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Number Three March 2013

Experimental Aircraft AssociationChapter 135

News

Presidents Positionby Dave KalwishkyNo Presidents report this month

Number One January 2007

Experimental Aircraft AssociationChapter 135

News

Presidents Positionby Dave Kalwishky

I’d like to start the New Year by welcoming Fred Sangster and Ralph Briggs to the board. We’ve had a num-ber of changes in the past year and I’m happy to see some new blood getting involved with the chapter. That being said we do have one spot on the board open, I’d like to see a member come forward and take that spot otherwise I’m going to have to start cornering people at the meetings. J

January’s program is going to be on the trip that Peter James, Matt Smith, Rodney Kubik and I took to South Carolina to look a plane that they were interested in purchasing. We will be a reviewing that flight, what four pilots were thinking and what we would have done different if we had it to do again. Plan on making the meeting, it should be a good one.

The Christmas dinner was a success, somewhere between 30 – 35 people showed up. We were at Gino’s restau-rant this year and while the food was fantastic the room we were in was very cramped and not really set up for our gift exchange. We decided to move the tables out of the way so we’d have more room and the hostess came in all worked up that we were somehow incapable of moving some tables. I commented that we are a group of people that build and fly airplanes, I think moving some ta-bles is within our capabilities, she was not amused. Ultimately they would not let us move them around so we had to make due. On the up side we still had a good time and our waitress was very good. I think next year we will want to

find someplace different so if you have any ideas let’s hear them.

One of our past members (I never did get his name) had brought a set of notebooks from the 40’s for the gift exchange. These had airman informa-tion on flying, weather and mechanics. What a neat piece of history, as soon as I saw them I told my wife that I wanted them. So, once they had been picked twice and it was Terri’s turn I just smiled at her and said “notebooks”. I’ve have looked through them and I found them fascinating. I am going to turn them into a couple of PDF files so if anyone else would like to see them then will be able to download the files from the chapter website.

Speaking of the website I am still in need of project pictures, most every-thing that is there has come from me, it looks more like a Dave Kalwishky website and not a Chapter 135 site. Please send me any pictures of your plane, project, trips you’ve taken or anything else that our members would find interesting. If you only have pho-to’s I can easily scan them and return the photo’s to you.

Here is a news bit I picked up: When Jacksonville, Fl passed a city ordi-nance in June banning the home-based construction of aircraft, it seemed so unfair that it was expected to fail under court scrutiny. But now an appeal to the courts to reverse the ban has been rejected. “Cities have the right to zone based on aesthetic (or noise) consid-erations,” Judge John Moran said in his ruling on the case, according to the Jacksonville Times-Union. While avia-tion enthusiasts may disagree with the policy, that doesn’t mean the city’s de-cision was “arbitrary and capricious,”

he said. Homebuilder Brian Kraut had challenged the law as unconstitutional. It was imposed after neighbors com-plained about his working on a Midget Mustang. This really sets a bad presi-dent for all homebuilders in the coun-try, it seems that as each year passes we lose a few more of our rights to build and fly airplanes.

On Monday December 18th I flew an Angel Flight mission. The passenger was an 8 year old child with a Brain Tumor. The flight was schedule for Wednesday the 20th but the weather looked like it was going to be bad (and it was) so we agreed to fly on Monday.

I had planned on doing the flight around noon, but because of some server problems at work I was not able to get free from the office until 6pm or so.

I met the family at the Ankeny air-port and we got them loaded into the plane. The child’s movements and mo-tor skills reminded me of a 70 year old man L At times he seemed very fright-ened of everything.

Once we were all in the plane Karen Sangster asked Antonio if he’d like to hold on to the stuffed animal/dog that she had brought. His eyes lit up a bit and he had an enthusiastic yes.

We took off and headed for the hour long flight to Omaha. At 6000’ and 90 nm out we could see the city lights; it was a spectacular evening to be out fly-ing! For some reason the headsets in the back of the plane were not working, I don’t know why but they enjoyed the flight anyway.

The air was smooth and the flight was great. When we got on the ground I heard a voice call out “Dave” and I

President continued on page 5

Next Chapter MeetiNgwill be held

Saturday - March 9, 20136:00 p.m.Program

Ted & Lisa Lockardon building an RV10

Up CoMiNg prograMs:April: Tom Merfeld will give a presentation on formation flying

May: Mike Graber/Rich Milburn Cookout fly/drive in - Husband Field - Dallas Center

June: Cookout at Dave’s Hangar at Northfield

July: Corn cookout at Roger Stewart’s place

August: Breakfast meeting with museum

October:

November: Combined meeting with IAPG

December: Christmas Dinner

Just Aircraft’s Highlander Available in SuperStol Version

From EAA e-Hotline website February 21, 2013 - Just Aircraft

Company recently completed flight testing on its new Highlander Super-Stol model, which can be built from a kit in the experimental amateur-built or light-sport aircraft categories.

The SuperStol’s upgraded design features a new slatted wing and a vir-tually indestructible landing gear that can accommodate 29-inch tundra tires. With the improved landing gear fea-tures and long strut air shocks, it can handle aggressive off-airport land-ings. The SuperStol also has an empty weight of 720 pounds, giving it a use-ful load capability of 600 pounds.

“The new slatted wing has sig-nificantly enhanced the performance numbers and slow flight control,” said Troy Woodland, design engineer. “This provides access to considerably more off-airport landing sites, making the SuperStol one of the most versatile backcountry machines out there.”

The wing slats, when combined with the large Fowler flaps, allow the air-craft to be flown at extremely high an-gles of attack, permitting it to “drop” into small or inclined clearings.

2/22/13 9:54 AMEAA News - Just Aircraft's Highlander Available in SuperStol Version

of 3http://www.eaa.org/news/2013/2013-02-21_highlander-available-in-superstol-version.asp

Tools:

Just Aircraft's SuperStol version of its Highlanderaircraft can take off or land with as little as 150 feet

of runway.

Just Aircraft's Highlander Available in SuperStol Version

February 21, 2013 - Just Aircraft Company recentlycompleted flight testing on its new Highlander SuperStolmodel, which can be built from a kit in the experimentalamateur-built or light-sport aircraft categories.

The SuperStol's upgraded design features a new slatted wingand a virtually indestructible landing gear that canaccommodate 29-inch tundra tires. With the improvedlanding gear features and long strut air shocks, it can handleaggressive off-airport landings. The SuperStol also has anempty weight of 720 pounds, giving it a useful loadcapability of 600 pounds.

"The new slatted wing has significantly enhanced theperformance numbers and slow flight control," said TroyWoodland, design engineer. "This provides access toconsiderably more off-airport landing sites, making theSuperStol one of the most versatile backcountry machinesout there."

The wing slats, when combined with the large Fowler flaps, allow the aircraft to be flown at extremely high anglesof attack, permitting it to "drop" into small or inclined clearings.

With the new wing configuration, the Highlander will cruise at 110 mph, land at 32 mph, and take off or land withas little as 150 feet of runway.

Just Aircraft Company has shipped more than 300 Highlander kits in the United States and abroad. All existingHighlanders can be retrofitted with the new folding SuperStol wing. They can be built in tailwheel or as a tri-gearconfiguration, and can be fitted with regular wheels, tundra tires, skis, or floats.

For more information, visit the Just Aircraft website or call 864-718-0320.

