Oregon Overfunds Aviation at the Expense of Other Forms of Transportation

Miki Barnes
February 14, 2025

Oregon's two-tiered transportation system reveals an entrenched system of pandering to a wealthy few at the expense of the greater good. According to the Joint Committee on Transportation, funding sources for road construction, operation, maintenance and repair are in short supply. The committee further reports a serious lack of adequate funding for safe streets, crosswalks, sidewalks, public transit, bus shelters, rail, pedestrian, bicycle paths and a host of other critical needs.

Meanwhile, Oregon's aviation system is awash in money. Per the Federal Aviation Administration (FAA) National Plan of Integrated Airports System 2025-2029, there are 425 airports in Oregon (pg. A-2). Of that number, 104 are categorized as public and 321 as private. Between 2025 and 2029, more than 50 of Oregon's public use airports are slated to receive federal funding - totaling $710,390,461. (pgs. A-87 & 88). This is in addition to the $406,130,983 estimated development grants allocated for Oregon airports during the 2023-2027 FAA NPIAS funding cycle. Since there are only five commercial airports in Oregon, a massive amount of this money will subsidize General Aviation (GA) airports that primarily benefit private, for-profit aviation business interests such as flight schools, charter jet companies, sky-diving enterprises, site seeing tours, and residential air parks as well as hobbyists, private pilots, jet, and aircraft owners.

Despite these government handouts, airports often claim they are unable to come up with the 5 to 10% federal funding match. So in addition to federal grants, Oregon lawmakers direct public money into funding airports. Over the past 20 years, Connect Oregon (CO), a program established in 2005 by the Oregon Legislature to fund non-highway multi-modal projects, has awarded close to $150 million to airport owners around the state.

This figure does not include the $17 million in grant money awarded through the Oregon Department of Aviation's Aviation System Action Program (ASAP) between 2017 and 2022. ASAP was created by the Oregon Legislature in 2015 and made permanent in 2021, "thus the fuel tax of two cents per gallon of Aviation Gas and Jet Fuel will continue to provide funds for grants." For additional information on the airports funded through this program see ASAP 2017-2022 Aviation Action Plan.

Oregon's Lavish Commercial Airport Funding Scheme

Only five of Oregon's 104 public use airports are commercial facilities, described by the FAA as "Publicly owned airports with at least 2,500 annual enplanements and scheduled air carrier service." By contrast, general aviation airports are public airports that have no scheduled service or have less than 2,500 passenger boardings each year. A more detailed explanation of FAA airport categories and classifications is available here.

This next section will review the operational count and funding for Oregon's commercial airports. All, without exception, have experienced significant declines in operations in recent years.

Rogue Valley International Promotes $180 Million Expansion

The Rogue Valley International Airport (MFR) is a prime example of how Oregon, with federal backing, routinely hurls money at underperforming airports, many of which serve a very small fraction of the population, while neglecting the basic transportation needs of the vast majority.

This 938 acre airport is owned and operated by the Jackson County Aviation Authority. In 2023 Rogue Valley logged 37,492 operations, 8,861 fewer than in 2021 when the total operational count was 46,353. According to the Federal Aviation Administration (FAA) Terminal Area Forecast (TAF), the operational count at this airport is expected to remain below 2021 levels until at least 2042.

Less than a third, 10,363, of MFR's 2023 operations were air carrier passenger flights. The remaining two-thirds were predominantly GA aircraft flown by private pilots, hobbyists, flight training companies and air taxis. Despite these flat and dwindling numbers, Rogue Valley International is promoting a jaw-dropping $180 million expansion that will require substantial federal and state subsidies.

The following excerpts from an 11/27/2024 Jefferson Public Radio article by Roman Battagglia, Medford Airport Plans Major Expansion to Meet Growing Demand provide additional detail. Amber Judd is the Airport Director.

Judd said the proposed expansion will almost double the square footage of the airport to meet demand. And that'll take a lot of money. "This is a very, very expensive project," she said. "And as much as we've tried to save over the last 10-plus years we don't have this much money saved."

