New Carbon Cub FX-3 Raffle To Benefit Alaska Airmen’s Association

Posted on May 27, 2022 by mwflyer

Published in Midwest Flyer Magazine June/July 2022 Digital Issue

ANCHORAGE, ALASKA – A brand new 2022 Carbon Cub FX-3 was given away as the Grand Prize in an annual raffle to benefit the Alaska Airmen’s Association and the many general aviation programs it supports throughout the state. The third generation Carbon Cub, produced at CubCrafters in Yakima, Washington, was flown to the association’s Lake Hood headquarters in Anchorage for the May 8th raffle at the Alaska State Fairgrounds during the Great Alaska Aviation Gathering tradeshow.

The airplane (N751AK) was built as an educational experience for youth members of the Airmen’s NextGen Club through the CubCrafters amateur builder assist program. “This is the first time we have ventured into the realm of experimental amateur-built aircraft, and we couldn’t be more excited to be collaborating with the leading manufacturer of the modern Super Cub,” said Abby Austin, Executive Director of the Airmen’s Association. Travel for the amateur builders participating in the CubCrafters program was provided by Alaska Airlines, another program sponsor.

The Airmen’s Association annual raffle is the largest general aviation fundraiser in Alaska. All proceeds from the raffle fund the majority of the association’s annual operations, including maintaining access to the places general aviation pilots love to fly, improving safety infrastructure across the state, building the Alaska aviation community, and inspiring young people to pursue their way of flight.

The founder of CubCrafters, Jim Richmond, was born in Alaska, had a deep connection to the community of aviators in Alaska, and knew their needs. The airplane given away, the Carbon Cub FX-3, was designed specifically with the Alaska pilot in mind, and Richmond really considered it the ultimate Alaskan bush plane.

Building this airplane was a team effort and several other leading aviation companies partnered with CubCrafters to support this effort for the Airmen’s Association. Hartzell Propeller provided the new Pathfinder three-bladed composite propeller, Lycoming Engines built the lightweight CC363i 186 hp fuel-injected powerplant, the IFR capable G3X glass panel avionics came from Garmin, and ACME Aero supplied their Black Ops suspension for the build. In addition, Alaska Aircraft Sales, the local CubCrafters Authorized Service Center located on Lake Hood, is donating the first year of scheduled aircraft maintenance.

The FX-3 is the most Alaska-capable Carbon Cub offered by CubCrafters. With almost 1000 lbs. of useful load, over 750 miles of range, and big tire cruise speeds in excess of 130 mph, the aircraft can still land and takeoff from even the most primitive of landing strips in under 200 feet. There just isn’t a more capable airplane for backcountry adventure.

For information on the 2023 raffle, refer to the Alaska Airmen’s Association website: https://alaskaairmen.org/raffle/

For additional information on CubCrafters, visit their website: https://cubcrafters.com/

Posted in Aircraft, JuneJuly 2022, Sections, Sections | Tagged , , , , , , , , | Leave a comment

Aircraft Hangar Lease: What Can A Tenant Expect?

Posted on May 27, 2022 by mwflyer

by Gregory J. Reigel, Esq.
© Copyright 2022. All rights reserved!
Published In Midwest Flyer Magazine June/July 2022 Digital Issue

If you own an airplane, you probably keep it in a hangar. You may own the hangar and lease the airport property beneath the hangar, you may lease both the hangar and the land beneath it, or you may simply lease space within a hangar that is owned/leased by a third-party. And the terms of your hangar lease will depend upon your specific leasing arrangement. In order to protect you and your aircraft, you need to pay careful attention to the terms of your lease agreement.

Here are some of the key lease terms and issues to consider when negotiating your lease:

Rent. While rent is usually one of the first terms a potential tenant considers, it can be a little more complicated than simply “how much do I pay per month?” First, the lease may require a set monthly or annual rental payment for the property. This is often referred to as “base rent.” However, this is not the bottom line for what the lease will cost. Additional fees which increase and can exceed the base rent include assessments, taxes, and license fees to name a few. It is imperative that you determine up front what additional fees for which you may be responsible and precisely how those fees are calculated. Depending upon the total of the additional fees, you may be able to negotiate the base rent amount.

Similarly, if the lease provides the lessor with the ability to raise or decrease the rent, be sure to understand when this can happen and upon what such a change is based. Although you may not be able to control whether or not an increase or decrease in the rent is imposed, by understanding the circumstances upon which this change may take place, you will be able to plan for and possibly forecast this change in rent.