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Just Aircraft’s SuperStol ver-sion of its High-lander aircraft can take off or land with as lit-tle as 150 feet of runway.

Continued on page 2

EAA

Scales Rental InfoAll scale rentals require check for $200.deposit (Will be returned, uncashed, upon timely scale return).Three day rentals. May be extended for thee additional days at no charge, if there are no other conflicting requests for

their use, with notification by phone. Otherwise late fee of $100 per day applies.

Chapter 135 members (must be member 3 months prior to rental date.) ..$25.00 for 3 daysNational EAA member but not Chapter 135 member ...............................$75.00 for 3 daysA&P or FBO rate .....................................................................................$125.00 for 3 daysCopy of rental agreement available by fax or email by calling Craig Martin at 515250-3124 or emal to cmartindsm@

gmail.comScales are kept at Wisecup Willow Aviation (Craig Martin) Des Moines Int’l Airport.

RAF visit highlights Arkansas, Arizona issues By Thomas B. Haines From AOPA Website

With a new victory for backcountry pilots under their belts, two leaders from the Recreational Aviation Foundation joined AOPA President Craig Fuller at the association’s headquarters to talk strategy on more ways to protect remote airports.

The RAF’s AOPA visit on Feb. 11 occurred on the day that Arkansas Gov. Mike Beebe signed a new recreational-use statute that denotes aviation among other approved recreational activities.

With the signing, Arkansas became the eighteenth state to sign a new recreational-use statute that specifically includes aviation as an approved activity on certain public and private lands. The statutes provide liability protection to land owners who open their property to the specified recreational activities as long as they don’t charge for access or cause a known hazard. While most states have a recreational-use statute, most don’t specify aviation as a use.

“We’ve gone about, with the help of the AOPA folks, amending those statutes and we’re now up to 18,” said RAF President John McKenna. Dave Myrick, the RAF liaison for Arkansas, and AOPA Regional Manager Yasmina Platt worked closely on the project to educate Arkansas officials about the importance of general aviation.

RAF Director Tim Clifford said getting states to recognize aviation as an approved use is mostly about education. The state agencies are used to dealing with horseback riding and all-terrain vehicles. “Once we explain that in aviation we have to be well trained, we have to be certified, we have medicals and those sorts of things you can just watch the comfort level rise up and then there’s more acceptance,” Clifford said. “There just hasn’t been a voice out there taking care of that.”

Encouraging public access to private lands is only one of the RAF’s missions. Others include assuring continued access to backcountry strips on public lands, preservation of remote airstrips, and reopening of closed airports. Arizona’s Tuweep Airport is one such closed strip that has become a cause for RAF. The state of Arizona closed the dirt strip, located on the north rim of the Grand Canyon, in 2005. Mark Spencer, the RAF state liaison in Arizona, got the foundation involved in a campaign to reopen the historic strip, said McKenna. One of the goals is to provide liability relief to the state, which the foundation is working on. While it’s too soon to declare victory at Tuweep, McKenna believes the strip can be reopened.Recreational Aviation Foundation director Tim Clifford (left) and president John McKenna (right) talk airport preservation strategy with AOPA President Craig Fuller at the association’s headquarters on Feb. 11. The two came to share the news that Arkansas is the eighteenth state to recognize aviation as an approved recreational activity in the state.

2/18/13 8:34 AMRAF visit highlights Arkansas, Arizona issues

Page 2 of 3http://www.aopa.org/advocacy/articles/2013/130213raf-visit-highlights-arkansas-victory.html

18,” said RAF President John McKenna. Dave Myrick, the RAF liaison for Arkansas, and AOPA

Regional Manager Yasmina Platt worked closely on the project to educate Arkansas officials about

the importance of general aviation.

RAF Director Tim Clifford said getting states to recognize aviation as an approved use is mostly

about education. The state agencies are used to dealing with horseback riding and all-terrain

vehicles. “Once we explain that in aviation we have to be well trained, we have to be certified, we

have medicals and those sorts of things you can just watch the comfort level rise up and then there’s

more acceptance,” Clifford said. “There just hasn’t been a voice out there taking care of that.”

Encouraging public access to private lands is only one of the RAF’s missions. Others include

assuring continued access to backcountry strips on public lands, preservation of remote airstrips,

and reopening of closed airports. Arizona’s Tuweep Airport is one such closed strip that has become

a cause for RAF. The state of Arizona closed the dirt strip, located on the north rim of the Grand

Canyon, in 2005. Mark Spencer, the RAF state liaison in Arizona, got the foundation involved in a

campaign to reopen the historic strip, said McKenna. One of the goals is to provide liability relief to

the state, which the foundation is working on. While it’s too soon to declare victory at Tuweep,

McKenna believes the strip can be reopened.

Recreational Aviation Foundation director Tim Clifford (left) and president John McKenna (right)

talk airport preservation strategy with AOPA President Craig Fuller at the association's headquarters

on Feb. 11. The two came to share the news that Arkansas is the eighteenth state to recognize

With the new wing configuration, the Highlander will cruise at 110 mph, land at 32 mph, and take off or land with as little as 150 feet of runway.

Just Aircraft Company has shipped more than 300 Highlander kits in the United States and abroad. All existing Highlanders can be retrofitted with the new folding SuperStol wing. They can be built in tailwheel or as a tri-gear configuration, and can be fitted with regular wheels, tundra tires, skis, or floats.

For more information, visit the Just Aircraft website or call 864-718-0320.

Highlander Continued from page 1

EAA

Egimotors Announces 140- to 280-hp Airplane/Rotary Wing EngineItalian manufacturer unveils experimental powerplantBy Marino Boric, EAA 1069644, EAA European Correspondent

From EAA e-Hotline websiteFebruary 20, 2013 - Another avia-

tion engine has emerged from Italy, the Egimotors EGM4x4, introduced February 2 in Modena, Italy. The first batch will initially be used for the company’s MC-1 helicopter project, but Egimotors owner Egidio Motta said the engines are also designed for use in light-sport and experimental aircraft, autogyros, hovercraft, and air boats and will be sold to OEMs and private individuals.

The 4.5-liter EGM4x4 is a direct-drive, four-cylinder flat engine (112 mm x 100 mm bore/stroke) with four valves per cylinder. Power output ranges from 140 hp at 2,500 rpm to 280 hp at 5,000 rpm. Dry weight is 195 pounds as designed for “rough helicopter use,” according to Motta, but it will soon be lightened so that the serial production, bolt-on, wet weight for airplane use will be less than 220 pounds. Weight will include the exter-nal oil tank, oil, and oil cooler.

The EGM4x4 engine is air- and oil-cooled; the cylinders and cylinder heads are externally air cooled while engine oil from the dry-sump crank-case is siphoned by a dedicated scav-enging oil-pump and fed through an oil cooler before coming to the ex-ternal oil tank. From there, oil is sent to the engine pressurized by a second high-pressure oil pump. Oil pumps are engine driven and sit on both sides of the camshaft, located below the crank-shaft.

The EGM4x4 has four single-alumi-Egimotors’ EGM4x4 engine introduced February 2 in Modena, Italy.

num cylinders coated internally with nickel-silicon. Non-moving, outer, vis-ible engine parts are aluminum while internal parts are steel. Two cylinders on each side share a single cylinder head. The four valves per cylinder are actuated via camshaft rods from the central camshaft.

