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MSO GA NEWS Spring 2018
MSO Runway numbers change. Read more
MSO hosts AOPA Regional Fly-In in June. Read more
Airport badge renewal due. Read more
Pilots brush up on ATC phraseology. Photo courtesy of Morrison Maierle.
Read more
Runway safety excellent at MSO. Graphic courtesy of Keith Eberhard, Serco.
Read more Museum of Forest Service History growth continues. Photo courtesy of Lisa Tate. Read more
Aviation dream come true. Trevor Steen photo Read more
Aviators thinking about the “D” word,” discipline. Read more
500 attend Montana Aviation Conference in Missoula. Read more
1913: Walter Beck makes the first airplane flight through the perilous Hellgate Canyon into Missoula. 2018: A new flying club emerges; and other Airport news. Read more
Neptune moves forward after P2 retirement. Don Pogue photo. Read more
Page 2
The category for this article is; “Things you don’t know
that you don’t know “. For instance, most of you probably
know that magnetic declination or variation is the angle on
the horizontal plane between magnetic north and true north.
Magnetic declination has a very important influence on air
navigation, since the most simple aircraft navigation
instruments are designed to determine headings by locating
magnetic north through the use of a compass or similar
magnetic device. But did you know that magnetic
declination varies both from place to place and with the
passage of time? In fact slowly, over time, the magnetic
pole has shifted at MSO to such a degree (no pun intended)
that it will require the repainting of all surface markings and
the replacement of all signage that reference the current
runway designations. That’s right 11/29 and 7/25 are going
away and being replaced with 12/30 and 8/26. Weird right,
but necessary all the same.
All of this work will take place from April 24th through
May 1st. The Airport will be closed during each day from
1:00 PM to 8:00 PM during this time. This project also
changes the airport’s approach procedures and that will
require coordination with the Federal Aviation
Administration. They will have to flight check the new
designation and approach procedures using an instrument
landing system. So all in all this project, while disruptive,
is very necessary to the continued safe operations of all
Aircraft here at MSO.
So know you know. My only question is this; Will the
7/25 hangars have to be renamed the 8/26 hangars? I hope
we don’t have to change to that degree (pun intended)!
From Dan’s Desk By Dan Neuman, MSO Business Development Manager
Runway 29 will become Runway 30. Martin Kidston photo.
With summer and nice weather hopefully approaching
soon, we are moving closer to our prime construction
season. The next few years will see a number of projects
and events taking place at the Missoula International
Airport. The first item up for this year will be a Magnetic
Variation and Pavement Maintenance Project (MagVar),
which will be taking place April 24th – May 1st.
The primary purpose of this project is to renumber our
existing runways to account for magnetic shift, which has
altered the magnetic runway headings since they were
originally constructed. During this time we will also be
repainting a number of surface markings and fog sealing
runway surfaces. To allow our crews to complete this
project with as little delay as possible, Runways 11/29 and
7/25 will be closed for operations between the hours of
1PM – 8PM on April 24th – May 1st.
During the hours of the closure, there will be no
commercial or general aviation activity arriving into or
departing the airport with the exception of rotorcraft
which may continue to operate normally. All of the air
carriers serving the airport have been notified and flight
schedules during this time period have been adjusted to
reflect the closure.
Air traffic controllers will be on duty during the
entirety of the project and any potential movement during
closure times (for example, repositioning from one
location to another on the airport) can be coordinated
with controllers.
The terminal and all concessionaires (restaurant, coffee,
gift shop) will remain open during this period to tenants
use.
For more information:
Nate Cole –Airfield Operations Manager
Tim Damrow – Manager of Projects
406-370-2206
702-821-6199
MagVar Project: Changing runways 11/29 and 7/25 to 12/30 and 8/26 Notice from Tim Damrow, MSO Manager of Projects
Page 3
Please consider registering for the Fly-In at the links below so AOPA’s planning can be done more adequately.
Each of the four regional fly-ins follows the same format. As described in AOPA Pilot magazine:
“The early bird workshops run from 9 a.m. to 4 p.m. on Fridays during the event and include a tuition fee. Also on Fridays, the exhibit hall, AOPA Village and aircraft display open at noon, a happy hour runs from 4 to 6 p.m. in the exhibit hall, and the Barnstormers Party presented by Jeppesen runs from 6 to 9 p.m.”
“After a full day of fun and learning on Friday, the fly-ins offer another full slate of activities on Saturday, including a pancake breakfast, free seminars, the exhibit hall and aircraft display, lunch, a Pilot Town Hall with AOPA President and CEO Mark Baker, and an ice cream social.”
Go here for more information and to register for the MSO Fly-In:
https://www.aopa.org/community/events/aopa-fly-ins/2018-aopa-fly-ins/missoula
Double the fun! Register here to participate in the MSO Fly-In as a volunteer:
www.AOPA.org/volunteermso
Added attractions! Three fly-outs during and after the MSO Fly-In
Friday, June 15th. Fly over the scenic Bob Marshall Wilderness and the unique wilderness airstrip Shafer Meadows. After a quick break at Kalispell City (S27) You will head out for a visit to the exceptionally well-endowed Stonehenge Air Museum (01MT, at Crystal Lake, near Fortine, MT), home of over two dozen vintage aircraft.