Lease Term. This provision deals with the duration of the lease. Specifically, you need to know when the lease actually starts. This may be important when new construction of a hangar, building or other improvements are involved which may prevent your use of the property until the work is completed. To obtain the fullest use of the property, you may want the actual lease term to begin when construction is completed and you are actually able to put your aircraft in the hangar, rather than making lease payments during construction even though you do not have full use of the property.

It is also important to understand how long the lease will last. Is the lease month-to-month or for a set number of months? Further, is the lease renewable? If so, will it renew automatically, or must you exercise the option of extending or renewing the lease? If you must exercise an option, make sure you know how far in advance of the lease’s termination you must give notice that you are extending or renewing the lease.

Knowing the potential duration of your lease becomes especially important in situations where the lessor does not have an obligation to renew or extend the lease. If the lease does not provide otherwise, a lessor could have the ability to not renew or extend a lease even after you have invested in building a hangar or other improvements to the property. Although this may seem unfair, the language of the lease will govern your rights. Thus, understanding this information up front is essential because it will allow you to assess the financial feasibility of recouping any investment you may wish to make in the property during the lease.

Use of the Property. The lease will likely have language specifying or limiting the types of activities for which the property may be used. Make sure the terms of the lease allow you to use the property the way you have planned. If you plan to sub-lease part of the space to another aircraft owner or intend to run some type of business from the property, you will need to ensure that the lease allows your intended use. This may be done with language which specifically allows your intended use, or with general language that will allow a wider variety of uses, including your intended use.

After you sign the lease, if the language of the lease does not allow you to use the hangar in the manner you wish, you may need to obtain permission from the lessor.

It is much easier to include the appropriate language in the lease prior to signing, rather than attempting to change the lease or obtain the lessor’s permission after the fact. Thus, you will need to have a good idea as to how you intend to use the property, both at the beginning and throughout the term of the lease.

Also keep in mind that the Federal Aviation Administration (“FAA”) has a policy on aeronautical use of hangars that applies to airports where the airport sponsor receives funds from the FAA through the Airport Improvement Program (“AIP”). If your hangar is on an airport that does not receive AIP funds, then any restrictions or limitations on use of your hangar would likely be dictated within your lease with the airport owner or operator.

However, even if the lease does not contain AIP restrictions and limitations, once the airport sponsor receives AIP grants and airport land designated for aeronautical use is made available for construction of hangars, the hangars built on the land are subject to the airport sponsor’s obligation to use the land for aeronautical purposes.

According to the FAA, permitted aeronautical uses for hangars include:
• Storage of active aircraft.

• Final assembly of aircraft under construction.

• Non-commercial construction of amateur-built or kit-built aircraft. In expanding its policy to include all amateur/kit-built construction, rather than just final assembly, the FAA recognized that “[i]t may be more difficult for those constructing amateur-built or kit-built aircraft to find alternative space for construction or a means to ultimately transport completed large aircraft components to the airport for final assembly, and ultimately for access to taxiways for operation.”

• Maintenance, repair, or refurbishment of aircraft, but not the indefinite storage of non-operational aircraft. The FAA does not establish an arbitrary time period beyond which an aircraft is no longer considered operational. Rather, the FAA leaves it to the airport sponsor to decide whether a particular aircraft is likely to become operational in a reasonable time; and

• Storage of aircraft handling equipment (e.g., towbars, glider tow equipment, workbenches, and tools and materials used in the servicing, maintenance, repair or outfitting of aircraft).

Non-aeronautical use within a hangar that is used primarily for aeronautical purposes, may still be permitted, provided that use does not interfere with the aeronautical use of the hangar. What does that mean? The FAA will consider certain uses to be interfering with the aeronautical use if they:

• Impede the movement of the aircraft in and out of the hangar or impede access to aircraft or other aeronautical contents of the hangar.

• Impede access to aircraft or other aeronautical contents of the hangar; or

• Or if vehicles are stored in violation of the airport sponsor’s rules and regulations, lease provisions, building codes or local ordinances.

Note: The hangar owner may park a vehicle inside the hangar while he or she is using the aircraft and the FAA will not consider that to be displacing the aircraft.

But what about that “pilot lounge” or “man/woman cave” within the hangar? Is that a permitted use? Unfortunately, the FAA’s policy does not provide a “bright line” answer. According to the policy, the FAA “differentiates between a typical pilot resting facility or aircrew quarters versus a hangar residence or hangar home. The former is designed to be used for overnight and/or resting periods for aircrew, and not as a permanent or even temporary residence.”

