Justine Kakembo says Farewell to the IAA family!

 Dear Aviators and friends,

It has been my pleasure and quite an honor to be of service to our aviation community as Receptionist, Editor of Squawkcode, Enrollment Coordinator and your Communications point person. My time at IAA could not have been better spent and the friendships, experiences and wonderful people I have been blessed to meet and interact with on a daily basis for the last five years, have been the highlight of this journey.

At the end of the month I will be leaving IAA, to focus on my studies and improve upon the skills that IAA has provided me with and I can only say "Thank you" for being wonderful patrons, a captivating audience to serve and a truly enthusiastic aviation community. I'll see you at the next IAA fly-out/seminar/event!

Regards,

Justine Kakembo.
Editor & Publisher, IAA Squawkcode, Blog, Website, Twitter, Facebook.

Life Planning: Are you prepared?

GUEST ARTICLE:

You have all heard the saying:'Failing to plan is planning to fail.In an IFR situation, your planning is generally efficient for the best possible results. I cannot think of any situation where you would willingly fly in marginal weather without making sure that your aircraft was properly equipped nor would you fail to file a flight plan. You would likely consider this using common sense as your training has suggested that you view it this way.

I've had the chance to have conversations with several pilot friends who are some of the smartest, best trained, people I know. When they are in their element, their comfort zones, they are generally top performers ready and able to handle any challenge that is tossed their way. On occasion, our conversations have turned to general life planning situations and one of the main questions I always ask is:'Do you have a will?' I am often amazed at how many times I hear the answer:No.

Some presume that they do not need a will because they are not 'rich'. Others think that they don't need one because they don't have any children to look out for. Circumstances may differ from state to state, but in Illinois should your spouse die and a signed will is not on file someplace, the end result is that the State will take half of what you own while the remaining half goes to your mate. Imagine being in that situation; you are dealing with the stress involved with losing a loved one only to find out that half of your assets may not be yours any longer. You might be able to successfully overcome that situation but certainly not without the help of a good, qualified attorney, and likely a fair amount of cash.

If you have children and no signed will is on file, the surviving spouse gets one half of the assets while the remainder passes to the children. If the children are minors, the court might opt to appoint a guardian for the property being passed to the children making a potentially difficult situation even more so. Individual State laws might not allow the surviving parent to be appointed as the guardian and this means that your husband, or wife, is still responsible for raising the children but with no control over their half of your property.

The solution is easy. You can avoid these pitfalls by talking with a qualified attorney and get this portion of your life planning taken care of today. You generally exercise every caution possible when flying in the clouds. There is no reason you should be any less prepared for a life changing event.

Smooth landings,
 

Mike Lichtfuss, Financial Advisor, ProEquities Inc. 630-319-0447

Communicating in Aviation

President's Squawk: It takes more than volume to know what we do!
 Greetings Pilots: I began instructing students 18 years ago with the intent to build enough flight time to become an airline pilot and meet a few fun people on the way. The years have passed and I have had the privilege to fly for two airlines and meet a diverse group of people that have touched aviation in their own unique way and made it better. Justine Kakembo is one of those individuals that has touched aviation through Illinois Aviation Academy. Her enthusiasm and ability to talk about aviation to anyone via numerous media conduits has impressed and inspired me through the years. I would like to dedicate my February article to her.

Effective communication is often the key to the successful resolution of a task. Corporations will spend millions of dollars to improve their communication methods so intent method and completion standards are clearly understood because inaccurate communication will cost the corporation even more. The aviation industry has done the same by creating standardized terms, symbols and methods found in publications like the FAR/AIM. Considering the general success of aviation on a global scale it would be safe to say that the job is getting done. Much of this success can be attributed to good instructors, aviation publications and interest from the pilot population.

Recently, I had the ability to experience a merger of cultures (Chinese and American) in a flight training environment at Deer Valley Airport (KDVT).  It is amazing to see the number of Chinese students being trained and to experience flight amongst such a bee hive of activity. Effective communication is put to the test every minute there because pilots like me have to incorporate VFR and IFR operations while communicating with the tower that is attempting to communicate with students that speak English "adequately". This means that I had to watch for traffic, communicate and adhere to SD guidelines while providing dual instruction in a turbine powered aircraft. Unfortunately, problems arose when we were instructed by the tower to avoid numerous aircraft.

