FAA, airtraffic controllers, and pilots make thetransition to NextGen’s satellite-basedsystem. We can’t just turn NextGenon like a light switch—and we can’tafford to lose our existing infrastructureovernight either. That’s why I stressedthe need for a maintenance plan andbudget to keep the system workingsafely even as we move toward thefuture.Modernizing the entire air trafficsystem is a huge and complex task.Congress is keeping a watchful eyeon the process, and all of us at AOPAare making certain general aviation’sinterests are represented at every stepalong the way.qFormer EAA VP Named VP At AOPAFREDERICK,MD – AdamSmith, formervice president ofmembership atthe ExperimentalAircraftAssociation(EAA), has beenAdam Smithnamed senior vicepresident of the newly created Centerto Advance the Pilot Community at theAircraft Owners & Pilots Association(AOPA). The center will strive to stopthe slow, steady decline in the numberof certificated pilots in the UnitedStates and seek ways to stimulategrowth. Prior to leaving EAA, Smithhelped to oversee EAA AirVenture,served as vice president of outreachAirport Planning, Environmental,Design, Construction, andSurveying Servicesfor the EAA Aviation Foundation forfour years, and as director of the EAAAirVenture Museum for two years. q952-890-0509www.bolton-menk.comVisit our blog at:bolton-menk-aviation.blogspot.comOCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINE 17

People In The NewsLeader In Piper Sales & Service, Howard Gregory(June 7, 1918 – July 24, 2012)DES MOINES, IOWA –Howard Verne Gregory, 94,Chairman of Des MoinesFlying Service, Inc., diedJuly 24, 2012, at WesleyAcres retirement village inDes Moines, Iowa. Gregory,who went by “Greg,” wasborn in Aurora, Illinois.He is survived by twodaughters, Linda (John)Lowe of Des Moines, Iowa;and Laura (David) Jacksonof Arrow Rock, Missouri,and their families; as wellas Gregory’s many friends,business associates, andemployees, includinglongtime employee DeePrice of Des Moines, who recentlyretired. Gregory was preceded in deathby his parents and his wife, Alice “Bea”Gregory.Des Moines Flying Service wasfounded at Des Moines MunicipalAirport (now Des Moines InternationalAirport) in Des Moines, Iowa, in 1937,and was acquired by Howard Gregoryin 1939.While attending Drake University,Gregory served as a contractor for theCivilian Pilot Training (CPT) programduring World War II, and was proud tohave trained members of the TuskegeeAirmen, including Luther Smith, who18 OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINEHoward Gregorywent on to become the Senior VicePresident of General Electric.In 1987, Des Moines Flying Servicewas sold to Van Dusen Airport Services,which later became Signature FlightSupport. The ongoing aircraft salescompany was named Gregory AviationCompany, and was owned and operatedby the Gregory family.On January 1, 1994, the Gregoryfamily acquired the aircraft service,avionics and parts departmentsback from Signature, more closelyaligning Gregory Aviation with theiraircraft sales business. Followingthe reacquisition, the company wasrenamed Des Moines FlyingService (DMFS).Des Moines FlyingService has been affiliatedwith Piper Aircraft forover 73 years and has soldliterally thousands of newand used Pipers and otheraircraft makes worldwide.As a factory-direct PiperCheyenne turboprop dealer,DMFS has sold morenew and used Cheyennesthan any other dealer inthe world. Also, since1984, the company hassold over 150 Malibu andturbine-powered Meridianaircraft. Today, DMFSis an exclusive Piper dealer for Iowa,Minnesota, North Dakota, SouthDakota, Nebraska, Wisconsin andnorthern Illinois. The company’s PiperService Center is considered one of thelargest in North America.DMFS’s sales, maintenance, avionicsand parts departments are focusedon selling and supporting an array ofgeneral aviation aircraft including Piper,Beech, and Cessna Citations.In addition to providing completegeneral aviation maintenance services,DMFS is contracted to take care ofthe airline maintenance needs in DesMoines on an on-call and scheduledbasis – 24-hours a day, seven days aweek. DMFS is currently contracted toprovide this service to 18 air carriers atDes Moines International Airport.Des Moines Flying Service has asecond Piper Aircraft dealership andservice center called “Chicago Piper” atChicago/Aurora Municipal Airport inIllinois.In August 2006, Des Moines FlyingService was selected to be one of fivedealers to sell the all-new HondaJetexclusively in 12 Midwestern statesincluding Illinois, Wisconsin, Iowa,Minnesota, North Dakota, SouthDave Weiman

Dakota, Nebraska, Kansas, Missouri,Indiana, Michigan and Ohio. Thecompany, operating under the tradename “HondaJet Midwest,” will beheadquartered at Chicago/AuroraMunicipal Airport.Howard Gregory and his son-inlaw,John Lowe, own and operate allthree businesses: Des Moines FlyingService, Chicago Piper, and HondaJetMidwest. Lowe is president and CEO.Gregory’s grandson, John G. Lowe, isalso involved in the business.Howard Gregory amassed 17,000flying hours in his career, once servedas chairman of the National AviationTrades Association (NATA), and wasa member of numerous other aviationorganizations, including the QuietBirdmen.“Everyone in the aviationcommunity looked up to Greg, whetherstudent pilot or aviation professional,”said Dave Weiman of Midwest FlyerMagazine. “His excitement for flyingwas contagious...his knowledge offlying, unsurpassed…his contributionsto aviation, many!”qDMFS/Chicago Piper Names NewRegional Sales ManagerDES MOINES, IOWA – Des MoinesFlying Service/Chicago Piper hasnamed David Kay Regional SalesManager, covering Piper Aircraft salesin northern Illinois and Wisconsin forChicago Piper. Prior to joining DMFS/Chicago Piper, Kay held sales positionsas the Cessna ASR for the piston andCaravan product line. Kay will workwith John G. Lowe. Chris Siberz is vicepresident of sales.qIndiana Couple HonoredFor Young Eagles Flights(L/R) Rosemary Leone, Director, ProgramsDevelopment, General Aviation, Phillips 66,David and Laramie Resler, and Bryan Faria,Manager, General Aviation, Phillips 66.OSHKOSH, WIS. – A Fort Wayne,Indiana couple, David and LaramieResler, are relentlessly trying to inspirekids about aviation, having helped3,400 kids get an EAA Young Eaglesflight experience. The Reslers werehonored for their efforts during EAAAirVenture on July 25, 2012, whenthey were presented the 2012 Phillips66 “Aviation Leadership Award.” TheReslers have flown 700 kids in theirCherokee 180 alone. Through thePhillips 66 Aviation Young EaglesRebate Program, 4,000 pilots haveflown nearly 400,000 Young Eagles todate.qMidwestFlyerAd_Forget Fees OLT.indd 1OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINE 1911/2/11 3:47 PM

Fly-Ins & Air ShowsFamily, Friends & Fantastic Flying Machines…EAA Celebrates 60th Fly-In ConventionDave WeimanDave WeimanEAA President & CEO Rod Hightower with his wife, Maura, and three of their four daughters, onopening day at EAA AirVenture Oshkosh 2012. Hightower stated that there would be a heavyemphasis on “family” at AirVenture 2012. Thursday night was “Disney Night” featuring the Disneyfilm “The Rocketeer” at the Ford Fly-In Theater, and a “Teen Party & Dance” in Theater In TheWoods.Dick “Van” VanGrunsven of Van’s Aircraft, Aurora, Oregon, lands and taxis up in RV-1 at EAAAirVenture 2012 before donating the aircraft to the EAA AirVenture Museum.20 OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINEDick “Van” VanGrunsven of Van’s Aircraft,Aurora, Oregon, holds his granddaughterwhile addressing the crowd upon donatingRV-1 to the EAA Museum during AirVenture2012. VanGrunsven said that when he setout to design the RV aircraft, he wanted tomake an airplane that was “safe, enjoyableand affordable.” With thousands of the kitaircraft completed, and the RV-12 model nowavailable, he certainly accomplished his goal.“We need to promote more youth toget involved in aviation,” said VanGrunsven.Referring to some of the kit building projectsinvolving youth groups, VanGrunsven told thecrowd, “hopefully you are inspired to do thesame in your community.”EAA President Rod Hightower was onhand to accept the aircraft on behalf of themuseum.by Dave WeimanEAA President/CEO RodHightower set the tone for theweek to come, July 23 thru July29, 2012 at EAA AirVenture Oshkosh,Wittman Regional Airport, Oshkosh,Wisconsin, with enthusiasm andconfidence for EAA’s 60th annual fly-inconvention.At a press conference on Monday,Hightower introduced his wife,Maura, and their five children, thentold reporters what to look forward toduring the week ahead.Dave Weiman

Dave WeimanPiper Aircraft celebrated its 75th Anniversary of the company and itsPiper Cub at AirVenture 2012. More than 100 Piper Cubs flew in andparked along the flightline at Wittman Regional Airport in Oshkosh, Wis.,turning the airport into a “field of yellow.”Saturday night air show fireworks.Geoff Sobering"We're improving the familyexperience across the spectrum," saidHightower, making special note of theteen offerings with three after-hoursspecial events scheduled, as well as theFord Fly-In Theater's Disney nighton Thursday with the viewing of themovie “The Rocketeer.” Returning forthe second year in a row was filmmakerGeorge Lucas, who introduced theshowing of his film “Red Tails” onWednesday.There was a concert on Mondayby the legendary Steve Miller Bandfollowing the air show. Little Texasperformed on Wednesday, and PhilVassar performed on Friday.During the day, young childrencould build model rockets and balsaplanes or fly in a high-tech flightsimulator at “KidVenture,” and enjoy“KidVenture Gallery” inside theAirVenture Museum.Big aviation attractions this yearincluded the 75th anniversary of thePiper J-3 Cub, and the 40th anniversaryof Van’s Aircraft. More than 100 PiperCubs flew in, and an equal number ofRVs.The air show was highlightedby the debut of “Team RV” – theworld’s largest air show team – andthe donation of RV-1 to the EAAMuseum by Dick “Van” VanGrunsven.Piper, Cessna, Cirrus and dozensof other manufacturers had specialannouncements about new andimproved aircraft and products, andspecial fly-in deals. Everyone was out tomake sales!AirVenture saluted the greatestgeneration in the air featuring aerialdisplays and themed programs,including notable Doolittle Raiders andTuskegee Airmen appearances. Therewas a “Tora! Tora! Tora!” re-enactmentof the attack on Pearl Harbor duringthe “Warbirds Extravaganza” atFriday and Saturday air shows. Also,the world’s only airworthy B-29Superfortress – “FIFI” – returned for asecond consecutive year.“Super Saturday,” July 28, washighlighted by the widely popular“Rockwell Collins Night Air Show,”featuring the Canadian SkyhawksSkydiving Team; Aeroshell Team flyingfour T-6 Texans; Iron Eagles AerobaticTeam; solo performances by Bill Leffin his T-6 Texan, Bob Carlton in hisjet-powered sailplane, Gene Soucyin “Showcat,” Elgin Wells’ “StarJammer,” and Dragon’s Fyre Jet Truckand Jet Funny Car; and the “Wall ofFire” pyrotechnics display, followedby spectacular fireworks. The crowdwas huge and appreciative of the greatentertainment.Also on Saturday were two concertsfeaturing Da BLOOZE Bros “BluesBrothers” tribute band, presented byFord Motor Company, and the BoogieKnights 1970s tribute band, presentedby Southwest Airlines.One of the more peaceful settingsduring AirVenture is the seaplane baseon Lake Winnebago. You can spendseveral hours or a day just watchingthe floatplanes come and go. It isentertaining, the evening meals aregood, the special events and socialgatherings are fun, and the atmosphereis relaxing. Once you have been at theseaplane base, you will be back.OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINE 21

OshkoshGeoff SoberingSub Sonex JSX-1AirVenture again attracted more than 10,000 aircraft and508,000 visitors. Showplanes numbered 2,489 including978 homebuilt aircraft, 907 vintage airplanes, 336 warbirds,105 ultralights, 97 seaplanes, 35 aerobatic aircraft, and 31rotorcraft.There were 2,078 international visitors registered from 71nations, with Canada (479 visitors), Australia (286), and Brazil(216) the top three nations. This total includes only non-U.S.visitors who registered at the International Visitors Tent, so theactual international contingent is undoubtedly larger. Therewere 897 media representatives on-site, from five continents.“We are pleased that attendance has topped one-halfmillion again,” said Hightower. “That is a tremendous totalconsidering the intensely hot weather, storms, and strugglesin the overall economy. The aviation community knows thatOshkosh is the place to be to find out what’s new, and actuallyAir show performer John Mohr.buy new equipment, components, and aircraft.”Commercial exhibitors and sponsors are a big part ofAirVenture, and without their support, the admission pricewould have to be a lot more than it is to pay for all of theexpenses.EAA AirVenture Oshkosh is a boost to the local community,but also to neighboring cities Fond du Lac, Appleton andGreen Bay, and many outlying smaller communities, and thestate of Wisconsin as a whole. That’s why Wisconsin GovernorScott Walker has made it a point to attend each and everyAirVenture since being elected, and that’s why each and everyWisconsin legislator should also attend.Geoff SoberingBestOil CompanyAviAtiOn Fuels& luBriCAnts-Serving-MichiganMinnesotaWisconsin1-800-524-466622 OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINERudy Frasca (center) of Frasca International, Urbana, Illinois, wasinducted into the Flight Instructor Hall of Fame during EAA AirVenture.Jack Eggspuehler (right), president emeritus of the National Associationof Flight Instructors (NAFI), presented a plaque to Frasca and his wife,Lucille (left). Rudy Frasca joined the U.S. Navy in 1949 and was a flightinstructor at Glenview Naval Air Station where he used the early Linktrainer for flight simulation. Following the service, Frasca attended theUniversity of Illinois where he studied Aviation Psychology and expandedhis interest in flight simulators. He founded Frasca International in 1958and today the company offers high-end flight simulators for fixed-wingand rotary-wing aircraft to both civilian and military markets. Rudy Frascareleased his book “From Cubs To Spitfires” during EAA AirVenture 2012.Dave Weiman

KEEP ‘EMFLYINGBucking the TrendThere’s a troubling trend in general aviation—the long, slow decline in the number of activepilots—and it’s the sort of thing that keeps meawake at night. Over the past few years, this isan issue all of us at AOPA have been activelyinvestigating. We wanted to understand whatis happening and why. And we wanted to knowwhat we could do to change the trend.Today, we believe we have many of the answers.And we’re making big changes at AOPA to betterput what we’ve learned to work for the future of GA.We’ve created the Center for the Advancement ofthe Pilot Community—a new division at AOPA to be led by Adam Smith and staffed with ateam of experts in research, lifelong learning, and program development. The Center willbe home to a whole range of initiatives dedicated to growing the pilot population, reducingthe student pilot dropout rate, helping lapsed pilots return to the skies, and developing thekinds of supportive communities that keep pilots flying more often and more affordably.It may sound like a mammoth task, and frankly it is. But we believe this comprehensiveapproach is the best way to buck the downward trend.What really makes this effort different is that it’s based on success. When we started thisjourney, we were trying to understand why some 70 percent of student pilots quit trainingbefore they earn a certificate. And we found some very clear answers not only aboutwhere the problems lie, but also about what works. Despite the alarming numbers, wewere encouraged to see that some programs, schools, and students are succeeding—andthat they have much in common. Then we set to work to develop tools that support andencourage the most successful training strategies—tools like the Flight Training ExcellenceAwards and the AOPA Flight Training Field Guides to name just two.We’ll be talking a lot more about the Center to Advance the Pilot Community at AOPA’sAviation Summit in Palm Springs, where we’ll tell you more about our current initiatives, ourplans for the future, and what you can do to help. I hope to see you there as we launch thisexciting new approach to making GA stronger.Craig L. FullerAOPA President and CEO*For more information on the Aircraft Owners and Pilots Association and the issues that affect your flying go to www.aopa.org today.OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINE 23

OshkoshDave WeimanDave WeimanDave WeimanWilliam Bakalich, marketing manager with Hi-Fold Door Corporation of River Falls, Wisconsin,demonstrated their “Bi-Fold” hangar doorsat EAA AirVenture 2012. Features of the doorinclude a double-strength center hinge design,The amount of staff time that goes into planning andproducing AirVenture must be in the tens of thousands, notcounting the thousands of hours volunteers put in long beforethe gate opens.“Our 4,800 volunteers and the EAA staff did a marvelousjob of putting together a wonderful week,” said Hightower.Bill Read, Chairman and CEO of The Wag-Aero Group, Lyons, Wisconsin,sold merchandise and answered questions about kit building andsupplies at EAA AirVenture 2012.(L/R) Brian Meyerhofer and Brett Lawton of Leading Edge Air Foils ofLyons, Wisconsin, were among the hundreds of commercial exhibitorsat EAA AirVenture 2012. Leading Edge Air Foils is a Rotax aircraftengine service center and part of the Wag-Aero Group of companies(www.leadingedgeairfoils.com).24 OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINEwhich eliminates sagging; patented auxiliaryarms that allow a higher opening clearanceand a lower mount point; and a strong,welded steel frame and trusses that withstandhigh winds and maximize the life of thedoor. Hi-Fold hangar doors even provide a“canopy” when open to protect against sunand rain. When closed, the sturdy jamb latchand rugged bottom seal keep intruders andextreme weather out. Hi-Fold also offers a“No-Fold Door,” which results in less shockon the system, and more control in theoperator’s hands. For additional informationcontact William Bakalich at 715-262-3018 or800-443-6536 (www.hi-fold.com).Kurt Hartwig of Eagle Fuel Cells-ETC, Inc., EagleRiver, Wisconsin, meets with customers duringEAA AirVenture about replacing their fuel cellsfollowing the fly-in.If you have never volunteered even a day of your time atAirVenture, EAA would welcome your help in 2013. Parkplanes, park cars, work in a gift shop, help with trash removal,or arrive early and help with all of the pre-show maintenanceof the grounds. There’s plenty to do.AirVenture 2013 will be held July 29-August 4. qKristin Bendickson and Michael Trudeau of Hartzell Propeller, Inc.,Piqua, Ohio, exhibited at EAA AirVenture 2012.Representatives of Minnesota State University Mankato were amongmany schools of higher education promoting their programs toprospective students at EAA AirVenture 2012. (L/R) Thomas Peterson,Assistant Professor at MSUM and Kevin Doering of North Star Aviation.Dave Weiman Dave Weiman Dave Weiman