Judd expects the entire project to cost around $180 million based on the latest projections. The most expensive part is a major concourse expansion. They would build a new two-story concourse, capable of handling at least six planes at a time.

Judd said increasing some of the fees the airport charges will help cover some of the costs. They're also looking at state and federal grant funding. But, they still don't know how much money they could get from those.

Rogue Valley International, like many other commercial and general aviation airports in Oregon, is a frequent recipient of federal and state funding grants.

Below is a list of Connect Oregon grants awarded to Rogue Valley International Airport.

    • A Multimodal Airport Improvement Project totaling $5,958,000 received a CO I grant of $4,766,400.
    • A Multimodal Express Cargo Expansion totaling $5,950,000 received a CO II grant of $4,760,000.
    • Main Runway Rehabilitation project totaling $10,421,052 received a CO IV grant of $521,052.
    • Snow Removal Equipment Storage Building totaling $5,100,000 received a CO V grant of $500,000.
    • Taxiway Rehabilitation project totaling $7,146,666 received a CO VI grant of $446,666.
    • Heavy Duty Aircraft Apron Expansion project totaling $12,050,000 received a Connect Oregon VIII grant of $2,500,000.
    • Heavy Duty Aircraft Apron Expansion project totaling $7,300,000 was approved for a Connect Oregon IX grant of $3,000,000.

Seriously??? Are our elected officials really planning to hornswoggle Oregon residents by dumping the cost of this exorbitant pork barrel project onto the public? In 2023, Rogue Valley logged fewer operations than Salem McNary Airport (SLE). For the record, more than a decade ago, Salem McNary lost its commercial status and was subsequently reclassified as a general aviation airport due to lack of demand. It's certainly reasonable to wonder just how many passengers are expected to fly from Medford to Fort Worth each week. Perhaps Rogue Valley could provide figures explaining the $600,000 federal outlay for this route.

Portland International Airport

Portland International Airport (PDX). This 3,300 acre facility, the largest commercial airport in the state, is currently at a 50-year low in terms of annual operations. PDX is sometimes described as a joint civilian-military airport because it shares space with the Oregon Air National Guard, which has recently undergone an expansion. As a result, part of the increase in operations at PDX over the past year is due to an increase in military operations.

According to the PDX December 1990 Noise Abatement Plan, in 1975 there were a total of 194,385 operations at PDX, the majority of which, 85,630, were GA while 76,548 were air carrier departures and arrivals. In addition there were nearly 11,000 air taxi and 21,000 military operations.

Since that time, PDX, without public input or consent, off-loaded many of its GA operations to Hillsboro and Troutdale. According to January 2025 FAA TAF data, in 2023 the total PDX operational count was 184,867, more than 9,500 fewer than in 1975. Of that number, 147,962, 80%, were commercial passenger flights. The remaining were a combination of general aviation and military.

Despite the dramatic drop in operations over the past five decades, the money just keeps pouring in. The Port is currently engaged in a $2.15 billion terminal redesign and modernization project. According to the FAA, PDX will be eligible for close to $248 million over the next five years. In addition, it is a frequent recipient of Connect Oregon (CO) grants including $6 million (CO II), $4.250 million (CO III), $3.5 million (CO IV), and $3.6 million (CO IX).

Mahlon Sweet Field Airport

Mahlon Sweet Field Airport (EUG). This 2600 acre airport is owned and operated by the City of Eugene. According to the FAA TAF database, in 2023 EUG logged 57,673 operations. Of that number 16,305, 28%, were air carrier passenger flights. The majority of the remaining 72% were a combination of air taxis, military, and general aviation training and hobbyist flights.

According to the FAA, Mahlon Sweet Field is eligible to receive $73,708,950 over the next 5 years. In addition, this airport is a frequent recipient of Connect Oregon handouts - $4,103,461 (CO I), $451,111 (CO IV), $1.4 million (CO VIII), and $13,524,000 (CO IX).