Saturday, June 16th. Join the Recreational Aviation Foundation for a fly-out to Seeley Lake (23S) and a potato bake. If you're feeling exceptionally adventurous, camp out and stick around for the Seeley Lake Aviation Foundation pancake breakfast the next morning.
Sunday, June 17th. After a Saturday evening viewing of the iconic Steven Spielberg movie “Always,” at the Museum of Mountain Flying, fly to Libby, Montana (S59) where the movie was filmed. After touring the movie set, depart on a short 30-minute flight to the Sandpoint, Idaho airport (SZT) to tour the Quest Aircraft facility. Get up close and personal with “sport utility vehicles with wings.”
Register here for the fly-outs:
https://www.aopa.org/community/events/aopa-fly-ins/2018-aopa-fly-ins/missoula/fly-outs
For more info, contact Gary Matson, AOPA MSO Regional Fly-In planning group, (406) 370-6584, [email protected]
AOPA Regional Fly-In coming to MSO June 15th and 16th
Fly the Big Sky license plates are now available through regular
county motor vehicle licensing departments. For each license
purchased, EAA Chapter 517 receives $20 to further its activities
promoting aviation. The additional cost for the specialty plate with
standard numbers is about $30, and for the personalized plate about
$60. Plates can be ordered at any time without affecting the renewal
cycle. Standard renewal rates apply, with the specialty plate cost being
added.
Page 4
MSO Airport access Badge Renewals A notice from Tim Damrow, MSO Manager of Projects
The airport will be replacing expiring Air Operations Area (AOA) badges beginning April 9th, 2018 through June 30th,
2018. During this time, all current AOA badge holders will need to resubmit applicable paperwork with the 2 required ID’s
and complete mandatory refresher training. Forms can be obtained from the Missoula Airport Administration Office.
We’re encouraged renewal to complete this process as soon as possible as wait times will increase as we get closer to
expiration dates.
Please ensure the following are completed before sending applicants for renewal: Signatory Section of the application has been completed
Applicant has 2 ID’s per requirements listed on paperwork
Ensure all paperwork has been completed in its entirety
For any SIDA/Sterile badge holders, we will begin re-badging starting May 15th, 2018. We will reach out closer to this
point with additional details.
Moving forward, all Missoula Airport Badges (SIDA, Sterile, AOA) will expire on the card holders birthday and will
need to be renewed prior to expiration. To accommodate this change we are asking applicants to provide an email on the
application paperwork that will be used to send out expiration reminders.
Badge expirations 2018 – 2020
Badges will continue to expire every 2 years, per TSA regulations. However, while we migrate from our current expiration
window this first round of new badges will be a bit different. For applicants that have a birthday between January 1st and
the Badge Issue date, their badges will expire in two years. For those with birthdays that fall after the date they have
their new badge issued their badge will have to be renewed next year, at which point it will be a two year renewal. This is
a result of the current expiration falling halfway through the year.
For questions please contact:
Bob Otte Tim Damrow
Chief of Public Safety Manager of Projects
406-728-4381 702-821-6199
Page 5
I presented an FAA Safety team seminar on January 13th
at the Missoula International Airport on the subject of proper
communications with Air Traffic Control. I chose this topic
to discuss for several reasons. As an active full time flight
instructor I often find that local pilots I fly with struggle or
are nervous with mandatory communications. I attribute this
to two factors. First, where we live is extremely rural. In a
state larger than the country of Japan yet the third sparsely
populated in the country the necessity to talk to Air Traffic
Control is minute. Montana boasts a whopping six control
towers in the state so naturally we don’t have the
requirement to converse with ATC as we do other places
outside of Montana. Secondly, it’s scary. I also chose this
topic to discuss for the simple sake of safety. A study done
by NASA proved that incorrect or incomplete pilot-
controller communication is a
causal or circumstantial factor
in 80 percent of incidents or
accidents. In my very humble
opinion this can easily be
improved on with some simple
discussion and a little bit of
good ol’ fashion review.
Our discussion first started
with some very basic yet
important review of receiving
clearances and correct
responses to those clearances.
For example; when you receive
a clearance from ATC, you are
required to respond. Your response should be a “readback”
of your clearance. A reply of “roger” or simply replying with
your tail number in affirmation is incorrect and doesn’t
confirm that you received or understand the clearance.
When contacting a control tower, listen to the ATIS
information current for the airport and contact the tower
saying the following; who you are calling, who you are,
where you are, what your intentions are, and that you have
the current ATIS information. There is no need to give your
altitude unless you’re approaching Class C, B, TRSA airspace.
Also leave out heading, aircraft color, current speed, current
health and any future life aspirations as it is unnecessary
information.
