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THE NUGGET
"CITY OF GOLD" EAA
CHAPTER 1112
VOLUME 12 NUMBER 4 August 2006
OROVILLE CA
1112 WES BARRETT LANE
OROVILLE, CA. 95965
The FAA and Northrop Grumman started installation of an Airport Surveillance Radar (ASR-9) at the Palm Springs International Airport today. It succeeds an earlier-generation system there.
An ambitious schedule will bring the replacement radar on line in time to meet the airport’s peak traffic season in January. The radar will be on the airport and use existing structures and conduits. New fiber optics cables will feed signals directly to radar screens at the terminal radar approach control facility.
The ASR-9 is designed to provide user-friendly operation, ease the air traffic controller’s workload and make the controller more effective in emergency situations. One of the ASR-9s key features is its ability to reliably detect aircraft while discriminating among as many as six levels of weather intensity. It provides extremely accurate positional information within a 60 nautical mile range, even under the most extreme conditions of weather, ground clutter and natural manmade interference. Congress appropriated funds to replace the prior ASR-8 radar in October after the system experienced reliability and performance problems early in the year.
Air traffic service personnel will train on the key features of the ASR-9 at the FAA’s Mike Monroney Aeronautical Center in Oklahoma City.
New FAA Landing Procedure to Help Reduce SFO Delays
The landing procedure takes advantage of an advanced radar system installed last year that is nearly five times faster than conventional airport radar. Because air traffic controllers can get a much more precise fix on approaching aircraft, two arriving planes are now able to fly above and then through the clouds at different angles while maintaining safe separation standards required during overcast conditions. Once the aircraft are under the cloud deck, the planes then fly a visual, parallel approach to the airport’s two runways.
Before SOIA was implemented, San Francisco’s two parallel runways were considered too close – 750 feet apart – for safe simultaneous landings during overcast weather. As a result, the arrival rate would drop from about 60 to 65 aircraft per hour during clear weather to about 30 to 35 aircraft per hour in overcast conditions, when only one runway could be used at a time. When in effect, SOIA will allow an extra six to eight aircraft to land each hour during overcast conditions, appreciably reducing delays caused by weather.
< style="font-family: times new roman,times,serif;"> 
FAA Announces Grant to Improve Runway Safety at LAX
THE NUGGET
"CITY OF GOLD" EAA
CHAPTER 1112
VOLUME 12 NUMBER 3 JUNE 2006
OROVILLE CA
1112 WES BARRETT LANE
OROVILLE, CA. 95965
______________________________________________________________________
EAA CHAPTER 1112 & Foundation of Flight Individual Membership Application
Membership Desired
______EAA Chapter 1112 Membership --- $20.00/year dues
Oroville Foundation of Flight: an IRS certified 501(c) (3) tax exempt Public Benefit Foundation. <>Choose a Contribution Support Level and/or add a Donation to promote the_____Associate $
20.00
_____Patron $ 30.00
_____Wings $ 100.00
_____Gold Wings $ 250.00
Donation Enclosed: _________
Date: _________________Signature: ______________________________
EAA Chapter 1112 Oroville, CA
Chapter 1112 Officers and Board
Vice President - Dan Cook 530-892-2033
Secretary - Joe Cook 530-342-3109
Treasurer - George Frazier 530-533-6944
Meetings
General Meeting: 6/14/06 @ 7:00 PM – OFOF Hut
Pancake Breakfast : 6/17/06 @ 8 to 10 AM – OFOF Hut
CURRENT EVENTS
TWO ARTICLES FROM BOB FOSTER
_______________________________________________________________________
How
to Kill Yourself in a Homebuilt Aircraft
By Alfred Scott
This
article first appeared In the
March 1992 issue of the Falco
Builders Letter.
Whenever there is an accident in an airplane, there is a natural tendency in all of us to dismiss the mistakes that others have made as something we would never do. We sagely recount the unfortunate pilot's error - he ran out of gas... tried to take off with... tried to do a roll - all things that somebody else did. Moreover, if it is in another type of airplane, then we sneer at that, too.