Redmond Airport

Redmond Airport (RDM). This 2,518 acre Central Oregon airport, also known as Robert's Field, is owned and operated by the City of Redmond. In 2023, this facility logged 84,867 total operations, of which only 15.5%, 13,189, were commercial passenger flights. The remaining 84.5% were primarily GA flight training and recreational operations. In 2017 Hillsboro Aero Academy started training Chinese students out of this facility. As a result, the number of local touch-and-go training flights more than doubled between 2017 and 2023.

Despite the low number of commercial airline flights at RDM, this airport is often on the receiving end of federal and state grants. Per the FAA, RDM will be eligible for $25,330,137 over the next five years. In addition, it has been a regular recipient of CO funding - $7.5 million (CO I), $1.5 million (CO II), $350,000 (CO IV), $1,225,812 (CO V), $259,375 (CO VI), and $10 million (CO IX).

Southwest Oregon Regional Airport

Southwest Oregon Regional Airport (OTH). This 619 acre airport is owned and operated by the Coos County Airport Authority. According to Oregon Solutions, "On August 18, 2005 Governor Kulongoski signed SB 152 at the North Bend Airport. Through the sale of lottery bonds, the bill provided $10 million to the Airport District for a new terminal. The airport is now called the Southwest Oregon Regional Airport." Despite the generous public subsidy, the operational count at OTH dropped from 43,254 in 2007 to 16,916 in 2023. In 2008 and 2009 there were 6,107 commercial passenger flights. By 2023 that number had dropped to 676, 3.9% of total operations.

In keeping with their entrenched practice of subsidizing poorly performing commercial airports, the FAA and state legislature continue to fling money at this facility.

Per the FAA, Southern Oregon Regional will be eligible for $7,338,478 over the next five years.

It has also been on the receiving end of multiple CO grants including $640,000 (CO I), $624,000 (CO II), and $2,392,811 (CO IV).

Solutions

    • Stop awarding government grants to Oregon's airports. Federal funding comes with strings attached in the form of grant assurances, which deny airport-impacted communities a voice in addressing the adverse noise, pollution, environmental damage, property devaluation, safety and security risks caused by airports for at least 20 years after accepting an FAA Airport Improvement Program (AIP) money. As a direct result, the elected and appointed officials who promote leveraging federal dollars by forcing the public to subsidize matching grants through Connect Oregon and other state aviation disbursements essentially prioritize the financial interests of self-entitled and environmentally irresponsible airport owners over and above fundamental democratic engagement, public health, and environmental integrity.
    • Oregon airports should be self sustaining, rather than chronically reliant on federal and state handouts. This can be achieved in part by establishing landing and user fees on all aircraft, including general aviation training and recreational aircraft weighing less than 10,000 pounds. This would help to insure that those who use these airports pay for the privilege, rather than foisting the costs onto the public.
    • End Connect Oregon grants to airports. Redirect these limited transportation funds to far less polluting and intrusive modes of transportation such as high speed rail, public transit, bicycle and pedestrian paths, safe sidewalks, and other projects that serve the transportation needs of all Oregonians.
    • Require all flight training airports to fund community forums that meet on a regular basis, and also to monitor for lead, noise, benzene and other toxins released by aviation activity.

Conclusion

Despite the fact that less than one-quarter of one percent of the population is certified to pilot GA aircraft, Oregon lawmakers foist the cost of subsidizing these expensive and polluting airports on local residents. Average Oregonians struggling to pay rent, mortgage, childcare expenses, groceries, college loans, medical bills, utilities, etc, have neither the means nor inclination to use these airports. Yet the Oregon Legislature, via Connect Oregon and various ODAV grant programs, hurls millions of dollars in public funds at these facilities on a routine basis. It is way beyond time to redirect airport funding into less polluting and intrusive transportation programs that serve the vast majority rather than a privileged few.