The mixture is ignited by two spark plugs per cylinder. The two air-cooled cylinder heads feature conventional cooling fins and non-conventional in-ternal air passages between the com-bustion chamber “roof” and the valve/rocker arms “compartment.” This means the heads are additionally air-cooled through forced ram-air that flows horizontally through the cylin-der heads.

Two redundant engine control units (ECUs) drive two independent ignition and fuel supply systems. The engine has two fuel injectors per cylinder, each system working up to 50 percent capacity; if one malfunctions, the oth-er takes over to supply full fuel.

The basic EGM engine features one 50-amp generator located aft, directly driven by the crankshaft; a second 55-amp, belt-driven generator can be mounted either on the front or rear end of the engine.

The EGM4x4 can be run ei-ther on 95 octane auto fuel or on 100LL avgas. To be fully flex-ible and to make this engine suit-able for wide array of uses, Motta said, “The front of the crankcase already has attachment points for the gear reduction unit that we will offer soon for this engine.”

Several pre-production units are running on the test bench, Motta said, and the company expects to make a first flight in its MC-1 he-licopter in April or May with se-rial production likely by the end of 2013.

While Egimotors’ main activity is the import and sale of Polaris, Victory, and Indian products, the company also has been active for several years in the aviation world with its parent helicopter com-

pany, Egicopter. The company first worked with the Russian helicopter manufacturer of the two-place MG-1 and recently acquired that company.

The main problem Egimotors faced with the helicopter project was the en-gine choice: Over the past two years, the MG-1 was fitted with a Russian Subaru automotive engine conver-sion and later with a heavily modified, lightened version of a four-cylinder Lycoming. Because the weight tuning process was so expensive and labori-ous, company officials sought another powerplant.

Motta decided to go “radical” and develop the EGM4x4. He said that other available engines on the market were too heavy, too expensive, or not powerful and durable enough (or the combination of those factors) for he-licopter use.

While pricing has not been pub-lished, an Egimotors spokesman re-vealed a firewall-forward “airplane” install for the 140/160-hp version like-ly at $22,700. The helicopter version would be approximately $24,000. For more information, visit www.Egimo-tors-Engines.com.

2/22/13 10:05 AMEAA News - Egimotors Announces 140- to 280-hp Airplane/Rotary Wing Engine

Page 1 of 2http://www.eaa.org/news/2013/2013-02-20_egimotors.asp

Tools:

Egimotors' EGM4x4 engine introduced February 2 inModena, Italy.

Egimotors Announces 140- to 280-hp Airplane/Rotary WingEngineItalian manufacturer unveils experimental powerplant

By Marino Boric, EAA 1069644, EAA European Correspondent

February 20, 2013 - Another aviation engine has emergedfrom Italy, the Egimotors EGM4x4, introduced February 2 inModena, Italy. The first batch will initially be used for thecompany's MC-1 helicopter project, but Egimotors ownerEgidio Motta said the engines are also designed for use inlight-sport and experimental aircraft, autogyros, hovercraft,and air boats and will be sold to OEMs and privateindividuals.

The 4.5-liter EGM4x4 is a direct-drive, four-cylinder flatengine (112 mm x 100 mm bore/stroke) with four valves percylinder. Power output ranges from 140 hp at 2,500 rpm to280 hp at 5,000 rpm. Dry weight is 195 pounds as designedfor "rough helicopter use," according to Motta, but it will soonbe lightened so that the serial production, bolt-on, wetweight for airplane use will be less than 220 pounds. Weightwill include the external oil tank, oil, and oil cooler.

The EGM4x4 engine is air- and oil-cooled; the cylinders andcylinder heads are externally air cooled while engine oil fromthe dry-sump crankcase is siphoned by a dedicatedscavenging oil-pump and fed through an oil cooler beforecoming to the external oil tank. From there, oil is sent to theengine pressurized by a second high-pressure oil pump. Oilpumps are engine driven and sit on both sides of thecamshaft, located below the crankshaft.

The EGM4x4 has four single-aluminum cylinders coatedinternally with nickel-silicon. Non-moving, outer, visibleengine parts are aluminum while internal parts are steel. Twocylinders on each side share a single cylinder head. The fourvalves per cylinder are actuated via camshaft rods from the central camshaft.

The mixture is ignited by two spark plugs per cylinder. The two air-cooled cylinder heads feature conventionalcooling fins and non-conventional internal air passages between the combustion chamber "roof" and thevalve/rocker arms "compartment." This means the heads are additionally air-cooled through forced ram-air thatflows horizontally through the cylinder heads.

Two redundant engine control units (ECUs) drive two independent ignition and fuel supply systems. The enginehas two fuel injectors per cylinder, each system working up to 50 percent capacity; if one malfunctions, the othertakes over to supply full fuel.


The EGM4x4 can be run either on 95 octane auto fuel or on 100LL avgas. To be fully flexible and to make thisengine suitable for wide array of uses, Motta said, "The front of the crankcase already has attachment points forthe gear reduction unit that we will offer soon for this engine."

Several pre-production units are running on the test bench, Motta said, and the company expects to make a firstflight in its MC-1 helicopter in April or May with serial production likely by the end of 2013.

While Egimotors' main activity is the import and sale of Polaris, Victory, and Indian products, the company also


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2/22/13 10:05 AMEAA News - Egimotors Announces 140- to 280-hp Airplane/Rotary Wing Engine

Page 1 of 2http://www.eaa.org/news/2013/2013-02-20_egimotors.asp

Tools:

Egimotors' EGM4x4 engine introduced February 2 inModena, Italy.

Egimotors Announces 140- to 280-hp Airplane/Rotary WingEngineItalian manufacturer unveils experimental powerplant

By Marino Boric, EAA 1069644, EAA European Correspondent

February 20, 2013 - Another aviation engine has emergedfrom Italy, the Egimotors EGM4x4, introduced February 2 inModena, Italy. The first batch will initially be used for thecompany's MC-1 helicopter project, but Egimotors ownerEgidio Motta said the engines are also designed for use inlight-sport and experimental aircraft, autogyros, hovercraft,and air boats and will be sold to OEMs and privateindividuals.

The 4.5-liter EGM4x4 is a direct-drive, four-cylinder flatengine (112 mm x 100 mm bore/stroke) with four valves percylinder. Power output ranges from 140 hp at 2,500 rpm to280 hp at 5,000 rpm. Dry weight is 195 pounds as designedfor "rough helicopter use," according to Motta, but it will soonbe lightened so that the serial production, bolt-on, wetweight for airplane use will be less than 220 pounds. Weightwill include the external oil tank, oil, and oil cooler.

The EGM4x4 engine is air- and oil-cooled; the cylinders andcylinder heads are externally air cooled while engine oil fromthe dry-sump crankcase is siphoned by a dedicatedscavenging oil-pump and fed through an oil cooler beforecoming to the external oil tank. From there, oil is sent to theengine pressurized by a second high-pressure oil pump. Oilpumps are engine driven and sit on both sides of thecamshaft, located below the crankshaft.

The EGM4x4 has four single-aluminum cylinders coatedinternally with nickel-silicon. Non-moving, outer, visibleengine parts are aluminum while internal parts are steel. Twocylinders on each side share a single cylinder head. The fourvalves per cylinder are actuated via camshaft rods from the central camshaft.