Once you have established two way communication be
sure you follow your clearance specifically. For example; if
you are cleared to land you must execute a full stop landing,
not a touch and go. A touch and go is in actuality two
clearances, a clearance to land, and a clearance to take off. If
you take-off without a clearance you are in direct violation.
Be specific with your intentions when calling the tower or
request “the option,” defined in the AIM as touch-and-
go, low approach, missed approach, stop and go, or full stop
landing at the discretion of the pilot. Go arounds naturally do
not fall into this category. If an unplanned go around is
necessary notify the controller as soon as safe and practical
and await further instructions.
Once you’ve landed taxi clear using the nearest and
available taxiway. The controller will often not direct you to
a specific taxiway so the nearest available is practical. Do
not, however, taxi onto a
runway. Taxing onto a runway
requires specific controller
clearance. At this point in the
discussion an attendee asked a
very poignant question which
started a wonderful discussion.
The question was as follows. If
I exit clear of the runway and
do not hear instructions to
contact ground from the
controller, do I do so on my
own, or stay with the tower
frequency? In a message to
MSO GA News after the
meeting, MSO Air Traffic
Control Manager Keith Eberhard clarified the question. He
gave this citation from the Aeronautical Information
Publication issued by the International Civil Aviation
Organization: A pilot who has just landed should not change
from the tower frequency to the ground control frequency
until directed to do so by the controller. Once clear of the
runway without having been contacted by the controller,
contact the tower for taxi clearance before any further
movement,
When a ground or tower controller gives taxi instructions
to a pilot it is often at a rapid fire pace. This is often a point
of frustration and stress for pilots as giving a correct
readback of all taxiway instructions is mandatory. My best
suggestion for this is to prepare in advance. Have a taxiway
(See Communications continued on page 6)
ATC and Pilot Communications
By Megan Siler CFI, CFII
The definitions for airport “movement” and “non-
movement area can be confusing. Graphic is from the
AOPA airport signage flash card series.
Page 6
diagram as well as pen and paper to write down a clearance.
This will save you much time and error in both readback and
execution. The second responsibility of the pilot is that they
understand the airport signage and markings that they
encounter. Be sure you are familiar with all rules of the road,
markings and indications. A particularly confusing topic is
the difference between the movement area and non-
movement area on a tower-controlled airport (see
illustration). An airport movement area is under ATC
control; a non-movement area is not. ATC clearance is
required to cross from the non-movement to the movement
area, e.g. from an FBO or hangar ramp to a taxiway. I think
of these markings being the same as a threshold to a runway
marking. To cross the solid line one must have ATC
clearance.
Lastly we discussed departure from a towered airport. The
order of procedure is simply the reverse process from
entering. There are only a few minor differences depending
on the class of airport from which you’re departing. First, we
listen to the current ATIS information. Secondly we either
contact ground control or clearance delivery if we are at a
radar controlled airport.
Your airport diagram will quickly tell you if there is a
clearance delivery frequency. If you are talking with
clearance delivery the initial call should include; who you are
talking to, who you are, if you are VFR or IFR, direction of
flight, cruising altitude and that you have the current ATIS
information. They will give you a squawk code and a
departure frequency. If you are just contacting ground control
your altitude and cruising level are unnecessary and they will
just give you specific taxi instruction. Be sure to be ready to
copy!
After you are airborne it is important to remain on tower
frequency until out of airspace or on departure frequency
until instructed to change to an advisory frequency. A tower
controller may not advise you to change frequency so do not
expect it.
Communications with ATC are important but don’t need
to be stressful. Ultimately we all just need to be on the same
page so that we are aware of our expectations and are
operating safely. If there is ever confusion swallow your
pride and simply ask for clarification. I look forward to
hearing all your radio chatter in the sky. Fly safe everyone.
(Communications continued from page 5)
MSO Air Traffic Control Manager Keith Eberhard hosted
a March 26th meeting regarding Airport safety. The annual
event brings together local stakeholders to identify and
mitigate the risks of significant surface events at the Airport.
Overall, this year has been a very safe one. Controllers are
justifiably proud of their record. Pilots have been interacting
appropriately with controllers and there have been few
problems.
The three types of incidents that occur at an airport are:
Runway incursion. An aircraft, vehicle, or person
encroaches upon the runway or runway safety
area creating a potential hazard for aircraft
landing or departing.
Runway excursion. An aircraft veers off or overruns
a runway.
Surface incident. Unauthorized operation by aircraft,
vehicle, or person within the Airport Movement
Area in a way that compromises safety of flight.
Runway incursions have received the greatest attention
because they have the greatest risk to human life. Nationally,
incursions during Fiscal 2018 were about the same as during
the previous year. The most frequent cause of aircraft
incidents is the runway excursion, leading to more runway
accidents than all other causes combined. Runway excursion
causes include unstable approaches, runway contamination,
adverse weather/wind, mechanical failure, and pilot error.
MSO had 3 incidents during FY2018. Two were runway
excursions and one was a surface incident. None led to
damage or conficts with aircraft.