Sources

    • Federal Aviation Administration (FAA) National Plan of Integrated Airport Systems (NPIAS) - Current 2025-2029 including Appendices A,B,C and D are available here.
    • FAA NPIAS 2023-2027 available here.
    • Portland International Noise Abatement Plan (December 1990) . See pg. A-32 to view Table. A-10, Historical Aircraft Operations at Portland International Airport 1970-1989.
    • Federal Aviation Administration (FAA) Terminal Area Forecast (TAF) for individual airports can be accessed by clicking here. Scroll down to the Query Data link then click on Facility and enter the 3-letter identifier. For example PDX for Portland International Airport. The 3-letter identifiers for the airports discussed in this article are included in the body of the text.
    • The Oregon Department Of Transportation (ODOT) Connect Oregon website which includes a list of Connect Oregon funding grants for cycles I thru VI is available here.
    • ODOT Connect Oregon funding grants approved for cycle IX are available here.
    • A listing of Cycle VIII Connect Oregon grants can be obtained by contacting the Connect Oregon office.

General Aviation Accidents: Common Occurrences in Oregon

Miki Barnes
January 21, 2025

General aviation accidents occur on a near daily basis in the U.S. According to the NTSB Dashboard, nationwide there were a total of 16,333 accidents between 2014 and 1/16/2025, an average of 1,484 each year. This translates into an average of 4 accidents every day. Many result in deaths and serious injuries to pilots, passengers and people on the ground. Most occur in small general aviation aircraft flown by hobbyists, student and private pilots.

Washington and Yamhill Counties and surrounding jurisdictions are often subjected to hundreds of aircraft circling and looping over their homes and neighborhoods. A significant number of these aircraft fly at dangerously low altitudes while practicing stalls and other training maneuvers. Adversely impacted residents have a right to be concerned when they hear aircraft targeting their communities.

Oregon airports also generate relentless noise, lead emissions and pollution while contributing to global warming. As such the aviation industry poses a threat to public health, the environment, and biological diversity.


Photo - Tualatin Valley Fire and Rescue

Family Files Lawsuit Against Hillsboro Aero Academy, Ascend Flight Academy, Alaska Airlines, and Horizon for the Untimely Death of Their Son

The opening paragraphs of a 1/17/2025 Oregonian/OregonLive article by Zane Sparling, Family of Student Pilot Who Died in Plane Crash Seeks $27M from Hillsboro Flight School, Alaska Airlines appear below. The accident occurred shortly after the aircraft departed from the Hillsboro Airport to engage in a training session.


A lawsuit lays the blame for a fatal 2023 plane crash in Newberg on the employers of an inexperienced flight instructor who allegedly stalled the craft, killing himself and a student pilot and seriously injuring another trainee with them.

The suit was filed Monday by the family of Lakeridge High graduate Barrett Bevacqua, who was just 20 when the twin-engine Piper Seminole he was learning to fly plummeted more than 5,000 feet into a home about 6:45 p.m. on Oct. 3, 2023.

Seated beside him was flight instructor Michele Cavallotti, who the suit says was employed by Hillsboro Aero Academy and Ascend Pilot Academy. Alaska Airlines and subsidiary Horizon Air operate Ascend as a recruitment tool. Ascend partners with Hillsboro Aero Academy locally as a base of operations, the suit says.

Cavallotti and Bevacqua died in the crash, while student pilot Emily Hurd suffered serious bone fractures and other trauma but survived.

To read the article in full click here.

To listen to a 1/17/2025 KGW News report, Family of Student Pilot Killed in Newberg Crash Files $27 Million Wrongful Death Lawsuit (2 minutes 8 seconds) click here.

To view a KOIN 6 news YouTube report on the lawsuit click here.


National Transportation Safety Board (NTSB) Preliminary Report on the Fatal Crash

Per the NTSB,


"A representative from the operator reported that, the pilot receiving instruction had recently obtained a commercial pilot certificate with an airplane single engine land rating and the accident flight was his first flight in his multi engine training program. They added that it is common for the first multi engine training flight to include slow flight, power off stalls, power on stalls, accelerated stalls, Minimum control airspeed (VMC) demonstration, emergency maneuvers, and steep turns."

The full text of the NTSB Preliminary report is available here. The final report has not yet been issued.