Although the FAA then goes on to state that a hangar may not be used as a residence, it does not explain what that means. As a result, in the absence of a clear definition, it is likely that this type of determination would be made on a case-by-case basis. So, while some form of pilot lounge or office is likely permitted, at what point that area within the hangar becomes an unpermitted, non-aeronautical use will be decided based upon the facts of each case.

Buildings and Construction. If you are leasing property without a hangar or buildings and you intend to have the hangar, buildings or other improvements constructed yourself, you will need to make sure the lease protects this investment. First, you will want the right to remove the hangar, buildings, or improvements from the property upon termination of the lease. Although this may not provide you with the full value of your investment in the property, it will allow you to recoup some of your equity.

If you are financing any of the construction, the bank or other source of financing will probably want the ability to mortgage or otherwise use the improvements as security for the financing. The lease will need to allow this. If you are arranging financing prior to signing the lease, you may wish to provide the bank or financing source with a copy of the proposed lease to confirm that the lease allows them to protect their financing.

General Provisions. In reviewing the lease, make sure the lease refers to parties consistently. Names of persons or entities should be spelled correctly and where used should refer to the appropriate party. If the lessee will be an entity, such as a partnership or corporation, the lease will need to refer to that entity as the lessee and not to you individually. To the extent that you as an individual are required to sign the lease, you will want the lease to refer to you in your capacity as an officer or partner of the particular entity who is the lessee. However, if a personal signature is required as an additional lessee or as a guarantor, this distinction may still be required, but may ultimately be immaterial to your personal liability under the lease.

Finally, it is essential that you carefully review all of the provisions of any aircraft hangar lease before you sign. Consultation with an experienced aviation attorney beforehand can keep your dream from turning into a nightmare. By taking the time to understand the hangar lease you are signing, you can avoid being left hanging.

EDITOR’S NOTE: Greg Reigel is an attorney with Shackelford, Melton, McKinley & Norton, LLP, and represents clients throughout the country in aviation and business law matters. He has more than two decades of experience working with airlines, charter companies, fixed base operators, airports, repair stations, pilots, mechanics, and other aviation businesses in aircraft purchase and sales transactions, regulatory compliance including hazmat and drug and alcohol testing, contract negotiations, airport grant assurances, airport leasing, aircraft-related agreements, wet leasing, dry leasing, and FAA certificate and civil penalty actions. For assistance, call 214-780-1482,
email: greigel@shackelford.law, or Twitter @ReigelLaw
(www.shackelford.law).

Posted in Aviation Law, Columns, Columns, Columns, JuneJuly 2022 | Tagged , , , , , , , , , , , , , , | Leave a comment

Airport Development Funding Overview

Posted on May 27, 2022 by mwflyer

by Arika Johnson, PE, MnDOT Aeronautics
Published in Midwest Flyer Magazine June/July 2022 Digital Issue

As everyone knows, the COVID-19 pandemic has brought a whirlwind of new experiences for most people, at work and at home. MnDOT Aeronautics is also no stranger to new tasks. Over the past year, the Airport Development Section of Aeronautics has been busy distributing new airport funding that resulted largely from the Coronavirus Aid, Relief, and Economic Security (CARES) Act.

To give a little background, MnDOT’s Airport Development section administers state and federal funds for many different types of projects at Minnesota’s public airports. Those projects could be associated with obstruction removal, navaids, a new fuel system or rehab of the pavement at the airport, or any number of other improvements. In the graphics below, you can see the different project types that were funded with state and/or federal funds last fiscal year.

State and federal encumbrances from this past fiscal year, July 2020 through June 2021.

As you can see from the pie graphs, the majority of federal and state funding goes towards pavement projects that improve runways, taxiways, or other paved areas. Each project that requires federal or state funds also requires a written grant that goes through MnDOT’s Airport Development Section. This past year we have seen an increase in the number of grants that were issued. There were 182 grants for 104 airports, which was a 56-percent increase over fiscal year 2020. In addition to the 182 federal and state grants, the CARES Act added an additional 88 grants. The 88 grants from the CARES Act helped distribute over $158 million in federal pandemic relief to airports across Minnesota. Of the $158 million, an approximate $122 million has already been reimbursed to Minnesota airports.