To avoid traffic, we did not adhere to the SD by making the turn to intercept the PXR 336 radial which caused problems with PHX departure. This then caused PHX to divert larger jet aircraft heading north and "firm" words to be stated. Ultimately, everyone was O.K. because the pilots flew their planes first.

Pilots use charts, clearances, rules and guidelines to fly but there is always a chance for a variation. I learned that a good pilot should do more than just assume that standard procedure will be followed at an airport.Perhaps I should have talked (via phone) to the tower prior to my departure about traffic in the vicinity as this airport could be considered a non-standard with regards to communication and operations. My student suggested that a later departure time could have also helped avoid conflicts. I hope that other pilots consider ideas like this when they encounter a non-standard airport that does not follow standard communication procedures.

Once again, thank you Justine for helping IAA communicate better with its clients.Your assistance has helped our organization reach more pilots than ever before and you helped me ensure that flying can be fun at a flight school.

Sincerely,

Robert Werderich, President
Illinois Aviation Academy, Inc.

President's Squawk: Improving Flight Safety

Greetings Pilots: Let’s talk about Flaps

I can remember my first flight instructor explaining to me that flaps are like a speed brake that allows an aircraft to increase its rate of decent without increasing airspeed.  “This is an effective tool to use when a pilot intends to land an aircraft” he said as he went on to explain landing performance calculations. I understood the concept and proceeded to use flaps on my ensuing solo flight and private pilot check ride with little thought to the pros, cons and hazards of their use.  I believe that this is typical of most newly minted pilots so I would like to discuss a few issues related to flaps operations in IAA aircraft.

Flaps: Most of the flaps used in IAA aircraft are either “plain” or “slotted” with regard to structure and extension.  Typically the “plain” flaps are manually operated by simply moving a lever up or down in the cockpit which moves a rod on the top of the flap.  This rod pushes or pulls the flap around three hinge points on the wing which creates an extension (rotate down) or retraction (rotate up).  The slotted flaps are mechanically operated by an electric motor.  The motor moves a cable through a bell wheel assembly and connects to a rod which moves the flaps up and down on a track.  This is a more complex operation which involves more parts.

Our pre-flight inspections involve looking at the rod connection points to the flaps, the hinge points, the flap tracks and the rollers in the flaps tracks.  It is difficult to see the rollers move on the flap tracks as the pilot is in the cockpit when flap selections are made so whenever possible, attempt to have another pilot or guest move the flaps for you when you complete the inspection.  This will assure proper movement of the parts and avoid any ceasing/binding of the flaps which is very hazardous.

Flaps Operation: Each aircraft manufacturer has recommended maximum and minimum flap operation speeds associated with the varying flaps settings.  Pilots need to observe these speeds as a “flap over speed” may cause flap torsion/binding or linkage separation.  This has produced “split flaps” or a “trailing flap” in IAA aircraft.  I cannot emphasize the magnitude that these flight hazards pose to an unprepared pilot.

Flap Performance: Some of the POHs associated with IAA aircraft suggest flap retraction immediately after landing to reduce the aircraft landing distance.  The intent is to apply additional traction to the tires for braking /friction.  I would like to stress to IAA pilots that this practice is meant for extreme circumstances and not condoned by IAA.  Maintaining aircraft position awareness on the runway is the most important task for the pilot after landing.  IAA would recommend the use of a runway that is 25% greater than the planned landing of the aircraft so extreme braking action would not be necessary.

Though time and lots of guidance from multiple instructors I have learned many flap tricks for take-off, decent and landing in various aircraft, and although I cannot put some of these techniques to print, I appreciate their effectiveness.  The use of  flaps is not easy and  their maintenance should not be taken for granted by any pilot.

Sincerely,

Robert Werderich, President
Illinois Aviation Academy, Inc.