But there's a harsh reality we should all face up to, with so many high-performance homebuilts now flying, there's a pattern of accidents that's undeniably there, and any designer, kit supplier or pilot who tries to paint this problem as a 'Brand-X' problem - you know, that other design - is simply over exercising his arrogance.
So let us look at the problem, see what lessons can be learned, and ask how all of us can make a difference.
In the case of the Falco, we have had three fatal accidents out of the first thirty or so Sequoia Falcos to fly. In two of these, the pilot was on literally his second flight in the plane. One took off with essentially no fuel in the tanks and then attempted to turn back to the field when the engine stopped. The other appears to have attempted aerobatics. In the third accident, the pilot was on his first instrument flight and ended up low on fuel, shooting a back course approach from the right seat, on a rainy night that was right down to the mini mums. They were obviously quite scared and ran out of fuel right over the field, tried a sharp turn to the runway, stalled and crashed.The Smythe Sidewinder has lost more than 30% of its fleet to stall-spin accidents, yet the air plane has a perfectly normal configuration and with no obvious flaws. But it was the Glasair III that finally got everyone's attention. With about 38 flying, during one six-month period six airplanes were totaled. There is simply no way to ignore such things.
What got me started on this was a conversation with Dave Noland of The Aviation Consumer. We were talking about the accident rate among high performance kit planes, and Dave mentioned the experience of the Grumman American Yankee . Some years ago, he had done a story on the plane, which had a terrible accident rate the worst of any production single by a country mile. In addition, when they looked at the statistics, one thing stood out: almost without exception, the accidents were occurring to pilots who had very little time in the Yankee. Total time in all airplanes made very little difference. It did not make any difference if you had 100 hours or 5,000 hours in other planes,what mattered was whether you had only a little time in the Yankee. (By 'Yankee', I mean all of that family of airplanes, from the original stubby winged Bede design to the LoPresti-cleaned-up 180-hp Tiger.)The American Yankee Association did something about it, and the results are astonishing. About three or four years ago, they started a pilot familiarization program. There are about 20 to 30 check pilots, who must be CFls, scattered around the country who take a pilot through a familiarization program. The curriculum is standardized and focuses on the peculiarities of the Yankee - the castering nosewheel, the sensitivity in pitch and roll, the need to be 'on air- speed' on approach (particularly with the early models), porpoising on landing, etc.- but there is no required number of hours for the program. It is up to the check pilot to say when the pilot is comfortable with the airplane.
Complete this familiarization program, and you will qualify for a 10% discount on your insurance. That is nice, but the real payoff is in the accident rate, which has gone to essentially nil since the program began.
Avemco's vice-president of underwriting, Jim Nelson, confirmed that this is the same syndrome that they found with the Glasair III. Many of the airplanes were professionally built and then test flown by the owner who found himself at the stick of a very high performance aircraft.
The Glasair III is a very high- powered, high-wing-loading airplane. It was like jumping into a P-51 without proper training. Lose an engine, and you come down at 2600 fpm.
And worse yet, in the opinion of many experts, there was a lot of bad advice floating around on how to fly the plane. Pilots were being told to fly steep approaches, which caused landing accidents. You fly the plane like a turbine corporate twin, say the experts, with a normal approach angle and carrying a bit of power right down to the pavement.
Avemco also became worried about the quality of the construction. Stoddard-Hamilton told The Aviation Consumer that one recently totaled Glasair was deemed unrepairable simply because the airplane had been too ineptly constructed to make restoration viable. There are concerns about contaminants in the fuel tanks, overall construction quality, and of course, everyone is concerned about modifications.
In order to provide insurance, it was necessary to find a way to ensure that the aircraft was airworthy, repairable, and that the pilot was trained to fly it. The Sport Aircraft Manufacturers Association, Stoddard-Hamilton, and Avemco put together a program to make insurance available under certain conditions.
First they require an initial inspection for overall quality. They want to know from the beginning if it is built right and can be repaired if crashed. You can bet that Avemco has insured its last not-worth-repairing Glasair. This inspection is in addition to the FAA inspection, and it typically takes 30 to 40 hours of labor.