In general, pilots and controllers can celebrate another
year of safe operation. There are some things we pilots can
do to keep the record clean. Pilot-controller communications
are a most important key. A pilot must listen actively, being
prepared for e.g. a different clearance than the one you
normally get. Those of us who operate routinely at our
Airport become so accustomed to a “usual” clearance that we
are in danger of assuming that all will be the same. Speak
clearly and slowly enough to be understood. If you don’t
understand a clearance, don’t hesitate to request it be
clarified. Controllers would rather repeat a clearance than
risk compromising safety. After landing, we’re expected to
exit at the nearest taxiway unless otherwise instructed by a
(See Safety continued on page 7)
MSO Air Traffic Control hosts safety meeting By Gary Matson, MSO GA News
Page 7
controller. However, never exit onto a runway without a
specific clearance.
MSO GA News thanks Keith Eberhard, private air traffic
control provider Serco, and the FAA for sharing the Power
Point slides viewed at the March 26th RSAT meeting.
(Safety continued from page 6)
Dreams can come true
Most Missoula pilots are acquainted with Trevor Steen, a
CFII who has been a well-respected and sought after CFII at
Northstar. The following story is reprinted from MSO GA
News, summer, 2010. Since that early time in his budding
career, Trevor has added ratings and certifications on his way
to becoming a professional airline pilot. He’s now achieved
that goal, flying the Dash 8 Q400 for Horizon Air. Trevor has
about 120 hours in the Q and about 2700 total hours. Trevor
lives in Missoula with his young and growing family.
Trip of a Lifetime
By Trevor Stene, for the MSO GA News, summer, 2010
A pilot of 2 years with close to 150 hours, I decided it was
time to take the next step in my desire to be a part of General
Aviation. Preparing for the Cross Country of a lifetime, I left
Missoula bound for InyoKern California to inspect and
possibly purchase my first airplane, this is my story.
She was a red white and blue 1978 Cessna 152 with a
SparrowHawk 125HP engine with just over 200 hours. I tell
you what, I could have stayed all weekend and talked with the
mechanic and seller about GA flying. Two great guys who
loved flying as much as me. Their stories were captivating and
always put a smile on your face to reminisce with the old
timers. We looked at some areas of interest on the plane,
cleaned the plugs, looked at paperwork, then my friend and co
-pilot Matt arrived and shortly after I decided that this was a
plane I could see myself flying and enjoying and we made the
deal.
Thursday afternoon we left InyoKern around 1:30pm and
headed for Van Nuys and the famous One Six Right! We
contacted approach for flight following over Lake Hughes
VOR and traffic was pretty sparse aside from 1 or 2 planes on
the ILS 16R. Shortly after we were handed over to the tower
and cleared to land ONE SIX RIGHT!!!! My heart jumped! It
was the African American controller from the movie too! I
recognized his voice... landing went well…
We left Van Nuys around 4:30pm and remained south of
the mountains with flight following over Pomona and through
the TRSA with Palm Springs until we broke off Flight
Following to get fuel in Blythe as the sun was dropping below
the horizon behind us. After the call out fuel service arrived
we got 20 gallons and blasted off for Phoenix where I would
drop Matt off at home and continue on to Casa Grande to meet
my family and spend the night in Maricopa. When I landed in
Casa Grande and got out of the plane I was tired and ready to
sleep and anxious for tomorrows flight to Tucson on my own.
A gorgeous flight on Friday! So much to do and see but so
little time. My friend Jessica took me to the Pima Air Museum
in Tucson, and then I was able to take her on a flight up to
Pinal where we gawked at the aircraft stored there and left
there at 6:00pm bound for TUS and to meet a fellow Flight
Simulator pilot Ken. Ken met us at the Premier FBO and then
I had to be on my way as I wanted to minimize my night
flying in my new plane while I was still getting accustomed to
her, turns out she is just as wonderful at night too! I gave one
more friend a quick ride at Casa Grande, fueled up and headed
for Goodyear to spend the night with Matt; we would depart
in the morning.
5:30am and it was time to get up to a clear blue sky on
Saturday morning. An hour later we were bound for Cedar
(See Trevor continued on page 8)
Missoula pilot Trevor Stene in the cockpit of a Horizon Air
Dash Q400. Trevor began his career at MSO, flying his
Cessna 152. Photo by Trevor Stene.
Page 8
City by way of Sedona and the Tuckup Corridor over the
Grand Canyon, a 3.3 hour leg (the longest too!) We hit the
Tuckup Corridor right on the nail! And didn’t see or hear
another plane in the air until Cedar City. The air was smooth
and clear! We refueled in Cedar City and proceeded on to
Ogden to meet another fellow pilot. After fighting the shifty
winds into Ogden I grabbed some chow to go, got fuel and
the windshield cleaned and dropped Matt to catch a flight
home to Phoenix and I headed north for home.