Take Action

Year after year, session after session, the Oregon Legislature directs millions of taxpayer dollars to support general aviation airports, flight schools, private pilots and jet owners but asks for no safety or environmental improvements in return.

Call your state legislators. Tell them to stop using public money to subsidize and promote toxic, dangerous General Aviation airports and flight activity. Demand they take action to protect your right to a quiet, safe and livable environment.

Below are some specific examples of catastrophic Oregon general aviation accidents, along with contact information for the state legislators who should be motivated to require the general aviation industry to improve its safety procedures and to protect their constituents.


Hillsboro's Deadly 2006 Airshow Crash

The Hillsboro Airport (HIO) is located in districts represented by Sen. Janeen Sollman and Rep. Nathan Sosa, the same districts where during the 2006 airshow, a 73 year old pilot perished when his aircraft came crashing down on a residential neighborhood. One house was completely destroyed and several others sustained damage. The accident ignited a fire that sent dark billowing clouds of toxic smoke into the air. An NBC report, on the accident, Small Plane Crashes into Oregon Neighborhood can be accessed here.

Legislative Contacts

Sen. Janeen Sollman - sen.janeensollman@oregonlegislature.gov 503-986-1715

Rep. Nathan Sosa - rep.nathansosa@oregonlegislature.gov 503-986-1430




Co-Chairs of the the Joint Committee on Transportation

The Co-Chairs of the the Joint Committee on Transportation are Sen. Chris Gorsek and Rep. Susan McLain.

Sen. Gorsek's district includes Gresham, Fairview, Troutdale and Wood Village.

Deadly Fairview Plane Crash

Fairview is where on 8/31/2024, within minutes of departing from the Troutdale Airport, a Cessna twin-engine Golden Eagle crashed into a residential neighborhood. Troutdale Airport is a Port of Portland owned and operated general aviation airport that primarily serves recreational pilots and flight students.

Witnesses described hearing a loud explosion followed by billowing plumes of smoke as the aircraft collided with power lines, burst into flames and crashed into a row of eight townhouses. A 75 year woman, Barbara McDonald, who was sleeping in her home at the time, was killed.

Nine thousand residents were left without power. At least 4 of the homes were rendered unlivable. An Associated Press article stated, "The plane knocked over a pole and power lines as it went down, causing a separate brush fire in a nearby field, according to the sheriff's office. The plane was split into multiple parts as it crashed in the residential area."

The 73-year-old pilot and 79-year-old flight instruction (whose flight instructor certificate had expired more than two years earlier), both perished. For additional information see this 9/6/2024 Oregonian article.

Rep. McLain's district includes West Hillsboro, Forest Grove, and Cornelius, areas that are subjected to relentless air traffic from pilots engaging in repetitive training activities over the homes and properties of local residents.

Fatal 2009 Hillsboro Aviation Helicopter Crash Near Forest Grove

There have also been a number of aircraft accidents over this area including a 2009 crash involving a Hillsboro Aviation (now Hillsboro Aero Academy) flight instructor and student pilot who perished when their Robinson training helicopter crashed. The NTSB Final Report identified "the flight crew's failure to maintain adequate main rotor speed while maneuvering, which resulted in a main rotor blade stall and an uncontrolled descent into terrain."

Legislative Contacts

Senator Chris Gorsek - sen.chrisgorsek@oregonlegislature.gov 503-986-1725

Rep. Susan McLain - rep.susanmclain@oregonlegislature.gov 503-986-1429




Yamhill County State Legislators

Like Western Washington County, the skies over Yamhill County are frequently deluged with flight training students from Hillsboro Aero Academy, Twin Oaks and other flight training schools. Newberg, the location of the fatal crash that prompted the lawsuit discussed above, is located in this jurisdiction.

2010 Hillsboro Aviation Midair Collision

In 2010, a Piper Seminole registered to Hillsboro Aviation (now Hillsboro Aero Academy), was involved in a midair collision. According to an Oregonian report, Champoeg Midair Collision Was Second Fatal Crash in 2 years for Hillsboro Aviation, the accident "involved a twin-engine plane colliding with a smaller craft. The collision broke the smaller Beechcraft Bonanza in half, sending its pilot, 58-year-old Stephen L. Watson, to his death."