Do all this and Avemco will insure you. don't comply, and you can buy your insurance elsewhere, thank you very much.
This approach is definitely the coming thing. The initial inspection will vary with the aircraft, and will probably only be required with certain aircraft where the insurance company has concerns about the ability to repair the airplane and to find someone who can do the work. The conventional methods of construction - steel tubing, fabric covered, wood, and aluminum- are all things they've dealt with for years.
Second, they wanted to be sure that the pilot could fly the aircraft. Working with PIC I Professional Instrument Courses/, they established an initial and recurrent training program. Pilots are required to take annual recurrency training. The training covers slow flight, stalls, problems with gear extensions, etc.
And the requirement for a formal training program will initially apply only to the Glasair III, but owners of other high performance, high-powered airplanes- Lancair IV, Venture, SX-300, etc.- can count on it.
But just because an airplane like the Falco has a moderate wing loading and average approach speed is no reason to relax. The Yankee was considered 'real sporty' in its day, but the Falco has much lighter controls, a faster rate of roll, and greater authority in the controls. I would like to see a training facility for every high performance airplane, and you will reap the benefit of such a program. Insure - training already for a number of complex aircraft, and we're to see more of this sort of with high-performance homebuilt.
I love the idea myself. Insurance companies make decisions based on their experience in the field. Some years ago when we owned an old Victorian apartment building, we found it was the insurance companies who really laid down the law with us on safety issues, not municipal building inspectors with their building codes. Insurance companies were free to lay down a new list of requirements each year, they were always tough on us, and I always found them to have good reasons. (In fact, I hold the opinion that if the FAA got completely out of the certification business and left it all to the insurance companies, we’d have safer airplanes.)
Overall, the safety record of homebuilt aircraft is not greatly different from production aircraft. There are slightly fewer fatalities per aircraft (which is slightly deceptive because homebuilts have fewer seats on the average) and slightly more accidents. The mix is different: lots of low-altitude buzzing accidents, not many weather-related mishaps, and aerobatics are thought to be a factor contributing to the slightly higher rate among homebuilts.
But here’s the predictable part: approach the transition to the Falco with the same rather cavalier attitude that’s been practiced in the past, and some of you reading this will die as a result.
If that's not appealing to you, then here's what we can do. Let's start by recognizing that it's smart to be checked out in the Falco by an experienced pilot. Builders who have finished their Falcos have been quite good about giving people rides, but let's recognize that it's not just a matter of being nice, it's saving lives.
I think it's time we put together a familiarization guide for the Falco, a syllabus of all of the things that are different about the Falco, and a formalized curriculum to introduce pilots to the Falco. I’d love to have suggestions and contributions from any of you.
First
Flight of Your Homebuilt
This article appeared in the March 1994 issue of the Falco Builders Letter.
All homebuilders of aircraft have the same fantasy. After years of working in your shop on your beloved creation, lavishing care and taking the craft of building an airplane to a new high, it is finally time to fly the plane. You take the airplane to the airport, check it out carefully, and then launch it into the air. It will fly as perfectly as it looks. The handling will be perfection, even exhilarating. The speeds will be even better than promised, and as the sun goes down, you will turn, dive, roll and loop in an orgasm of aerobatic poetry. It will all be perfect.
It's also nonsense. And unlike fantasies about winning the Indy 500, climbing Mount Everest, winning the Presidency, or scoring with Kim Basinger, this is one fantasy that could kill you because you might actually attempt it. Homebuilders seem driven to do their own first flights, as if their manhood were at stake. Some see it in terms of a christening or wedding night. They built the airplane, and of course, they are going to fly it!
But let's take a look at this decision in a coldly rational way by listing the major points involved.
1. The aircraft has been built by an amateur who has never built an airplane before. Let's face it, putting aside all the personal pride you may have in your work, you've never actually built an airplane before. The machine is most certainly not something that has come out of a series of accurate, proven production jigs and fixtures.