The mixture is ignited by two spark plugs per cylinder. The two air-cooled cylinder heads feature conventionalcooling fins and non-conventional internal air passages between the combustion chamber "roof" and thevalve/rocker arms "compartment." This means the heads are additionally air-cooled through forced ram-air thatflows horizontally through the cylinder heads.

Two redundant engine control units (ECUs) drive two independent ignition and fuel supply systems. The enginehas two fuel injectors per cylinder, each system working up to 50 percent capacity; if one malfunctions, the othertakes over to supply full fuel.


The EGM4x4 can be run either on 95 octane auto fuel or on 100LL avgas. To be fully flexible and to make thisengine suitable for wide array of uses, Motta said, "The front of the crankcase already has attachment points forthe gear reduction unit that we will offer soon for this engine."

Several pre-production units are running on the test bench, Motta said, and the company expects to make a firstflight in its MC-1 helicopter in April or May with serial production likely by the end of 2013.

While Egimotors' main activity is the import and sale of Polaris, Victory, and Indian products, the company also


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EAA

Photo courtesy of WFAA-TV.In early November 2012, then-

student pilot Will Davis’s first solo cross-country went viral around the world after his wife’s video showed him clipping an SUV as he landed a Cessna 172 at Northwest Regional, a privately owned, public-use airport in Roanoke, Texas.

“I had soloed three times prior. I was feeling great about doing my first cross-country solo. It was my first time out of the practice area, and it was wonderful,” Davis said. “I was flying back from Possum Kingdom Airport, which was beautiful and I was looking forward to the landing. Everything was normal and the winds were calm. But when I hit the SUV, that’s when everything unraveled.”

Davis said he did not see the SUV, because he was focused on the runway at the time. “You know how high the dashboard is. There’s a road that turns left in front of the runway,” Davis said. Heinrich Steffen, Davis’s instructor, said Airport Road is only five or six feet away from the runway, which is very close. He also noted that the stop sign painted on Airport Road is about 100 feet from the runway.

“When I was at the position where the SUV came into the landing path, I couldn’t see it because the aircraft was blocking my vision,” Davis said. “I thought I had hit a fence. The felt impact from hitting the SUV was not that great.”

It wasn’t that difficult to keep control of the aircraft, said Davis. “The plane did not try to veer off course until the wheels hit the ground,” he recalled. “Once I landed, the plane was out of

2/22/13 9:00 AMStudent pilot who hit SUV earns his ticket

Page 1 of 4http://www.aopa.org/training/articles/2013/130221student-pilot-who-…arns-ticket.html?WT.mc_id=130222epilot&WT.mc_sect=tts&cmp=ePlt:RdMr

AOPA

Student pilot who hit SUV earns his ticket By Benet J. Wilson

Photo

courtesy

of

WFAA-

TV.

In early

November 2012, then-student pilot Will Davis’s first solo cross-country went viral around the world

after his wife’s video showed him clipping an SUV as he landed a Cessna 172 at Northwest Regional,

a privately owned, public-use airport in Roanoke, Texas.

“I had soloed three times prior. I was feeling great about doing my first cross-country solo. It was my

first time out of the practice area, and it was wonderful,” Davis said. “I was flying back from Possum

Kingdom Airport, which was beautiful and I was looking forward to the landing. Everything was

normal and the winds were calm. But when I hit the SUV, that’s when everything unraveled.”

Davis said he did not see the SUV, because he was focused on the runway at the time. “You know

how high the dashboard is. There’s a road that turns left in front of the runway,” Davis said.

Heinrich Steffen, Davis’s instructor, said Airport Road is only five or six feet away from the runway,

which is very close. He also noted that the stop sign painted on Airport Road is about 100 feet from

control. It skidded for a while down the runway and eventually off the side of the runway in a grassy area.”

In fact, said Davis, he didn’t know that he had hit anything substantial. After he got out of the aircraft, he said, “someone came over and said I hit an SUV.

“It’s not clear in the video, but you’re coming in down a hill, then you’re right at the end of the runway, where you level off and flare,” said Davis. “That hill also blocks your vision.”

The resulting media firestorm was a difficult time, said Davis. “I had media coming to my house and calling me on my cellphone, which I had to turn off,” he said. “I didn’t want to be associated with an incident like that. I’m a low-key person. I don’t like all that attention and it was horrendous.” He spoke to both the FAA and the National Transportation Safety Board about the incident.

In interviews immediately after the incident, Davis said that he didn’t want to learn to fly anymore.

“And it was true at the time, but that interview happened the day after the crash. I felt low and hadn’t had a chance to talk to anyone about what happened,” said Davis. “But after the shock wore off, I realized that I still had a passion to fly. It was my childhood dream.”

Davis was contacted by pilots who recounted their own experiences, and they encouraged him not to give up. “I spoke with my instructor and the folks at Marcair Aviation, my flight school, and they encouraged me,” he said. “I also received letters in the mail from pilots telling me not to give up, so I decided to try again.”

About a month after the incident, Davis went flying with his instructor. “I was a little nervous at first. I kept thinking ‘I’ve got to land this thing.’ I felt nervous about the landings, and that’s where my flight instructor came

in,” he said. “He coached me through the landing and made sure I was doing things properly. Once I got my feel for it, everything was fine and I felt good. After my second flight, I got my confidence back and I was OK after that.”

Steffen said the main thing he did was try not to emphasize what happened after the incident. “For him to come back was a big deal. I wanted to get him back into the joys of flying and focus on the safety aspect,” he recalled. “We spent a lot of time [on] landings. His flying was impeccable, but coming back into the pattern, then he’d get nervous.”

So Steffen had Davis land at different airports in the area, and then do it at Northwest Regional to bring back his confidence. “We spent a good five hours on landings to get his confidence back up,” he said.

On Feb. 2, Davis, an AOPA member, took his checkride and got his certificate. During the checkride, the examiner brought up the incident, he said, but did not ask any questions directly related to the accident. “He asked me some questions about night vision, keeping my eyes outside of the cockpit as much as possible, and watching for traffic.

“It felt like New Year’s Eve and Christmas all in one. It felt great,” Davis said of passing his checkride. “It was the fruition of a childhood dream. I’ve always wanted to learn to fly.”

Steffen said his reason for encouraging Davis to resume his flight lessons was what he saw in his student. “I can see in people when there’s an absolute passion for flying, and I saw the joy and freedom in Will. I had to stay away from flying for year. I felt it and I didn’t want anyone else to experience that,” he said. “I wanted Will to finish what he set out to do. I didn’t want him to lose that love just because of one accident. I also wanted to show him and his family that aviation is safe and that there’s nothing to fear about it.”

Davis ended by offering advice to

Student pilot who hit SUV earns his ticket By Benet J. WilsonFrom AOPA ePILOT Website

Continued on page 5

EAA

B-17 Aluminum Overcast Reskinned After HailstormFrom EAA e-Hotline website

February 21, 2013 - Thanks to many helping hands, damage caused by last year’s hailstorm won’t prevent EAA’s B-17 Aluminum Overcast from heading out on tour this spring.

EAA staff and volunteers, including chapters, are working tirelessly to help re-skin and repair hail damage the B-17 suffered on a tour stop in Denver, Colorado, on June 6, 2012.

The hail damaged much of the outer surfaces of the B-17, tearing fabric and denting the sheet metal body. By the end of February, the wings will be com-pleted, and the aircraft will be cleaned and painted.