Bob's August Squawk

Safe Pilot Insurance -You got Any?

Greetings Pilots: I would like to ask each pilot that flies at IAA to consider ‘safe pilot’ insurance.  Presently, each of you carry an auto insurance policy and most of you carry a home owner’s insurance policy but how many of you carry a “safe pilot” policy? This is not the kind of insurance that you can obtain from an insurance carrier and yet it is of equal or even more relevance to your personal safety and the well-being of your family. I would like to explain what it entails and how you can obtain this coverage.

This summer, I put aside my 'flight school owner' hat for my 'flight instructor' one and as such have given more flight instruction than I had in the past few years combined.  Getting back to the basics of aviation training has been great, especially since I got to observe student development first-hand.  Most of the students that I have worked with have been transitional to IAA with previous flight training experience form various locations.  I have seen students complete pre-flight inspections, demonstrate basic aviation skills and even explain “density altitude” factors with confidence and skill.

When I ask pilots to explain the meaning of various airport markings, I’m met with blank stares, when I inquire about the last time they had a personal physical (not an FAA physical) I get puzzled looks and to top it off, when I ask most pilots if they have flown in IFR conditions or flown in gusty winds with an instructor, out comes the frustrated look.  Considering the fact that these three factors are the leading cause of aircraft accidents and incidents, it is scary to learn that most pilots take them for granted.

Runway incursions are the number one cause of aircraft incidents in America.  The circumstances are occasionally due to communications or lack of airport awareness but I have also found that most pilots’ inability to decipher airport signage is a major factor. Simply put, we need your eyes out of the cockpit, not in it. Here’s a great link to the index of the 2012 FAR/AIM, that talks about Airport marking Aids and signs: http://www.faa.gov/air_traffic/publications/atpubs/aim/chap2toc.htm

Health screenings: I just learned that yet another friend and professional pilot (under the age of 50) has suffered a stroke or heart attack in flight.  We’d all like to think that this health crisis could never happen to one so young and never consider the possibility of experiencing a medical crisi in flight.  Well we‘d be wrong; we need to seriously evaluate pilot safety and incorporate health improvement measures into our accident avoidance checklist. Topping that list should be routine physicals and if you have a partner that regularly flies with you, please consider a pinch hitter course.

Flight into terrain is still the number one cause of aircraft related fatalities.  This makes sense as 'terrain' is required to “crash” an aircraft substantially.  Whereas various explanations would suffice for flying into terrain, the number one cause is loss of control during or near the landing phase of flight.  I’ve observed unfavorable wind conditions or poor visibility often disorienting pilots into lower flight paths, slower airspeeds and insufficient turns with poor coordination or really steep angles.  Although no pilot wants to fly in poor weather conditions intentionally, sometimes we find ourselves pushing an unexpected boundary and are forced to act accordingly if we are to avoid an incident.

Airline pilots are supposed to fly a simulator at least once a year to experience difficult scenarios which enables them to keep abreast of the changing climatic and terrain related obstacles to flight. Most regrettably, general aviation pilots don't have to meet this requirement and perhaps this explains the high accident ratio in propeller driven aircraft.  So take the opportunity to fly with an instructor in poor weather and polish up your IFR skills or substitute the aircraft for our Redbird simulator once a year at the very least, to keep you and your passengers safe.  This is my concept on inexpensive but effective insurance and as pilots we  should all endeavor to carry a ‘safe pilot’ policy with us all the time.

Sincerely,
Robert Werderich, President, IAA, Inc.           

IAA 15th Anniversary Party Highlights

We celebrated 15 years of aviation dedication as a flight training institution and would like to thank all of you that made the effort to be here with us. It was a wonderful day with lots of fun, food and family as promised and a renewal of our joint dedication to the field of aviation. For those that did not make it, here's a brief recap of the events:

Recognition and Awards: Jeff Blackmon (9 years of service) Tim Gillian ( for years of service and continuing support) Professional Development and Dedication George Werderich (CFI Instructor desire award) Award Recipient 2010: Hannah Jensen Andrew Burnette (11 years of service)

Raffle Winners

Gift basket: Emily Kerous
Assorted cases of beer and margarita mix: The Samuel's party
2 rounds of golf at Prairie landings Golf course: Alex Hoffman
Autographed Aviation Videos: John Cook
1 Avcomm AC 900P Headset: Chris Fostiak

2 $100 gift certificates for flight from Aviation Schools Online: Dave Taggart
Various IAA baseball caps and mugs were handed out to guests.
50/50 raffle winner: IAA and Steve Kincaid got to split $330.