Another big part of the funding from MnDOT’s Airport Development Section is designated for maintenance and operations, often referred to as M&O grants. Over the past five years, we have seen an increase of more than $150,000 to M&O funds for Minnesota public airports. This past state fiscal year alone, $5 million was allocated for airport M&O. Of that amount, $2,434,000 has been reimbursed to Minnesota airports.

Lastly, we can talk about state and federal grants that are reimbursed to Minnesota airports each fiscal year. On average, MnDOT’s Airport Development staff administers more than 400 payments each year for state and federal grants. For fiscal year 2020-2021, 450 payments were distributed from grants. An additional 128 CARES Act payments were made. The amounts of those 578 payments range from $1,000 to over $1 million. The bar chart below shows the total for each fiscal year for state and federal grant payments made since 2012. State funds paid out for grants have been steady over the past few years, but the federal funds have seen an increase.

 

MnDOT continues to work hard to make sure that each airport receives the state and federal funds for capital improvement projects, M&O expenses, and other airport needs. If you would like to talk to your regional MnDOT Airport Development contact or have questions, please go to the Airport Development page online at
mndot.gov/aero/airportdevelopment/contacts.html.

Posted in Airports, Columns, Columns, Columns, JuneJuly 2022, MN Aeronautics Bulletin | Tagged , , , , , , | Leave a comment

Rare P-47 Thunderbolt To Join CAF Airbase Georgia’s Fleet of Warbirds

Posted on May 27, 2022 by mwflyer

Published in Midwest Flyer Magazine June/July 2022 Digital Issue

PEACHTREE CITY, GA – The Commemorative Air Force (CAF) Airbase Georgia is acquiring a rare World War II P-47 Thunderbolt as a long-term restoration project. The P-47 will join the noteworthy fleet of operating aircraft, including its SBD Dauntless, P-51 Mustang, FG-1D Corsair, and P-63 Kingcobra.

Weighing 10,000 pounds empty, the Thunderbolt was the largest single fighter built during War. The aircraft was effective as a short-to-medium range escort fighter in high-altitude air-to-air combat and ground attack in both the European and Pacific theaters. A total of 15,636 Thunderbolts were built by Republic Aviation between 1941-1945, but only four remain flying today. The aircraft coming to Airbase Georgia did not see fighting during the war, but it was used effectively in Nicaragua and Guatemala in the 1950s. It was the last of its type to record an aerial victory, during a dispute between Nicaragua and Costa Rica in 1955.

The CAF acquired the aircraft and brought it to the United States as part of its early fleet building prior to 1970. It was heavily damaged when it caught fire during takeoff about 10 years ago, severely burning part of the fuselage and the right wing. The P-47 had been undergoing preliminary renovation at the CAF SoCal Wing in California. The rebuilt sections and parts will be shipped to Airbase Georgia to complete the restoration over the coming few years. When renovation is completed, the CAF expects the aircraft to be in demand for airshows around the country.

CAF Airbase Georgia, based in Peachtree City, Ga., was founded in 1987. The airbase is one of the largest units of the Commemorative Air Force (CAF). The group maintains and flies seven vintage military aircraft including a P-51 Mustang, an FG-1D Corsair, an SBD Dauntless, and a P-63A Kingcobra.

The airbase, which is composed of more than 400 volunteers, has hosted WWII Heritage Days since 2003. The organization is also a founding partner of the Georgia WWII Heritage Trail, launched in 2021. The airbase is part of the CAF, a non-profit, tax-exempt organization that relies on contributions of time and funds to carry out its mission (https://airbasegeorgia.org/).

Posted in Aircraft, JuneJuly 2022, Sections, Sections | Tagged , , , , , , , , | 6 Comments

TOP GUN: MAVERICK

Posted on May 27, 2022 by mwflyer

At An IMAX Theatre Near You

Published in Midwest Flyer Magazine June/July 2022 Digital Issue

After more than 30 years of service as one of the Navy’s top aviators, Pete “Maverick” Mitchell (Tom Cruise) is where he belongs, pushing the envelope as a courageous test pilot and dodging the advancement in rank that would ground him. When he finds himself training a detachment of Top Gun graduates for a specialized mission the likes of which no living pilot has ever seen, Maverick encounters Lt. Bradley Bradshaw (Miles Teller), call sign: “Rooster,” the son of Maverick’s late friend and Radar Intercept Officer Lt. Nick Bradshaw, aka “Goose.”

Facing an uncertain future and confronting the ghosts of his past, Maverick is drawn into a confrontation with his own deepest fears, culminating in a mission that demands the ultimate sacrifice from those who will be chosen to fly it.