Along with working to repair the body, volunteers have helped replace and var-nish the aging wood on the inside of the airplane.

“Everyone has been working so hard to make sure that the B-17 gets all of the necessary repairs and maintenance completed,” said John Hopkins, EAA man-ager of aircraft maintenance. “The chapters are an essential part of this repair and maintenance process, and provide a great deal of support where it is greatly needed.”

Last weekend, Chapter 1537 from Siren, Wisconsin, and Chapter 237 from Blaine, Minnesota, generously worked on the bomber at EAA’s Weeks Hangar. In the coming weeks, Chapter 992 of Marshfield, Wisconsin, and Chapter 132 from Elkhart, In-diana, will also donate their time and talents.

Hopkins said Aluminum Over-cast will be ready in time for annual test flights, begin-ning March 25.

Visit www.b17.org for more in-formation on the Aluminum Over-cast and its tours

2/22/13 9:46 AMEAA News - B-17 Aluminum Overcast Reskinned After Hailstorm

Page 1 of 2http://www.eaa.org/news/2013/2013-02-21_aluminum-overcast-reskinned.asp

Tools:

Reskinning of B-17 Aluminum Overcast is scheduledto be completed by the end of February. (photo by

Matt Smith)

Several chapters, including Chapter 237 (Blaine,Minnesota) shown here, are donating their time andtalents into repairing Aluminum Overcast. (photo by

Jennifer Bowen)

B-17 Aluminum Overcast Reskinned After Hailstorm

February 21, 2013 - Thanks to many helping hands,damage caused by last year's hailstorm won't prevent EAA'sB-17 Aluminum Overcast from heading out on tour thisspring.

EAA staff and volunteers, including chapters, are workingtirelessly to help reskin and repair hail damage the B-17suffered on a tour stop in Denver, Colorado, on June 6, 2012.

The hail damaged much of the outer surfaces of the B-17,tearing fabric and denting the sheet metal body. By the endof February, the wings will be completed, and the aircraft willbe cleaned and painted.

Along with working to repair the body, volunteers havehelped replace and varnish the aging wood on the inside ofthe airplane.

"Everyone has been working so hard to make sure that theB-17 gets all of the necessary repairs and maintenancecompleted," said John Hopkins, EAA manager of aircraftmaintenance. "The chapters are an essential part of thisrepair and maintenance process, and provide a great deal ofsupport where it is greatly needed."

Last weekend, Chapter 1537 from Siren, Wisconsin, andChapter 237 from Blaine, Minnesota, generously worked onthe bomber at EAA's Weeks Hangar. In the coming weeks,Chapter 992 of Marshfield, Wisconsin, and Chapter 132 fromElkhart, Indiana, will also donate their time and talents.

Hopkins said Aluminum Overcast will be ready in time forannual test flights, beginning March 25.

Visit www.b17.org for more information on the AluminumOvercast and its tours.

---------------------------


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2/22/13 9:46 AMEAA News - B-17 Aluminum Overcast Reskinned After Hailstorm

Page 1 of 2http://www.eaa.org/news/2013/2013-02-21_aluminum-overcast-reskinned.asp

Tools:

Reskinning of B-17 Aluminum Overcast is scheduledto be completed by the end of February. (photo by

Matt Smith)

Several chapters, including Chapter 237 (Blaine,Minnesota) shown here, are donating their time andtalents into repairing Aluminum Overcast. (photo by

Jennifer Bowen)

B-17 Aluminum Overcast Reskinned After Hailstorm

February 21, 2013 - Thanks to many helping hands,damage caused by last year's hailstorm won't prevent EAA'sB-17 Aluminum Overcast from heading out on tour thisspring.

EAA staff and volunteers, including chapters, are workingtirelessly to help reskin and repair hail damage the B-17suffered on a tour stop in Denver, Colorado, on June 6, 2012.

The hail damaged much of the outer surfaces of the B-17,tearing fabric and denting the sheet metal body. By the endof February, the wings will be completed, and the aircraft willbe cleaned and painted.

Along with working to repair the body, volunteers havehelped replace and varnish the aging wood on the inside ofthe airplane.

"Everyone has been working so hard to make sure that theB-17 gets all of the necessary repairs and maintenancecompleted," said John Hopkins, EAA manager of aircraftmaintenance. "The chapters are an essential part of thisrepair and maintenance process, and provide a great deal ofsupport where it is greatly needed."

Last weekend, Chapter 1537 from Siren, Wisconsin, andChapter 237 from Blaine, Minnesota, generously worked onthe bomber at EAA's Weeks Hangar. In the coming weeks,Chapter 992 of Marshfield, Wisconsin, and Chapter 132 fromElkhart, Indiana, will also donate their time and talents.

Hopkins said Aluminum Overcast will be ready in time forannual test flights, beginning March 25.

Visit www.b17.org for more information on the AluminumOvercast and its tours.

---------------------------


GO Search


NEWS & EVENTS HOME

NEWS ARCHIVE

AIRVENTURE OSHKOSH

CALENDAR OF EVENTS



AIRCRAFT TOURS

WEBINARS

WORKSHOPS

MEDIA ROOM

Reskinning of B-17 Aluminum Overcast is scheduled to be completed by the end of February. (photo by Matt Smith)

Several chapters, including Chapter 237 (Blaine, Minnesota) shown here, are donating their time and talents into repairing Aluminum Overcast. (photo by Jennifer Bowen)

ShirtsWe have a selection of grey polo shirts and grey T-shirts embroidered with the stylish

Chapter 135 logo. Polo shirts are $20, T-shirts $15 (blonde co-pilot not included.) Come to a monthly meeting at the chapter garage at the Ankeny airport to buy a shirt

from the display rack.

The road is only feet from the end of Runway 17, which has a displaced threshold of about 30 feet.

2/22/13 9:00 AMStudent pilot who hit SUV earns his ticket

Page 2 of 4http://www.aopa.org/training/articles/2013/130221student-pilot-who-…arns-ticket.html?WT.mc_id=130222epilot&WT.mc_sect=tts&cmp=ePlt:RdMr

the runway.

“When I was at the position where the SUV came into the landing path, I couldn’t see it because the

aircraft was blocking my vision,” Davis said. “I thought I had hit a fence. The felt impact from hitting

the SUV was not that great.”

It wasn't that difficult to keep control of the aircraft, said Davis. “The plane did not try to veer off

course until the wheels hit the ground,” he recalled. “Once I landed, the plane was out of control. It

skidded for a while down the runway and eventually off the side of the runway in a grassy area.”

In fact, said Davis, he didn’t know that he had hit anything substantial. After he got out of the

aircraft, he said, “someone came over and said I hit an SUV.

“It’s not clear in the video, but you’re coming in down a hill, then you’re right at the end of the

runway, where you level off and flare,” said Davis. “That hill also blocks your vision.”

The

road is

only

feet

from

the end

of

Runway

17,

which

has a

displaced threshold of about 30 feet.

The resulting media firestorm was a difficult time, said Davis. “I had media coming to my house and

calling me on my cellphone, which I had to turn off,” he said. “I didn’t want to be associated with an

incident like that. I’m a low-key person. I don’t like all that attention and it was horrendous.” He

spoke to both the FAA and the National Transportation Safety Board about the incident.