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Silent Auction winners

Stamped and painted Propellers:

Wally Werderich, Neville Gallon, Brian Lausmann
Gift baskets: Margie Werderich, Emily Kerous


Thanks once again to everyone who attended and made this a great day for us and a hearty IAA thanks goes out to our raffle sponsors: Prairie landings Golf course, Aviall, Aviation schools online, Eric Eggland, George and Anita Werderich, Schedulepointe.com, Ken Sweet and Viking grill.

A New Pilot Story

Prior to 2010, I was a dreamer who dreamed of flying....until December when I was given the opportunity to pursue my dream into reality. I started training for my private pilot certificate and sixty days later, as with all great plans, I had a setback ( an auto accident that left me with a terrible shoulder injury) and had to lay off flying for a while. Not to be defeated, I jumped into the simulator and started training for my instrument rating.

There were days that I sat in the simulator; numbed by pain, with no clue of what Andy (my instructor) was talking about and just waiting for my class to end. Thankfully Andy (being the awesome instructor he is), always found a way to keep me engaged, teaching and explaining holding patterns, approaches, DP’s and STAR’s, over and over again.

So after long weeks of constant instrument training, I received the go ahead from my doctors to start flying again and just go fly. No lesson or practice, just a simple solo cross-country flight to Madison for lunch. It was amazing; being in the peaceful solitude of flying on a beautiful cloudless day, putting my newly acquired pilotage (and all in a few months time too!) to work and it all seemed to come together for an awe-inspiring memorable trip.

Upon touching down in Madison, I taxied off the runway and began my after landing checklist, just in time to experience the unforgettable yet indescribable feeling of having a few F-16’s with full afterburners depart the runway(whew!). In the aftershock, while letting the dust settle within the still trembling cabin of N74WR, I received taxi clearance to the FBO and parked.

At the FBO, I met a fellow female aviator who invited me on-board her private jet, where I got to sit in the left hand seat and exchange notes with a seasoned pilot on the aircraft, my aviation dreams and taking my training to the commercial level. I received plenty of really good advice and it was in very this moment, while seated in the cockpit of her aircraft, that I realized that dreams do come true. Granted, some dreams are easy and just happen in life, some dreams you must work at and persevere through the hardest of times to achieve and some dreams like stars are way out of reach but still worth a try, but in this moment, my dream has come true.

I remembered a wall plaque I got in Florida a few years back that simply stated, “Never Never Ever Give Up”. I still find myself some days in great pain, and remember to never give up on my dreams. I realize I have learned so much in such a short time and there is still plenty more to accomplish as I press forward in fulfilling many more dreams. There are no words that could describe the sincere gratitude I hold for Andy, Andrew and Bob for the training, guidance and support they have given me- Andy especially, thank you, for helping me make my dreams come true!

Flying in Arizona, Alan Aven, MD

Nogales, International Airport

This month, I thought I would introduce my fellow pilots to an interesting little airport about 5 miles north of the border (you probably know which border). Nogales AZ "International" or KOLS, a class echo field, is situated on a mesa at 3955 MSL, a bit northeast of its namesake town (where tunnels to and from Mexico are routinely unearthed). OLS is about a 20-25 minute flight from KTUS along the majestic Santa Rita Mountains, past Madera Canyon, locally known for its beauty, or one can follow I-19 along the Santa Cruz River, but one must avoid the Ruby and Fuzzy MOAs because they're usually hot (that's one of the areas where the F-16s from KTUS practice).