AirVenture – Always A “Can-Do” SpiritDave Weiman(L/R) It was thumbs up all the way for AOPA President CraigFuller and EAA Founder Paul Poberezny.A 1940 Piper J3 Cub, restored by Richard and Dan Knutson of Lodi, Wisconsin,was featured at the Piper Aircraft display, recognizing the 75th anniversary of theaircraft and Piper Aircraft Company. The aircraft was later given away in the EAASweepstakes drawing.Dave Weimanby Jim LaMalfaEAA’s annual fly-in (AirVenture) is one of the aviationworld’s premier events, held at Wittman Field inOshkosh, Wisconsin, each July. This year’s event ranfrom Monday, July 23rd through Sunday, July 29th.Starting my day at the EAA Museum where the Goodyearblimp was giving rides from Pioneer Airport, I proceededeast toward Phillips Plaza, where I noted Flight Designs’contribution to the Light Sport Aircraft category, the “CTLS.”A neat little bird if there ever was one.Across the walkway, Cessna aircraft were much inevidence, starting with a Citation painted in U.S. Air Forcelivery. Cessna’s “Stationair” was on display, equipped with aturbo-charged “recip” engine. Behind it sat the Cessna GrandCaravan EX, looking very muscular with a woodsy colorstripe on the fuselage. Completing this bevy was Cessna’s“Skycatcher,” a Light Sport Aircraft, so there was somethingfor everyone.Piper Aircraft had an impressive display. Sitting primly infront of its latter day cousins, a 1940 Piper J3 Cub, restoredby Richard and Dan Knutson of Lodi, Wisconsin, drew ourattention to the 75th anniversary of the redoubtable Cub.Called the “Grasshopper” in World War II, Cubs and otherlight aircraft, served as spotters for artillery, much to thechagrin of the enemy ground troops who tried to shoot themdown. Piper’s high-performance propjet, the “Meridian,”was on display, featuring hot props and boot deicers on theSouth St. Paul Municipal AirportRichard E. Fleming Field (SGS)• Conveniently located between Minneapolis & St. Pauloff I-494 (Only 15 Minutes From The Mall of America)• Lowest Fuel Prices In The Area (100LL & Jet A)• No Landing Fees• Car Rental: Enterprise 651-457-7000 Hertz 651-457-2788NOW AVAILABLE!• Building Sites For New Hangars With Utilities!651-554-3350“We like the little guy!” Glenn Burke, ManagerOCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINE 25

OshkoshJim LaMalfaFlight Designs “CTLS”Cirrus SF50 Personal JetLockwood 912 Air CamJim LaMalfawing’s leading edge.Cirrus Aircraft, Duluth, Minnesota,was displaying their full line ofcomposite aircraft, including theirSR22T-FIKI, with weeping wing.The wing streams alcohol over thesurface in icing conditions, just like theairliners. I chatted with Gary Black,who was standing by the mockup ofCirrus’s new “Vision” SF50 personaljet. After slipping in the pilot’s seatof the mockup, I asked Gary howthe certification of the SF50 wasprogressing.“We have 400 missions on the testship and expect certification in 2015,”said Black. “The SF50 holds sevenpassengers, or five adults plus baggage.We want a deposit of $100,000 to holdone for a customer. They will cost $1.6million when certified.”Is Cirrus doing well? They must be.They had a “Help Wanted” sign at thebooth!Aeronca aircraft have made acomeback in the last few decades. Thelatest aircraft features a 210 hp fuelinjectedengine – a far cry from the26 OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINEold Aeronca Champ and Sedan. Nowcalled the American Champion AircraftCompany in Rochester, Wisconsin, thecompany had several attractive aircrafton display at AirVenture. A sleek blueand white “Denali Scout” with a 210hp fuel-injected engine was muchin evidence, as was a fire engine red,fully aerobatic “Decathlon” used byAerobatics Australia. The Aussies knowa good aircraft when they see it! TheDenali Scout sports a 36-foot wing,empty weight of 1400 pounds, and auseful load of 750 pounds. It takes offin 388 feet, and has a maximum rangeof 690 nautical miles at 75% power.If you take aerial photos – either stillor video – the Lockwood 912 Air Cambears a look. I talked to John Hurst,Sebring Aviation, about this interestinghomebuilt kit. Used originally bythe National Geographic Society forexploring rain forests in the Congo, itis a tail-wheel type aircraft, but can beequipped with floats.The Air Cam evolved from anultralight called the “Drifter,” Johntold me. “This aircraft has two engines,Cessna Multi-Engine Service Center • Flight Training & Aircraft RentalExperience Glass Cockpit Technology - Cessna 172Fuel Sales - 100 LL & Jet A • Aircraft AppraisalsFor The BesT Deal on a hangar In se WIsconsIn – BIg or small, heaTeD or colDCall Dave at Gran-Aire Inc. - 414-461-3222Timmerman Airport, Milwaukeewww.flymilwaukee.comboth the 100 hp 912 Rotax fuelinjectedversion. The two engines givethe Air Cam the capability to fly onone engine or even take off with one ifnecessary. The two engines are close tothe aircraft’s centerline, so there is noappreciable asymmetric power problem.The kit includes everything needed tobuild the open seat aircraft, which has atakeoff roll of 200 feet and lands at 35mph with flaps. It is entirely made ofaluminum, ribs, spars and bulkheads.The pilot sits forward, but the rear seatposition would still give a photographerunlimited visibility.Lancair of Redman, Oregon,has been making kits for their highperformance,carbon fiber aircraft forquite some time, but the “Evolution”is their top of the line. I talked to repsNeal Longwill and Doug Walker infront of an Evolution.“We have sold 49 kits to date,”Neal told me, “and 29 are flying.” TheEvolution is powered by a Pratt &Whitney PT6A-135A 750 hp jet enginewith a four-bladed prop up front. Theaircraft is pressurized and has a ceilingof 28,000 feet. It costs $1.3 million andthe new owner gets to spend two weeksat the factory. The carbon fiber skin ispre-impregnated with resin.I admired the smaller two-place cousinto the Evolution, which was parkednext to its big brother.“That’s our Sport Class Lancair,”Neal added. “Our owners fly themfor fun, but can race them at theNational Championship Air Races inReno, Nevada in the 200 to 240 knotscategory.Looming over Phillips Plaza was the312th Airlift Squadron’s C5A Galaxy

What Expert Avionics TechniciansCan Do For You!Dave WeimanRon Fagen of Granite Falls, Minnesota, with his wife, Diane;grandchildren, Ethan, 9, and Connor, 6; and their Curtiss P40E Warhawkat EAA AirVenture 2012. Fagen had just participated in EAA’s “WarbirdsIn Review” interview with famed air racer, test pilot and Hollywood stuntpilot, Steve Hinton, talking about the P40 and its role during World War II.Fagen said that the wings of his P40E had been cutoff for salvage whenhe got the aircraft. After it was restored, the aircraft was porpoising inflight, so he sought the advice of legendary air show performer and testpilot, Bob Hoover. Hoover knew right away what the problem was. Thefabric on the elevator had come unglued. Fagen has built an air museumin Granite Falls to house his collection of warbirds – Fagen FightersWWII Museum – and says that he doesn’t have a favorite airplane: “I likethem all.” Fagen is a manufacturer of Ethanol fuel.transport with a long line of conventioneers waiting to walkthrough its cavernous fuselage.Also on the plaza was the Commemorative Air ForceB-29 bomber “FiFi,” and to the right, a municipally owned,City of Monroe, North Carolina, Curtiss C46 World War IItransport, the “Commando.”Looking east on the taxiway to the north-south runway, Ispotted a pilot doing a preflight on the Red Tail P51 Mustang.The aircraft was painted to honor the 332nd Army Air Corpsfighter squadron of World War II – the Tuskegee Institutetrained fighter pilots. Several of the Tuskegee Airmen were atAirVenture 2012: Lt. Col. Harold Brown, Col. George M.Boyd and Col. James Harvey. The producer and director ofthe motion picture, “Red Tails,” George Lukas, was also atAirVenture. Just ahead of the Tuskegee P51, was a Viet NameraF-4 “Phantom.”Walking around the outdoor exhibits, I spotted aninteresting radio controlled model of a yet unbuilt flying car,“Caravella.” I chatted with designer Joe Caravella.“We need investors,” Joe said to me. “The full sizedroadable air/car will be powered by a four-stroke Kawasakiengine. We think the kit will run around $50,000. We arestreet legal as a three-wheeled motorcycle, but need somefinancial backers.”I told Joe I had met Molt Taylor back in the late 1970s.Taylor was the first designer of a flying car. Sooner or later,everyone ends up at Oshkosh.Install, Repair, Overhaul & Upgrade AvionicsOn Factory-Built or Experimental Aircraft• Communication Systems• Custom Instrument Panels• Cabin Entertainment Systems• Flight Control Systems• Navigation Systems• Instrumentation• Weather SystemsMake Your Flying Safer & More EnjoyableUpgrade To Garmin!• Touchscreen GTN 650 & 750 nav/coms with high resolution terrainmapping, graphical flight planning,traffic display, and satellite weather.• Traffic Systems ADS-B Ready• Digital Transponders• 3D Audio Systems• XM Datalink WeatherFor Additional Information, Quote or AppointmentContact Tom Hass: 218-237-1525tom@parkrapidsavionics.comFor information on Approach Fast Stack, theretrofit modular wiring systems that interconnectavionics components with a central hub and readybuildcables for avionics.Contact Tim Hass: 218-237-7825tim@approachfaststack.comPark Rapids Avionicswww.parkrapidsavionics.comPark Rapids Municipal AirportKonshok Field (PKD)Park Rapids, MinnesotaMember of the Aircraft Electronics Association (AEA)OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINE 27Park Rapids Ad Jan2012RBL3G.indd 11/29/12 3:21 PM

OshkoshEAA AirVenture recognized the contributions of the TuskegeeAirmen. Pictured here with Dave Weiman of Midwest FlyerMagazine (center) is Tuskegee Airmen Lt. Col. Julius Jacksonof Chicago, Illinois (left), and First Lieutenant Robert “Fox”Martin of Olympia Fields, Illinois (right).There were a lot of beautifully restored warbirds in “WarbirdsAlley” at the north end of Wittman Airfield, including a row ofMustangs featuring “Old Crow,” and one P51 with its dive brakesdeployed. There were also some beautiful Navy carrier aircraftincluding the TBM Grumman “Avenger” torpedo bomber.The North American B-25 Mitchell bomber, “Panchito,” was onhand. The B-25 was used in the first aerial attack on Japan, April18th, 1942. General James “Jimmy” Doolittle and 79 other pilots andcrew members on board the new carrier, USS Hornet, took their 16Mitchells and headed for Tokyo and other Japanese cities. The raidstunned the Japanese who had been told their country was invincible.The B-25 was used in the island hopping campaigns of the U.S. Navyas it moved toward the Japanese homeland.Hundreds of forums and workshops provided homebuilders withthe information they need to successfully build or restore their aircraft.The “Can-Do Spirit” was everywhere at Oshkosh, from theinventors, builders and restorers, to the war heroes honored and thehundreds of volunteers and staff that work hard to produce the eventeach year so we may enjoy it. AirVenture once again made me proudto be an EAA member, and I look forward to what’s coming up in2013, July 29 - August 4.qLakeshore aviationManitowoc County Regional AirportManitowoc, WisconsinGrowing Airport➤ 24-Hour Self-Service 100LL & Mogas➤ Full-Service 100LL & Jet A➤ New Hangar Space Available➤ Hangar & Airport DevelopmentSites Available➤ Aircraft Maintenance/ Annual Inspections➤ Seaplane & Tailwheel Instruction,Experienced Instructors➤ Air Charterwww.lakeshoreaviation.comPilots of the B25 Mitchell Bomber “Panchito.” (L/R) Reeve Wallis of Chicago, Illinois, and GaryByrd of Columbia, S.C.920-682-004328 OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINE

Flying With Grandpa!Fly-Ins & Air ShowsRice Lake Regional Airport - Carl’s FieldRice Lake, WisconsinTom Briden of Stacy, Minnesota, takes hisgranddaughter, Ellie Copley, 7, for a ride in his 2002RV8A. Briden’s brother, Gordy, flew escort in hisCessna 172 Skyhawk with Ellie’s 3-year-old brother,Charlie, enroute to the Shell Lake, Wisconsin fly-in,September 1, 2012.Rice Lake - A Return VisitCarl’s Field Fly-InRice Lake, Wisconsinby Dave WeimanRICE LAKE, WIS. – If you were to getstranded, Rice Lake, Wisconsin would be apretty nice place to be. I know from experience.It was 1985 and we were on a family vacationto Mackinac Island, Michigan. From there, ourplan was to fly to Duluth, Minnesota and rent acar for a drive up the North Shore.I was flying a Cessna 172, and our childrenwere very young. The weather was forecast to beexcellent, but changed 25 miles east of Dulutheven to the surprise of ATC. It got dark, thefog set in and it began to rain very hard. Noauto pilot or fancy Garmins – just a couple ofOCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINE 29

Fly-Ins & Air ShowsVORs – and the ink barely dry on mynew instrument ticket. After a missedapproach to accommodate an inboundNorthwest flight, I opted for betterweather towards the south. The TwinCities went down, but Eau Claire wasstill okay, and further south, better yet,so I had options.When I got 100 miles south ofDuluth, there was an opening in theclouds and directly below was Rice LakeMunicipal Airport, and the runwaylights were on. I made my approachand when on short final, the runwaylights went out, and the ground and skyturned black. Apparently someone hadjust landed, and the lights timed out. Iquickly keyed my microphone and thelights came back quickly and bright –too bright. In my haste to get the lightsback on, I clicked two too many times,but I didn’t really care. I had lights andlanded.Carrying two young children, wewalked into the airport office and therelaid Carl Rindlisbacher on the couch,sound asleep. “Hey Carl…Dave here. Isthere a hotel nearby.”A little startled Carl awoke andasked where I had come from. “Musthave fallen to sleep, Dave,” he replied.“Just a block down the street is a greatBest Western Inn with a pool andeverything.”So we grabbed our bags, walkeddown the street and checked in. Thekids were happy…the wife was happy…and it felt good to be on the ground.The next day the weather was perfectand we continued our trip to Duluth,but we could have just as easily stayedin Rice Lake and enjoyed one of dozensof resorts and hotels, and the manyrecreational activities. Rice Lake is theclassic northern Wisconsin vacationdestination, offering the best of allworlds, from great fishing, hiking,biking and ATVing, to shopping andlive theatre. Rice Lake is north of Eau,and northwest of the Twin Cities. Foradditional information on visiting RiceLake, refer to ricelakewis.com.In 1995, the airport was movedfrom close to town to the outskirts andrenamed Rice Lake Regional Airport –Carl’s Field (KRPD) in memory of CarlTanis Announces New President/CEO At AirVentureEDEN PRAIRIE, MINN. – Tanis Aircraft Products has named DouglasJ. Evink, President and Chief Operating Officer. Bob Krueger will remainChairman of the Board and active in the company, which he solely owneduntil now. Among Tanis’ many aircraft and helicopter standard typecertificates is their recent approval to install the Tanis preheat system onthe Cessna Skycatcher 162 Light Sport Aircraft.Tanis has a manufacturing facility in Glenwood, Minnesota, andcorporate sales offices at Flying Cloud Airport in Eden Prairie, Minnesota.Other members of the executive staff include Dirk Ellis and ChristineWetherell.Rindlisbacher, who had passed awayby then. There are two runways – one6700 feet long by 100 feet wide (01/19),and a crosswind runway 3500 by 75feet (31/13). There are ILS and GPSapproaches, and AWOS. Just rememberthat it is “right traffic” for Runways 01and 31.The modern 4,000 square footterminal building has all of theconveniences, including an executiveconference/training room, pilot loungeand showers, passenger waiting room,and heated hangars. Rice Lake AirCenter is the full-service fixed baseoperator on the field, and there is a fulltimeairport manager. There’s still over900 acres waiting to be developed on theairport property, so plenty of room togrow.The airport held its annual fly-inAugust 11, 2012 and the turnout wasexcellent. It was nice to return underbetter flight conditions.For additional information on RiceLake Regional Airport – Carl’s Field,contact airport manager Jerry Stites at715-458-4401.q(L/R) Bob Krueger, Doug Evink, ChristineWetherell, and Dirk Ellis at their outdoorexhibit at EAA AirVenture-Oshkosh 2012.30 OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINETanis Aircraft Products is the leadingmanufacturer of preheat systems forgeneral aviation aircraft. Since 1973,Tanis has been the innovator in aircraftpreheat systems, delivering reliablesolutions for critical aircraft operations.For additional information call1-800-443-2136 (U.S. and most ofCanada) or 952-224-4425 worldwide(www.TanisAircraft.com). q

Wings Over Waukesha AirshowEAA’s B-17 “Aluminum Overcast.”Pilots Bob Davis of Lake Geneva, Wis., and GeorgeDaubner of Oconomowoc, Wis., at the controls of“Aluminum Overcast.”Kurt StanichWAUKESHA, WIS. - KurtStanich, assistant manager atWaukesha County Airport,was chairman of the “WingsOver Waukesha Airshow,”held August 25-26, 2012 atWaukesha County Airport(Crites Field).Wings Over Waukeshafeatured Jim “Fang” Maroney and his Super Chipmunk;Dave Dacy’s 450 Stearman with wingwalker, Tony Kazian;Dr. Bill Blank in his Super Decathlon; and the Sky KnightsSport Parachute Club Demonstration Team. EAA’s B-17“Aluminum Overcast” provided rides and tours. Phil Dacyprovided the play-by-play narration of the performers. qDouglas Holt takes a moment to remember when heand his fellow crewmembers made bombing runs intheir B-17 over Germany during World War II.Wisconsin Governor VisitsUW Oshkosh AeroInnovate During AirVenture(L/R) B-17 passengers Phil Peterson, Presidentof the Wisconsin Flying Farmers; Dave Weimanof Midwest Flyer Magazine; and Douglas Holt ofMequon, Wisconsin. Holt was a pilot on a B-17during World War II and wrote the book “Lucky Dog”(www.youtube.com).Everything a Homebuilder Needs!OSHKOSH, WIS. – On Wisconsin Governor ScottWalker’s annual visit to EAA AirVenture in Oshkosh, Wis.,July 24, 2012, he stopped by the “AeroInnovate InnovationsHangar” to learn more about new aviation technology, andto encourage business to locate in the state.AeroInnovate is a nonprofit organization founded by theUniversity of Wisconsin Oshkosh Business Success Centerand the Wisconsin Entrepreneur’s Network. It bringstogether local, regional, national and international aviationinnovators, offers educational forums, and introducesentrepreneurs and companies to investors and industryleaders.Among the exhibitors this year were EngineeredPropulsion Systems of New Richmond, Wisconsin, andCalifornia-based Makani Power, which is consideringlocating its manufacturing in Wisconsin(www.aeroinnovate.org).qAircraft Grade Sitka SprucePlywoodAluminum & Steel SheetAluminum & Steel Tubing AN Hardware Anodized Aluminum PartsCall us and get your copy of our current catalog,or visit us online for the complete catalogand 24/7 ordering capability.800.221.9425 Overseas 618.654.7447www.WicksAircraft.comOCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINE 312612 Wicks MF Everything 2 Ad.in1 1 3/17/10 2:00:24 PM