2. Most homebuilders don't do a lot of flying while they are building the airplane, in fact, many stop completely. Very few builders, at the time of the first flight, are current to the point that normal flying is instinctive, much less current enough to deal with serious problems on a first flight of a new, unproven airplane.
3. The aircraft, even if properly built, will have flight characteristics, which will surprise you if you are not completely checked out in that type. All homebuilt aircraft have some exceptional flight characteristics. Many of the best ones simply have responsive controls, but others have high landing speeds or require unusual landing techniques.
We all know that the Falco is a great classic airplane with legendary handling, but it is also not an airplane that a Cherokee/172/Mooney pilot should just get in and go fly, much less flight-test. It takes quite a bit of getting-used-to before you can comfortably land, the plane.
The Glasair III is a very high- performance machine that requires an unusual landing technique. Frank Strickler once told me, "I have now test-flown three Glasair III's on the first flight, and I'm never going to get my hiney in one of those machines again." This is a former Air Force instructor who flies SF260s and numerous warbirds in his time off from his regular job of flying airliners. If this jet-jockey and P- 51 pilot is uncomfortable with a popular kitplane, how is the average homebuilder with very few current hours going to fare in the machine?
Or take the Kitfox. Here is a slow moving, conservative design that everyone likes and rightly so. The engine is on the front, the tail is on the right end, and it lands and takes off in no space at all. But the Kitfox has distinctly different handling characteristics, so much so that one experienced Kitfox pilot has written a short book about flying the airplane. When you flare the Kitfox, it is so light that it lacks the inertia to keep flying, so it's quite easy to flare and drop it in hard. Fully 25% of the Kitfoxes in England have been totalled -- thankfully without any fatalities due to the slow flying speed of. the plane.Don't get me wrong, I really like the Kitfox and in particular I think that Phil Reed, who owns the company, is the best new face to hit sport aviation since Frank Christensen brought out the Eagle. But anyone who says, "Aw hell, it's just a Kitfox. I'll fly it for you!" is being grossly irresponsible. It's an airplane that can crash like any other. Before you fly one-and especially on its first flight-you need to be checked out in a Kitfox just as you would a Falco, SX-300, Glasair III or anything else.
4. By far, the largest numbers of accidents in homebuilt aircraft occur on the first flight of the pilot in that aircraft. 1n 1992, 14 % of homebuilt accidents occurred on the pilot's first flight in the aircraft, and 5% on the second flight. In al" 24% of the accidents occurred during the takeoff or landing phases due to inadvertent stalls, rolls or veering off the runway, thus 40 to 50% of the accidents seem to indicate a lack of familiarity with the flight characteristics of the aircraft.
This pattern of accidents in homebuilt aircraft has been confirmed by insurance companies (see "How to Kill Yourself in a Homebuilt Aircraft", Falco Builders Letter, March 1992), who now insist on pilots being checked out in many types before they will sell insurance.
These statistics are for the pilot's experience in a given aircraft, and they do not isolate the first flight of the aircraft. However, there is nothing to suggest that a test pilot with no previous experience in the type would be less prone to have an accident than the general statistics indicate.
5. Flight testing is a dangerous activity. We all instinctively know this, but we need to remind ourselves that the streets of Edwards Air Force Base are named after dead test pilots. Over the years, many pilots have died flight-testing new aircraft.
In the early days of aviation, the military would simply let their most skillful pilots have-a-go at a new aircraft, but it didn't take long to notice that many of the pilots ended up dead. Since those days, they've learned and have developed a methodology for flight-testing to minimize the risk.
If you put all of these factors together, they bring you to a very sobering conclusion that test- flying a homebuilt airplane is potentially a very dangerous activity, and any rationale that says otherwise is just wishful thinking. If stupidity is doing the same thing over and over and expecting a different result, then the decision of a builder to do his own first flight really comes down to emotion and ego, not intelligence.
If nothing goes wrong on the first flight, then almost anyone can do it, but how quickly would you react if the engine quit on takeoff? On a first flight, you have to assume that the worst will happen. The airplane will be badly out of rig, the cockpit will fill with smoke from an electrical fire and the engine will quit. You need a pilot at the controls who can calmly put the airplane back on the runway. In short, you need the best pilot you can get your hands on, and if that pilot isn't you, then you are letting your ego and emotion do your thinking, not your brain.