On the western edge of the flight path are some old copper strip mines (see photo) that provide an unusual bit of contrast to the mountains and desert. One Sunday morning I flew down there wanting to get a view of the "FENCE" from the air, but unfortunately the fence is literally a thousand or so feet below the level of OLS in a "groove", so from the air one only sees a dark line and to descend too close to the fence/border area one runs the risks of being shot at by banditos and/or the border patrol - I had to be satisfied with a quick glimpse from 5500 MSL. So then I entered the pattern downwind for rwy 21, landed and taxied to the "International Terminal".

No tower, no lineman, no tie-downs, just a chain-link fence around the "terminal" and a weathered old sign - "Welcome". Interestingly, inside there was evidence of a flight school, FBO, and, literally, a hole-in-the-wall restaurant that served a limited menu of eggs (no Egg Beaters!) any style, buttered toast (they actually had whole wheat), bacon or sausage, juice and coffee - so I begged my coronary arteries to let me eat this meal and repent later. Met up with some old-timers who had been flying for decades, one from Chicago - the conversation was a lot more interesting than the surroundings. An hour and a half later I was back in my 182 returning to Tucson.

When I get a chance, I want to share my most recent cross country adventure from Tucson to Chicago (KPWK and KARR) and back - a whole lot of experience, decision-making, and judgement calls and frustrations.

Christmas Fly-out Event

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Come join us as we celebrate the holidays with a mini-flying contest and party at our hangar!

Features 3 Airport stops 2 Shotgun starts - your choice between 2 alternate routes: Northern Route: DPA-RAC-EFT-DPA Southern Route: DPA-VYS-TIP-DPA Prizes, food, fun! So sign up and reserve your aircraft today! Call: 630-513-2224 E-mail: justinek@illinoisaviation.com

Our mailing address is: Illinois Aviation Academy, Inc. 32W751 Tower Road West Chicago, IL 60185. Phone:630-513-2224. Fax:630-513-8704. www.illinoisaviation.com Copyright (C) 2010. Illinois Aviation Academy. All rights reserved.

IAA Flying club fly-out to Lake Lawn Resort 08/22/ 2010.

As many of you know we had our very first coordinated fly-out activity on August 22nd 2010 to Lake Lawn Lodge and Resort in Wisconsin. The overall turn out for the fly-out was way beyond our humble expectations and we would like to thank all of you for taking the time to come hang-out aviation style. We all had a great time, the Lake Lawn staff were excellent and very courteous, from shuttle service that made repeated runs until everyone was settled for brunch; to the brunch itself, which was a true ‘all you can eat’ fest with seafood, pasta, breakfast goodies, carving, omelet and dessert stations, and an endless coffee supply; first class service all the way.

Starting off was the coordinated lift off from IAA and arrival to lake lawn. This in and of itself was entertainment for the day: to start off, the runway at lake lawn had cracks overgrown with grass, making it invisible from all the greenery until you were right upon it -so Bob wore the traffic control hat and talked everyone in to a safe landing (very professional job too!).However spotting the runway was just the beginning; next came a fleet of birds that camped out in one of the trees and aimed straight for the propellers, on every approach (lots of birds, all apparently blind!); then if you got past this airport security, next came a family of storks (or cranes, we pulled a blagojevich –split-decision), a mom, pop and babe, that couldn’t decide which section of the runway they wanted to be on and as such were running all over the place...luckily we left them all intact (despite their continuous suicide missions).

Suffice to say everyone had their Captain’s hat on that day and with the exception of a few bird losses, made it safely to the parking lot. Once at the lodge, we had breakfast, then ran off in different directions, it was a beautiful day outside and if you’ve never been to Lake Lawn before, it is an absolute must for summer. There were boat rides, water skiing, kayaking, boating races; you name it they had it going.We were at Lake Lawn for about 4 hours and by 12:00noon, the early birds began to head back for IAA. Total trip time: about 1 hr: 15 minutes, (with the exception of the Diamondstar, Cirrus and Aztec), Total turn-out: about 35 people, next stop: to be announced soon!

Justine Kakembo, Editor.