At Our AirportsNation’s First Net Zero Energy Flight TerminalBreaks Ground At Outagamie County Regional Airport...Building To Be Completed Before EAA AirVenture 2013APPLETON, WIS.– Outagamie CountyRegional Airport (ATW)broke ground in August2012 for a new, state-ofthe-art,8,000 square footgeneral aviation terminal,called Platinum FlightCenter. The terminal willfeature a two-story atriumlobby, flight-planningroom, pilot center,and passenger lounge.Platinum Flight Centeroffers maintenance, airlineand general aviationfueling, charter services,and pilot training.The design of the new terminal includes traditionalsustainability measures. The building’s social sustainabilitywas also taken into consideration, making it a healthy andwelcoming environment for employees and visitors alike.The new terminal will have the following features:• Energy efficient mechanical system with heat recoveryand air conditioning.• Rain water harvesting through roof scuppers andcisterns.• Durable, low VOC interior finishes.• High ceilings that harvest natural light, and direct/indirect light fixtures featuring LED technology andoccupancy sensors.• Natural ventilation through operable windows.(L/R) Patrick Heil, Patrick Smith and Tracy Schoenrock of Tailwind Flight Center; Travis Thyssen, OutagamieCounty Supervisor; Peter Stueck, Vice Chairperson, Outagamie County Board; Mike Thomas, OutagamieCounty Supervisor; Marty Lenss, Director, Outagamie County Regional Airport; David Green, Director, WisconsinBureau of Aeronautics; Mike Abhold, Principal, SMA Construction Services, LLC; Shannon Full, President/CEO,Fox Cities Chamber of Commerce & Industries; Matt Dubbe, Market Leader-Architecture, Mead & Hunt; ThomasNelson, Outagamie County Executive; and Toby Paltzer, former Outagamie County Executive.• Geothermal and photovoltaic technology.“A fixed based operator at the local airport is, to many,the first and last impression of your community, whetherflying for corporate or leisure purposes,” said Thomas Nelson,Outagamie County Executive. “Outagamie County will beproud to welcome guests through this facility.”“Unlike traditional building design, when developingthis facility, the functionality was designed in detail firstand building form came second,” said Outagamie CountyRegional Airport Director, Marty Lenss. “The net zerostandards of this facility align with our core values at ATWin respect to being good stewards of the environment.”(www.PlatinumFlightCenter.com)qAIRPAC_Ad 1/27/05 12:40 PM Page 1WINONA StAte UNIverSItyYour Pathway To The AirlinesWhile Landing An Education1-800-DIAL-WSU(An FAA Airway Science University)32 OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINEwww.winona.eduPlane CDOver 20 aviation databases including U.S. AircraftOwners, Pilots, New Students, Airport Managers and AviationBusinesses on one CD. Files are CASS Certified to cut mailingcosts by up to 13%. Includes Windows software for searchingand printing lists, labels, letters and envelopes1-800-654-2066www.airpac.com1231 E. 9th • Edmond • OK • 73034 airpac@airpac.com

Coming Soon!Innovative online database of pavement conditions at North Dakota’s airportsby Danielle TeigenThe engines beginfiring. You lock yourtray table and seat inthe upright position. Maybeyou’re engrossed in a mysterynovel or listening to your iPod.No matter what you’re doingwhen an airplane takes off,it’s probably safe to assumeyou aren’t thinking about thecondition of the pavementyou’re leaving or landing on.But airport managers andconsulting engineers do. Infact, they’ve spent a substantialamount of time thinking about, studying, measuring, andanalyzing the condition of the pavement because it’s themain component of a successful airport. Every three years,the North Dakota Aeronautics Commission (NDAC) securesfunding from the Federal Aviation Administration to conducta Pavement Condition Index (PCI) study.In February 2012, NDAC awarded the Ulteig team thecontract for the 2012 North Dakota PCI Study, which willhelp airports throughout the state manage their budgets byproviding an up-to-date record of the pavement condition.The study kicked off in September and information gatheringwill wrap up in November.“This project will determine thecondition of pavement at airports acrossthe state so they can budget and planprojects to maintain and improve thosepavements as needed,” described KevinNelson, project manager and associatevice president of aviation.Pavement represents the largestinvestment for an airport, so maintainingpavement in excellent condition isimportant. The PCI study includes 67 ofNorth Dakota’s 72 paved public airports. “The index allowsus to maintain consistency on a statewide scale because allthe airports are studied using the same system, which benefitsus from a statewide planning perspective,” explained KyleWanner, aviation planner for NDAC.PCI: An Engineering InnovationThe 2012 Pavement Condition Index (PCI) Study is underwayin North Dakota. The project involves analyzing the pavementcondition at airports throughout the state.Kevin Nelson(USAF) realized its needfor a well-trained and wellequippedteam that couldmanage changing airportneeds. Previously, the U.S.Army Corps of Engineersperformed airfield evaluations,but the USAF wanted a grouporganized within its ranks. Theresult was an Airfield PavementEvaluation team organizedin 1970 at Wright-PattersonAFB in Ohio, according to apaper entitled “U.S. Air Force(USAF) Airfield PavementEvaluation Program,” presentedat the Federal AviationAdministration Airport Technology Transfer Conference in2002.(800) 323-4130The PCI procedure has only been in place for about30 years. After the Vietnam War ended, the U.S. Air ForceOCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINE 33Aircraft PropellerJune08.indd 17/22/08 12:17:31 PM

At Our AirportsThe Ulteig team is busy collecting information about the pavementcondition at 67 of North Dakota’s paved public airports. The resultswill be delivered in an online database airports can use to manageupcoming pavement projects.When airfield pavement testing first began, it was adestructive and disruptive process, often severely interruptingoperations with the labor-intensive requirements, according tothe article. By the middle of the decade, nondestructive testsemerged, though completing them and properly analyzing thedata still required significant amounts of time.The current PCI procedure was actually developed inthe early 1980s as a visual evaluation used to assess thecondition of airfield pavement, according to a 2001 articleabout the pavement condition index. The PCI procedure iscommonly used because it has received widespread acceptancethroughout the world, creating consistent understandingabout pavement conditions among the world’s airports. Thescale used for the PCI ranges from 0-100, and the index isused by a variety of agencies to designate the condition ofpavement.Changing The Delivery MethodAirports in North Dakota have used the PCI procedureto evaluate pavement conditions since the 1980s, Wannersaid. The final product has always been a static report that isprinted or provided on a disc. When Ulteig and its partnersAviation Fueling Equipment“Service After The Sale”✓ Design, Installation, Service ✓ Fueling Dispensers✓ 24-Hour Fueling System ✓ Above & Below Ground Tanks✓ Proprietary & Bank Card SystemsEmail: sales@mnpetro.comPhone: 763-780-5191Toll-Free: 888-797-7677682 39th Avenue NE • Columbia Heights, MN 5542134 OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINEdecided to propose on the project, they knew they wanted todo something different.“We heard from a lot of managers that the studies in thepast didn’t get looked at after the initial delivery,” Nelsonsaid. “Often only one copy was provided to an airport, andsometimes a manager might put it in their office and neveropen it again or the report would go to a consultant so theairport wouldn’t even have access to it.”To address this issue, Ulteig, Applied PavementTechnology, and EVS determined that an online databasewould better suit the changing needs of North Dakotaairports. That means the results of the study will be accessibleto any airport managers, pilots or other individuals whorequire it.“We are excited to put this useful toolin the hands of airport managers acrossthe state,” said Jon Scraper, vice presidentof aviation at Ulteig.A bonus of having the informationso accessible means it will be easierfor airport managers to present theinformation to airport authorities, airportboards, or communities when discussingthe need for future projects, Wanner said.“The hope is that airports will beable to take a larger role in planning for the future of theirairport by being provided a pavement management systemthat is easy to use and understand,” he explained. “I believethe selection committee felt that Ulteig and its partnerswould revolutionize the study and provide a deliverable thatwould be able to take more of a lead role in airport planningthroughout the state.”Having the information in an online database also meanskeeping the pavement conditions up-to-date will be easier.When a North Dakota airport plans a repair or replacement,current information from the project can be easily inputted inthe PCI database. This allows these airports to develop betterstrategies for maximizing the money spent on an airport’slargest investment: pavement. Being able to manage fundingto properly maintain that investment for the longest period oftime is the best use of precious dollars, Scraper said. “Makingthe information easy to access and utilize means airportscan budget for projects at the right time, which would savefederal, state, and local airport project dollars,” Wannerexplained.Addressing Changing Traffic VolumeJon ScraperIt’s no secret that western North Dakota is seeingunprecedented growth thanks to the oil boom. That growthis also affecting airports in the region that are dealing withincreased flight traffic. The four commercial service airportsin western North Dakota –Williston, Minot, Bismarck,and Dickinson – have all experienced an increase in trafficassociated with the boom. Minot International Airport isMN Petroleum Ad July2012.indd 17/16/12 5:40 PM

currently in the midstof constructing a newterminal, according toa September 1 forumarticle. An August 2012Aviation InternationalNews article reportedthat the Willistonairport, Sloulin Field,started seeing increasedair traffic nearly twoyears ago and hasexperienced a 50-foldincrease since then.The awareness aboutincreased air traffic ledUlteig and its partnersto also address pavement strengths at the commercial serviceairports in North Dakota in the 2012 PCI study. Theseairports are receiving requests from airlines and corporateflight departments to land aircraft at these airports that havenever been seen there before. The airport managers needinformation to know if their pavements can handle the loadsthat these aircraft will put on their pavements. The projectwill integrate the strengths of the runways into the onlinepavement condition reports so both airports and pilotswill have fingertip access to the information. The fingertipavailability of this information is critical for airport managersin bustling North Dakota.The Federal Aviation Administration (FAA) is adoptinginternational standards of strength reporting for determiningpavement strengths. This standard compares an airport’sPavement Classification Number (PCN) to an aircraft’sAircraft Classification Number (ACN). As long as the ACNis less than the PCN, the pavement will be fine and theairport can tell the pilot to go ahead and land there. “TheFAA is trending toward requiring this information in the nearfuture, so having it available now will be especially helpful tothe airports, especially those in the oil-producing region,” heexplained.project milestones.He anticipates thatcollecting informationfrom the 67 airportsincluded will becomplete by December,with final productdelivered in early 2013.Ulteig has been workingin the aviation industrysince 1970, providingaviation engineeringand planning services togeneral aviation airports,air carrier airports, andmilitary installationsfor more than 40 years.APTech’s extensive knowledge, and expertise with APMSprojects, complements Ulteig’s experience. The companyhas completed APMS projects for 21 states. Since 1994,the company has completed more than 2,000 airfield PCIevaluations, and today, averages more than 150 annually. EVSis providing invaluable experience from having gathered PCIdata for other clients in the region and beyond.Having an updated PCI will allow North Dakota’s airports to better prepare fornecessary pavement repairs or replacements.INTERIORSby WipaireA Team ApproachTeamwork is the theme of this study. The Ulteig teamincludes Applied Pavement Technology, a national leaderin state Airport Pavement Management Systems (APMS)projects, and EVS, a nationally recognized expert in pavementengineering and evaluation. These firms will work together tocapitalize on each one’s strengths.The Ulteig team will travel the state – in rain, sunshine,snow, or wind – collecting information from all 67 airportsspread throughout the entire state and delivering the databack to the partners for analysis. As project manager,Nelson is responsible for ensuring quality and accuracy, aswell as keeping everyone on schedule to achieve importantRepair or replacement, trust your interior projects to Wipaire’sexpert services team. Minimize down time by bundling services likepaint, avionics and maintenance.Call Today 1.888.947.2473AIRCRAFT FOR SALE• Wipline Floats • Avionics• Aircraft Skis • Maintenance• Modifications • Paint & Interior Refinishing• Part Sales • Aircraft Sales & BrokerageOver 50 Years of Innovation, Quality and ReliabilityOCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINE 35

At Our AirportsThe Ulteig team isn’t theonly one involved with theproject. The Ulteig team isalso assembling stakeholdersthroughout the project togive them a voice in howthe final product functions.The focus group includesNDAC staff members andairport managers fromacross the state. Nelsonanticipates this involvementmeans the Ulteig teamwill provide an even moreuseful tool to help NorthDakota airports budgetfor upcoming projects andtruly revolutionize themanagement of pavement inThis image shows what the online PCI database will look like whenit is finished. The final product will be available to airport managers,pilots, and anyone else who needs to know the pavement condition atairports throughout North Dakota.North Dakota.Together, the Ulteigteam will provide NDACand airports throughoutNorth Dakota withinvaluable informationnecessary to continueoperating a successfulairport system and allowingyou to think about otherthings the next time you’reon an airplane. So sit back,tighten your seatbelt, andrest comfortably knowingthat in North Dakota,a group of dedicatedprofessionals are makingsure you have a smoothlanding.qWWII Veteran Donates Airport To Recreational Aviation Foundation For Future GenerationsOSHKOSH, WIS. – Theimportance of privatelyownedairports was broughtto public attention, July25, 2012 at EAA’s BrownArch on Wittman RegionalAirport in Oshkosh,Wisconsin, during EAAAirVenture, when BenRyan and his wife, Agnes,donated their airfield –Ryan Field (2MT1) – tothe Recreational AviationFoundation (RAF) to ensurethat the airport would stayopen for future generations.RAF installed a LegacyRock at the Brown Arch to memorialize the Ryans’ generousdonation.Ryan received his initial flight training at General MitchellLone Rock, Wisconsin (LNR)Tri-County Regional Airport – 40 Miles West of MadisonPicturesque Airport - Breathtaking Views - Rural SettingRwy 09/27 - 5000 x 75 ft – Rwy 18/36 - 1850 x 60 ft★ RestauRant on FieLd ★★ Hangars For Rent: $100 per month ★We oFFeR QuaLity conocoPhiLLiPs aviation FueL100LL & Jet A – Competitively Priced! Self-Served608-583-260036 OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINEBen Ryan stands in front of a photo of Ryan Field during ceremoniesat EAA AirVenture Oshkosh 2012. The Ryans donated their airport,located near Glacier National Park in Montana, to the RecreationalAviation Foundation.Field in Milwaukee,now General MitchellInternational Airport(KMKE) during World WarII. It had been 66 years sinceRyan flew a P-38 Lightningwhen he was given theopportunity again duringAirVenture to fly “GlacierGirl.”During the final days ofWorld War II, on ColumbusDay in 1945, Ryan wasoverrun by his wingmanin trail and the tail of hisP-38 was severely damaged,forcing him to bail out overthe waters of the Panama Canal Zone.The Ryans’ trip to Oshkosh was organized by theRecreational Aviation Foundation as its way of thankingthe Ryans for donating their home, property and airstrip innorthwest Montana. Ryan Field is located on the westernborder of Glacier National Park in Montana. Everythingcombined – the location of Ryan Field and the fact thatBen Ryan flew P-38s during World War II – it was onlyappropriate that Ryan be given the flight in “Glacier Girl.”Bob Cardin, one of the people behind the recovery andrestoration of “Glacier Girl,” made Ryan’s return to thecockpit possible. Signature Flight Support and Glacier JetCenter of Kalispell, Montana were sponsors.While Ben Ryan was flying P38s and P39s during WorldWar II, Agnes Ryan was a nurse with the Army Nurse Corps(www.theraf.org).Dave WeimanqTri County Airport June2012Color.indd 16/21/12 12:08 PM

Air RacingAirVenture Cup Completes 15th Successful EventWhile It Confronts Potential ChangesGeoff Soberingby Geoff SoberingThe first group of race pilots andstaff arrived at the Mitchell,S.D. airport, August 22, 2012,to prepare for the 2012 AirVentureCup Race. The previous evening’sbriefing had laid out the planned racecourse starting at Mitchell (MHE),proceeding southeast to a turningpoint at Pocahontas, Iowa (POH),and continuing northeast to thefinish-line in West Bend, Wisconsin(ETB). The first look at the radar thatmorning showed a problem: a line ofstrong storms in Iowa and Minnesotastretching directly across the course.No problem. Over the 15 years ofthe AirVenture Cup races, weatherrelatedchanges had become a wellpracticedskill. The first option was tosimply delay the race until the stormshad moved or dissipated. A weatherbriefing from Flight Service (FSS)indicated that might not happen untilSunday evening.Richard (Dick) Keyt of Granbury, Texas, flyingover Mitchell Municipal Airport in his “PolenSpecial.” The aircraft sports a fuel-injectedLycoming IO-360 engine and routinely flies atover 300 mph. This year it hit 321.22 in therace.Closer examination of the radarand consultation with FSS showed apossible route to the north. Movingthe turning point from Pocahontas toFaribault, Minnesota gave a route thatpassed north of the storms and southof the class-B airspace at Minneapolis/H FAA Regulatory/Certificate ActionsH Aviation & Commercial TransactionsH Licensed In Minnesota & WisconsinH Member, AOPA Legal Services PanelSt. Paul International Airport (MSP).However, the course to the West Bendfinish line would pass uncomfortablyclose to the busy “Fisk Arrival” atOshkosh and a number of MilitaryOperations Areas (MOAs). Luckily,Jeff Lange, one of the veteran racers,runs a Sport Air Racing League (SARL)race from his home airport at Waupaca(PCZ), which is well northwest of thebusy Oshkosh traffic. A quick call toGreg ReigelAviation Attorney(952) 238-1060Email:greigel@aerolegalservices.comWWW.AEROLEGALSERVICES.COMReigel Law Firm, Ltd.OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINE 37