In interviews immediately after the incident, Davis said that he didn’t want to learn to fly anymore.

student pilots about persevering with their own training. “You started taking lessons for a reason. Don’t let an accident or anything deter you from your dream. If you quit now, you may not do it again,” he said. “All risks can be mitigated with proper training. I’m so glad that my wife, my instructor, and other pilots encouraged me to continue. I look forward to meeting new people and seeing new places because of flying.”

Student pilot Continued from page 4

EAA

Group works to preserve hangar with a history By Jim MooreFrom AOPA ePILOT website

Connecticut Air and Space Center volunteer Morgan Kaolian, crouched behind his father and the left tire of the biplane, first visited Bridgeport Airport with his parents in the 1930s. Photo courtesy Morgan Koalian/AeroPix.

The Connecticut Air and Space Center hopes to transform this vintage Curtiss hangar into a museum to showcase some of the aircraft in the group’s collection.

An engine roars just yards away as a Cirrus accelerates down Runway 24 at Igor Sikorsky Memorial Airport in Bridgeport, Conn., while a small band of history buffs gathers in the biting cold, showing off their new rental.

They speak of “mostly cosmetic” changes to the historic hangar, one of the first two permanent structures built by Glenn Curtiss at the close of the Roaring Twenties at what was then a new airport. Sunlight filters through huge gaps in a roof, wooden decking long since weathered to pieces. Cracks are visible in the brickwork, more win-dows are missing than not.

“This is one of only two original Curtiss hangars that we know are still standing,” said Christopher Soltis, curator of the Connecticut Air and Space Center, the nonprofit museum embarked on an ambitious effort to re-store the hangar and convert it into a showplace for some of the vintage air-craft in a collection that includes many examples of the state’s contributions to aviation. That includes Sikorsky heli-copters and an F4U Corsair produced across the street at the sprawling Unit-ed Aircraft and Transport Corp. plant, an airplane that played a key role in the Pacific during World War II.

Curtiss built a flying school here, and luminaries of the Golden Age flew in: Charles Lindbergh, Amelia Earhart, and Howard Hughes among them. Soltis said it’s nearly certain they all used the hangar, since, at the time, it was the biggest hangar on the field.

The Great Depression forced Curtiss (by then merged into Curtiss-Wright) to withdraw, leaving the hangar be-hind for generations of further use. The hangar has weathered two major hurricanes—one in 1938, and more recently Hurricane Sandy, which flooded the field—though years of ne-glect have done more damage than the storms. Mark Corvino, vice president of the not-for-profit museum and man-

ager of the restoration project, said en-gineers have deemed the steel frame sound. The museum has struck a deal with city and airport officials to lease the hangar long-term, though it comes with a deadline: “In our lease, we have three years to complete the project,” said Corvino.

Executive Director Andrew King said the museum has collected about $52,000 in private donations to date, and hopes for more: Various grants are expected to add $150,000, but the first phase of the project—making the

2/22/13 9:31 AMGroup works to preserve hangar with a history

Page 2 of 3http://www.aopa.org/aircraft/articles/2013/130221group-works-to-pre…-a-history.html?WT.mc_id=130222epilot&WT.mc_sect=gan&cmp=ePlt:Phto

Connecticut Air and Space Center volunteer Morgan Kaolian,

crouched behind his father and the left tire of the biplane, first

visited Bridgeport Airport with his parents in the 1930s. Photo

courtesy Morgan Koalian/AeroPix.

The Connecticut Air and Space Center hopes to transform

this vintage Curtiss hangar into a museum to showcase some

of the aircraft in the group’s collection.

Curtiss built a flying school here, and luminaries of

the Golden Age flew in: Charles Lindbergh, Amelia

Earhart, and Howard Hughes among them. Soltis

said it’s nearly certain they all used the hangar,

since, at the time, it was the biggest hangar on the

field.

The Great Depression forced Curtiss (by then

merged into Curtiss-Wright) to withdraw, leaving

the hangar behind for generations of further use.

The hangar has weathered two major hurricanes—

one in 1938, and more recently Hurricane Sandy,

which flooded the field—though years of neglect

have done more damage than the storms. Mark Corvino, vice president of the not-for-profit museum

and manager of the restoration project, said engineers have deemed the steel frame sound. The

museum has struck a deal with city and airport officials to lease the hangar long-term, though it

comes with a deadline: “In our lease, we have three years to complete the project,” said Corvino.

Executive Director Andrew King said the museum has collected about $52,000 in private donations

to date, and hopes for more: Various grants are expected to add $150,000, but the first phase of the

project—making the hangar weather-tight—is expected to cost $250,000. Additional work to install

heating and air conditioning, and transform the space into a museum display for various aircraft in

the group’s collection will cost an additional $500,000 by current estimates.

The alternative is a wrecking ball, a fate that will

befall the original terminal building adjacent to the

Curtiss hangar, and much of the United Aircraft

factory across the street where the Corsair fighters

were built in huge numbers. King said municipal

and state officials have been cooperative to the point

of helping the group secure grants, and the museum

hopes corporate donations and sponsorships will

provide still more lift.

“We’re developing, I think, a new era of

understanding that our history is valuable and

needs to be protected and saved,” King said,

standing a few feet from where the helicopter was



Connecticut Air and Space Center volunteer Morgan Kaolian,

crouched behind his father and the left tire of the biplane, first

visited Bridgeport Airport with his parents in the 1930s. Photo

courtesy Morgan Koalian/AeroPix.

The Connecticut Air and Space Center hopes to transform

this vintage Curtiss hangar into a museum to showcase some

of the aircraft in the group’s collection.

Curtiss built a flying school here, and luminaries of

the Golden Age flew in: Charles Lindbergh, Amelia

Earhart, and Howard Hughes among them. Soltis

said it’s nearly certain they all used the hangar,

since, at the time, it was the biggest hangar on the

field.

The Great Depression forced Curtiss (by then

merged into Curtiss-Wright) to withdraw, leaving

the hangar behind for generations of further use.

The hangar has weathered two major hurricanes—

one in 1938, and more recently Hurricane Sandy,

which flooded the field—though years of neglect

have done more damage than the storms. Mark Corvino, vice president of the not-for-profit museum

and manager of the restoration project, said engineers have deemed the steel frame sound. The

museum has struck a deal with city and airport officials to lease the hangar long-term, though it

comes with a deadline: “In our lease, we have three years to complete the project,” said Corvino.

Executive Director Andrew King said the museum has collected about $52,000 in private donations

to date, and hopes for more: Various grants are expected to add $150,000, but the first phase of the

project—making the hangar weather-tight—is expected to cost $250,000. Additional work to install

heating and air conditioning, and transform the space into a museum display for various aircraft in

the group’s collection will cost an additional $500,000 by current estimates.

The alternative is a wrecking ball, a fate that will

befall the original terminal building adjacent to the

Curtiss hangar, and much of the United Aircraft

factory across the street where the Corsair fighters

were built in huge numbers. King said municipal

and state officials have been cooperative to the point

of helping the group secure grants, and the museum

hopes corporate donations and sponsorships will

provide still more lift.

“We’re developing, I think, a new era of

understanding that our history is valuable and

needs to be protected and saved,” King said,

standing a few feet from where the helicopter was

hangar weather-tight—is expected to cost $250,000. Additional work to install heating and air conditioning, and transform the space into a muse-um display for various aircraft in the group’s collection will cost an addi-tional $500,000 by current estimates.