IAA Banner Challenge from Helen Lima (2)

IAA Banner Challenge from Helen Lima

Illinois FAASTeam Presents
2010 FAASTeam National Safety Stand Down
Saturday, April, 17 2010, 9:00AM
At Illinois Aviation Academy.

Greetings,

The FAASTeam’s National Safety Stand Down launches a major safety and education initiative to improve general aviation safety through interactive knowledge and skill based training, targeting the four areas producing the most aviation accidents: Loss of Control, Surface Safety, Owner Performed Maintenance, and Risk Management.

The Marmion Academy Flying Club in conjunction with Jimmy John's will provide refreshments and food for lunch, (place your orders at registration for timely delivery). We hope that you will continue to support their effort towards promoting and growing their flying club and aviation aspirations.

Registration: click here for the FAA.gov site to register and event details. We do hope you can make it!

Directions: Located at the NW corner of DuPage Airport, turn on Kautz Rd from IL-64 or IL-38 and look for the large yellow hangar at the corner of Tower Rd. and Kautz Rd, in West Chicago.

Annual Party Feedback

Saturday night was our annual company party here at IAA with a few changes. We had the party at a Sports bar in Bartlett, IL (Bannermans Sports Grill) and we opened it up to our clients. Those of you that made it, really made it for us and we are so grateful for the turn-out to support our work and achievements. We had a really good time, the food was great, the drinks flowed and the company rocked !(Bannermans gets an IAA plus for great service, location and atmosphere, definitely a Superbowl contender!)

True to form there were no pictures taken that night as we all wanted to let loose and have a good time. Thanks for all your support IAA aviators, you really make our work a pleasure and our parties fun!

Aviation Safety Bill

The Airline Safety and Flight Improvement Act of 2009

Congress has finally done it and stepped into the Aviation training arena. H.R 3371, introduced by our very own Illinois Representative, Jerry Costello, now requires Commercial airline pilots to have on top of everything else, a minimum of 1,500 hours flight time and their ATP rating, as a hiring requirement for first officers in commercial airlines. Below is a summary of this bill’s highlights:

H.R 3371

· Requires the FAA to ensure that pilots are trained on stall recovery, upset recovery, and that airlines provide remedial training.

· Requires airline pilots to hold an FAA ATP license (1,500 minimum flight hours required). Under current law, first officers need a Commercial Pilot License, which requires 250 flight hours.

· Requires the FAA to raise the minimum requirements for the ATP certificate to include efficiency in the following areas:

Air carrier operational environments
Adverse weather conditions including icing;
High altitude operations
Multi-pilot crew operations.

· Enables the FAA to consider allowing certain academic training hours that may increase the level of safety above the minimum requirements to be counted towards the 1,500-hour ATP certificate requirement.

· Establishes comprehensive pre-employment screening of prospective pilots including an assessment of a pilot's skills, aptitudes, airmanship and suitability for functioning in the airline's operational environment.

· Requires airlines to establish pilot mentoring programs, create Pilot Professional Development Committees, modify training to accommodate new-hire pilots with different levels and types of flight experience, and provide leadership and command training to pilots in command.

· Creates a Pilot Records Database to provide airlines with fast, electronic access to a pilot's comprehensive record. Information will include a pilot's licenses, aircraft ratings, check rides, Notices of Disapproval and other flight proficiency tests.

· Directs the FAA to update and implement a new pilot flight and duty time rule and fatigue risk management plans to more adequately track scientific research in the field of fatigue. It also requires air carriers to create fatigue risk management systems approved by the FAA.

· The bill also requires the Department of Transportation Inspector General to study and report to Congress on whether the number and experience level of safety inspectors assigned to regional airlines is commensurate with that of mainline airlines, mandates that the first page of an Internet website that sells airline tickets disclose the air carrier that operates each segment of the flight, and requires the Secretary of Transportation to provide an annual report to Congress on what the agency is doing to address each open National Transportation Safety Board recommendation pertaining to commercial air carriers....States News Service.

So what does all this mean for the average Aviator Joe? The common denominator here is that the end justifies the means and if Aviation safety is the ultimate goal, then all necessary means should be employed to attain it...right? What's your take?