The next stop was Pocatello but I wasn't ready to stop yet
so I pressed on, this entire leg had been turbulent and
continued on that way for the next hour and a half until I
decided to stop at my alternate for a break in Salmon. What
a relief it was to be on the ground and stretch! YES!! And
the best part, the skies were clear and there was still plenty
of daylight left! So I notified folks back in Missoula that I
was returning home in an hour and a half and got back in the
plane and took to the air for the final leg of my journey and I
arrived in Missoula at 7:30pm and parked and I was drained!
Now it’s time to start enjoying the kind of flying I love the
most, in the beautiful mountains of Montana.
Trip details: Charts/AFD's, $73.95; Shirts, $46.85; Plane
Ticket to California, $136.68; Rental Car, $362.82; Hotel,
$84.10; Tiedown Fees, $10.00; Fuel, $568.47. Goodyear-
Missoula HOBBS: 10.4 hours Total trip time: 12 hours.
Embarking on a journey of a lifetime, sharing the experience
with friends and family, and owning your own airplane...
PRICELESS
(Trevor continued from page 7)
The National Museum of Forest Service History campus
is growing and so are our programs! Last year the Museum
hosted several events and one thing became very evident-
people are responding to our mission. Thanks to our
supporters and members we were able to raise the necessary
funds to open the Museum campus to the public for the first
time in Summer 2017.
This year, we have the opportunity to add another phase
to the Museum site: a Stage and amphitheater, to host
lectures, oral histories and stories, cater to field trips, and
serve as a community resource for other Museum cultural
events.
The design of this stage will also provide an opportunity
to exhibit the skills and experience of the timber framers, by
employing the art of historic joinery that exemplifies the
highest use of the these timber products.
A generous donor has made a $30,000 gift to start this
project, and we will be raising the additional funds to bring
this new addition to life in 2018.
The Museum Visitor Center and Forest Discovery Trail
will be open this summer Memorial Day to Labor Day 10am to 4pm 7 days a week. We hope you will come and visit
us…and bring your friends!
The Airport’s close neighbor, the Museum will add a stage
and amphitheater to host lectures, oral histories and stories,
and to serve as a community resource for other events. The
amphitheater will be similar to the one pictured, the Mirror
Lake Amphitheater Stage in Baraboo, WI. Photo courtesy of
the Wisconsin DNR and the Museum.
Progress continues at the National Museum of Forest Service History An update from Lisa Tate, Executive Director
Newly appointed Aeronautics Division Administrator Tim
Conway visits with Conference luncheon speaker,
Neptune’s Ron Hooper. Rich Poitras photo.
See story, page 9.
Page 9
This year’s annual Montana Aviation Conference, held at the Holiday Inn Downtown during March 1-3 was attended by
approximately 500 persons. The Conference has gained a reputation throughout the region as being the “best” and this year’s
matched expectations. Among the features of the Conference are concurrent speaker sessions, over fifty exhibitors with the
latest in aviation equipment and information, luncheons and a banquet with well-known speakers, and aviation mechanics
seminars for certification renewal. This year’s airport tour was hosted by the Montana Pilots Association in Northstar’s new
Hangar 7 and featured displays of aircraft of special interest because of their historic interest or visual appeal.
Luncheon speakers were MSO’s own Neptune CEO Ron Hooper and the Honorable Virginia Seigel, U.S. Army Chinook
helicopter pilot now serving as Havre City Judge. Mark Baker, AOPA President, spoke at the Saturday evening banquet.
Among his organization’s impressive contributions to aviation is the latest one, the defeat of the effort to privatize air traffic
control in the U.S.
Concurrent sessions ranged in topics from Jerry Cain’s “Pilots ‘n Paws,” a volunteer effort to relocate orphaned pets to new
homes, to Missoula pilot Adam Davis’ event-filled story of flying to “AirVenture” to share in the widely acclaimed and
“biggest” annual gathering of planes and pilots, held at Oshkosh, Wisconsin. AOPA’s Tom Haines told of the unusual and
important contributions made by general aviation aircraft in recovery efforts after the 2017 hurricanes.
Colonel Frank Borman and Major General Charles Kuyk held their audience spellbound in an exceptional Friday afternoon
session. Their conversation, titled “There I Was” brought out stories of high risk and adventure of the kind experienced only
by exceptional individuals during exceptional times.
The Conference was also the occasion to recognize Montana Aeronautics Division new Administrator, Tim Conway. Tim
takes the reins from recently retired Debbie Alke. The Division’s talented staff participated fully in the Conference, with Effie
Benoit doing a spectacular job recruiting, coordinating, and scheduling the exhibitors, speakers, and events.
Next year’s Conference will be held in early March, 2019, in Fairmont Hot Springs. The venue will offer a resort atmosphere
that organizers hope will add even more to this traditionally popular and well-respected conference.
2018 Montana Aviation Conference By Gary Matson, MSO GA News
Top: EAA Chapter President Steve Rossiter presents the Chapter’s $1,000
Post Solo Flight Training Scholarship to Jordan Carter of Florence,
Montana. Rich Poitras photo.