The alternative is a wrecking ball, a fate that will befall the original ter-minal building adjacent to the Curtiss hangar, and much of the United Air-craft factory across the street where the Corsair fighters were built in huge

Continued on page 7

EAA

numbers. King said municipal and state officials have been cooperative to the point of helping the group secure grants, and the museum hopes corpo-rate donations and sponsorships will provide still more lift.

“We’re developing, I think, a new era of understanding that our history is valuable and needs to be protected and saved,” King said, standing a few feet from where the helicopter was born, along with the Corsair, and just down the street from where America’s first airshow was held in 1911 (not at the modern airport location, but nearby). “So much happened literally just in a mile circle of where we stand, where we’re at in the shop right here, it’s mind boggling.”

The original cursive Curtiss logo has survived decades of overpaint as this han-gar was used in turn by various businesses following Curtiss-Wright’s departure in the 1930s.

Hangar with a history Continued from page 6



born, along with the Corsair, and just down the street from where America’s first airshow was held in

1911 (not at the modern airport location, but nearby). “So much happened literally just in a mile

circle of where we stand, where we’re at in the shop right here, it’s mind boggling.”

The

original

cursive

Curtiss

logo

has

survived decades of overpaint as this hangar was used in turn by various businesses following

Curtiss-Wright’s departure in the 1930s.

February 21, 2013

Membership DuesName ––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––

EAA No. –––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––

Address ––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––

–––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––

Phone ––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––

e-mail––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––Dues are $20.00 per year

Dues are due July 1 and run through June 30.(After January 1st you may pay $30.00 for 11/2 years)

LIFETIME MEMBERSHIP DUES ARE $200.00You must be a member of the National EAA.

You may mail your dues to our treasurer:

Alan Hummel 800 N C Street Indianola, IA 50125

Board Meetings are every 4th Monday at 6:00 p.m. at Exec 1 Aviation

They are open to all members

NOTICE:PLEASE PAy

yOUR 2012-2013 DUES

EAA

Iowa Department of Transportation Office of Aviation Calendar

3/4/13 8:47 AMCalendar of Events - Office of Aviation

Page 1 of 4http://www.iowadot.gov/aviation/calendarevents.html

Iowa Department of TransportationOffice of Aviation calendarMarch 2013

April 2013

Saturday, March 16 Council Bluffs Municipal AirportGreat Plains Wing CAF Chili Fly/Drive In11:00 a.m. - 1:00 p.m.Free Will Donation402-981-4633 (Jeff Hutcheson) E-mail: [email protected]

Sunday, April 21 Dubuque Regional AirportFly-in / Drive-in BreakfastHosted by the University of Dubuque Flight Team7:00 a.m. to NoonPilots in command free309-236-2379 (Connor Monson) E-mail: [email protected]

Wednesday, April 24 -Thursday, April 25

Iowa Aviation Conference

Sheraton West Des Moines HotelWest Des MoinesFor more information, visit www.iowaairports.orgSponsors, exhibitors and registrationCall: Sue Heath at [email protected] or programming Call Tim McClung at 515-239-1689 E-mail: [email protected]

Wednesday, April 24 Pilot Safety MeetingFeaturing humorist Mark Grady"Four Levels of Awareness"Iowa Aviation ConferenceSheraton West Des Moines 7:00 p.m. Registration at: www.faasafety.gov

Wednesday, April 24 Pilot Safety Meeting

Search All of Iowa.gov...



May 2013

June 2013

Featuring humorist Mark Grady"Four Levels of Awareness"Iowa Aviation ConferenceSheraton West Des Moines 7:00 p.m. Registration at: www.faasafety.gov

Sunday, May 5 Red Oak Municipal AirportFlight BreakfastFly-ins eat free7:00 a.m. – 11:00 a.m.712-623-6523 (Gail Ernst) E-mail: [email protected]

Saturday, June 1 Council Bluffs Municipal AirportGreat Plains Wing CAF Pancake Breakfast8:00 a.m. -11:00 a.m.PIC eats free402-981-4633 (Jeff Hutcheson) E-mail: [email protected]

Sunday, June 2 Audubon Municipal AirportFlight Breakfast6:30 a.m. – 10:30 a.m.Fly-ins eat free712-563-3780 (Barbara Smith)E-mail: [email protected]

Sunday, June 2 Denison Municipal AirportFlight Breakfast7:00 a.m. - 11:00 a.m.712-263-6424 (Chris Willenborg) E-mail: [email protected]

Sunday, June 16 Maquoketa Municipal AirportRotary Fly-In Breakfast7 a.m. – Noon.All fly-in pilots eat free 563-652-6517 (Brian Wagner) E-mail: [email protected]



May 2013

June 2013

Featuring humorist Mark Grady"Four Levels of Awareness"Iowa Aviation ConferenceSheraton West Des Moines 7:00 p.m. Registration at: www.faasafety.gov

Sunday, May 5 Red Oak Municipal AirportFlight BreakfastFly-ins eat free7:00 a.m. – 11:00 a.m.712-623-6523 (Gail Ernst) E-mail: [email protected]

Saturday, June 1 Council Bluffs Municipal AirportGreat Plains Wing CAF Pancake Breakfast8:00 a.m. -11:00 a.m.PIC eats free402-981-4633 (Jeff Hutcheson) E-mail: [email protected]

Sunday, June 2 Audubon Municipal AirportFlight Breakfast6:30 a.m. – 10:30 a.m.Fly-ins eat free712-563-3780 (Barbara Smith)E-mail: [email protected]

Sunday, June 2 Denison Municipal AirportFlight Breakfast7:00 a.m. - 11:00 a.m.712-263-6424 (Chris Willenborg) E-mail: [email protected]

Sunday, June 16 Maquoketa Municipal AirportRotary Fly-In Breakfast7 a.m. – Noon.All fly-in pilots eat free 563-652-6517 (Brian Wagner) E-mail: [email protected]



July 2013

August 2013

Saturday, June 22 -Sunday, June 24

Quad City Air ShowDavenport Municipal Airport563-285-7469 E-mail: [email protected]: www.quadcityairshow.com

Wednesday, July 3 Dubuque Jaycees/Radio Dubuque Airshow andFireworksDubuque (McDonald Park on the Mississippi)5:30 a.m. – 10:00 p.m.563-589-4233 (Todd Dalsing)

Monday, July 29 - Sunday,August 4

EAA AirVentureOshkosh, WI920-426-4800 E-mail: [email protected]: www.airventure.org

Wednesday, July 31 -Friday, August 2

Clinton Municipal AirportInternational Cessna 150-152 Fly-in301-275-2476 (Mark Buchner)E-mail: www.cessna150-152flyin.org

Sunday, August 4 Humboldt Municipal AirportRotary Club Annual Fly-In Breakfast7:00 a.m. - noonPilots in command free515-368-1714 (Dave Dodgen) E-mail: [email protected]

Sunday, August 18 Monona Municipal AirportFly-In breakfast 7 a.m. – noon

Saturday, August 24 FLY IOWA 2013Planes, Trains, and AutomobilesPerry Municipal Airport

EAA



September 2013

Print page | Add an aviation event

Policies and Statements | Applets and Plug-ins | Contact Us© Copyright 2012 Iowa Department of Transportation. All Rights Reserved.