FAAST Seminar

Welcome back from yesterday's seminar here at the IAA hangar. Most of you were not informed about this seminar because it was a targeted CFI training seminar and would not have applied. We would like to thank the CFI's who did attend and hope to see you at future seminars in the coming months. Keep posted for details on both the FAA website and our website, under the News and Events section. (follow link).

Feel free to leave comments, or share ideas about the seminar last evening and what you would like to see, discuss or review at the next seminar.

Cheers

Financial Assistance for school

As most of you knnow, we at IAA have been working tirelessly to find ways of providing a financial solution to your Aviation needs. Currently, we are still waiting on the Illinois State Board of Education to work on our Application for Vocational status which would enable students to apply for Sallie Mae funds and Illinois Education Assistance programs, scholarships and grants.

However we have not been able to get in touch with ISBE from March 2009 when we submitted our application and until we know either way, our hands are tied. We do want you to know though, that we are working on getting this application through and restoring your ability to receive financial aid towards your Flight training.

We welcome any and all ideas that may help our students especially those in the career programs, to make wise and informed decisions towards their Aviation education. Feel free to ask questions, share ideas and make comments about this and any other aviation related venture on our blog, its what we are here for.

Regards

IAA Ground Schools

Hi everyone,

Its that season again when school rolls around and Colleges are back in business. We will be having our groundschools at various colleges in Illinois so keep posted to the website for more information, under the "college connections", link. Right now we are trying to get the Harper College Private Pilot class ready to go starting this coming Thursday August 28th at 7:00pm-9:00pm. Registeration needs to be done early so we can reserve a seat for you. The class costs $185 and relative books and materials will run about the same price. It runs for 14 weeks with classes one day a week for 2 hours, ideal for the working student and adult. Call 630-513-2224 today to register and keep checking in for details on the next groundschools!

Instrument Ground School

Hello Pilots:

We are posting for the next Instrument Ground school and taking reservations for a late July starting date. Call in and ask for Hannah who will be teaching this class and will cordinate its details. Remember, at IAA your interests come first and these ground schools are targeted at helping you save costs while maximizing your learning experience. Call for details or blog your questions and we or the communtiy will answer them for you!

IAA-Open House 04/23/2009

IAA Open House Seminar 4/23/2009

As many of you know, we hosted our first Open House for 2009 yesterday (April 23rd 2009) with an Aviation Safety Seminar on Recovering from Bad Landings. We were very pleased with the turn out as many of you came and shared important safety tips from the Industry heavy weights (DuPage Airport Authority, Traffic Control and DuPage-FSDO) and lots of coffee.

We were honored to have a wide spectrum of information from our experienced presenters; the seminar kicked off with an introduction to Bad landings from our own Tim Gillian; next was a priceless over view of the view from above, presented by none other than Mike Carmona, Director of DuPage Airport Traffic Control tower; he was followed by Bob Werderich, President IAA, who carried the theme of the seminar on Bad landings with emphasis on recovery options and Stabilized Approaches; and the seminar was rounded up with Dave Bear, FAA Inspector from the DuPage FSDO, who gave a very insightful run-down on the FAA Compliance and Enforcement program, including do's and many of the don'ts that get us all in trouble every now and again।

This was our first seminar for the year and as you guys can see, what a turn out it turned out to be! We had a great time, lots of good information, some unreserved FAA Inspector moments that were priceless and plenty of Aviation Safety tips, advice and reminders. We would like to thank everybody that showed up for their support and participation, and give a special IAA cheer to the presenters for taking the time out of their very busy schedules to share this information with our pilot community, you made this event a memorable one and we hope to see you back for many more seminars this year!

As for the rest of the community, thanks for the support and please keep it up, we have lots of good seminars planned for the rest of the year that will address as many of your concerns and questions as possible. We set up these seminars to enhance the education and knowledge of our pilots and foster a better understanding of the under workings of the different departments that make Aviation safe and possible. Please remember to check-in ever so often for the latest updates on when the next seminars will be hosted, they are vital to your overall aviation experience.