AirVenture Cup RaceWaupaca verified the airport would behappy to host the racers. Lange evenhad the finish-line briefing sheet fromhis SARL race to give to the Mitchellracers.In a few, short hours the decision tomove the race-course had been made,airports and the FAA were notified, theturning-point and finish-line crews weremoving, and the racers were briefedon the changes. Only a few hours laterthan planned, the racers were off.Since the first AirVenture Cup Racein 1998, weather and other unexpectedconditions have been the norm. Infact, a race going “as planned” is a rareoccurrence. One regular racer evenwondered, “I don’t know why you guysspend so much time planning this thingbeforehand. It seems like you alwaysfigure it out just fine Sunday morning.”Despite the last-minute coursechange, the 2012 race was a hugesuccess. The one thing the weather didAIRCRAFT MAINTENANCEBY MOREY’SServicing MostMakes & Models• Airframe & Powerplant• Skilled/Award-Winning Technicians• Excellent TurnaroundFor Appointment, Contact Al Barger608-836-1711 • www.MoreyAirport.comMorey Airplane CompanyMiddleton Municipal Airport-Morey Field (C29)Middleton, WisconsinI cannot thank AFIT enough for all of the time,expertise and professional guidance these lastnine days. Your program, the follow-up, and theactual training were well designed and individuallytailored to get me to my ultimate goal of earning myinstrument rating and license in less than ten days.Scott A. Dillion, President - SDI Travel and Incentives, Chicago, ILVisit www.afit-info.com for more infoor call 866-270-8224 38 OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINEprovide was a strong tailwind. This wasthe first time a tailwind was presentsince the west-to-east course was startedin 2008, and almost all the racers werehappy to find they had set new records.However, the race itself is only asmall part of the complete AirVentureCup event. Much of the attractioncomes from the camaraderie andfriendship built up over the years ofcompetition. The Friday night informaldinner, the Saturday banquet/briefing,and the post-race awards dinner atOshkosh are important parts of theevent. Seeing the latest aircraft changesis another part of the occasion. Manytimes there will be a group of racershuddled around an airplane examining(or debugging) some new scoop, faring,cooling plenum design, or other system.Racing gives builders an additionalimpetus for continual tweaking andadjustment of their craft in search ofthat extra knot of speed.Pilots have many different reasonsfor participating in the race. Noteverybody is simply interested inbeating other planes to the finish. Allof the racers are interested in improvingboth the speed of their aircraft and theirpiloting skills to fly the best course.Many compete against themselves,trying to set new “personal best”records. The sides of quite a few planeshave lists of past performance at variousevents painted on them.Pilot skill level varies over the entirespectrum. Not surprisingly, there aresome highly experienced racers, somewith military backgrounds. Lee Bethel,president of the Sport Class at Reno, isa regular participant along with DickKeyt, the owner of the Polen Special.In addition to the regular racers, therehave been some notable celebrities:Hoot Gibson, Daryl Greenamyer, BruceBohanon, and Kevin Eldridge are someof the most recognizable. On the otherend of the spectrum, Eric Whyte recallsone person who called about registeringfor the race, saying he would be there“assuming he passed his private-pilotcheckride next week.”The airplanes are as varied as thepilots. On the extreme end of thespectrum, there is a turbine division,and some of the planes are purposebuiltracers like the Polen, NemesisNXT, and Soneri. Most of the planesare high-performance homebuilts, likethe Lancair, Quest Venture, Glasair,SX-300, and Wittman Tailwind. Thereare a number of various RVs andRutan designs, too (in fact, there aretwo RV-only classes). While largedisplacementengines and turbochargersare common, there are many moremodest powerplants. For example, JeffLange flies his VW-powered Soneri (toa 200 mph record this year). Recently,there have also been an increasingnumber of Light Sport Aircraft in therace, including a Kitfox, Pietenpol, andRans-S12S.There are always some unusualaircraft that make an appearance. Thisyear there were three Rutan Defiants.Tres Clements of Scaled Compositesbrought Burt Rutan’s distinctiveBoomerang to act as a chase-plane. Thiswas Tres’ second AirVenture Cup Race.In 2009, he raced in a Pietenpol.When the race is hosted by Mitchell,the event takes on a much largerscope. The AirVenture Cup weekendis probably the second largest aviationevent in South Dakota, second only tothe Sioux Falls air show. The airport,fixed base operation, South DakotaOffice of Aeronautics, and the Mitchellcommunity are all big supporters.“AirVenture Cup Saturday” atMitchell is an airport open house,organized by the Wright Brothersfixed base operation and airportmanagement. Over the course of theday a few thousand people will visit.This year there was a rodeo going onthe same weekend, so attendance was abit down, but 1500 people still stoppedby to look at the planes and talk withthe racers. The rodeo asked the raceto participate, and they did a fly-overof the parade in the morning, and aformation flight over the arena in theafternoon.Along with the open house, thereis a Young Eagles rally on Saturday.Despite the lack of a local EAA chapter,it is a huge event. In 2010, almost 200afitfinalrevised.indd 14/6/11 12:59:35 PM

Geoff Soberingkids were flown. This year the 100-degree temperature and rodeo goingon just down the road reduced theparticipation, but in the end there wereabout 150 new Young Eagles flown,mostly by racers and race support staff.The AirVenture Cup Race has itsgenesis with the 1997 Denver-to-Oshkosh “Great Cross-Country AirRace” sponsored by Aircraft Spruce.Longtime friends Eric Whyte and KjellErik Anderson decided to enter withtheir newly acquired Piper Comanche.They had three goals: 1) Finish, 2) Flynon-stop, and 3) Complete the coursein under six hours. They succeeded inmeeting all three goals, finishing with acouple of minutes to spare.The two immediately startedthinking about how to run aneven better race the following year.Eric Whyte was working at EAAheadquarters at the time, and hementioned their thoughts to his boss,Ben Owen, the Director of MembershipServices. Quickly, Jack Cox andTom Poberezny became enthusiasticsupporters. The concept developed as are-creation of the atmosphere at BendixTrophy races. Like the Bendix, therace was to provide an opportunity toimprove the efficiency of flying crosscountry.It was also decided to focusthe race on experimental amateur/homebuilt planes. At this time, EAAwas getting involved with planning forthe “Centennial of Flight” celebrationsin 2003, and a race from Kitty Hawkto Oshkosh looked like a perfect fit.Poberezny suggested that it would bea good idea to run the race a few timesExcitement grew as pilots readied their aircrafton the ramp at Mitchell Municipal Airport. Therace course took them from Mitchell, S.D. toFaribault, Minnesota and on to the finish-linein Waupaca, Wisconsin.before the “big year” to figure out thedetails of planning and managing theevent.So, in 1998, the first AirVentureCup Race was ran from Kitty Hawkto Oshkosh. The 800-mile courselimited the kinds of planes thatcould participate, and only 10 racersparticipated. Immediately they startedlearning about the weather. Stormsappeared along the course and despitean on-site FSS briefing in the morning,racers ended up diverting. At the end ofthe day race-planes were weathered in atairports spread across five states.Despite the problems, the grouppersevered. On the way out to KittyHawk in 1999, Eric Whyte made afuel stop at Wright Brothers Airportin Dayton, Ohio (MGY). While theywere there, he spoke with air showperformer and fixed base operator, BillLeff of Commander Aero. On racemorning, it was clear flying from KittyHawk to Dayton, and terrible weatherto the west. At 6:00 am Whyte calledLeff and arranged for an intermediatestop. That was such a success it becamethe prototype for the subsequent racesthrough 2003.During that period, the raceexperimented with a number ofdifferent changes to the race format.One year they had a low-level timetrialwith a police radar-gun to measurethe speeds. This was a huge successand a large crowd came out to watch.Unfortunately, the police radar-gunwas only able to read up to 199 mph.Luckily the announcer was JackWatson, a regular racer with a flair forthe dramatic, and he simply made upnumbers as the planes went past. Thecrowd loved it.The “Centennial of Flight”celebration in 2003 brought 86 planesto the race. It also marked the end ofthe 800-mile racecourse. CommanderAIRCRAFT FBO AIRPORTAero InsuranceServing MidweSt AviAtion Since 1968Representing All Major Companies& Lloyd’s of London“Give Us A Call Before You RenewYour Current Policy!”(262) 251-9460or FAX (262) 251-7769 aeroins@wi.rr.comTom & Renee WatryWisconsin Aviation Business of the Year (2005)Aero Insurance, Inc. • N94 W15652 Ridgeview Drive • Menomonee Falls, WI 53051Aero Insurance Red2011.indd 1OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINE 391/17/12 12:27 PM

AirVenture Cup RaceRichard Keyt’s “Polen Special.”Geoff SoberingAero was an enthusiastic supporter of the event, and the 500-mile Dayton-Oshkosh leg was much more manageable. From2004 through 2007, the race used the shorter course.For 2008, everybody felt like a change. One disadvantageto starting at Dayton was flying into the generally prevailingwesterly winds, so a search was on for a starting point westof Oshkosh. The organizing committee started by drawingan 500-mile radius arc centered on Oshkosh and lookingfor airports near the line. They were looking for someplacewith low traffic, a good fixed base operation, at least twohard-surface runways, and enough ramp space to park50-100 aircraft. A number of airports were not interestedin hosting the event. In the end there were about threecandidates. Mitchell was selected for the following reasons: 1)a supportive FBO, 2) an enthusiastic airport manager, 3) noMOAs on the direct route to Oshkosh, and 4) a huge ramparea. It turned out to be the perfect choice. The facilities areideal, and Mitchell embraced the race wholeheartedly.2012 brought another change to the race. For the firsttime the race was run under the auspices of the Sport AirRacing League (SARL) instead of EAA. The biggest differencewas the addition of new classes for production aircraft. Thisbrought five new planes to the AirVenture Cup, includingLinda Streetely of SARL and Yasmina Platt from AOPA flyingLinda’s Grumman Cheetah.The future of the AirVenture Cup is uncertain. Thechange from EAA to SARL sponsorship has brought the40 OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINEpotential for many changes, not the least is the race’s nameitself. The possible loss of EAA volunteer credit for AirVentureCup support staff is another practical issue. However, thereare 15 years of great fun and shared experiences, along withan enthusiastic group of organizers that will hopefully providethe impetus for many more years of races. At the awardsbanquet there was already discussion about alternate east-towestcourses for next year.For complete air race results, go to:www.airventurecuprace.com.AirVenture Cup cochair, Erik Anderson, flying his RV6 shortly aftercompleting the project with fellow pilot, Bob Lang. Anderson passedaway from a massive heart attack less than a month following thisyear’s race.EDITOR’S NOTE: AirVenture Cup Race cochair, Kjell Erik “DaSwede” Anderson, 51, died unexpectedly September 10,2012, from a massive heart attack while at work. Andersonwas a music and aviation teacher at East High School andSherman Middle School in Madison, Wisconsin.Two days before his death, Anderson made an emergencylanding in his RV-6. He was flying with fellow pilot, Eric Whyte,headed north from Madison when an oil line failed. Smokestarted to fill the inside of the aircraft. The two pilots declaredan emergency and landed near Necedah, Wisconsin, andmade the needed repairs to the plane.Regardless of his focus, friends said that Anderson alwayswas trying to help young people excel, achieve, succeed, orjust survive.qEric Whyte

Piper Celebrates 75th Anniversary At AirVentureAircraftDave WeimanAmong the aircraft Piper displayed at EAA AirVenture 2012 was thetwin-engine turbocharged Piper Seneca V.Piper Aircraft celebrated its 75th Anniversary of the company and itsPiper Cub at EAA AirVenture 2012, Oshkosh, Wis.Dave WeimanDave WeimanSimon Caldecott, President and CEO of PiperAircraft.OSHKOSH, WIS. – To commemoratethe 75th Anniversary of Piper Aircraft,and the plane that made it famous,Piper is celebrating its history all yearlong, and focused on EAA AirVenture2012, July 23-29 in Oshkosh, Wis.Hundreds of Piper Cubs turned theOshkosh flightline into a “field ofyellow” as aviation celebrated the iconicaircraft’s 75th anniversary. Additionally,a Piper J-3 Cub was awarded this yearas the grand prize in the 2012 EAA“Win the Cub” Aircraft Sweepstakes.The EAA Sweepstakes, one of thelongest running airplane giveaways inthe world, annually supports EAA’saviation education programs.Additionally, Piper exhibited itssingle-engine M-Class aircraft lineupand several twin-engine aircraft, alongwith the famed Piper Cub, whichlaunched the company in 1937.Piper displayed the top-of-the-linesingle-engine turboprop Meridianand a single-engine, unpressurizedMatrix; both form the M-Class lineup.Also on display were a twin-engineturbocharged Piper Seneca V, and asingle-engine Piper Archer.Piper also displayed two twinengineSeminoles: one courtesy of theUniversity of North Dakota John D.Odegard School of Aerospace Sciences;the other Seminole – featuring a newair conditioning system from KellyAerospace – was courtesy of RedbirdFlight Simulations, which took deliveryof the airplane at Sun ’n Fun in March.OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINE 41

AircraftPiper Aircraft, Inc. is headquartered in Vero Beach,Florida. A global force in aviation, Piper is an investment ofthe Ministry of Finance of the Government of Brunei.Simon Caldecott was named President and CEO of PiperAircraft in October 2011. He joined Piper in 2009 and wasformerly the Vice President of Operations. With more than37 years in aviation, Caldecott is a seasoned and successfulaerospace executive with international experience at the seniorlevel in European and North American companies. Prior toPiper, Caldecott was Vice President of Assembly Integrationand Testing with Raytheon Aircraft, and more recently,Vice President of Assembly Operations with that company’ssuccessor, Hawker Beechcraft. Simon’s education includesstudies in Aeronautical Engineering in Wales and programs inBusiness Management at the London School of Business andthe Chicago Graduate School of Business. Caldecott workedas a design engineer for British Aerospace on the developmentof the Hawker mid-size business jet, rising to be responsiblefor manufacturing, assembly, flight testing and completion ofHawkers.Des Moines Flying Service and Chicago Piper representPiper Aircraft Sales and Parts in the Midwest. For additionalinformation, contact Chris Siberz, John Lowe, or David Kay at1-800-622-8311 (www.dmfs.com, www.chicagopiper.com). qHondaJet Design Recognized By AIAAMichimasa FujinoINDIANAPOLIS, IND. – HondaJet designer, MichimasaFujino, was presented the 2012 American Institute ofAeronautics and Astronautics (AIAA) Aircraft Design Award,September 18, 2012, at the 12th AIAA Aviation Technology,Integration and Operations (ATIO) Conference and the 14thAIAA/ISSMO Multidisciplinary Analysis and OptimizationConference, Indianapolis, Ind. Fujino is president and CEOoject2 10/12/04 10:50 AM Page 1HondaJetNEW & USED PROPELLERS FOR SALEREPAIRS ★ EXCHANGES ★ OVERHAULS★ GOVERNOR EXCHANGES ★Maxwell Aircraft ServicePropeller Rating Class 1 & 2, Limited Accessory FAA Approved Station # UF2R211LCRYSTAL AIRPORT, MINNEAPOLIS, MINNESOTACALL 1-800-964-4247 OR (763) 533-861142 OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINEof Honda Aircraft Company, Greensboro,N.C., which designed and developed theHondaJet, an advanced light jet aircraft.The AIAA Aircraft Design Award isconsidered the most prestigious recognitionfor aircraft designers in the world.Fujino was recognized for pioneeringthe unique optimum “Over-The-Wing Engine Mount”configuration that reduces wave drag and increases dragdivergence Mach number. This unique Over-The-WingEngine Mount configuration significantly increases cruiseefficiency and, at the same time, maximizes cabin spacewithout increasing the size of the aircraft.The Over-The-Wing Engine Mount design and airframedesign reduces cabin noise and ground-detected noise whenoverhead.The HondaJet is powered by two highly fuel-efficient GEHonda HF120 turbofan jet engines, and is equipped with themost advanced glass flight deck available in any light businessjet, a Honda-customized Garmin® G3000 next-generationall-glass avionics system with a class-leading layout of three14-inch landscape-format displays and dual touch-screencontrollers (www.hondaaircraft.com).Past recipients of the award include Joseph Sutter for theBoeing 747, Harry Hillaker for the F-16, Burt Rutan for theVoyager, and Leland Nicolai for AGM-129/ACM (AdvancedCruise Missle).q

Cessna Internship Program Showcased SkycatcherOSHKOSH, WIS. – Cessna AircraftCompany developed a uniqueinternship program this summerwhich challenged high-energy aviationstudents from around the countryto see who could generate the mostawareness and hands-on experiencefor the innovative Cessna Skycatcher.The inaugural “Cessna DiscoverFlying Challenge” commenced onJune 23 at the Cessna Open House inIndependence, Kan., an event, whichcommemorated the company’s 85thanniversary, and concluded at EAAAirVenture in July 2012.The interns departed fromCessna’s Independence facility innew Skycatchers with customizedpaint schemes that identified theirparticipation in the program.During the program’s run, the pilotsattended various fly-ins, air showsand visited Cessna Pilot Centers. Aspart of their creative efforts to driveawareness and virtual engagement inCessna 162 Skycatchertheir journey, they posted videos onthe Cessna YouTube channel, andupdated Facebook and Twitter feedsdocumenting their adventure as theyflew from one destination to the next.“Our pilot interns had the uniqueability to introduce people to theproduct and take them on trainingflights to experience the aircraftfirsthand,” said Tracy Leopold, Cessnabusiness leader for the Skycatcher. Wehave found when people are exposed toflight in a Skycatcher, their interest inthe product increases.”qCessnaTracy Leopold, business leader for the Cessna162 “Skycatcher,” briefs reporters on theaircraft changing from a Light Sport Aircraftto a Standard Category Aircraft at EAAAirVenture 2012.Dave WeimanCessna Bringing Jet A Fuel Engine To Piston MarketCessnaCessna 182 Skylane NXTOSHKOSH, WIS. – Cessna AircraftCompany announced that it isintroducing an innovative technologyfor single-engine airplanes that willusher in new capabilities and increasethe flexibility of general aviation.Cessna’s 182 Skylane will now beavailable as the Turbo 182 NXT,equipped with the first engine of itskind in the single-engine industrydesigned to run on Jet A aviation fuel.Cessna says that the 230 hp Jet Aengine has increased range, greaterpayload capacity, does not sacrificeperformance, and has significantlylower direct operating costs due to thefact that Jet A fuel is typically moreaffordable and much more widelyavailable. The engine uses only11 gallons per hour at the estimatedmaximum cruise speed of 155 knots.Maximum range at max cruisespeed is 1,160 nautical miles(2,148 kilometers), certified ceilingis 20,000 feet (6,096 meters), fuelcapacity is 87 gallons (329 liters), andthe useful load is estimated at1,030 pounds (467 kilograms). qStarted by the founder of EAA’s YoungEagles’ program, Sam Johnson, weunderstand the aviation industry andits unique insurance needs. To find outhow our passion for aviation equalsyour best protection call1.800.477.IFLY or visitjohnsonins.com/aviationOCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINE 43Johnson Ins June2012J.indd 16/21/12 3:32 PM