TOP GUN: MAVERICK was shot with IMAX-certified digital cameras and features nearly an hour of IMAX exclusive Expanded Aspect Ratio (EAR). Shot with 6 IMAX-certified cameras strapped into real F-18 cockpits, audiences will soar through the sky like never before, beginning May 27, 2022.

Exclusively in IMAX theatres, select sequences of TOP GUN: MAVERICK will fill the entire screen as intended by director Joseph Kosinski, allowing moviegoers to experience more of the images with unprecedented crispness and clarity. Combined with next generation IMAX precision sound, audiences are in for a truly spectacular and immersive experience.

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FAA Appoints Lirio Liu Head of Aircraft Certification

Posted on May 27, 2022 by mwflyer

Published in Midwest Flyer Magazine June/July 2022 Digital Issue

WASHINGTON, DC – The FAA has appointed Lirio Liu manager of Aircraft Certification, replacing Earl Lawrence, who has held the position since 2018. Liu is an aerospace engineer and has been with the FAA since 1991, most recently in the FAA’s International Affairs Office. Much of that experience has been in aircraft certification and safety roles. Prior to that role, Liu managed the Office of Rulemaking for aviation safety for seven years.

Lawrence came to the FAA in 2010 as manager of the Small Airplane Directorate. Prior to that he had been EAA’s Vice President of Industry and Regulatory Affairs. He worked his way up through the FAA executive branch, becoming the Director of the UAS Integration Branch from 2015 until 2018, when he was appointed the manager of Aircraft Certification. Lawrence has now been reassigned elsewhere within the FAA.

Posted in Government/Legislation, JuneJuly 2022, People, Sections, Sections | Tagged , , , , , | Leave a comment

GAMA Mourns Passing of Former U.S. Secretary Norman Mineta

Posted on May 27, 2022 by mwflyer

Published in Midwest Flyer Magazine June/July 2022 Digital Issue

WASHINGTON, D.C. – Former U.S. Secretary of Transportation, Norman Mineta, 90, died May 3, 2022, from a heart ailment in Edgewater, Maryland. Commenting on Sec. Mineta’s passing, General Aviation Manufacturing Association (GAMA) President and CEO, Pete Bunce, issued the following statement:

“Secretary Mineta was an incredible statesman and a true giant in all facets of transportation where he specifically championed safety and security of the aviation industry. He broke racial and political barriers as he worked for the betterment of the United States. Following the 9/11 attacks, he was a driving force in ensuring the security of America and restoring confidence in our aviation system. We are forever grateful for his dedication to advancing transportation and seeking bipartisan solutions. On behalf of the entire staff and membership of GAMA, I extend our deepest and heartfelt condolences to Secretary Mineta’s family and friends, and his former cabinet and congressional colleagues. Secretary Mineta will forever be remembered for his leadership, grace, political acumen, and service to country.”

Secretary Mineta was U.S. Secretary of Transportation from January 25, 2001 – July 7, 2006, under the Bush Administration. Following his service with the Bush Administration, he was vice chairman of the international public relations firm Hill Knowlton Strategies. Earlier in his career, Mineta was mayor of San Jose from January 9, 1971 to January 9, 1975, and served in the U.S. House of Representatives from January 3, 1975 to October 10, 1995. He resigned his seat mid-term to accept a position with Lockheed Martin before being appointed U.S. Secretary of Transportation.

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Illinois Aviation Hall of Fame 2022

Posted on May 27, 2022 by mwflyer

Published in Midwest Flyer Magazine June/July 2022 Digital Issue

CHAMPAIGN, ILL. – The 2022 Illinois Aviation Hall of Fame will be held Thursday, June 16, 2022, at the Holiday Inn Hotel & Conference Center, Champaign, Illinois. Inductees will include Doug Kimmel, Donald Kirlin, John Charles Robinson, and Lt. Col. Stephen Willis, USAF Ret. The 2022 “Spirit of Flight Award” will be presented to EAA Chapter 1155 of Mt. Vernon, Illinois.

Doug Kimmel has served as director of the Veterans Airport of Southern Illinois (formerly Williamson County Airport) located at Marion, Illinois since 1998. He has worked tirelessly to improve airline and air cargo service in southern Illinois and has guided the airport through a major runway extension, and the development of the airport’s new modern terminal building. The airport’s Essential Air Service provider, Cape Air, now provides service to both Nashville and St. Louis.