________________________________________________________________________________________________________________________
BUlLDER'S RESOURCE
BY BOB FOSTER
Many GP-4 builders who have completed their fuselage have installed Jim Weir's antenna kit. Jim has many more "can't live without" electronic designs that will save you beaucoup bucks or as he says, "A champagne panel on a beer budget." He has published a full panels' worth of designs in Kitplanes for several years, from about 1996 to present. I have listed all the publications and subject that I have, perhaps someone else could fill in the blanks
Kitplanes MagazineTHE NUGGET
"CITY OF GOLD" EAA CHAPTER 1112
VOLUME
12 NUMBER 1 APRIL 2006 OROVILLE CA
EAA CHAPTER 1112
CITY OF GOLD
1112 WES BARRETT LANE
OROVILLE, CA. 95965
EAA CHAPTER 1112 & Foundation of Flight Individual Membership Application
Name:______________________________________ Spouse:__________________
Address:_____________________________________________________________
City:___________________ State: _________________ Zip Code:______________
Home Phone:______________Work:____________ E-mail Address:____________
EAA Number:_____________ Expire:____________Occupation:_______________
Other EAA or Aero Organizations:________________________________________
Licenses & Ratings:__________________ Aircraft Owned:____________________
Current Projects:_______________________________________________________
Comments/Suggestions:__________________________________________________
Membership Desired
Experimental
Aircraft Association:
______EAA Chapter 1112 Membership --- $20.00/year dues
Level Yearly Contribution (Yearly Contributions and Other
_____Associate $ 20.00 Donations to the Foundation Are Tax
_____Patron $ 30.00 Deductable)
_____Wings $ 100.00
_____Gold Wings $ 250.00
Donation Enclosed: _________
Total Enclosed: _________
Date:
_________________Signature: ______________________________
Chapter
1112 Officers and Board
Meetings
Board Meeting: 4/05/06 @ 7 00 PM
Last Pancake Breakfast Pictures
EAA Chapter 1112 Oroville, CA
APOLOGY – MEA CULPA
I have had my attention focused on some other projects and failed to get this and last months letter out to the membership. It should not happen again, but as we all know, “Facilis Descensus Averno” (The road to hell is an easy one!)
CURRENT ACTIVITIES
We are working to make the up and coming “Fly-In”/”Dream Machines Weekend” a success. To that end, we are having special meetings in the FBO building, which will be the focal point of our operations on May 20, 2006. We have a lot of work still pending and need help from all of you, along with a commitment to this project. The city is working with our chapter and all should have a good time.
Please see the event poster on the last page. I am always open to comments, so in the immortal words of Nietzche, “Das was mich nicht umbricht macht mich schterker“. (That, which does not destroy me, makes me stronger.)
Olaf Gniechwitz
DREAM MACHINE WEEKEND
OROVILLE MUNICIPAL AIRPORT
MAY 20, 2006
CELEBRATING THE OROVILLE CENTENNIAL
PRESENTED BY THE EXPERIMENTAL AIRCRAFT ASSOCIATION
EAA
CHAPTER 1112
CARS & BOATS MOTORCYCLES FOOD PRIZES MILITARY DISPLAYS
EMERGENCY VEHICLES, BOATS, & HELICOPTERS TRACTOR DISPLAYS
EAA BREAKFAST (8 to 10 AM)
PARKING: $2.00 ADMISSION: FREE
This is the windup Newsletter for the year
2001.
It’s been a terrific year. We had a very successful Open House and
Starduster
fly-in. We hosted the EAA B17 Aluminum overcast that included a visit
by
multiple Ace Bud Anderson. It was a real taste of history. Our members
put together several fantastic workshops on riveting and welding. Our
socials
included the monthly breakfasts and several Pot-Lucks. Also, thanks to
the many speakers that made our General Membership Meetings memorable.
And I don’t want to forget the field trip to Beale to catch the U2’s in
action. I want to thank all those who made it the year it was. I had a
great time. I hope you did too.