Antique AircraftQ: What’s Better Than Old Airplanes?A: Old HOMEBUILT Airplanes!The Antique Airplane Association’s Legacy Log of Homebuilt AircraftThe Air Power Museum, located on Antique Airfield, houses severalhangars full of aircraft, parts and aviation artifacts, all “loosely organized”and “lightly dusted,” making for a glorious afternoon of rummaging,remembering and new discovery.Robert L. Taylor, first and only president of the Antique AirplaneAssociation, talks about the Legacy Log of Homebuilt Aircraft seatedin his office in the loft overlooking the Antique Airfield grounds. Taylorformed AAA in 1953, the same year that his contemporary and friend,Paul Poberezny, started the Experimental Aircraft Association (EAA).by Ed LeineweberWell, it took me 41 years toget there, but I finally madeit to the Antique AirplaneAssociation’s (AAA) annual fly-in atAntique Airfield near Blakesburg, Iowa.Believe me, it won’t be another eon beforeI get back. The unbeatable combinationEd Leineweberof old airplanes, hangars full of oldaircraft projects, artifacts and parts, anincredible library and museum, and, best of all, the warmthand hospitality of the staff, volunteers and fellow attendees,will prove too much to resist.Matter of fact, I plan to go back well before the 42ndannual fly-in there next Labor Day weekend. After all,Antique Airfield and the Air Power Museum are open to thepublic every day of the year except Thanksgiving, Christmasand Labor Day (due to the members-only fly-in taking placethen). With luck I can make the trip much sooner in myrecently-acquired 1948 Globe Swift, or maybe even in theearly Bowers Fly Baby homebuilt now undergoing restorationin my shop. Either one would make a great ride to AntiqueAirfield!Speaking of old homebuilts (these days referred tomore often as “amateur-built” aircraft), the “Legacy Log ofHomebuilt Airplanes,” a recent initiative of the folks at AAA,particularly caught my interest. I was fortunate to have theopportunity to discuss it with Robert L. Taylor, the founderand only president of the Antique Airplane Association, as44 OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINEhe gave me an extensive tour of the Air Power Museum andLibrary of Flight located on the Antique Airfield grounds.(As many of our readers are already no doubt aware,Robert Taylor created AAA the same year, 1953, that PaulPoberezny formed the Experimental Aircraft Association.Each founder was an early member of the other’s organization,and has remained so to this day. The first AAA fly-in was heldin 1954 at the former Ottumwa U.S. Naval Air Station, nowOttumwa Municipal Airport. It was moved to the present sitein 1971.)The Legacy Log is the brainchild of both Robert and hisgrandson, Ben Taylor. The idea is to celebrate and preserve thehistory of the very earliest of homebuilt aircraft, such as thedesigns produced by the likes of Corben, Pientenpol, Stits,Wittman, Bowers, or any of the many others. The primaryinstrument for making this happen is a new and separateAAA publication called, aptly, the Legacy Log of HomebuiltAirplanes. To date three issues have been released, and a fourthis due out shortly. Robert is the publisher and Ben is theresearch editor of the magazine.The first edition of the Legacy Log came out in early2011, contained 14 pages of black and white content, andwas laid out by hand, without the use of modern publishingcomputers and software. (Robert eschews computers, sayingthat he finds time spent at a keyboard and monitor tooboring. He enjoys composing his publications the oldfashionedway – cut and paste!)By the third issue, the magazine was 28 glossy pages,and jam-packed with color photos of antique homebuilts,as well as plenty of black and white content from magazine

photos, articles and advertisementsof years gone by. For a guy like me,relatively new to the antique aircraftand homebuilt worlds, these issues area treasure trove for learning about andappreciating this earliest era of backyardand basement aircraft building.Robert Taylor stresses that he hasno desire to compete with EAA andappreciates what Paul and AudreyPoberezny have accomplished overthe past almost 60 years. But this newand intense focus on the early years ofhomebuilding fills a niche that needs tobe addressed, and will help to preservefor future generations the history ofthis remarkable period of our aviationheritage.The Taylors encourage peoplecurrently flying or building antiquedesigns, or restoring them, to submitphotos and articles about theirexperiences. Others who might haveBrackett_Dec04 12/22/04 5:34 PM Page 1Antique Airfield at dusk after a beautiful latesummer day at the Labor Day fly-in. With theairplanes parked and tied down, the PilotsPub opens and the hangar talk and visitingcontinues into the evening.recollections of these aircraft and thisbygone era, or merely wish to learnmore about the topic, are encouragedto subscribe to the Legacy Log. To doso, or to submit material, contact theLegacy Log of Homebuilt Airplanes atP.O. Box 127, Blakesburg, IA 52536,or call the Taylors at 641-938-2773.The Library of Flight, located in a recentlyrenovatedfarmhouse on Antique Airfield,houses an incredible collection of aviationrelatedfiction, technical documents andmanuals, magazines, type club newsletters,and just about anything else that has anythingto do with airplanes or the early days of aviation.The annual subscription is $21.You might also want to check outthe website for the Antique AirplaneAssociation and Air Power Museum.www.antiqueairfield.com. Better yet,visit Antique Airfield and see foryourself.qAwards & RecognitionSix Aviators To Be Inducted IntoMinnesota’s Aviation Hall of Fame In 2013BLOOMINGTON, MINN. – Sixaviators with impressive aviationbackgrounds will cross the MinnesotaAviation Hall of Fame Inductionbanquet stage on April 20, 2013 atthe Ramada, Mall of America Hotel inBloomington, Minn., including DaleJohnson of Burnsville: homebuilderand aircraft restorer, sailplane ownerand pilot; Ray Johnson of Marshall:crop-duster, flight instructor andlongtime manager of SouthwestMinnesota Regional Airport-Marshall(Ryan Field); John Kahler of Rochester:Navy helicopter pilot, glider pilot andRochester businessman; David Konshokof Park Rapids: 60-plus-year member ofthe Park Rapids Airport Commission,developer and namesake of the field;Earl Olson of Duluth: aviation pioneerand barnstormer, fixed base operator,and long-time manager of DuluthInternational Airport, who was amongthose who selected the present site ofthe airport; and Rita Orr of Faribault:long-time member of the Minnesota99s, and played a huge role in thedevelopment of the Faribault MunicipalAirport.In addition to the inductees, theHall of Fame will be honoring JimHanson of Rochester, Minn., as the“Aviation Writer of the Year,” and BruceMacLean as the “Aviation Artist of theYear.” (Hanson is a contributing writerto Minnesota Flyer and Midwest FlyerMagazine.)Reservation materials for thereception and banquet will be availablebeginning January 1 on the MinnesotaAviation Hall of Fame website: www.mnaviationhalloffame.org. qBRACKETTTOWBARSCESSNA 150THRUGULFSTREAM VplusHELICOPTER(928) 757-4005FAX: (928) 757-1948E-Mail: brackett@ctaz.comWebsite: www.brackettaircraft.comBRACKETT AIRCRAFT CO., INC.7045 Flightline Dr. • Kingman, AZ 86401OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINE 45

1934 SR-5 StinsonTakes Flight Once Again!Tom Rench of Racine, Wis., had the distinct honorof sitting in the left seat of the 1934 SR-5 Stinson,which he once own. Rench bought the airplaneand had it trucked to Wisconsin from Alaska in the1980s before selling it to Keith Swalheim (right) ofCottage Grove, Wis. in 1988. Swalheim restored theaircraft to better-than-new condition with the helpof his friends, but he did most of the work himself.(L/R) Aircraft restorers Roger Amundson, BillAmundson, Keith Swalheim, Dick Weeden, andOtis Lokken with Swalheim’s 1934 SR-5 Stinson inStoughton, Wisconsin.After 35 years sitting idle, Keith Swalheim of CottageGrove, Wisconsin, recently completed a 7-yearrestoration project of his 1934 SR-5 Stinson with thehelp of his friends at the Stoughton and Brodhead, Wisconsinairports. Swalheim, a retired truck driver by profession,bought the plane in 1988 from Tom Rench of Racine, whosaw an ad in Trade-A-Plane by a broker who was selling it forRichard Lee, a gold miner in Nome, Alaska. The plane wasactively flown in Alaska from 1946-77.Rench said that the Stinson was flyable when he bought it,but decided not to take any chances and had it trucked fromAlaska to Wisconsin where he eventually sold it to Swalheimfor $14,500.“I got a lot of pride doing most of the restoration workmyself,” said Swalheim, “although I got a lot of help from myfriends, especially Bill Amundson of Stoughton.” Amundson’srestoration work is known worldwide. Dick Weeden ofBrodhead, Wis. took care of the paperwork to meet FAArecertification requirements. Aircraft restorers RogerAmundson of Stoughton, and Otis Lokken of Madison, alsohad their hands in the project. It was a total team effort with46 OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINESwalheim at the helm!“It was too big of a project for one person,” said Swalheim,who wished the plane could talk so it could share stories flyingin the Alaskan bush. It was a ground-up restoration. Most ofthe wood in the aircraft had to be replaced, as did the interior,and of course the fabric, and the engine was completelyrebuilt. The finished product is showroom quality!Swalheim owns an private airstrip in Cottage Grove, Wis.,but stores the Stinson elsewhere because it is too large to fitin his hangar. He is looking forward to flying the plane toPhoeniz, Arizona yet this fall, where he hopes to put a fewhours on it before eventually selling it. There are less than 10model SR-5s in the world, and fewer flying.Barely missing putting the aircraft on display at EAAAirVenture 2012, Swalheim held an open house for the planeat the Stoughton Airport on August 11, which attracted acouple hundred close friends and relatives. Among the specialguests was Tom Rench, who had to take a few minutes to sitin the plane alone, and contemplate what it would have beenlike to have done the restoration himself.q

Minnesota Aviation Industry NewsMinnesota Business Aviation Association…In The Trenches For Businesses That Own or Operate AircraftMINNEAPOLIS – Anybusiness that owns oroperates an aircraft inMinnesota will be gladto know that there isan association workinghard on their behalf.That organization is theMinnesota Business AviationAssociation (MBAA), whichis modeled after the NationalBusiness Aviation Association(NBAA). Among MBAA’s600-plus members areseveral Fortune 500 companies, but small and medium-sizecompanies make up the core of the organization.The list of inroads and accomplishments of MBAA aremany.In 2007, MBAA was an active member of the St. PaulChamber of Commerce working with the St. Paul CityCouncil and Mayor Coleman to secure approval to build thedike for St. Paul Downtown Airport (STP).In 2008, MBAA worked with the flight departmentsof Marvin Windows and Doors, and The Schwan’s FoodsCompany, to reduce a proposed landing fee at MSP by 24percent.In 2009, MBAA successfully added amendments to HouseFile 1309, obligating the repayment of the $15 million tothe State Airports Trust Fund, which was transferred tothe General Fund in May of 2009 by the Governor andMinnesota Legislature. The airport fund is fifth in line tobe repaid. While there is no set date, the legislature andthe governor will have to act on this issue in the future,thanks in large part to MBAA, the Minnesota AviationTrades Association, and elected officials who support airtransportation in Minnesota.MBAA has established that if the airport appropriationfor either year of the biennium is not expended, theCommissioner of Finance, upon request of the Commissionerof Transportation, shall notify the chairs and rankingmembers of the House and Senate TransportationCommittees of the amount, which shall then be added to theairport appropriation.MBAA supports the Minnesota Office of Aeronautics inits use of the State Airports Trust Fund for the 5 percent localmatch for an airport not classified as a “key system” airport,which are airports that receive non-stimulus federal funds.MBAA successfully added two aviation projects to the2009 Capital InvestmentBill: $1.7 million tolengthen and re-constructthe runway at BigforkAirport; and $2.0 million topurchase and install radarequipment to close the gapin central Minnesota. Thistotal amount of $3.7 millionwill be counted towardrepayment of the $15million transferred from theKey Air Twin Cities, Anoka County-Blaine Airport, Blaine, MinnesotaState Airports Fund to theGeneral Fund.The radar gap in central Minnesota is proving to be achallenge. The FAA is not supporting any expansion of WideArea Multilateration facilities at this time. The future of the$2 million that was bonded for this project is still available,but as of today, there is no definitive plan to close the gap.In 2010, MBAA succeeded in including $1.7 millionin the 2010 bonding bill for a hangar at Thief River Falls,Minnesota, and helped to secure $11.7 million for theterminal at Duluth International Airport.MBAA has worked with the MnDOT Office ofAeronautics and Delta Airlines to ensure that the Air FlightProperty Tax is applied according to Minnesota Statute270.075, and in changing the collection of this tax fromJanuary to March, which better aligns with the Minnesotaconstruction season.MBAA continues to monitor the landing fees atMinneapolis-St. Paul International Airport (MSP); itis actively supporting the construction of a Wide AreaMultilateration site near Alexandria; and it is an activemember of the Minnesota Chamber of CommerceTransportation Committee, Aeronautics Statewide System24 Hour Self-Serve Fuel Accepting Visa & MastercardHangar Space AvailableLow FuelPricesLat: 46 o 01.4’Long: 92 o 53.7’ID: 04WCTAF: 122.9Rwy 06/24: 2754’Free CasinoShuttle320-384-6667fieldofdreamsairport.comOCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINE 47

Plan, and Metropolitan Aviation Advisory Council.MBAA was successful in including $3.7 million forrunway preservation in the fiscal year 2011 bonding billing.The goal is to help the MnDOT Office of Aeronauticsmaintain the pavement condition index, statewide, above 50on a scale of 0 to 100. MnDOT has indicated that Minnesotarunways are all above the goal of 50.MBAA works closely with the Association of MinnesotaCounties, League of Minnesota Cities, Minnesota Councilof Airports, Minnesota Aviation Trades Association, andNational Business Aviation Association to monitor local, stateand federal issues.On February 9, 2012, the Minnesota Business AviationAssociation spearheaded a lobbying effort called “AviationDay At The Capitol” in St. Paul. Members of the entireMinnesota aviation community came together to meetwith their elected officials to get them up to speed on theirrespective aviation issues, and to explain in general terms,Schweiss Doors Develops New‘Red Power’ Hydraulic Pumphow important general aviation and airports are to theirlocal communities. Cosponsors of the event included theMinnesota Council of Airports (MCOA) and MinnesotaAviation Trades Association (MATA). Plans are to make thisan annual event.MBAA is making a big effort to change the way fees andtaxes are collected from aircraft owners. Currently, Minnesotahas a relatively high aircraft registration fee compared to otherstates. MBAA has proposed instead to charge a higher statefuel tax, so transient aircraft make a greater contribution tothe Minnesota Aviation Trust Fund and corporations areencouraged to base their aircraft in the state.2012 MBAA officers include Kristi Stengl of PremierJet Center, President; Nathan Hover, pilot, Vice President;Michael Lawrence of Key Air Twin Cities, Secretary/Treasurer;and Gordon Hoff, Executive Director.For additional information on the Minnesota BusinessAviation Association, visit its website: www.mbaa-mn.org/ qThe Schweiss Red Power PumpFAIRFAX, MINN. – Schweiss Doors, a Minnesota-basedcompany, providing quality bifold and hydraulic one-piecedoors for aircraft hangars, agricultural buildings, businesses andother installations, has developed a new, more powerful andsmoother running hydraulic pump system, which goes by thetrade name of “Red Power.”Mike Schweiss, owner of the company, said since theirhydraulic pump system was first introduced at various tradeshows around the U.S., many pilots have been asking for it byname.“Over the years, we rolled together our customer comments,combined with our knowledge and experience, and turnedit over to our talented Schweiss design team to perfect,” saidSchweiss. “What’s really nice for the buyer is that we don’tcharge them a penny more for this new pump than they paidbefore. It goes on all our hydraulic doors and is made at ourfactory.”The Red Power Hydraulic Pump comes to the buyer in48 OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINESchweiss Bi-Fold Doors of Fairfax, Minnesota, exhibited at EAAAirVenture 2012.a compact unit, ready to be mounted where the buyer wantsit, whether it be on a wall, top-hung, floor or back room. Itspower comes in 2 to 10 hp from a top quality LEESON motor,and offers superior electrical components.The Safety Advantage System and three back-up systemsare something buyers really like. They allow the door to lockup and down and safely lower the door in an emergency fromground level. The hydraulic directional control valve has abuilt in manual override. Back-up systems are all in the samecompact unit. In case of electrical failure, a pilot or user canutilize a DC battery, tractor hydraulic or a drill with a 7/16 hexhead to raise or lower the door.Schweiss Doors also continues to manufacture its patentedlift strap system for bifold doors as well.For more information contactSchweiss Doors at 1-800-746-8273, www.schweissdoors.com,or email schweiss@schweissdoors.com.q