Under Kimmel’s direction, the airport has become a place to honor our veterans. Founded in 2016, Veterans Honor Flight of Southern Illinois regularly organizes Honor Flights for veterans, taking groups of veterans to Washington D.C. Kimmel has served on the board of Veterans Honor Flight of Southern Illinois since its inception. In addition to Honor Flights, Kimmel worked with others to bring airshows to the airport. The airshows occurred from 2000-2004 and then again in 2006.

Donald Kirlin is the founder and owner of Air USA, a United States government contractor that provides an impressive array of tactical aircraft services to the U. S. defense agencies, defense contractors, and foreign governments. He is said to own the “world’s most advanced private air force.” He is an ATP-rated pilot and flight instructor, rated in the Boeing 737, Cessna Citation, L-39, L-59, British Hawk, MiG 21, MiG 29, and is also an authorized instructor for the Experimental L-39, L-59, British Hawk, MiG 21, and MiG 29. He is also an A&P mechanic and an avid sport skydiver.

Kirlin was the organizer and promoter of the World Free Fall Convention. The World Free Fall Convention was, at the time, the largest gathering of skydivers from around the world and was held annually for 17 years, 1990 to 2001 in Quincy, Illinois and 2002 to 2006 in Rantoul, Illinois.

In 2000, the World Free Fall Convention drew 5,700-plus registrations, people from all 50 states, and 55 different foreign countries. During a 10-day period, there were over 63,000 jumps made. Also, there were 450-plus tandem jumps, 15 Accelerated Free Fall students passed, and $7,400.00 was raised for various local charities.

John Charles Robinson (1903-1954) was an African American aviator who led the way for generations to follow. In 1931, Robinson and his colleague, Cornelius Coffey, became the first black Americans to receive their Aircraft and Engine Certification from Curtiss-Wright Aeronautical College (CWAU).

Concerned with sharing the joys of aviation with his peers, Robinson recruited and trained pilots and mechanics first at CWAU, and then formed the Challenger Air Pilots Association. To conduct flight training, Robinson and the Challengers built the first African American-owned and operated airport in the Chicago suburb of Robbins. Unfortunately, the hangar which housed the club’s aircraft collapsed in the winter of 1933, damaging their airplanes, and resulting in the closure of the airport.

Fred and William Schumacher were brothers who owned and operated Harlem Airport at 87th St. and Harlem Avenue. After Robbins Airport became inoperable, the Schumacher brothers invited Robinson and Coffey to Harlem. Now that Challenger had a place to go, they still didn’t have a hangar or any facilities. Throughout the main flying season, they sponsored many airshows and demonstrations, sightseeing rides, dances, dinners, and any other fundraisers they could. It took perseverance, but the Challengers eventually had their own hangar and several used aircraft restored to flying condition.

Wanting to expand aviation training beyond Chicago, in 1934 Robinson visited his alma mater, Tuskegee Institute, urging them to establish an aviation program. Although they turned down his request, he planted the seeds that later blossomed into the Tuskegee Airmen.

The Challenger Association continued to be a major factor for African American aviation in Chicago until 1939 when it was reorganized with a much wider scope as the National Airmen’s Association of America (NAAA).

In August 1935, Robinson left Chicago for Ethiopia to support their fledgling air force against the Italian fascists seeking to colonize the country. His skills impressed Emperor Haile Selassie and he became head of their air force. Sadly, the country was unable to stand the Italian onslaught. When the country fell the following year, Robinson returned to Chicago, and in 1939, he started the John C. Robinson National Air College and School of Automotive Engineering. In September of 1939, the Illinois Department of Commerce issued a charter to National Air College. This appears to be the first African American aviation school officially chartered in the U.S.

Following the war, Selassie invited Robinson to return. After rebuilding the Ethiopian Air Force, he formed Ethiopian Airlines. Robinson died in an air crash in 1954.

Lt. Col Stephen (Steve) Willis, USAF Ret. is a flight instructor at the Mt. Vernon Outland Airport. He served in the United States Air Force from 1969 thru 1997, flying F-4 Phantoms and F-16 Falcons and then serving as an instructor pilot. Following his tours of duty, he returned home to the Mt. Vernon area and became deeply involved with airport activities and flight instruction.

Willis is current president of EAA Chapter 1155 at Mt. Vernon, where he currently leads the chapter in the restoration of a Pietenpol aircraft. He also directs the local Chapter Build & Fly Program for young aspiring pilots to gain building knowledge. Additionally, he served as Explorer Post 1155 Leader for youth, again working to encourage young people in acquiring aviation knowledge and experience.