"At least two witnesses told investigators that the larger Piper Seminole, registered to Hillsboro Aviation, was reportedly executing training maneuvers, making a series of rapid ascents and descents shortly after 4 p.m. Those witnesses said the Piper Seminole made a rapid descent and struck the top of the smaller plane..."

The Oregonian article also spoke of allegations that Hillsboro Aviation had a history of "performing improper repairs, deliberately falsifying maintenance records and recklessly flying a helicopter under the Interstate 5 and I-205 bridges over the Columbia River in 2008."

2015 Precision Aviation Training Flight Fatalities

A 2015 Yamhill County helicopter crash also prompted lawsuits. As noted in a KATU2 report Families of Men Killed in Helicopter Crash File Lawsuits Against Flight Training Company.

"Student pilot 29-year-old Kristian Blackwell and his instructor, 31-year-old Anthony Gallerani, both died on July 1, 2015 in a crash during a routine night training flight.

About 15 minutes into a 'night orientation' training flight, the 2004 Schweizer 300c helicopter went down in a field near the Chehalem Airpark and Precision Aviation Training – the company that owned the helicopter. Gallerani was flying the helicopter.

Attorneys representing Blackwell's family filed a lawsuit May 22 against Precision Aviation Training seeking more than $8 million in compensation.

The lawsuit claims that Gallerani became a certified flight instructor just 40 days before that night orientation flight. The suit further alleges that the company was negligent by letting 'an inexperienced instructor' fly with Blackwell.

Family members of Gallerani filed a suit on June 1 that claims the company was negligent in hiring staff that was adequately trained and supervised to perform helicopter inspections and maintenance, which ultimately caused the crash."

Legislative Contacts

Senator Aaron Woods - sen.aaronwoods@oregonlegislature.gov 503-986-1713

Rep. Courtney Neron - rep.courtneyneron@oregonlegislature.gov 503-986-1426




Scappoose Airport Flight Training Fatality

The Scappoose Airport has a long history of aviation accidents, one of which occurred on 8/31/2013 when a 59 year old student pilot with less than 27 hours of flight time perished while performing training maneuvers. According to the NTSB Final Report, "The student pilot intended to perform a series of high-speed taxi tests and 'crow hops' in the single-seat gyroplane...Most of the gyroplane's structure was consumed in post impact fire...The student pilot had very limited flight experience and began his flight training in a fixed wing airplane the year prior. He was not approved for and had not conducted solo flight in the accident gyroplane or any other aircraft."

Rep. Darcey Edwards was recently elected to represent residents living in communities frequently degraded by aviation activity from HIO, Scappoose and surrounding airports. Her district includes Banks and North Plains in Washington County, Sauvie Island in Multnomah County, as well as Scappoose and St. Helens in Columbia County.

Sen. Suzanne Weber represents Clatsop, Columbia and Tillamook Counties as well as parts of Washington, Multnomah and Yamhill Counties.

Legislative Contacts

Rep. Darcey Edwards - rep.darceyedwards@oregonlegislature.gov 503-986-1431

Sen. Suzanne Weber - sen.suzanneweber@oregonlegislature.gov 503-986-1716

If you're not sure who your legislators are you can find out by typing in your address here.

Toxic Leaded Aviation Fuel Polluting Drinking Water in Wisconsin

January 16, 2025

The following interview by Faye Parks and the News Department of the WORT Community Radio station in Madison, Wisconsin aired on 1/9/2025.

Both the audio (4 minutes 34 seconds) and the written transcript are available here.

Morey Airport (C29) is a general aviation airport owned and operated by the City of Middleton. It borders the neighboring Town of Middleton, a separate municipality, that is adversely impacted by the noise, lead emissions, pollution, safety and security risks produced by this airport. According to the website, "As of 2019, the airport accommodates around 40,000 operations annually, and approximately 100 aircraft are based at the field."