Chuck Wiplinger, president of Wipaire, Inc., with the brand-new Wipline1450 floats for Light Sport Aircraft at EAA AirVenture 2012. The floatswere conceptualized in May of 2012, and completed in July. The cost fora set of amphibious floats is expected to be around $30,000. The floatswill be available in both amphibious and straight float configuration. TheRemos, Cessna Skycatcher, Glastar, and CubCrafters Legend are primecandidates for the 1450s.Wipaire Unveils Wipline 1450 FloatsBob and Chuck Wiplinger with a Cessna 208 Caravan on Wipline 8750floats. Wipaire is now working on certifying the floats for the Cessna208B Grand Caravan, which has not previously been certified on floats.Wipaire To CertifyCessna 208B Grand CaravanOn Wipline 8750 FloatsOSHKOSH, WIS. - Wipaire, Inc. unveiled its brand-newWipline 1450 floats July 23, 2012 at EAA AirVenture. Thisall-new float is designed for use on Light Sport Aircraftand other small aircraft. It will be approved under TSO forinstallation on CAR 3 and Part 23 aircraft in addition toASTM approval for Light Sport Aircraft. The Wipline 1450further extends Wipaire’s float model line to encompass abroad spectrum of aircraft ranging from Light Sport Aircraftand Super Cubs, all the way through the Air Tractor AT-802F and the Viking Twin Otter. The addition of this floatfurther cements Wipaire’s position as the world’s leadingmanufacturer of aircraft floats.The Wipline 1450 embodies the hallmark characteristicsof the Wipline float family with an innovative landing geardesign and construction. The landing gear design incorporatesrotating joints for long life and low maintenance, while extrabuoyancy ensures extremely stable water operations. Wipaire’sengineering team was able to use their extensive experienceto develop an amphibious float with an expected weight of210-225 pounds, including rigging. The Wipline 1450 will beavailable in both amphibious and seaplane versions.The Wipline 1450 was on display in the Wipaire display atOSHKOSH, WIS. – Wipaire, Inc. announced July 23, 2012during EAA AirVenture its intent to certify the Cessna 208BGrand Caravan on Wipline 8750 floats. The Wipline 8750floats were certified in July of 2012 for the Cessna 208 Caravanand epitomizes Wipaire’s dedication to continuous innovation.An evolution of the successful Wipline 7000 and Wipline 8000floats, the new Wipline 8750 floats incorporate an improvedmain gear retraction mechanism for low maintenance, animproved oleo design, and visible mechanical gear positionindicators. The hull design has been modified to improvehandling characteristics in rough water and more buoyancy hasbeen added to the aft of the float for operations at high weights.Wipaire’s engineering team has completed significantstructural testing on the float and is working on a gross weightincrease for the 208B Grand Caravan.Wipline 8750 floats will open up new frontiers for theGrand Caravan, which has not previously been certified onfloats.Wipaire also holds a Supplemental Type Certificate (STC)for the installation of single-point fueling on the 208B GrandCaravan.A Grand Caravan on Wipline 8750 floats was on displayEAA AirVenture 2012 by Hangar D. q at EAA AirVenture 2012 in the Cessna display.qEmail Your Calendar Listing To info@MidwestFlyer.comorVisit "Calendar of Events" www.MidwestFlyer.comOCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINE 49

WISCONSIN AVIATION TRADES ASSOCIATION“Taildragger Dollars” Available At Wausau Flying ServiceTailwheel instructor, John Chmiel of Wausau Flying Service, trains pilots in a 1974 Bellanca7KCAB.WAUSAU, WIS. – The first eight pilots to earn their tailwheel endorsementat Wausau Flying Service will receive up to a $500 credit toward their trainingexpenses, thanks to the generosity of one local pilot. This is a matching fund credit.For each dollar spent on training, the applicant will receive a matching dollaramount up to a maximum of $500 at the completion of their training. Taildraggerdollars can only be used toward aircraft rental and instruction, and pilots mustcomplete their training and earn their tailwheel endorsement by Thanksgiving 2012.John Chmiel, president of Wausau Flying Service, located at Wausau DowntownAirport, Wausau, Wis. (KAUW), stated that if the weather cooperates, the tailwheelendorsement can typically be earned in a couple of days.“I prefer to get the training done in two consecutive days, rather than dragging itout an hour at a time,” says Chmiel. “We will fly three to four times each day, take aFor Membership Application Call 920-303-0709 - wataonline.orgWATA Difference IsSponsored By TheseMembers & Affiliates:GoldRapco Fleet Support, Inc.www.rfsbrakes.comHartland, Wis.Midwest Flyer Magazine608-835-7063www.midwestflyer.comOregon, Wis.SilverBasler Turbo Conversion, LLCwww.baslerturbo.comOshkosh, Wis.Cessna Aircraft Company800-848-5181www.cessna.comMilwaukee, Wis.BronzeAero Insurance Inc.Menomonee Falls, Wis.262-251-9460Beaver AviationJuneau, Wis.920-386-2636Bolduc AviationSpecialized Services763-780-1185www.bolducaviation.comMinneapolis, Minn.Brackett Aircraft Co.www.brackettaircraft.comKingman, Ariz.Dawley Aviation Corp.www.dawley.netBurlington, Wis.Fond du Lac Skyport920-922-6000www.fdlskyport.comFond du Lac, Wis.Gran-Aire, Inc.www.flymilwaukee.comMilwaukee, Wis.Johnson Aviation Insurance800-477-IFLY (4359)www.johnsonins.comMadison, Wis.50 OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINEHELPING TO MOVEWISCONSINBY AIR!NationAir Aviation Insurancewww.nationair.comEden Prairie, Minn.National Air Transportation Ass’nwww.nata.aeroAlexandria, Va.NewView Technologieswww.newview.comOshkosh, Wis.Racine Commercial AirportRacine, Wis.Trimcraft Aviation800-558-9405www.TrimcraftAviation.comGenoa City, Wis.West Bend Air, Inc.www.wbair.netWest Bend, Wis.Wisconsin Aviation, Inc.www.wisconsinaviation.comJuneau • Madison• Watertown, Wis.break in between each flight to debriefand brief for our next flight, and graba refreshment. For the average pilot,you’re looking at 7-8 hours of flyingand 55-85 takeoffs and landings.”Chmiel says that he is an “oldschool” instructor who emphasizesthe importance of looking outside theairplane, flying the wing, and using allsenses to guide the airplane.“This is a unique opportunity topass on the knowledge and experiencerequired to fly these aircraft,” saysChmiel. “Taildragger flying opens up awhole new, fun-filled aspect of aviationthat many pilots only dream about.Bush planes, homebuilts, antiques,classics, warbirds, and aerobatic aircraftare typically tailwheel equipped, andthis course helps to prepare pilots to flythese aircraft.”The matching funds are madepossible by the generosity of ananonymous donor who recentlydonated a wooden propeller andhubs to Wausau Flying Service, Inc.(WFS) for the purpose of raising fundsto help pilots obtain their tailwheelendorsement.“I hope other pilots will considermaking similar donations to help theirlocal flight schools promote flighttraining,” says Chmiel. “We just haveto think outside the box to recruit andretain pilots, and matching funds forflight training is just one more way tomeet these objectives.”For more information, contact JohnChmiel at 715-845-3400, or checkout the Wausau Flying Service websiteat www.flywausau.com/index_files/Tailwheel.htm.Wausau Flying Service uses a 1974Bellanca 7KCAB for its tailwheel flighttraining.q

Wisconsin FBO ReceivesNational Flying Farmers Award(L/R) Phil Peterson and Jeff Baum.CALGARY, ALBERTA – TheInternational Flying FarmersAssociation named Jeff Baum, Presidentof Wisconsin Aviation, Inc., the2012 “Airport Operator of the Year”during the organization’s 67th AnnualConvention, July 17-21, 2012, inCalgary, Alberta, Canada.Unlike many large fixed baseoperators in major metropolitan areas,Wisconsin Aviation does not chargeramp fees, and goes out of their wayto serve pilots and aircraft owners,regardless of aircraft size. “That altitudebegins at the top with Jeff Baum,” saysWisconsin Flying Farmer PresidentPhil Peterson of Oregon, Wis., whonominated Baum for the award. Earlierthis year, Wisconsin Aviation, Inc. wasnamed “Wisconsin Airport Operatorof the Year” by the Wisconsin FlyingFarmers.Not only is Wisconsin Aviation, Inc.a full-service fixed base operator, butits modern facilities on Dane CountyRegional Airport has an “airportrestaurant.”Wisconsin Aviation has locationsin Madison, Juneau and Watertown,Wisconsin (www.WisconsinAviation.com).qPoberezny, Christensen & Klapmeier Join AKIA Advisory BoardAURORA, OREGON – The AircraftKit Industry Association (AKIA) wasformed this past summer at EAAAirVenture to provide corporationswith a vested interest in homebuildingan opportunity to speak with a unifiedvoice on issues of safety and industrygrowth. To broaden their resources,the group has invited three prominentfigures in aviation to provide guidanceand counsel in select key issues affectingthe industry through an advisory board.These people include Tom Poberezny,former President of EAA and Chairmanof AirVenture; Frank Christensen ofChristen Industries, who revolutionizedthe kit aircraft business with theintroduction of the Eagle aerobaticaircraft kit in 1977; and Dale Klapmeier,CEO of Cirrus Aircraft, who got hisstart in aircraft kit manufacturing withMADISON, WIS. – Robert O’Brien,A.A.E., was appointed executivedirector of the Wisconsin AirportManagement Association (WAMA).O’Brien succeeds former Pete Drahn,A.A.E., who is retiring. O’Brien mostrecently served as executive directorof Chicago Rockford InternationalAirport.qthe VK-30 and transitioned to certifiedaircraft manufacturing with the CirrusSR20 and SR22.“In accepting our invitation toparticipate on an advisory board,these men bring a level of credibility,knowledge and experience that notonly contributes instant recognitionto AKIA, but which will be invaluablein addressing the issues currentlyconfronting all of us in the EABmovement,” said Dick VanGrunsven,President of AKIA and Van’s Aircraft.“We’re pleased to have them with usand believe they add significant powerto the voice of AKIA.”AKIA’s mission is to representaircraft kit manufacturers, designers,suppliers and supporters with a unifiedvoice in the promotion and safety of theaircraft kit industry.qFormer Rockford Manager AppointedWisconsin Airport Management Association Executive DirectorRobert O’BrienOCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINE 51

MinnesotAAeronAutics BulletinStep Out This Fallby Chris RoyDirector, Mn/DOT Office of AeronauticsWe havehad afabuloussummer overall andnow we can see theearly vestiges offall. Soon we willbe experiencing thecool, crisp morningsChris Royand bright, blueskies dotted with fast moving popcornclouds heralding the change of theseasons. It is a beautiful time to takeadvantage of all that aviation has to offer.Minnesota’s 135 terrific airports arethere, ready to receive and welcome youas you visit a new city and explore itscolors and flavors of the season. In fact,there is a way to do that and make thejourney even more valuable and fun forevery pilot. It is called the “Fly MinnesotaAirports Program,” commonly referredto by many as the “Minnesota PassportProgram.” I have mentioned this before,but I want to assure you that as a pilot,you have an opportunity to participate.Go With The Flow!by Lt. Col. Nick ModdersSafety Officer130th Composite SquadronUSAF Auxiliary/CAPSupplemental ThoughtsOn Checklists & Their UseChecklists have been apopular aid in aviationsince the Army Air Corps’chief test pilot took off in a B-17 with52 OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINEIt is a program that gives pilots manyreasons to go fly from point A to pointZ, and by doing so, support aviation andaviation businesses throughout the state,while improving their piloting skills andMemory checklists can be effective if used in conjunctionwith written checklists.the gust locks installed and crashed.It was realized that mere mortalsDave Weimansafe flying practices.But that’s just a part of it. By gettinga free “Minnesota Passport” from yourlocal airport or your Minnesota Officeof Aeronautics, and getting it stamped atevery airport you visit, you could qualifyfor some great gifts like a leather flightjacket with a zip-out winter lining, or aflight bag, or an aviation cap.Not only that, you’ll be experiencingnew airports and different cities. Alongwith that you’ll have the opportunityto see miles and miles of beautifullycolored fall landscape while youenhance and improve your piloting andsafety skills at airports new to you.This is also a great time to remindyou to use caution when you prep forflying as the season changes. Rememberthat soon we’ll see frost in the morningand the potential of black ice onroadways, taxiways and runways. Pleasestay alert and stay safe while you enjoythe beauty of the season.If you want to take advantage ofparticipating in the “Fly MinnesotaAirports Program,” now is a great timeto do so. If you want to enjoy all thatMinnesota and Minnesota aviation hasto offer, just step out this fall! qcouldn't consistently keep it allstraight and operate complicatedmachinery safely.Checklists aren’t just forairplanes. You can find themeverywhere. Even physicians andsurgeons are into checklists.The last time I visited aphysician for a dog bite, hebrought up a checklist on hisiPhone and made sure he hadcovered all of the suggestedtreatment items. And thecops and animal control guys thatDave Weimanwww.mndot.govThe STaTe Of MinneSOTa PrOvideS ThiS Technical BulleTin in The inTereST Of aviaTiOn SafeTyand TO PrOMOTe aerOnauTical PrOgreSS in The STaTe and The naTiOnChristopher Roy, DirectorDan McDowell, EditorMinnesota DOT Office of AeronauticsMail Stop 410 • 222 East Plato Boulevard • St. Paul, MN 55107-1618651-234-7200 or (toll free) 1-800-657-3922Pilot/aircraft owner, Kent Nordell of Brainerd,Minnesota, at EAA AirVenture 2012. Nordellparticipated in the Minnesota Departmentof Transportation Office of Aeronautics“Fly Minnesota Airports Program.” He andhis wife, Donna, flew their 1981 Cessna172 Skyhawk to 138 public-use airportsin Minnesota over three years, and visitedseven Minnesota aviation museums. Inaddition, Nordell attended more than 15 FAASafety Seminars. Nordell reached the “gold”participation level on October 7, 2011, whichearned him a leather flight jacket, courtesy ofthe Minnesota Office of Aeronautics and theMinnesota Council of Airports (MCOA), whichcreated the program to promote aviation inthe state. For additional information on theprogram, visit www.dot.state.mn.us/aero/.

incarcerated “Fido,” after he chewedon my ankle, had a checklist. Even thatstronghold of resistance to change, therailroad industry, now uses checklistsfor many functions.One thing I noted about thechecklist users mentioned here is thatthey did the function and then used thechecklist. One thing that I note aboutmany of my airplane friends is that thechecklist is used as a “Do List.” What isa “Do List.?” A “Do List” is where youmove the switch or perform the functionwhen you read it on the checklist. Not abad idea, but not the best idea.In my years operating air carrieraircraft, my employer had us follow apractice where the pilot (or copilot orflight engineer) would from memorygo through a path around the cockpit,or over a particular panel, and positionthe switches, levers, knobs, etc. in thedesired position. Then, when all ofthat was completed, the actions wouldbe again gone over in response to achecklist read by another crewmember.The checklist reader would read thename of the item of interest, and thepilot would respond with the properposition for that item.The beauty of such a system is thatitems get positioned to the desiredposition and then they are verified thatthey are really where they should be.The checklist is really a checklist; it wasby Dan McDowellImagine the beauty to be seen asthe fall colors stretch for milesbefore you. The beauty of flightenhanced by the beauty of the seasonprovides the opportunity for therenewal of the passion for aviationand flight. Thus with fall rapidlyapproaching, this is a perfect time tothink about and review the basics offlying cross-country.The Dictionary of AeronauticalTerms defines “cross-country” as,"flying from one airport to another overa distance that is long enough to requirethe use of some form of navigation."used to check that something was doneand the item is in the right position.Now you are saying, hold on, Idon't have all these crewmembers toread to me. You can read to yourself(or have your passenger do the reading.They would love the opportunity tobecome involved.) But, the readingshould be after you have gone through“The Flow.”Where do you find “The Flow?”It's on the checklist. Hopefullyyour checklist follows a logical sequenceof actions. In the Civil Air PatrolCessna 172 checklist, the preflight ofthe cockpit follows a reasonably logical,left to right sequence, across the lowerinstrument panel.Even though an item may notbe until a later checklist, you cancheck it now and then respond to thechecklist when that item is called for.For example, after you are in the seatof your aircraft, and all strapped in,before you grasp the checklist, you canstart at the lower left of the instrumentpanel and work your way to the right.Primer LOCKED, Master Switch OFF,Ignition Switch OFF, Avionics SwitchOFF, Circuit Breakers IN, lightingswitches OFF, Flashing Beacon ON,Carburetor Heat COLD, AlternateStatic Source NORMAL, ThrottleSome Cross-Country BasicsThough that may be a bit broad inscope, it does bring clearly to mind thatcross-country flying requires intelligentforethought and planning. This isbeyond what would be done for thesimple point A to point B flight for theproverbial $100.00 hamburger!As with any flight, a conscientiouspilot will begin by thoroughly planningthe intended trip. This planning shouldinclude detailed weather information,accurate course plotting and checkpointselection, headings, distances, fuelrequirements and more.It is also extremely importantto know the fuel capacity andconsumption rate for the aircraft youCRACKED 1/8 INCH, MixtureRICH, etc, etc. You can then reversecourse, go up a level, and go throughthe instruments and make sure they arelooking functional. When all of that hasbeen done, then you are ready to checkyour work. It is time for the checklist.You might be hearing that voicein the back of your mind saying, I’mnot so sure about this flow thing. Trythis. Make a little time before yournext flight. Go through the checklistand identify each item and its properposition. Maybe go through thechecklist a couple of times and noticethe path that is followed. You don'tlike the path? Make your own checklistthat follows what you think is a logicalpath. Get so you can do it withoutreference to the checklist. Once you havecompleted the flow, you are ready for thechecklist. You can read it or you can askyour companion to read it. You are onyour way to a safe and satisfying flight.Using the checklist as a Do List isbetter than nothing. Checking switchesand items in a logical and completemanner is good, and then using achecklist to check or verify your work,maximizes safety.Fly safely today and every day.EDITOR’S NOTE: Thanks onceagain to Lt. Col. Nick Modders for hiscontribution to our technical bulletin inthe interest of aviation safety, for all. qintend to fly. This information can belocated in the Aircraft Flight Manual aswell as the Pilot's Operating Handbook.Remember that FAR 91.151 requiresthat pilots have at least 30 minutes offuel remaining to be able to fly past thefirst point of intended landing duringVFR daylight operations. VFR nightoperations require 45 minutes of fuelremaining.Another important part of safe andefficient cross-country flying that isoften overlooked is the practice of goodcockpit management. Most experiencedand professional pilots keep theircockpits neat and organized from thestart of their flight until their mission iscompleted for the day.Continued On Page 55OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINE 53