Next year should be no different. We have
a fine
slate of new officers and I know there will be some great stuff
planned.
Included in this Newsletter is a re-up form. I encourage you to join
both
the Chapter EAA and the Oroville Foundation of Flight. You must be a
member
of the national EAA to join our local chapter. You do not need to be a
member of the EAA to join the Foundation of Flight. Remember,
participation
is most the fun.
General
Membership Meeting Minutes November 14, 2001
Members
and Guests in attendance:
M.D. Short, H. T. Fairbanks, Joe Cook, Floyd Higgens, Rich Hodges,
Nigel
Parkhurst, Ron Turner, Dan Cook, Nell Cook, Terry Hodges, Cara Combs,
Marv
Hollander, George Frazier, Leslie Wolfe, Tom Newlander, Bob Foster,
Mike
Gannon, Catherine Heindell, Dave Harmacek.
Meeting
began at 1905 hours.
President
Dave Harmacek started
the meeting by introducing our new member Rich Hodges, and our guest
speaker
Nigel Parkhurst.
Nigel
Parkhurst’s presentation and speach was on The History of the American
Flags. The Flags were provided by The Sons of the American
Revolution,
they possess a total of 16 Flags and Mr. Parkhurst brought 12 Flags
with
him. Everything from the Continental Colors to the Flag that was
carried
at the Battle of Stoney Point and the Surender at Yorktown. At
the
beginning of the presentation Nigel shared with all that history such
as
this can be located at the Paradise Geneological Society. We thank you
Nigel and hope you will join us again. Following
Nigels Presentation, a goodie break, provided by Gary Briley. Loose
ends by Dave Harmacek: Regarding
the Lease Agreement written by Joe Cook that had been presented on the
internet.Dave requested a motion
that we accept the Lease Agreement as revised by Joe. A minor
discussion
took place. Following that, the motion was made by Howard
Fairbanks,
seconded by Terry Hodges and passed by the members present. The Lease
is
now in effect. Howard
Fairbanks requested to make Joe Cook a member of the Board of
Directors.
Dave Harmacek interpreted the rules from the EAA National Handbookas
allowing him to nominate Directors subject to the approval of the
Board.
Dave thereupon nominated Joe Cook to Board of Directors for the EAA and
asked for approval of the Board. The nomination was put to a vote and
the
nomonation was approved. Election
of EAA 2002 Officers: Nominees
for Officers in the EAA Chapter 1112 for the year 2002 were as
follows:
Bob
Foster for President
Dan
Cook for Vice President
Gary
Briley for Treasurer
Secretary
Catherine Heindell
Dave
then requested further nominations; none were received. A vote was then
taken to elect those all nominated, all were in favor.
Next
on the agenda was the election of the new Board of Directors. According
to the EAA Handbook dirctors will consist of the officers and 3 to 9
directors.
A discussion took place resulting in the following:
Class
1 Directors: Bob
Foster – President Dan
Cook – Vice President
Gary
Briley – Treasurer
Catherine
Heindell – Secretary
Class
2 Directors:
Dave
Harmacek - Past President
Terry
Hodges
M.D.
Short
Ron
Turner
Howard
Fairbanks
Ray Bell
Joe
Cook.
Other
Staff positions:
Tech
Advisor-John Berg
Flight
Advisor- M.D. Short
Flight
Advisor - John Berg
Young
Eagle Coord. - Tom Newlander
Historian
- Marv Hollander,
Fly-out
Coordinator - M.D. Short
Breakfast
Coordinator - Terry Hodges
Raffle
Chairman – George Frazier
Activities
Chairman - John Berg
Publicity
- Ron Turner
Membership-
All Members
Web
Site Manager - Joe Cook
Foundation of Flight Dirctors: In
accordance with the By-Laws of the Oroville Foundsation of Flight
(OFOF),
the past President of the EAA, Dave Harmacek, becomes the President of
the OFOF. The Directors include: the Vice President of the EAA, Dan
Cook,the
Treasurer of the EAA, Gary Briley, a General Manager, not named. And
four
additional Directors for a total of nine. There is a Secretary
needed.