Per the 2017 Environmental Protection Agency National Emissions Inventory (NEI), Morey Airport emitted 217 lbs of lead into the air during the landing and take-off phase of flight that year. Additional lead was released during ground run-ups and the cruise phase of flight.

The opening paragraphs of the report appear below.


Leaded Gas At Middleton Airport Linked To Nearby Water Contamination

The U.S. Geological Survey found evidence of lead contamination in two private wells near the Morey Airport in the city of Middleton.

And that contaminant is the specific isotope, or fingerprint, for leaded aviation gas.

"It really – according to the EPA, I've been told – this is a first-of-its-kind study showing a connection between airborne, leaded aviation gas emissions from these aircraft overflights working its way into the ground," says Cynthia Richson, board chair in the town of Middleton.

The neighboring city of Middleton owns and operates Morey Airport, which has been under public scrutiny for years.

And Richson, who's led the charge for half a decade now, says the airport first got their attention due to noise pollution from low-flying planes.

"And when we started looking into that issue further, that is how we were really surprised to learn that these piston-engine aircraft – which are essentially recreational aircraft for hobbyists – used aviation fuel with lead in it," says Richson. "And we knew that lead in auto gas had been banned at least 25 years ago and we were really surprised to see that it was still allowed, legally, for these piston-engine aircraft."

Lead is a neurotoxin that can cause a range of serious health effects, even in minute levels.

But city of Middleton officials, Richson says, handwaved all of their concerns.

She hired a consulting firm in 2019 to study airborne lead levels around the airport. And those consultants found that the airport generated over 30% of all airborne lead emissions in Dane County.

To read the article in full click here.

A 1/6/2025 letter from the Town of Middleton to the City of Middleton in response to the contaminated well water finding is available here.

As stated in the letter, "The continued use and sale of leaded aviation gas at the recreational Airport is recklessly and needlessly putting at risk the health, safety and welfare of Middleton families...Continuing these health damaging conditions is unacceptable and easily remedied by terminating the sale and use of leaded avgas at the Morey Airport and replacing it with G 100 Unleaded Avgas."

A second article on the contaminated well water findings appeared in a 1/13/2025 Cap Times article by Andrew Bahl, Study Links Lead Contamination to Aviation Fuel in Dane County.

Stealthful: State of Michigan NMC and WMU Flight School Aircraft Release Lead over Michigan Communities

Charlie Schlinger, Ph.D., P.E., C.P.G. (Michigan Resident, Flint native)
January 6, 2025

Oregon Aviation Watch welcomes guest author Charlie Schlinger's contribution to the nation-wide battle against aviation-generated lead pollution. The following is the author's summary of his longer paper, which is available in full on the Oregon Aviation Watch website (13 pages, PDF format). A brief review of Mr. Schlinger's professional credentials is presented at the end of this summary.

Public concern about toxic lead has focused on lead-based paint and lead in drinking water, but another source of lead – aviation-sourced lead – has gone under the radar. In Michigan, Traverse City area and Battle Creek area residents are gradually learning that the State of Michigan flight schools based in their communities have been surreptitiously emitting lead (Pb) over areas of these communities for nearly a half century, and continue to do so. One flight school is run by Northwestern Michigan College (NMC) and the other is run by Western Michigan University (WMU). Elsewhere across the U.S., other communities have found themselves in similar straits. Clearly, we are not yet done dealing with the environmental and public health impacts and legacy of lead.

Piston-engine aircraft, the plane of choice for the General Aviation (GA) sector that encompasses the vast majority of small planes and flight school aircraft, were long ago exempted from the 1970's-era phase out of leaded gasoline. The vast majority of piston-engine aircraft use leaded aviation gas. Thus, for the vast majority of the GA fleet in the U.S. the noise of these aircraft in operation is the sound of lead being emitted into the environment. These surreptitious lead emissions have been and remain a closely-guarded secret of the GA sector in our country and elsewhere around the world.