Wisconsin Bureau of Aeronautics David M. Greene, DirectorP.O.Box 7914, Madison, WI 53707-7914(608) 266-3351www.dot.wisconsin.govAre You Proficient? – Or Just Current?by Jeffery R. TaylorWisDOT Aviation ConsultantWhatwasyourfirst thought thelast time someoneasked you tofly an airplane?Was it, “Am Icurrent?” If it was,you are probablynot alone. Typically, pilots begin tocompare what their currency status isin relation to the FAR 61.57 RecentFlight Experience. This lists the numberof takeoffs and landings or the numberof instrument approaches required ina given time period. Pilots also checkFAR 61.56 Flight Reviews, which liststhe minimum training requirementsfor their pilot certificate. While beingcurrent from an FAA legal standpointis always important, shouldn’t weask more of ourselves? And don’tour passengers assume we are doingmore than maintaining the bare legalminimum?Looking back at how I wastrained, and how I trained studentpilots, this pattern does not surpriseme. During the early stages of ouraviation experience, we all became wellversed in reading the regulations andlearning the minimum requirementsfor each certificate. In fact, duringthe practical exams for a certificate,the examiner probably quizzed us onthese minimums. Unfortunately, their54 OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINEintent was misunderstood. It was notto reinforce that we only need threetakeoffs and landings every 90 days; itwas merely to verify that we understoodthe FAA bare legal minimum.So what can we do to move beyondstaying “legally current,” to improvingour proficiency as pilots? First, take aconservative approach when assessingyour individual level of proficiency.Several studies show that skill loss insome of the most important phasesof flight (landings, unusual attituderecovery and crosswind takeoffs),occur much sooner than most pilotsexpect. And particularly concerning isthat these studies also show we are notvery accurate at assessing our level ofproficiency. Overestimating our abilitiesis not just a pilot trait; it is a commonhuman characteristic.Practice makes perfect. Or betteryet, perfect practice makes perfect. Wehave all heard these sayings, but thesephrases become clichés because they aretrue. There is no greater benefit to yourproficiency than practicing the skillsyou need the most. While cost is alwaysa factor, there are economical toolsavailable to practice your piloting skills.Listen to that little voice in your headwhen it suggests that you need morepractice. It’s talking for a reason.Simulators have come a long way inproviding a realistic flight experience.There are several flight simulationprograms available for home use on aPC that allows you to fly an assortmentof aircraft in almost any weather.For those who don’t want to use aWisDOT Maskhead CMYK April09.indd Feb09.indd 1 1/23/09 2/13/09 13ad.indd 1Jeffery Taylorcomputer, the least expensive flightsimulator is “chair flying.”Find a quiet room, not just toallow you to concentrate, but to keepothers from staring. Then, sit downand visualize a flight. It is an extremelyeffective tool for building habit patternsand preparing you to maximize yourflight time. Props can help. A photoof your cockpit panel is a great visualaid. While flight simulators can bevaluable tools, it’s important they areused appropriately. Treat them like anaircraft.To gain the maximum benefit fromyour flight simulation experience, trulyact as if you are in an aircraft. Also,make sure you are practicing correctly.Review flight manuals and discussprocedures with a local CFI and verifythat your procedures are appropriate.While you might look a little funny“play acting” flying, the benefitsfar outweigh the kidding and yourpotential passengers will appreciate yourconscientious efforts.Flying an airplane is not like ridinga bike. Pilots today need to maintainknowledge and proficiency in a widerange of skills to conduct a safe flight.Respect the fact that your skills need tobe nourished on a consistent basis andnever assume that just because you arelegally current, you are also safe.7/20/08 12:22:11 PMq

WisDOT FIRCAnewand improved FlightInstructor Refresher Course(FIRC) will be heldNovember 10th and 11th inOshkosh, Wisconsin at theFAA Safety Center. The courseis updated to reflect changesin the new Advisory Circular,which requires several newtopics.Included in the newrequired topics are: HowTo Give An Effective FlightReview, Flight InstructorEthics and Professionalism,Pilot Deviations, and BuildingA Safety Culture ThroughEffective Teaching.The goal of the updated course isto expose the instructor to the latest inflight training techniques, the newesttechnology, and, most importantly,Flight Instructor Refresher Course sponsored by the WISDOTBureau of Aeronautics.operational and safety procedures. Thisisn’t just about rehashing the basics.Many of the speakers are DesignatedPilot Examiners (DPEs), which providevaluable insight for Certified FlightInstructors (CFIs) who seekto improve the effectiveness oftheir instruction.All attendees are providedmeals and a 2013 FAR/AIM.The course is open, at areduced rate, to all pilots whowill receive a certificate ofcompletion upon successfulcompletion of the course.Registration information isavailable at www.dot.wisconsin.WISDOT Aeronauticsgov/news/events/air/firc.htmqCraig ButlerEngineering SpecialistWisDOT Bureau of AeronauticsMADISON, WIS. – CraigButler joined the WisconsinDepartment of Transportation’sBureau of Aeronautics (BOA)in December 1990. As anengineering specialist, Craig isresponsible for the managementof GA airports planning, designCraig Butlerand construction projects.Additional responsibilitiesinclude administration ofthe Automated WeatherObserving System (AWOS),Airports Rotating BeaconReplacement, and GroundCommunication Outlet(GCO) programs. Craigalso holds a Private PilotCertificate, with highperformanceand IFR ratings. Priorto joining BOA, Craig worked inland surveying and is a registered landsurveyor in the State of Wisconsin.Craig Butler will soon celebrate38 years of marriage to his wife,Marguerite. They are the proud parentsof three children: Ross, Jessica and Amy.In Craig’s free time, he enjoys workingon his retirement cabin in northernWisconsin, motorcycles and huntingand fishing. Craig officially retired fromstate service on September 7, 2012. qSome Cross-Country Basics From P. 53Be sure to organize your charts inthe sequence that you will need themand see that they are properly stowed.Secure all loose items in the cockpit.Be sure that all the equipment, chartsand tools needed during your flight arewithin easy reach.While taxiing or flying, it is unwiseto lay or store charts and other itemson top of the instrument panel. Placingcharts on the panel can greatly increaseeyestrain due to glare, and it reduces theclear forward visibility. This in turn canseriously degrade the pilot and co-pilot’s(or front seat passenger) ability to seetraffic in front of the aircraft.Always have a definite place tostore everything you bring onboardthe aircraft. Once used, be sure toreturn that item to the same locationfrom where it was taken. Not only and staying on course.does that prevent cockpit clutter, but it It is also suggested that pilots orientalso helps the pilot to easily remember their charts so that north on the chartwhere specific items are located. When is pointing to actual north, thus theflying daylight VFR, it is possible that landmarks seen on the chart will appeara pilot will use "pilotage" as the form in similar orientation along the route ofof navigation. It is easy and requires flight.no special equipment beyond a chart Always use the checklists and neveror two. When using "pilotage," it is perform checks solely from memory.suggested that a pilot should work from That one forgotten or missed item canthe chart to the ground. In other words, be the beginning of a cumulative chainlook for the landmarks that are shown of events (chain of causation) that canon the chart. This is helpful because lead to ultimate disaster.it is likely that many landmarks may These reminders and more areexist in a pilot's field of vision. Yet some important to every pilot. By reviewinglandmarks, even those that may appear and practicing good flying and safetyquite prominently, may not be shown skills and techniques, along withon the chart. By working from the chart practicing good cockpit management,to the ground one can be generally flying will be safer, more efficient, andassured of finding the right landmarks more fun!qOCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINE 55

Revitalizing GA From Page 15another location the FAA approves fordanger, and predictably, over-reacted. the operation;Essentially, pilots would have to meet (3) The airplane or helicopter has athe same standards as charter flights or maximum of 30 seats, excluding eachcrewmember seat, and a maximumcommercial air tour companies, likepayload capacity of 7,500 pounds;those that fly over the Grand Canyon.(4) The flight is not an aerobatic or aThat meant listed and vetted pilots, formation flight;charter-like rules on aircraft, and drug (5) Each airplane or helicoptertesting for pilots, just to donate their holds a standard airworthinessaircraft and time to fly around the certificate, is airworthy, and is operatedairport on a nice day. Predictably, air in compliance with the applicablerides — the very way most people requirements of subpart E of this part;were introduced to aviation — became (6) Each flight is made during dayVFR conditions;virtually extinct.(7) Reimbursement of the operatorThere is a happy ending to the story,of the airplane or helicopter is limited tothough. After several years, the FAA that portion of the passenger paymentfinally recognized the damage done, for the flight that does not exceed theand actually changed the law. Here is pro rata cost of owning, operating, andFAR 91.146:maintaining the aircraft for that flight,§ 91.146 Passenger-carrying flights which may include fuel, oil, airportfor the benefit of a charitable, nonprofit, expenditures, and rental fees;or community event.(8) The beneficiary of the funds(a) Definitions. For purposes of this raised is not in the business ofsection, the following definitions apply: transportation by air;Charitable event means an event (9) A private pilot acting as pilot inthat raises funds for the benefit of a command has at least 500 hours ofcharitable organization recognized by flight time;the Department of the Treasury whose (10) Each flight is conducted indonors may deduct contributions under accordance with the safety provisionssection 170 of the Internal Revenue of part 136, subpart A of this chapter;Code (26 U.S.C. Section 170).and has secured a letter of agreementCommunity event means an event from the FAA, as specified underthat raises funds for the benefit of any subpart B of part 136 of this chapter,local or community cause that is not a and is operating in accordance with thatcharitable event or non-profit event. agreement during the flights.Non-profit event means an event (c) (1) Passenger-carrying flightsthat raises funds for the benefit of a or series of flights are limited to a totalnon-profit organization recognized of four charitable events or non-profitunder State or Federal law, as long as events per year, with no event lastingone of the organization's purposes is more than three consecutive days.the promotion of aviation safety.(2) Passenger-carrying flights(b) Passenger carrying flights for or series of flights are limited to onethe benefit of a charitable, nonprofit, community event per year, withor community event identified inno event lasting more than threeparagraph (c) of this section are not consecutive days.subject to the certification requirements (d) Pilots and sponsors of eventsof part 119 or the drug and alcohol described in this section are limited totesting requirements in part 121,no more than 4 events per calendarappendices I and J, of this chapter,year.provided the following conditions(e) At least seven days beforeare satisfied and the limitationsthe event, each sponsor of an eventin paragraphs (c) and (d) are notdescribed in this section must furnish toexceeded:the FAA Flight Standards District Office(1) The flight is nonstop and beginswith jurisdiction over the geographicaland ends at the same airport and isarea where the event is scheduled:conducted within a 25-statute mile(1) A signed letter detailing theradius of that airport;name of the sponsor, the purpose of the(2) The flight is conducted from aevent, the date and time of the event,public airport that is adequate for thethe location of the event, all prior eventsairplane or helicopter used, or from56 OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINEunder this section participated in by thesponsor in the current calendar year;(2) A photocopy of each pilot incommand's pilot certificate, medicalcertificate, and logbook entries thatshow the pilot is current in accordancewith §§61.56 and 61.57 of this chapterand that any private pilot has at least500 hours of flight time; and(3) A signed statement from eachpilot that lists all prior events underthis section in which the pilot hasparticipated during the current calendaryear.That’s “do-able.” Make sure youhave a non-profit, charitable, or“community event” as the basis for yourair rides. Private pilots can use theircertificated aircraft (no experimental orLSA aircraft) for rides (and no airliners,either). No aerobatics, formationflights, or off-airport operations. Norookies — each pilot must have 500hours. Each pilot must meet recentflight requirements, have a flight review,and a medical certificate. Note thenotification requirements for the FAAlisted in the FARs above (also note thatit is notification, not permission). Here’sa big one: Drug testing is no longerrequired!Now that “the regulators” haveremoved the most onerous parts of thelaw, we should get back to using thisproven method of raising communityawareness for the airport. This is reallyeasy to do—and you can do it up tofour (4) times each year.I suggest you choose your fundraising“partners” carefully. Pick apartner that has a good reputationwithin the community — one that willhelp turn out a crowd for the event(and remember, the event can last aslong as 3 days).Have the fund-raising partner presellrides. People may not buy a ticketat the airport, but it is pretty hard forthem to turn down a Shriner doing abenefit for crippled children. Considermaking the pre-sold tickets a differentcolor, enabling them to “jump the line”and “take the first available aircraft.”Don’t forget to involve the newsmedia (after all, you ARE doing a gooddeed for a local charity!). We even invite

the media for a demo ride several daysBEFORE the event. It’s free publicityfor your operation, and if the piececomes out the day before the event,it helps the charitable or communityoperation to turn out crowds.Though the donor of the aircraftcan receive reimbursement for fuel forthe event, consider doing somethingspecial for them. I suggest a post-eventget-together to thank them. The pilotswill feel that they have been a part ofsomething good.Be sure to have “learn to fly”promotional material (AND someonethat can sell flight training) ready toanswer questions about learning to fly.Remember, the people taking the rideshave already expressed a desire to fly, sothey are potential flight students.Consider offering an “upgrade.”We can tell them, “Yes, you can takethe airplane ride, but for not a lot moremoney, you can fly the airplane yourself!Would you like to book an introductoryflight lesson?”Consider using one of your fourallocated events during an EAA YoungEagles promotion, if you have theaircraft and pilots available to do so.Adults often live vicariously throughtheir kids. Parents will bring them outto a Young Eagles event, but wouldlike to go up, themselves. The kids gofor free during the Young Eagles event,but the adults can be accommodatedon a separate flight. (Don’t forget thatEAA and the local EAA chapters arealso non-profit organizations, andare therefore eligible and this canhelp EAA.) Note that EAA is nowconsidering doing a “Grey Eagles”program for adults, which can be partof it. Kids get the free program (andthe recognition that comes with it),and adults get to participate as well bybuying a ride — a shared experiencefor kids and adults — making it evenMORE memorable.Though the FAA doesn’t require it,check insurance liability coverage ondonated aircraft.Consider carefully which pilots youwant flying, and which you do not.‘Nuff said.Appoint a specific person orcommittee to evaluate weatherconditions and to make the call whetheryou will conduct the rides or not. Makethe call as soon as you can. Err on theside of safety and convenience. Anaccident, or having people get ill on abad day, can wipe out goodwill.Do I really have to remind you tohave a supply of sick-sacks in eachaircraft?Have a designated and visible placefor people to buy tickets. The personselling tickets can put groups togetherin specific aircraft — telling a fourpersongroup that they should waituntil a six-place aircraft comes back sothey can all go together, for example, orsuggesting that a disabled person utilizea specific aircraft for ease of loading, orsuggesting that three burly Minnesotafarmers might not want to go togetherin a Piper Warrior.If you have some unique aircraft(seaplanes, gliders, helicopter, antiques),you may or may not want to put a“premium price” on those aircraft.We’ve even done air rides in a King Air!Always invite riders to bring theircamera. In today’s “social media”age, those pictures will be widelydistributed, adding to the impact ofthe ride. For those still using film,try “partnering” with a local photoprocessor to offer a discount.Make provisions for thehandicapped; many people find iteasier to get into a high-wing airplane,for example. Cherokee 6s, with theirbig cargo doors, are also easy for thehandicapped to board the back seats.Your thoughtfulness will be appreciated.Make sure it is a fun experience! Dowhatever you can to make it a carnivalatmosphere — food, trinkets — we’veeven had a “carnival barker” dressedup in a striped coat, skimmer hat, andcane extolling the virtues of “taking tothe air” just like the barnstormers, andwonder of wonders, it works!Be sure to have airplane loaders andunloaders assisting…helping people inand out, pointing out where passengersmay or may not step, helping with seatbelts, and most important, clearing thearea around the aircraft of spectators.You’ll have a lot of excited but unawarepeople around the airplanes, many ofthem children, who are hard for pilotsto see.Hold a pilot and handlers briefing.Make sure your pilots do a preflightbriefing, and that pilots always comeacross as safe, deliberate, and smooth.Explain to all involved the altitudes,routes, speeds (try to have all at thesame speed, as this is not a race), timeenroute, radio calls, passing procedures(try not to have to do this), pattern entry,taxi procedures, and loading/unloadingprocedures for each possible runway.Usually, 12 minutes aloft and 3 minutestaxi time is enough for most riders. Planyour route to go along the peripheryof your community so that riders canidentify local landmarks. The steadyparade of planes will also remind peoplethat there is something going on at theairport, adding to your passenger count.There you have it…a fun way foryou to garner community supportfor your airport, a way to improvethe image of general aviation in yourcommunity, a way to “partner” withdeserving charities or communityevents, a way to help promote flighttraining, and a way to involve currentpilots — and all at very little cost.The FAA has backed off on anoverzealous policy (who says thatgovernment can’t be changed?). Let’s usethis restored freedom to maximumadvantage. Start planning air ridesNOW!In the next issue of Midwest FlyerMagazine, I will tackle the subject of“charter flights,” and what revisions ofthe Federal Aviation Regulations areneeded to restore this once effective airtransportation service.EDITOR’S NOTE: Jim Hanson is thelong-time fixed base operator at AlbertLea, Minnesota. He has been in aviationlong enough that he remembers whenairplane rides were “a penny a pound.”Jim has shared suggestions on howto improve student starts and to retaincurrent pilots. If you would like tobend his ear, contact him at his airportoffice at 507-373-0608, or via email atjimhanson@deskmedia.com qOCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINE 57