Bottom, L: Northstar/Neptune’s crew provided a robust presence at the
Conference. L to R Todd Franicevich, Ben Coe, Robyn Jurinski, Crystal
Carter, John Nelson. Gary Matson photo. Bottom, M: A highlight of the
Conference was the presentation featuring no-minced-words tales shared
by Colonel Borman and Major General Kuyk. Rich Poitras photos.
Bottom R: “Mr. and Mrs. EAA, Steve and Sherry Rossiter, at the Missoula
Aviation Conference EAA exhibit. Gary Matson photo.
Page
10
As a result of budget uncertainty and issues surrounding the issuance of their Next Generation 3.0 contract solicitation, the
Forest Service is entering the 2018 fire season with fewer Exclusive Use large airtanker contracts and a greater reliance on
Call When Needed contracts. The Forest Service will begin the season with 13 Exclusive Use contracts as compared to 20
last year and 11 Call When Needed contracts. Of these, Missoula based Neptune Aviation will provide four BAe 146
airtankers on Exclusive Use contracts and four on CWN Contracts. Neptune Aviation was also recently awarded a Call When
Needed contract with the State of Minnesota and is on a Call When Needed contract with the State of California.
Neptune has nine BAe 146-200 airtankers available for service and has recently acquired an Avro RJ100 to pursue a
research and development project. In addition to fighting fires in the USA between February and December 2017, Neptune
Aviation also had one of their BAe 146 airtankers in Chile between February and March 2017 supporting wildland firefighting
efforts in that country.
Montana endured devastating wildfires that ravaged the State during 2017, making it the most destructive wildfire season
for the State on record when considering total acreage burned on private, state, and federal lands. Combating these fires was
a massive task for the fire-fighting community with aerial firefighters playing a prominent role. Neptune Aviation’s fleet of
P2V and BAe aircraft flew over 476 hours, performed 559 missions and dropped 1,373,490 gallons of retardant in our home
state, operating out of the USFS air tanker bases in Missoula, Billings, and Helena.
P2V Retirement locations
Over the last two years 14 different organizations submitted official proposals to Neptune for their 7 retiring P2 airtankers.
Here are the final locations:
Alamogordo Airport/ALM (Alamogordo, New Mexico)
-N203EV (former Evergreen Tanker 142)
Estrella Warbirds Museum (Paso Robles, California)
-Tanker 7 (P2V-5)
Glendive Airport/GDV (Glendive, Montana)
-Tanker 5 (P2V-5)
To be determined
-Tanker 12 (P2V-5)
T61 Memorial & Klamath Falls Air Base (Klamath Falls, Oregon)
-Tanker 6 (P2V-5)
Yankee Air Museum (Belleville, Michigan)
-Tanker 45 (P2V-7)
San Diego Air & Space Museum (San Diego California)
-Tanker 43 (P2V-7)
Neptune Aviation Services
-Tanker 44 (P2V-5)
-Tanker 14 (P2V-5)
(See Tankers continued on page 11)
Neptune Aviation news By Michelle McCue
Page
Missoula International Airport/MSO (Missoula, Montana)
-“Old Tanker 10” (P2V-7) was placed as a Gate Guard in front of the Missoula International Airport last year where it
will remain.
All aircraft, expect Tanker 12, are expected to be delivered to their final locations in the 3rd and 4th quarters of 2018. The large
date range is due to the complexity of coordinating ferry flights and delivery of 6 aircraft to these different locations.
All four P2V-7 airframes parked just outside the Missoula Airport are not owned by Neptune; they were donated to another
party several years ago.
(Tankers continued from page 10)
11
Above: P2 lineup at Alamogordo.
Photo by David W. Smith.
Above: Bruner Mountain Fire, Roundup, Montana.
Photo by Mark Overton.
Right: Lolo Peak Fire. Photo by Aaron Bennett.
Page
Page 12
A FEW MSO AVIATION INFORMATION NUGGETS
New Flying Club!
This note from EAA Chapter 517 President Steve Rossiter:
I'm pleased to announce that the "Let's Fly Montana Flying Club" has been established. The membership has elected to
start with an LSA as the first airplane although we expect as the club grows, other aircraft will be acquired. There are still
openings for first round membership in the club available. There are still a lot of details to be worked out, but we are off and
running. If you have an interest, please send me an e-mail at: [email protected]
MSO Airport Authority contribution acknowledged
TJ Johnson of the University of Montana Police Department (UMPD) attended
the January Missoula Airport Authority Board meeting and thanked MCAA for its
donation to the Officer of the Year Award program, which is sponsored by the
Missoula Exchange Club. He then presented Chair Shane Stack with a plaque and a
challenge coin for the airport. Commissioner Larry Anderson added that over
$30,000 was raised during the Exchange Club’s fund drive, and over 300 meals
were served to officers and their families at the award dinner.
Detective Mike Sunderland with the Missoula County Sheriff’s Office received the
Officer of the Year Award at the 45th Annual Missoula Exchange Club Law
Enforcement Banquet Dec. 6 in Missoula.