Willis has also participated in Rend Lake RC Club activities and Angel Flights. He participates in EAA Young Eagles activities as both a pilot and event coordinator and works with the EAA Chapter to assist with coordination at the AirVenture Cup Races and Midwest LSA Expo.

This year’s Spirit of Flight Award will be presented to EAA Chapter 1155 of Mount Vernon, Illinois for its contributions to aviation in Illinois, with a particular emphasis on volunteerism and contributions to the community.

EAA Chapter 1155 was organized in 1996. The chapter’s mission is to further aviation in southern Illinois.

From 1997 to 2012, EAA Chapter 1155 hosted the Little Egypt Fly-In and Veterans Reunion at Mt. Vernon Outland Airport. At the height of the event, the ramp contained nearly 25 warbirds (retired and current) and over 75 general aviation aircraft.
Perhaps the biggest contribution of EAA Chapter 1155 is their work at the annual Midwest LSA Expo.

For reservations, visit the Illinois Aviation Hall of Fame website: ilavhalloffame.org. Email questions to groverdkb1@comcast.net or call Tom Cleveland at 815-895-2102.

Posted in Awards & Recognitions, JuneJuly 2022, Sections, Sections | Tagged , , , , , , , , | 9 Comments

Arthritis

Posted on May 27, 2022 by mwflyer

by Dr. Bill Blank, MD
© Copyright 2022. All rights reserved!
Published in Midwest Flyer Magazine June/July 2022 Digital Issue

Arthritis refers to painful, swollen joints with decreased mobility and is the most common cause of disability in the U.S. Approximately 50 million people are affected. It can have a sudden, acute onset or begin gradually. In many cases it becomes chronic. It has aeromedical significance when operation of the controls, or emergency egress of the airplane, is compromised. Medication side effects can become an issue as well.

To oversimplify, there are two types of arthritis: Osteoarthritis, and all the rest. Osteoarthritis is sometimes called wear and tear arthritis. It results from joint use and abuse. Age, heredity, and obesity are risk factors, as is smoking. Damage to the cartilage between the joints occurs. This causes bone to rub against bone and great pain. Joint replacement is frequently needed. All other forms of arthritis comprise a diverse group of diseases which usually result from the body’s immune system attacking and damaging the joints, especially the lining of the joints. Examples are: Ankylosing Spondylitis (arthritis of the spine), Juvenile Arthritis, Gout, Psoriatic Arthritis, and Rheumatoid Arthritis. Gout is not an autoimmune disease, but rather an inflammatory arthritis caused by the deposition of uric acid crystals in the joint.

For pilot certification, the FAA is concerned about joint deformity and decreased range of motion or strength which would impair flight duties. Some of the diseases causing arthritis are systemic diseases. The symptoms of the disease and required medications are important. For mild arthritis, your AME can certify you via a CACI (Conditions AMEs Can Issue). There is a worksheet which you can find online. A status report from your treating physician is required. Osteoarthritis, along with arthritis due to Rheumatoid, Psoriatic, and Ankylosing Spondylitis, can be certified via CACI. The condition must be stable. No more than mild to moderate symptoms are permitted. There must be no significant limitations to range of motion, lifestyle, or activities. Permitted medications include steroids, up to the equivalent of 20 mg of prednisone daily, NSAIDs, methotrexate and others. In some cases, there is a no-fly time after taking the medication. A list of approved medications is on the CACI worksheet. If you know you will need CACI certification, I recommend that you gather up and bring all this information to your flight physical. Your AME must submit your exam within two (2) weeks of his entering your confirmation number into the system. These days, gathering all this information and getting it to your AME within two (2) weeks, can be quite difficult.

If you are not eligible for certification via CACI, you may still be able to receive a Special Issuance Certification. Your AME will need to defer your exam. You can Google the Arthritis Disposition Table in the AME guide. Read carefully and understand the requirements. Be sure you submit EVERYTHING required at the SAME time. Submitting it piecemeal will cause unnecessary delays.

I hope you will not be bothered by arthritis, but if so, there is medical help available and probable certification in most cases. Happy flying!

EDITOR’S NOTE: Columnist William A. Blank is a physician in La Crosse, Wisconsin, and has been an Aviation Medical Examiner (AME) since 1978, and a Senior AME since 1985. Dr. Blank is a retired Ophthalmologist, but still gives some of the ophthalmology lectures at AME renewal seminars. Flying-wise, Dr. Blank holds an Airline Transport Pilot Certificate and has 5600 hours. He is a Certified Instrument Flight Instructor (CFII) and has given over 1200 hours of aerobatic instruction. In addition, Dr. Blank was an airshow performer through the 2014 season and has held a Statement of Aerobatic Competency (SAC) since 1987.