CALENDARSend the date, times, location(INCLUDE CITY, STATE & AIRPORT I.D.),and contact person’s telephone number,address & email address for reference.First 15 words FREE!FOR LARGER LISTINGS, REFER TO THECLASSIFIED AD SECTION ON PAGE 60Complete “Calendar of Events” Form Atwww.midwestflyer.com– Or Mail To –Midwest Flyer MagazinePO Box 199 - Oregon WI 53575-0199NOTAM: Pilots, be sure to call aheadto confirm dates and for traffic advisories andNOTAMs. Also use only current aeronauticalcharts for navigation and not calendarlisting informationMidwest Flyer Magazine is not responsiblefor accuracy of information published.* INDICATES ANY NEW OR UPDATED CALENDARLISTINGS SINCE THE PREVIOUS ISSUE.OCTOBER 20124-6* Warrensburg (RCM), Ohio - SportAviation Classic - HOA Events 9am-4pm, CST Classes, BBQ, Auction,Dance. sportaviationclassic.com6 Poplar Grove (C77), Ill. - Dog n BratsLunch 11:30am-1pm at Vintage Wings& Wheels.6 Oshkosh (OSH), Wis. - WAI Frostingfor Flight Fundraiser to benefit WAI-Oshkosh Spirit of Flight Scholarship atWittman Airport - Noon-4pm.6 Bay City (RGK), Wis. (Red Wing, Minn.)- Red Wing Fall Bar-B-Que BYOB & adish to pass - meat and fixings supplied4:30-7pm. 715-441-1790.6 Cable (3CU), Wis. - Pancake Breakfastwww.cable4fun.com6* Madison (MSN), Wis. - WeatherSeminar WHERE: Wisconsin AviationMadison WHO: National WeatherAssociation’s Aviation MeteorologyCommittee http://www.nwas.org/ Theyare holding their annual meeting inMadison and the seminar is a part oftheir outreach program for the AviationCommittee. Wings Credit: GL1346141From Fargo To MadisonOnly 10 Minutes Away! - At 3,024 mph!– Pat O’Malley’s Jet Room Restaurant –Dane County Regional Airport – Madison, Wis. (MSN)www.jetroomrestaurant.com - Find us onWisconsin Aviation – East RampBreakfast & Lunch6 a.m. - 2 p.m. Mon. thru Sat.8 a.m. - 2 p.m. Sunday608-268-5010Pam & Pat O’Malley58 OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINETopics & Speakers: Local AviationWeather Impacts Caused by the GreatLakes - Rich Mamrosh (GRB NWS)Radar and Satellite Interpretation -Marcia Cronce (Milwaukee/SullivanNWS) Interpretation and Applicationof Aviation Weather Forecasts froma Pilot’s Perspective - Terry Lankford(FAA Flight Service Station Specialist-Retired) Terry Lankford is a publishedauthor: http://www.amazon.com/Terry-T.-Lankford/e/B001IZREBY/ref=sr_ntt_srch_lnk_1?qid=1346855958&sr=8-16* Cahokia (CPS), Ill. - Fall Fly-In PancakeBreakfast & Burger Lunch 9am-5pm atthe Curtiss-Wright Hangar 2 near IdealAviation.6* Richland Center (93C), Wis. - Fall ColorFiesta Breakfast & Lunch 7am-4pm.6* Rockford (1C8), Ill - Fall Colors Fly-In.Pulled Pork Sandwiches Lunch atCottonwood Airport 11am-3pm.7 Noblesville (I80), Ind. - BBQ LunchNoon- 3pm.7* Palmyra (88C), Wis. - Fall Color Fly-InPancake Breakfast 8am-Noon. (Toysfor Tots Drop Off)7* Ashland (3G4), Ohio - Pie In The SkyFly-In (Homemade Pies with Ice Cream)9am-4pm.7* Iola (68C), Wis. - Fall “Colorama” ChiliFly-In, cheese & desserts 9:30am-4pm.11-13 Palm Springs, Calif. - AOPA AviationSummit at the Palm Springs ConventionCenter. www.aopa.org11-13 Keokuk, Iowa - 22nd Annual L-Bird Fly-In & Convention at Keokuk MunicipalAirport.13* Fort Wayne (SMD), Ind. - Chili LunchFly-In 11am-2pm.13* Noble (OLY), Ill. - Chili Fly-In with HotDogs, Homemade Pie & Drinks 11am-2pm.13* Port Clinton (PCW), Ohio - AppleButter Fly-In - apple butter, apple pie &apple cider at the Erie-Ottawa RegionalAirport.13* Hartford (HXF), Wis. - Chili Cook-OffLunch 11am-1pm. The Follies (spotlanding, balloon chase, pumpkin drop,short field takeoff & landing) starts at1pm. If you plan to participate in chilicook-off contact Dana dana@cubair.netor 262-725-3591.14 Mt. Morris (C55), Ill. - Pork n PieFeast Pig Roast with all the trimmings &homemade pies 11am-3pm.14 Poplar Grove (C77), Ill. - Pancake,Eggs, Sausage & Beverage 7am-Noon.Park on the grass or the ramp at themuseum on the north side of the airport.19* Green Bay, Wis. - Golden Age ofAviation. An original musical showperformed by “Let Me Be FrankProductions” at the Jet Air Hangar -Austin Straubel Airport - 1921 AirportDrive. Proceeds benefit The HonorFlight Network for World War II Veteransand The Brian LaVioletteScholarship Foundation grantingscholarships to honor and rememberthose who serve. Reserve tables bygoing to www.jetairgroup.com920-494-2669.20 Lees Summit (LXT), Mo. - PancakeBreakfast 8:30am-Noon.20* Marian (MWA), Ill. - Flap JackBreakfast 8:30-11am.21 Taylorville (TAZ), Ill. - Breakfast7-11am.21 Watervliet (40C), Mich. - Chili potlucklunch and check out the fall colors.21* Excelsior Springs (3EX), Mo. - HomemadeChili Bowl.27* Oshkosh (OSH), Wis. - WisconsinAviation Hall of Fame 2012 will be heldin the Founder’s Wing at the ExperimentalAircraft Association’s AirVentureMuseum. Inductees will be LavernGriffin, Tom Hegy, Mike McArdle,Warren O’Brien, and John Salzer.www.wisconsinaviationhalloffame.org28* Fremont/Clyde (S24), Ohio - FallChili-Fly-In 11am-2pm at the SanduskyCounty Regional Airport.DECEMBER 20121 York (JYR), Neb. - Omelets, Burritos,Eggs, Sausage & Pancakes Breakfast -8-10am. redoakrod@stewireless.com10 Chesterfield (SUS), Mo. Pinch-HitterCourse - To introduce the non-flyingmember of your family to the airplane,and become proficient in airwork,navigation, communication and landingat the Spirit of St. Louis Airport. www.spiritpilotshop.com/About_Us.php636-530-9013.JANUARY 201325-26* Ypsilant, Mich. - Great Lakes AviationConference & Expo at the EasternMichigan University. Seminars forpilots, mechanics & FBOs. IAA renewalsession for mechanics. 517-548-1200.GreatLakesAviationConference.comAPRIL 20139-14* Lakeland, Fla. - Sun n Fun International

Fly-In & Expo. www.sun-n-fun.org17-19* Alexandria (AXN), Minn. - MinnesotaAirport Conference at the ArrowwoodConference Center.20* Bloomington, Minn. - Minnesota AviationHall of Fame 2013 at the Ramada Mallof America Hotel. For details, refer tomnaviationhalloffame.org.29-5/1* Madison, Wis. - 58th Wisconsin AviationConference at the Madison MarriottWest. www.wiama.orgMAY 20131* Madison, Wis. - 58th Wisconsin AviationConference at the Madison MarriottWest. www.wiama.org30-6/2* Junction City (3JC), Kan. - NationalBiplane Fly-In at Freeman Field.www.nationalbiplaneflyin.comJUNE 20131-2* Junction City (3JC), Kan. - NationalBiplane Fly-In at Freeman Field.www.nationalbiplaneflyin.com.JULY 201329-8/4* Oshkosh (OSH), Wis. - EAA AirVenture2013. www.airventure.orgAUGUST 201329-8/4* Oshkosh (OSH), Wis. - EAA AirVenture2013. www.airventure.orgFor More Listings,Information & UpdatesOr To Post Your Event Online,Go To www.midwestflyer.com(Calendar Of Events)We Want To Hear About Places To Fly To With Your AirplaneRestaurants On Or Close To AirportsDay Trips or Even Great Overnightsemail: info@MidwestFlyer.comPilots... Not ProfitThe RAF is a private foundationdedicated to preserving existingairstrips and adding newrecreational airstrips.Join today!If you fly for fun, the RAF needs you!406-582-1723www.TheRAF.orgFuture Pilots of AmericaOSHKOSH, WIS. - This young man was as excited to be atEAA AirVenture Oshkosh 2012, July 23-29, as his parents.AirVenture emphasized "family" this year, and getting youngpeople involved in aviation.qOCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINE 59Dave Weiman

ClassifiedsSingle Listing: $.75 per word. Minimum order is $20 per insertion.ORDER ONLINE www.MidwestFlyer.comor MAIL LISTING TO - Midwest Flyer Magazine, P.O. Box 199, Oregon, WI 53575-0199Please include payment with order! NOTE: We can invoice municipalities.All ListingS ARE also POSTED AT www.midwestflyer.com1976 CESSNA SKYLANE FOR SALE - Low Time, Was $59,500. price NOW REDUCED To $53,900 For Quick Sale! Contact Pete at Gran-Aire Inc 414-461-3222. Pete@FlyMilwaukee.com1966 PIPER CHERRY CHEROKEE - $24,900/offer. Contact Pete at Gran Aire Inc 414-461-3222. Pete@FlyMilwaukee.comAircraft Hangar Site Leases. The City of Glencoe, MN is currently accepting “Options to Lease a Hangar Site” at Glencoe Municipal Airport (GYL), Vernon PerschauField. Standard option for a non-commercial site is 60' x 60'. Proposed sites should be available by August 30, 2012. For more information regarding the Options, contactGlencoe City Administrator Mark Larson at 320-864-5586.HANGAR FOR SALE - Dane County Regional Airport, Madison, Wisconsin. Southern exposure, 1750 sq. feet with 44 foot wide x 14 foot tall door. T hangar is located insidesecured area. Please contact Clint Soule, csoule@lwallen.com or 608-516-4082.HANGAR FOR SALE - Outagamie County Regional Airport, Appleton, Wisconsin (KATW). 54 ft. Schweiss bifold door, 3000+ sf, insulated, heated, plumbed. Paid 117k,selling for 95k OBO. Dave 920-277-3688. dkrueger@me.comAPPRAISALS AND SALES - Gran-Aire Inc., Cessna in Milwaukee since 1946. 414-461-3222.Experience the Hi-Fold AdvantageAIRCRAFT APPRAISALS. NAAA Certified Appraiser. Aircraft Valuation Services Since 1996. Based WI.608-786-3434. www.mwaircraftappraisal.comINSURANCE - 60 years risk management serving aircraft operators and owners. Superior, empathetic service.Mid-Continent Aircraft Corp., Hayti, MO. acinsurance@midcont.com. 1-800-325-0885.Protect your investments withthe HIGHEST QUALITYhydraulic single-panel doors.Now manufacturing bi-fold andOmnni 10/8/04 5:12 PM Page 1single-panel hydraulic doorsHANGARS FOR RENT at Southern Wisconsin Regional Airport (JVL), Janesville, WI. JVL is an all-weather,full-service airport with three runways, precision and non-precision approaches, conveniently located betweenRockford, Illinois, and Madison, Wisconsin. JVL has a restaurant on field and the Glen Erin Golf Club andCursing Stone Pub, an 18-hole public golf course and restaurant, is located on the airport within walking distanceof the main terminal. For hangar rates and availability, call 608-757-5768.AIRCRAFT INSURANCE - We love "Midwest Flyers!" AircraftInsurance.com or 888-854-2387.CESSNA AUTHORIZED EXCLUSIVE NEW SINGLE-ENGINE SALES for St. Louis and Southeast Missouri,Illinois, Arkansas. Mid-Continent Aircraft Corp., Hayti, MO. www.midcont.net 1-800-325-0885.Opportunity for a young, experienced, maintenance mechanic, 401K, group health, bonus, long term,stable position. Call Dick at: 800-325-0885. (MC)Higher Clearance • Higher Quality800-443-6536Find out more at www.hi-fold.comOMNNI ASSOCIATES“Airport Engineering and Design Services”For Additional Information ContactAaron Stewart At 920-735-6900ONE SYSTEMS DRIVE, APPLETON, WI 54914HANGAR SITES ready to build, available for lease at the Orr (Minnesota) Regional Airport. For rates andadditional information contact Rod Dunn at 218-757-9994.Get The Word Out About YourAviation Business. Advertise InMidwest Flyer MagazineContact Dave@MidwestFlyer.comAERONAUTICAL ADVENTURES, LLCTri-County Airport, Lone Rock, Wis. (LNR).Ed Leineweber, CFII, LSRM,Tailwheel Transition Training,Flight Reviews, Primary Instruction,Instrument Training & IPCsEmail: edleine@countryspeed.comor Call: 608-604-651560 OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINE35’ X 55’,Door is 39 1/2’ Wx 10 1/2’ HHangar For Sale!Minneapolis-Crystal Airport (MIC)Lot 5-1B,Southwest corner of KMIC.Heated, finished interior.MAKE OFFER!“No reasonable offer will be refused!”Contact Craig (612) 309-5128or Greg (612) 760-4060Leineweber Aug2011.indd 13/28/12 Reigel Hangar 5:15 PM 1 Column June2012.indd 15/29/12 10:09 AM

WisconsinAviation.comMAINTENANCEThe State’s Largest Full-Service FBOMadison Watertown JuneauAir Charter • Aircraft Management • Aircraft SalesFlight Instruction • Aircraft RentalMaintenance • Avionics • InteriorsAIRCRAFT SALESAuthorized Service CentersChute happens.Live with it.Certified for CAPSChute happens every 10 years...Have you scheduled yourchute replacement yet?CALL US TODAY!1965 Mooney M20C Mark 21 – N5954Q -3245 TT, 185 SMOH, 185 prop SNEW, freshannual July 2012, dual KX170B Nav/Coms,KLN90B GPS, Garmin GTX327, newer interior& windows. ...........................................$49,5001965 Beech Debonair 35-C33 – N9010S -4335TT, 600 SMOH, 600 SNEW Prop, S-TEC50 A/P, Dual King Nav/Coms, Dual Yokes,Numerous mods/upgrades, Excellent P&I, May2012 Annual .........................................$72,900800-657-0761 (RYV) or 800-594-5359 (MSN)AVIONICS1958 Cessna 180A Amphibian – N392PT -Loaded and ready to deliver with fresh annual!Garmin avionics, upgraded 260hp engine, EDOfloats, ART wing extensions, 406ELT, JPI700,all logs and much more! PRICE REDUCED!............................................................$142,500• Free, Accurate Quotes• Custom Installations• Free Flight Training with New Installs800-594-5359 (MSN)• Autopilot Services• Bench Repairs• On-Time Deliveries1979 Piper Navajo PA31-325 CR Panther –N3519S - 350HP, 7760TT, Only 15 SMOH/SPOH, New Garmin 750 Touchscreen,GNS430, Known Ice, VG’s, Winglets, A/C,April 2012 Annual. ............................. $349,0001982 Cessna 414ARam IV – N5134C -6710 TT, 725 SMOH,Garmin 430W, HSI,Color Radar, Dual Transponders, FIKI, A/C,VG’s, NDH, June 2012 Annual, 2154 lbs.Useful Load! Motivated Seller! ...........$405,0001979 Cessna 310R– N2638Y - Rare 203-gal fuel, Garmin 430W,HSI, Color Radar,Known Ice, Fresh Annual July 2012, 9415 TT,1100 SMOH, Hangared in Midwest ....$114,500CONSIGNMENTS WANTEDBuying or selling, we’ll work for you!800-657-0761 (RYV)OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINE 61

Published For & By The Midwest Aviation Community Since 1978midwestflyer.comJune/July 2011Flight SafetyWhat Does Roger Really Mean?” FAA Notice Number: NOTC3893For most of us, we learned touse the word “Roger” early inour aviation career. We learnedthat it simply means that we heard andunderstand what the other person said.We were clearly taught that it connotesno permission or authorizations. Forwhatever reason, we then go on withour flying and hardly ever use thatword.So what happens when we have aproblem on the airfield and we tell ATCthat we need to do something and theysay “Roger?” What does that mean?Here is an example.A Cessna-210 received ATCclearance to taxi via Taxiway Julietteand cross Runway 1/19. Enroute,the C-210 pilot advised ATC thatthe aircraft just blew a tire. The pilotrequested to exit the aircraft to inspectthe wheel. The tower authorized thepilot’s request and asked the pilot toBig Plane Problemsadvise if he needed help.At this time, a C-172 reportedinbound with a request for full stoplandings or touch-and-goes on Runway1. The tower cleared the C172 asrequested. (Can you see the runwayincursion scenario developing?)The C-210 pilot came back on thefrequency stating he had a wheel comeapart. The tower asked his intentions,and the C210 pilot said if he movedthe aircraft it would do damage andrequested to go to an FBO. (Gettingto the FBO from the damaged C-210would require a runway crossing.) Thetower responded “Roger.” The pilotresponded, “Thank you very much.”The tower then observed two menon foot walking towards the runway.The tower called the C-210 severaltimes with no response. The tower,after observing the men crossing theactual runway, told the inbound C-172to go around and enter right traffic forRunway 1, later changing clearance toland on Runway 5.It appears to me that with theadditional stress caused by the blowntire, when the pilot made his request togo to the FBO, he expected the towerto give him a “Yes” or a “No,” andwhen the tower replied with a simple,“Roger,” he forgot his early training that“Roger” is not an authorization – andstarted hiking! Fortunately, the pilot ofthe C-172 executed a proper go-aroundand landed safely on another runway.The Aeronautical InformationManual is the authoritative source forproper aviation communications: http://www.faa.gov/air_traffic/publications/atpubs/aim/. But most of all, rememberyour early training – “Roger” onlymeans that someone heard what wassaid; it does not give authority to dosomething (www.FAASafety.gov). qAirbus & Boeing Production Rates Straining Supply ChainFARNBOROUGH, UK – Airbusand Boeing are gearing up to roll outlarge commercial jetliners in everincreasingquantities over the next 10years, according to a new report fromForecast International, but componentsuppliers may not be able to keep upwith demand. Adding to the pressureon suppliers is the fact that Airbusand Boeing are shifting their focusSUBSCRIBEOFFEREXPIRES DEC. 31, 201262 OCTOBER/NOVEMBER 2012 MIDWEST FLYER MAGAZINEMfrom manufacturing to integration,and are looking to outsource moredesign and production responsibilities.But how fast and high to increaseproduction is a tricky proposition forthe two companies. In addition to thevulnerability of their supply chains,another concern is the overall health ofthe airline industry.Airbus and Boeing have considerableIDWEST FLYERName________________________________________Street________________________________________City__________________ State_____ Zip___________AGAZINE$19. 00 One Year (6 Issues)$29. 00 TwO Years (12 Issues)subscribe atwww.midwestflyer.comor complete& return this form toMidwest Flyer MagazineP.O. BOx 199OregOn, wi 53575-0199incentive to keep production rateshigh and growing. The two companieshold large numbers of unfilledorders, but this means long waitingtimes for customers to take deliveryof their aircraft, which often resultsin considerable frustration for thesecustomers. A lack of early deliveryslots could also tempt potential buyersto take a serious look at new aircraftemerging from manufacturers outsideof the Airbus/Boeing duopoly. Suchaircraft include the Bombardier CSeries,the COMAC C919, and the IrkutMC-21.Forecast International’s newlyreleased “The Market For LargeCommercial Jet Transports” projectsthat 14,655 large commercial airlinerswill be produced in the 10-year periodfrom 2012 to 2021. The Connecticutbasedmarket research firm estimatesthe value of this production at $2.04trillion in constant 2012 U.S. dollars(www.forecastinternational.com). q

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MIDWEST FLYER MAGAZINEP.O. BOX 199OREGON, WI 53575-0199Presorted StandardUS Postage PaidBollingbrook, ILPermit No. 467To Subscribe ToMidwest Flyer MagazineGo Online Towww.midwestflyer.comOr Mail Payment ToMidwest Flyer MagazinePO Box 199Oregon WI 53575-0199$19.00 - 1 Year (6 Issues)$29.00 - 2 Years (12 Issues)THUNDERBIRD AVIATIONceleBratiNG 50 YearS OF excelleNce!New executive termiNalopening fall 2012!Stop in on your next trip to flying Cloud!www.thunderbirdaviation.comfly@thunderbirdaviation.com