First airplane flights in Missoula
Ellen Baumler, an interpretive historian for the Montana Historical Society, writes in her blog about Eugene Ely’s
making the first flight of an airplane in Missoula. http://ellenbaumler.blogspot.com/2013/08/early-aviation-in-montana.html
On June 28, 1911, he took off and landed at the baseball field at Fort Missoula. He made three successful flights, the third
with his mechanic as a passenger. It was the first dual flight in Montana. His Curtiss Pusher airplane arrived at the Missoula
depot by train after similar flights in Butte, Great Falls, Kalispell, and Lewistown. To transport excited spectators to the fort
for the event, both the railroad from the Bitterroot Valley and the Missoula streetcar line added extra cars. Over three
thousand people witnessed the flight.
Kim Briggeman in his Missoulian story of September 30, 2012, wrote about aviator Walter Beck’s subsequent flight from
a spot near the dam which would come to be called the Milltown Dam:
“…the Hellgate was on the cusp of witnessing its first flying machine. In 1913, Walter Beck would assemble a plane at
Riverside Park near Clark’s Dam and fly it through the jaws of the canyon into Missoula as automobiles raced him on the
road below.”
Kim provides this further note about Beck’s flight, from Frank Wiley’s "Montana and the sky; the beginning of aviation
in the land of the shining mountains" published in 1966:
“On September 9, 1913, Beck made a flight from just east of Bonner through the perilous Hellgate Canyon to Missoula.
This was the first airplane flight through the Canyon and into Missoula. That flight today is remembered as the beginning of
cross country flying in the Missoula area.”
Weather “Did you know?”
Current Aviation weather information at MSO is available 24/7 at 728-3743. A real weather person is available in the
MSO-based National Weather Service office for unofficial aviation updates at 329-4840.
Northstar Jet honored
Northstar will be the Featured FBO for May, within the Phillips 66 national Network. Congratulations!
UMPD Officer TJ Johnson presents a
token of appreciation to Shane
Stack, MSO Board President, at the
Board’s Jan. meeting. Deb Poteet
photo.
Page
Whether one’s professional endeavors mold us into “cooks,
bakers or candlestick makers”, we each face individual and
collective challenges from time to time. While overtly
admitting that after 40 years of flying I am still chasing that
“perfect flight”, I do reflect on some salient points (that by
either having a vested interest or simply being in the wrong
place at the wrong time and unfortunately morphing into a
witness) I have learned much over those 16,000 plus flight
hours. While some of those lessons have been easily
learned, others have been a product of that great learning
institution - the school of hard knocks, where the tuition is
often the bent metal of an airplane, or worse, a funeral.
In the early 1980’s Dr. Clay Fouschee, an internationally
recognized expert on human factors, found that failures of
airmanship mostly occur not because a lack of proficiency
or skill, but because of an inability to coordinate skills into
effective courses of action. These failures may indicate that
one or more of the pieces of the airmanship puzzle may be
missing, at least in some of us. I know to this date, I still
find myself asking some very familiar questions “what else
do I need to know?” and “where do I go to get it”?
From the beginning of our existence, mankind has dreamed
of flying, forever gazing skyward at the majestic flight of
birds, wondering what it must look like and feel like to have
control of that endless blue. Before mankind ever left the
ground the idea of flight became intoxicating and remains
so today. From the childlike awe of the uninitiated spectator
watching a military aerial demonstration for the first time to
the seasoned operational pilot making a crosswind landing
at weather minimums, flying looks and feels good when it’s
done right.
In their recently published bestseller book Real Life MBA
former GE CEO Jack Welch and his wife Jackie speak of
“doing it right”. One of their (once again cornerstones)
emphases is on continuing education, and that mental
toughness to seek personal improvement on a consistent
basis. How then can we as aviators abide by this wise
council? The alternative for us is to conveniently fall prey to
“the expert’s curse”, which is flavored with apathy and
complacency – ripe ingredients in the accident recipe. So
what is it that allows us to “do it right”? Historically great
aviators tend to possess certain common qualities and
characteristics.
As we glimpse into the crystal ball, these common qualities
take on very little change despite enhancements of
technologies and complexities. Extended, time-proven
analysis of these cornerstone traits reveals three
foundational principles of expert airmanship (regardless of
time frame analyzed) – skill, proficiency and the discipline
to apply them in a safe an efficient manner.
Skill, being that hand eye coordination, that ability to
perform whatever mechanical/mental tasks are required.
This to a large extent comes through repetitive exposures
over more often than not, long periods of time, and in a
myriad of scenarios. Proficiency is simply how current you
are at performing those skills.
Discipline in this case is “the strength of will required to
systematically develop all areas of airmanship and execute
sound judgment in the presence of temptations to do
otherwise; and to safely plan and employ an aircraft within
all operational, regulatory, organizational and
commonsense guidelines”.
For a few moments, let’s accept this definition “hook-line
and sinker”. How do we handle distractions and temptations
that may cause a failure of flight discipline? And as we
ponder these, let’s remember that rules are in the books for a
reason. There are usually a lot more reasons to follow the
rules than to break them. Let’s think through the following
questions:
What tempts us to stray outside the lines?