Dave
suggested an amendment to the OFOF Documents to have the Dirctors of
the
OFOF be the same as the EAA Directors since their business is mostly
the
same. Howard Fairbanks moved to amend the by-laws of the Foundation to
allow more than 9 Directors to a total of 13 Directors. Ron Turner
seconded
the motion. The motion was put to a vote; all were in favor. Howard
Fairbanks then moved have the EAA Directors also be the OFOF directors.
Terry Hodges seconded the motion. The motion was put to a vote, all
were
in favor. Therefore, the OFOF Board becomes: Dave
Harmacek- President Dan
Cook - VP
Catherine
Heindell – Defacto Secy
Gary
Briley – Treasurer
Bob
Foster – EAA Pres.
M.D.
Short
Ron
Turner
Terry
Hodges
Howard
Fairbanks
Ray
Bell
Joe
Cook
Inaugural Dinner by Howard Fairbanks: Schedueled for Friday January 11, 2002 at the Moose Lodge on 14th street in Thermolito, Social hour at 6 p.m. dinner at 7. Catering by Zelma cost will be $10.00 per person. Please contact Howard if you plan to attend so he can get a reasonable estimate of attendees. Secretaries Report
None.
The Secretary was away at a funeral during the October meeting. Treasurers Report None.
The Treasurer was not present. Breakfast
Committee:
All is the same, anyone wanting to help, please come out at 0730. Open
Discussion: Ron
Turner requested that no one drive on the taxi way after a rain as the
dirt is soft and the weight of the car leaves ruts in the dirt. Howard
Fairbanks requested a correction of the minutes of the previous OFOF
meeting
concerning his wife Karolyn's Tax prep services in place of
Mathews and Hutton. Bob
Foster asked about signage for the pancake breakfast and where to
place it. M.D.
requested his book be returned. Its called " The Wrong Stuff" if anyone
has it in their stack please return it. Dan
Cook shared with the newsletter editor how much he has been appreciated
this year, and Dave was given a round of applause. Dave then requested
more input from all for the newsletters. A
short discussion took place concerning the Sea Plane Base and the
Chamber
of Commerce. Meeting
adjorned at 2045 hours. Respectfully
Submitted Catherine
Heindell /Co-Secretary 2001 future
pilot
Highlights
of 12/5
Board Meeting
The
start of the meeting was a little confusing for those of us that didn’t
know that the airport gate access codes were changed.
Dave
turned over a copy of the Chapter Handbook to Bob Foster. Another copy
is on the shelf in the hut for anyone who wishes to refer to it.
Dave
and Gary will get together on the Chapter Renewal submittal paperwork.
Fees and insurance have gone from about $100 last year to $300 this
year.
For
everyone’s information, both the Chapter and OFOF are California
Non-Profit
Corporations. The OFOF is a 501c3 for IRS purposes. The Chapter is not.
We
are now owners of a donated RV6 tail section kit. Expect to see a
workshop
on this next year.
Because
of the holiday season it was decided to combine the Wednesday General
Membership
Meeting with the Saturday Breakfast. Therefore, there will be no
meeting Wednesday, 12/12/01. But, we hope to see you all at the
Breakfast, Saturday, 12/15, starting at 8:00 AM.
Howard
Fairbanks has been approached by four High Schools in the Oroville area
to speak on aviation subjects in the month of February. This is a great
opportunity to involve the local youth in our programs plus elevate
community
awareness of who we are. Contact Howard if you care spare some time to
spend with these kids. The following is the schedule:
Feb. 7, 2-3:00 PM – Oroville High
Feb. 13, 1-2:00 PM – Charter High
Feb. 20, 1-2:00 PM – Prospect High
Feb. 21, 2-3:00 PM – Las Plumas High
Dave said it cost about $100 per month to publish the Newsletter and probably more next year with postal rates going up. It was suggested that the Newsletter be distributed via the internet to those who have computers and mail to only those who do not have computers for a cost savings device. Dave will look into it. Joe
says we are obliged to change web sites to “http://eaa-oroville.8k.com/”
since the old one will no longer support us. The Board approved a $60
expenditure
for the yearly fee.