DISCLAIMER: The information contained in this column is the expressed opinion of the author only, and readers are advised to seek the advice of others and refer to the Federal Aviation Regulations and FAA Aeronautical Information Manual for additional information and clarification.

Posted in Columns, Columns, Columns, High On Health, JuneJuly 2022 | Tagged , , , , , , , , , , , , , , | 8 Comments

Minnesota eases registration requirements for sUAS owners

Posted on May 27, 2022 by mwflyer

by Michael Johnson
Published in Midwest Flyer Magazine June/July 2022 Digital Issue

The Minnesota Department of Transportation’s Office of Aeronautics is responsible for collecting aircraft registration, sales and use taxes as required by law. Of the 7,877 total aircraft registered in Minnesota in fiscal year 2021, 1,099 are small, unmanned aircraft systems (sUAS).

New legislation for sUAS registration went into effect August 1, 2021. Registration of sUAS used for anything other than recreational purposes is now $25.00. New sUAS registrations applied for on or after August 1, 2021, or renewing June 30, 2022, will pay the new, lower $25 annual registration fee, and are exempt from the $100 aircraft registration tax. There are no refunds or discounts for sUAS registration tax that was due prior to August 1, 2021, and penalties still apply for late registration tax payments that were due prior to August 1, 2021.

The Minnesota Legislature also significantly altered the requirements of sUAS owners and expanded the role MnDOT holds related to sUAS. A sUAS is now defined as an aircraft weighing less than 55 pounds that does not require human intervention from within or on the aircraft for it to operate. A sUAS is not limited to the vehicle and now also refers to all elements for sUAS operation. Specifically, Minn. Stat. §360.013 subd. 57(b) identifies “associated elements,” such as the controls and the communication link itself, as being a regulated component of the sUAS.

There has also been a change to the insurance requirements for all sUAS. Recreational sUAS are no longer required to register with the State of Minnesota through MnDOT, nor provide proof of insurance to MnDOT. All commercial aircraft, including commercial sUAS, must be covered by liability insurance. The new legislation that went into effect August 1, 2021, requires that commercial sUAS owners show proof of insurability at the time of registration and issuance of a Commercial Operations License. Commercial sUAS owners no longer need to provide certificates of insurance to MnDOT and insurance does not need to be continuous nor include cancellation clauses. Commercial owners must retain insurance records for each flight as MnDOT may audit records. Any sUAS owner may elect to remove/reinstate their insurance at any time, provided they obtain coverage for all flights. Commercial owners do not need to notify MnDOT when changing providers.

Finally, Minn. Stat. §360.012 now requires local units of government to notify MnDOT when they adopt a resolution affecting the operation of an unmanned aircraft. Political subdivisions are also required to allow the MnDOT commissioner to review proposed ordinances affecting those same aircraft.

Aircraft purchased in the State of Minnesota are subject to sales tax. Most of the aircraft sales and use tax is deposited into the State Airports Fund. The State Airports Fund contains money appropriated to it, or directed to be paid into it, by the legislature including aviation taxes: Aircraft Sales and Use Tax, Aircraft Registration Tax, Aviation Jet Fuel, Special Fuel Excise Tax, Airline Flight Property Tax, and Aviation Gasoline Excise Tax. The fund is paid out on authorization of the commissioner of transportation and used to:
• Acquire, construct, improve, maintain, and operate airports and other air navigation facilities.
• Assist municipalities in the acquisition, construction, improvement and maintenance of airports and other air navigation facilities.
• Assist municipalities to initiate, enhance and market scheduled air service at airports.
• Promote interest and safety in aeronautics through education and information.
• Pay MnDOT salaries and expenses for work related to aeronautic planning, administration, and operation.

With the annual fee for sUAS reduced to $25 and smaller insurance requirements, it is easier than ever to register all of your sUAS online and pay your aircraft registration tax and Minnesota sales and use tax if applicable. MnDOT encourages you to register all of your sUAS today. https://www.dot.state.mn.us/aero/aircraftregistration/index.html

Posted in Columns, Columns, Columns, JuneJuly 2022, MN Aeronautics Bulletin | Tagged , , , , , , , | Leave a comment