What weaknesses do we overlook?
What technology do we take for granted that
lets our fundamental flying skills grow soft?
What factors would it take to push us over the
line into a region of poor judgment?
In contrast, in a focused study of expertise in aviation in
1986, Dr. Bob Helmrich and Dr. Clay Fouschee found the
following characteristics present in their definition of an
expert pilot.
Recognizes his/her personal limitations.
Recognizes diminished decision-making
capacity in emergencies.
Discusses personal limitations.
Openly encourages others to questions
(See Discipline continued on page 14)
Flight Discipline Thanks to MSO USFS pilot Joe Sanella for providing this article by Utah Soaring Association Safety Officer Mario Jimenez
Page 13
Page
decisions.
Knows what rules apply to their flight
environments.
Keep themselves out of tight boxes that may
require emergency deviations for standard
operating policies and procedures.
Has the ability to master the temptation to
deviate unnecessarily.
Each of these characteristics highlights the
importance of an individual’s ability to self-
regulate and practice sound discipline. In the
end as we examine one last issue by
comparing risk vs. reward we come to
realize that there is in fact a cost-benefit to
flight discipline.
Flight discipline violations have obvious and
unseen costs to the individuals and organizations
in which the aviator flies.
The potential costs eventually outweigh the
potential gains from an event of poor discipline.
Elementary conclusion of this equation is that
it’s not worth it to tempt fate with an act of poor
discipline, either in preparation or execution
phases of flight.
Violations of flight discipline have an insidious
creeping effect on an aviator’s good judgment,
often negatively influencing future courses of
action.
A single step down the slippery slope of ethical
compromise can deflect future judgment and
willpower – often leading to decisions to accept
current risks based upon past violations that did
not end badly.
Aviators who get away with bending the rule in
one situation are far more likely to try it again in
a tighter box of conditions.
In group settings, violations of flight discipline
are contagious, and require quarantine at the first
symptom.
In the 1980’s Malcolm Gladwell published his
bestseller, titled The Outliers in which he describes high
levels of success in many different fields. – The common
dominator is the “10,000 hour rule”, yep after that many
hours practicing a specific task – we would be really good at
it. And while I am not proposing that you spend that amount
of time on flight discipline, do give it some serious thought.
The challenge to all of us is to make it a big part of our
“repertoire”. If it’s a bit dull and has not been polished in
a while, let’s do so prior to the next flight – let’s make sure
we add it to our bag of tricks.
One last challenge – when was the last time you actually
practiced a “rope break”?
Fly Safe. Mario Jimenez, USA Safety Officer
My thanks to Dr. Tony Kern for providing most of the
material for this article, referenced in his book Redefining
Airmanship.
(Discipline continued from page 13)
Page 14
Fly the Big Sky license plates are now available through regular
county motor vehicle licensing departments. For each license
purchased, EAA Chapter 517 receives $20 to further its activities
promoting aviation. The additional cost for the specialty plate with
standard numbers is about $30, and for the personalized plate about
$60. Plates can be ordered at any time without affecting the renewal
cycle. Standard renewal rates apply, with the specialty plate cost being
added.
5225 HIGHWAY 10 WEST MISSOULA MT 59808
MSO GA News thanks Kim Briggeman, Missoulian writer; Tim Damrow, MSO Manager of Projects; Keith Eberhard, MSO
Air Traffic Control Manager; Michelle McCue, Neptune Aviation; Dan Neuman, MSO Business Development Manager;
Joe Sannella, Pilot, Smokejumper Inspector Pilot; Megan Siler, CFI, CFII; Kynan Spethman, General Manager, Northstar
Jet; Trevor Steen, Horizon Air pilot; Lisa Tate, National Museum of forest Service History! If you have something
interesting to write about we'd like to put it in the newsletter and share it with the Missoula aviation community! Long (about 500
words), short, funny, serious, whatever. The News is published intermittently. Interested in contributing? Contact the editor (see
below).
MSO GA NEWS is published in Missoula Montana by Missoula International Airport and The Experimental Aircraft
Association (EAA) Chapter 517.
Editor and reporter: Gary Matson, Box 308, Milltown MT 59851 • 370-6584(c) • [email protected]
Missoula International Airport: 5225 Highway 10 West, Missoula MT 59808 • 728-4381 • www.flymissoula.com
EAA Chapter 517: [email protected] • www.eaa517.org
MISSOULA AVIATION WEB SITES Missoula International Airport: http://www.flymissoula.com
Homestead Helicopters: http://www.homesteadhelicopters.com/
Minuteman Aviation: http://nkmamuzich.wix.com/minutemanaviation
Neptune Aviation: http://www.neptuneaviation.com
Northstar Jet: http://www.northstarmso.com
Aerotronics: http://www.aerotronics.com/
Museum of Mountain Flying: http://museummountainflying.org/
Nat’l Museum of Forest Service History: http://www.forestservicemuseum.org/
Metro Aviation: http://www.metroaviation.com/ Flying drones safely: http://knowbeforeyoufly.org/
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