The predominant flight pattern used by almost all flight schools is known as a touch-and-go loop or circuit, which is used to maximize the number of takeoff and landing operations conducted by pilots training in these schools. During each circuit, neurotoxic nanoparticulate lead (Pb) is typically being emitted by each aircraft involved, and typically NMC and WMU have multiple aircraft aloft at any given time. That is, these are moving sources of lead (Pb) emissions. It is estimated that roughly 250 lbs of lead (Pb) particulates are emitted each year (lbs per yr) by NMC and roughly 1250 lbs per yr for WMU, in both cases in the near-airport and immediate airport settings. Over the roughly half-century record of these two flight schools, approximately 12,500 lbs of lead for NMC and 63,000 lbs for WMU have been emitted. While these flight schools in the past were smaller, the lead content of aviation gas was higher – nearly twice as high as it is now. Further, these programs are in expansion mode and the emissions are only increasing over time.

Lead emissions from NMC and WMU flight school piston engine aircraft are problematic for children and others who live beneath and downwind of the flight school flight paths for a number of factual reasons.

    • Depending on the flight school and on other factors, but especially up until the present time, flight school aircraft generally repeat the same flight paths, upwards of thousands or tens of thousands or more times each year.
    • Lead emissions from flight school piston-engine aircraft are particulates, and they are primarily nanoparticulates.
    • Aircraft lead emissions are tasteless, invisible to the human eye, and odorless.
    • Lead is a heavy element and lead particulates are heavier than air, settling from higher to lower elevation over time – through a process known as dispersion, which depends on wind speed, atmospheric conditions and other factors.
    • Nanoparticulate lead emissions from flight school piston-engine aircraft and ground level exposures to lead by inhalation generally occur under fair-weather low-windspeed conditions and at relatively low elevation.
    • Aviation-sourced lead emissions result in ground level concentrations of lead that result in lead exposure, for example, via inhalation.
    • Lead is a potent neurotoxin, especially for children; the Centers for Disease Control and Prevention, or CDC, indicate that there is no safe level for lead exposure in children; even low levels of lead in blood are associated with developmental delays, difficulty learning, and behavioral issues; the effects of lead poisoning can be permanent and disabling.
    • Like other nanoparticulates, nanoparticulate lead is readily taken up in children's lungs and transported by blood to tissues and bone as part of normal growth.
    • The medical effects of lead are numerous, and lead has been found to have epigenetic effects (changes to chromosomal DNA functioning with altered gene expression) that are heritable.
    • The aviation industry and particularly these two flight schools have had remarkable success at covering up their historic and ongoing surreptitious neurotoxic lead emissions from their touch-and-go flight school piston-engine aircraft operations.

It is past time for the State of Michigan, together with NMC and WMU administrators, to inform the residents of the Traverse City and Battle Creek communities of what the State and these two institutions are doing and have been doing as concerns lead emissions and lead exposures during the past half century. As part of conversations facilitated by an impartial third party, the State, NMC and WMU should solicit community input on what the State and these institutions need to be doing going forward as concerns their present and historic emissions of neurotoxic lead nanoparticulates over the communities where the two flight schools operate, and as concerns individual and public health impacts of the associated ongoing and historic exposures.

Charlie Schlinger, Professional Engineer, Registered Geologist, Certified Professional Geologist, is a Michigan resident and Flint native. He has spent most of his adult life and professional career in the west and southwest. Charlie earned his B.S. degree at the University of Michigan in Flint, and received his Ph.D. from The John Hopkins University. Later in his career, he went on to earn a Master's Degree in Civil & Environmental Engineering from Utah State University. Early on, he was a professor at the University of Utah and subsequently was an engineering professor at Northern Arizona University (NAU), where he has emeritus standing. At Utah he managed or led geophysics and geomagnetism research funded by the National Science Foundation, Smithsonian Institution, NASA, and others. At NAU he covered water resources and geotechnical engineering along with surveying. For the past 27 years much of his professional focus has been on civil and environmental engineering in support of tribal communities, schools & organizations, principally in the areas of water resources, water quality and water infrastructure. You can contact Charlie via email at lastgoodcountry@gmail.com.

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