It
was suggested, and approved, that we invite non-members who have
contributed
time, materials equipment or performed some service for the benefit of
our organizations to the inaugural banquet. They would be invited as
non-paying
guests.
Whereas
it takes several months lead time to get notices in some of the leading
publications it was decided to set a date of May 11, 2002 for our
annual
Fly-In/Open House. It is uncertain whether or not Starduster will be
participating.
The Board is open for suggestions for a theme or format for the event.
An
Aviation Merry Christmas
'Twas
the night before Christmas, and out on the ramp, The fuel trucks were nestled, all snug in their spots, When over the radio, there arose such a clatter, He barked out his transmission so lively and quick, Then he called his position, and there could be no denial, Cleared for the ILS down the glideslope he came, Those last couple of fixes left the controllers confused, He landed like silk, with the sled runners sparking, He stepped out of the sleigh, but before he could talk, His breath smelled like peppermint, gone slightly stale He was chubby and plump, a right jolly old fool, I spoke not a word, but went straight to my work, And I thought as he silently scribed in his log, And laying a finger on his push-to-talk, Then I heard him exclaim, 'ere he climbed in the night, Calendar of Events
All Chapter and Foundation activities
willbe
at the Glenn and Victoria Lane Centerunless
otherwise noted.
Dec. 15 Breakfast/Fly-Out/General Membership Meeting Jan.
11 Inaugural Dinner
May 11 Chapter Open House For More
Information Visit
our Website at: http://eaa-oroville.8k.com/
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| "CITY OF GOLD" EAA CHAPTER 1112 |
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| Presidents Message
It has been absolutely heartwarming to observe as well With sincere thanks, M.D. Short Oroville Foundation of Flight I EAA Chapter 1112
Wednesday, October 11, 2000, 12:00 Noon 1) Whereas most of the EAA Board was in attendance |
with some sockets around 5/8", give or take. Work will continue on Friday, same time. 3) Since we are at the mercy of mother nature, check your e-mail for possible schedule changes. 4) The General Membership meeting will be held at Oroville Aviation FBO on Wednesday, October 18, at 7:00 PM. Howard Fairbanks is looking for a guest speaker. If anyone knows someone who could speak on aviation related subjects please contact Howard. 5) As reported before, the breakfast scheduled for Saturday, October 21 has been revised to a potluck lunch starting at 12:00 noon. The location will be Terry's Glen (homesite off Wes Barrett Lane) and hopefully inside our new "Briefing Hut". This will be to commemorate our new facility. Unfortunately for us, Lt. Col. "Spanky" Barber, who New Private Pilots From Oroville Aviation: Greg Jones, Bob Parks, Bill Local Government Representatives The future of Butte County's four public use airports Briefing Hut Progress Update The favorable weather on Thursday and Friday |
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| Presidents
Message M. D. has taken a time-out for some necessary surgery of a rather serious nature. We should have an update of his progress at the Wednesday night meeting. Our thoughts are with you and wish you a speedy recovery. OROVILLE EAA
CHAPTER 1112 Wednesday, June
14, 2000,
7:00 PM Prepared by: Dave Harmacek Welcome - Guests
and Members Secretary Report
- Dave Harmacek Treasurer Report
- Gary Briley Grant Writing
Seminar - Gary
Briley, M.D. Short Pancake Breakfast
- Wayne
Ferguson Committee
Chairmen - M.D.
Short |
Fairbanks was volunteered to be Activities Chairman. He accepted provided the name was changed to Program Chairman Thank You Letters
- Ray Bell,
M.D. Short, et al Man Of The
Year Web Site - Joe
Cook This will soon
replace the
Newsletter "The Open Discussions
- All Special
Presentation - Clay
Castleberry -30- |
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The NUGGET
Do you have a comment, suggestion, or something you need to get off your mind? Post it in the Forum. Last updated 12/31/01 |
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President's
Message - Dave Harmacek