Website: www.flyiowa.org

Sunday, August 25 Iowa City Municipal Airport35th Annual Sertoma Fly-In Breakfast7 a.m. - 12:30 p.m.319-338-9222 (Jim McCarragher) E-mail: [email protected]

Saturday, August 31 Abel Island Airpark, GuttenbergAbel Island Fly-in, float-in, potluck & BBQNoon – 3:00 p.m.2,600 ft turf strip / Mississippi River for seaplanes319-480-0913 (Gary Fisher) E-mail: [email protected]: www.abelisland.com

Saturday, September 7 Council Bluffs Municipal AirportLabor Day Great Plains Wing CAF Pancake Breakfast8:00 a.m. -11:00 a.m.PIC eats free402-981-4633 (Jeff Hutcheson) E-mail: [email protected]



July 2013

August 2013

Saturday, June 22 -Sunday, June 24

Quad City Air ShowDavenport Municipal Airport563-285-7469 E-mail: [email protected]: www.quadcityairshow.com

Wednesday, July 3 Dubuque Jaycees/Radio Dubuque Airshow andFireworksDubuque (McDonald Park on the Mississippi)5:30 a.m. – 10:00 p.m.563-589-4233 (Todd Dalsing)

Monday, July 29 - Sunday,August 4

EAA AirVentureOshkosh, WI920-426-4800 E-mail: [email protected]: www.airventure.org

Wednesday, July 31 -Friday, August 2

Clinton Municipal AirportInternational Cessna 150-152 Fly-in301-275-2476 (Mark Buchner)E-mail: www.cessna150-152flyin.org

Sunday, August 4 Humboldt Municipal AirportRotary Club Annual Fly-In Breakfast7:00 a.m. - noonPilots in command free515-368-1714 (Dave Dodgen) E-mail: [email protected]

Sunday, August 18 Monona Municipal AirportFly-In breakfast 7 a.m. – noon

Saturday, August 24 FLY IOWA 2013Planes, Trains, and AutomobilesPerry Municipal Airport

Iowa Department of Transportation Office of Aviation CalendarConntinued

Airfield owners win liability protection in Arkansas By Dan NamowitzFrom AOPA Website Arkansas Gov. Mike Beebe (seated) signed a recreational use statute into law that could open more than 210 private air-fields to pilots. Second row, left to right: Rep. Joe Jett, a pilot and AOPA member who spon-sored the bill; Gov. Mike Beebe’s policy adviser, Jon Moran; co-sponsor Rep. Mary Broadaway; John Knight, director for the Ar-kansas Department of Aeronau-tics; Robert Shingledecker, RAF member and Winfield Airpark owner; David Myrick, RAF Ar-kansas liaison; Rep. Harold Copenhaver, co-sponsor; and Rep. Chris Richey, co-sponsor.

Arkansas Gov. Mike Beebe has signed an AOPA-backed bill that could open more than 210 private airfields to general aviation pilots by providing liability protection to property owners for the recreational use of their lands.

Beebe signed House Bill 1020 on Feb. 8, following rapid and unanimous approval of the measure in both houses of the Arkansas legislature. The action made Arkansas the latest in a series of states acting on so-called recreational-use statutes during recent legislative sessions.

AOPA reported on Jan. 15 that airfields affected by the measure would remain under private ownership, and pilots should continue to ask owners’ permission to use their airstrips. The change could remove a significant obstacle to convincing own-ers of restricted airstrips that the time has come to make their backcountry landing facilities available to the general aviation community. Currently, Arkansas only has eight private airports open for public use.

Yasmina Platt, AOPA’s central/Southwest regional manager, credited sponsors Rep. Joe Jett (D-Success), Sen. Robert Thompson (D-Paragould), and 16 more co-sponsors for shepherding the swift action. The bill was signed a month from the day following its introduction. Jett is an AOPA member and pilot. The bill was his first as a legislative sponsor, Platt said.

The Recreational Aviation Foundation also welcomed news of the bill’s final passage, noting in a news release that Platt and RAF legislative liaison David Myrick spearheaded the process of adding the state to the list of those that have acted to reduce liability concerns for use of private airfields.

2/18/13 8:40 AMAirfield owners win liability protection in Arkansas

Page 1 of 2http://www.aopa.org/advocacy/articles/2013/130213airfield-owners-win-liability-protection-in-arkansas.html

AOPA

Airfield owners win liability protection in Arkansas By Dan Namowitz

Arkansas Gov. Mike Beebe (seated) signed a recreational use statute into law that could open more

than 210 private airfields to pilots. Second row, left to right: Rep. Joe Jett, a pilot and AOPA

member who sponsored the bill; Gov. Mike Beebe’s policy adviser, Jon Moran; co-sponsor Rep.

Mary Broadaway; John Knight, director for the Arkansas Department of Aeronautics; Robert

Shingledecker, RAF member and Winfield Airpark owner; David Myrick, RAF Arkansas liaison; Rep.

Harold Copenhaver, co-sponsor; and Rep. Chris Richey, co-sponsor.

Arkansas Gov. Mike Beebe has signed an AOPA-backed bill that could open more than 210 private

airfields to general aviation pilots by providing liability protection to property owners for the

recreational use of their lands.

Beebe signed House Bill 1020 on Feb. 8, following rapid and unanimous approval of the measure in

both houses of the Arkansas legislature. The action made Arkansas the latest in a series of states

acting on so-called recreational-use statutes during recent legislative sessions.



September 2013

Print page | Add an aviation event

Policies and Statements | Applets and Plug-ins | Contact Us© Copyright 2012 Iowa Department of Transportation. All Rights Reserved.

Website: www.flyiowa.org

Sunday, August 25 Iowa City Municipal Airport35th Annual Sertoma Fly-In Breakfast7 a.m. - 12:30 p.m.319-338-9222 (Jim McCarragher) E-mail: [email protected]

Saturday, August 31 Abel Island Airpark, GuttenbergAbel Island Fly-in, float-in, potluck & BBQNoon – 3:00 p.m.2,600 ft turf strip / Mississippi River for seaplanes319-480-0913 (Gary Fisher) E-mail: [email protected]: www.abelisland.com

Saturday, September 7 Council Bluffs Municipal AirportLabor Day Great Plains Wing CAF Pancake Breakfast8:00 a.m. -11:00 a.m.PIC eats free402-981-4633 (Jeff Hutcheson) E-mail: [email protected]

EAA

EAA Chapter 135Marc Broer6292 N.E. 14th StreetDes Moines, IA [email protected]

2013 Chapter 135 Officers and Board MembersOfficers:

President: ................................ Dave Kalwishky ............ 515-266-4001 [email protected] President: ....................... Jim Zuehls ........................................................................... [email protected]: ............................... Alan Hummel ................ 515-961-7304 ..................... [email protected] ................................ VacantNewsletter Editor: .................. Marc Broer .................... 515-288-4581 [email protected] Eagles Coordinator: .... Alan Core ...................... 515-961-4524 [email protected]

Board Members:

John Kennelley ............................515-285-2259Richard Milburn ......................515-834-2954 ................ [email protected] Briggs .......................... 515-554-8187 ................ [email protected] ReinkeTodd Berger

Experimental Aircraft Association - eaachapter135.org · Experimental Aircraft Association Chapter...

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