July 2012 - Idaho Aviation Association

July 2012
Visit Garden Valley–New Shower Facility
Thank You Contributors!
Moose Creek Level!
Brandon & Jennifer Visser, Rigby, ID
Big creek Level and New 3-yr Member!
Edward Lowry, Coeur d’ Alene, ID
New Corporate Sponsors!
Aviat Aircraft, Afton, WY
Intermountain Aerospace, Idaho Falls, ID
Aircraft Exchange Network, Missoula, MT
Phillips 66, Kalispell, MT
Avionics Shop, Inc., Twin Falls, ID
GA News, Lakewood, CO
Welcome New Members!
Manny & Sharon Puerta, Wellington, NV
David Riley, Enterprise, OR
James Durfey, Pullman, WA
Doug Nelson, Gunnison, CO
Memorial Day at Sulphur Creek
photo by Jack Kotaki
THESE IDAHO AIRPORTS NEED AN ASN
VOLUNTEER TO HELP PROTECT THEM!
Priest River 1S6 – Arco-Butte AOC – Burley BYI
Jerome JER – Challis LLJ – Kamiah S73
Shoshone S83 – Weiser S87 – Craigmont S89
Sandpoint SZT – Buhl U03 – Aberdeen U36
Cascade U70
LEARN MORE & VOLUNTEER
www.aopa.org/asn
Please send calendar and editorial submissions to:
editor@idahoaviation.com
Deadline is the 20th of the month
Events Calendar
July 6–8 Cessna 180/185 fly-in: Garden Valley. Campout and
BBQ, $20 includes all food BYO drinks, Jim Davies 208-859-5537.
July 7 Big Creek Work Party Jerry Terlisner 208-859-7959.
July 13–15 Wilderness Within Reach: Joe Corlett 208-890-1819.
July 28–29 Twin Falls Airshow: Blue Angels, Army Golden
Knights, Tim Weber, Jacquie Warda, Kent Pietsch comedy/stunt
landing on an RV, Dan Buchanan ―I fly because I can‘t walk‖, Matt
Younkin, David Erickson, ―Super Dave‖ Mathieson. Pilots can fly in
before 10 a.m. or after 5 p.m. If you‘d like to display your unique
aircraft, contact Jim O‘Donnel at mvairshow@yahoo.com. Tickets
$12.50–$20, buy at gate or at www.airmagicvalley.com.
August 11 Wings over Sandpoint Fly-in: Counting Crows Fri
night, Kenny Loggins Sat night, Spokane Symphony Orchestra Sun
night. Sat breakfast, displays, Quest factory, Jan Lee 208-255-9954.
August 13–20 Coeur d’ Alene Airport events: B-17 & B-25 rides,
rides and info at 208-699-5499 or cdaairportassn@roadrunner.com,
www.heritagewings.com. Fri 8/17: USO show, B-17 & B-25 on
display, Dinner & Dance. Sat 8/18: Pancake breakfast, open house,
air race, helicopter rides, static displays, vendors, Burt Rutan, more!
August 17–18 Cavanaugh Bay Fly-in: TV Chap. IAA campout and
potluck BBQ, Russ Vawter 775-848-5243 or flyerv@gmail.com.
Sept. 15–16 Glenns Ferry Carmela Winery: Between the Vines
Show & Shine: Free airport limo pickup, car show, grape stomping
contests, live music, vendors, winery tour, helicopter rides $55, spa,
golf, stay overnight in cabin or RV, 208-366-2313.
MORE FLY-INS AND EVENTS ON WEBSITE CALENDAR.
PIREPS–PIREPS–PIREPS
Don‘t you just love it when ATC or Flightwatch gives you
critical weather information from someone who has ―just
been there‖—another pilot? And you dial up Flightwatch or
ATC and submit PIREPS to help other pilots, don‘t you???
Did you know the IDAHO AIRSTRIP NETWORK has a
PIREP system so you can submit and receive reports on
the conditions of airstrips all over Idaho? It‘s fast, it‘s easy,
and it works better when everyone participates! Just log on
to www.idahoaviation.com; click Idaho Airstrips; all the
strips with PIREPS are highlighted in yellow. You can
submit a report via the tab under Idaho Airstrips, and your
photos too! Read the PIREPS before you go, and make
submitting a PIREP part of your post-flight routine!
The Flyline is in FULL COLOR online!
The online version has extra content:
Feature stories from members
More color photos
Just log on to
www.idahoaviation.com
Click on IAA Newsletters for past and present newsletters
President‘s Corner
Jim Davies
June has been an eventful month
in Idaho. We have had visits from
the Super Cub Club as well as the
Backcountry Pilots. Both have been
gracious
guests
and
have
supported our efforts to keep the
Big Creek 4 open. All is not well,
however. We also have had several
accidents in the last several weeks
with multiple fatalities.
At the risk of being presumptuous prior to official findings
being published, I think it is appropriate to consider the
decision making process needed to safely fly general
aviation aircraft in mountainous terrain, with high density
altitudes, and often unpredictable weather.
Given that emergency landings off airport are not
desirable, and having to do one in the mountains is far
worse, I propose we try to avoid that scenario unless it is
absolutely necessary.
First and foremost, start with the basics and do not fly in
conditions or situations that exceed either the pilot‘s or the
aircraft‘s capabilities. If you are not both instrument rated
and on an IFR flight plan, avoid the clouds and other
restrictions to visibility. Even if you are instrument rated, if
there are icing conditions, avoid the clouds. Most of our
aircraft are not equipped or certified to fly in icing. (They
are also not designed to fly through rocks or trees). Do not
let external pressures like ―get-home-itis‖, passenger
pressures or scheduled commitments force you into
conditions that put you at risk of not being able to complete
your flight. Further, be aware of how your aircraft‘s
performance is affected by the conditions in your
environment. Density altitude, tall grass, obstacles/rising
terrain, and darkness, for example, call for adjustments to
―go, no-go‖ decisions.
What‘s the answer? Have a plan that considers your
ability, the airplane‘s capability, and the conditions. Then
have a Plan B for when things change. Have as many
options as possible and after all that good planning and
decision making, be prepared to deal with the unexpected.
If you find yourself in unforecast ice or limited visibility, get
out of it as expeditiously as possible. Divert or adjust your
route or return to your departure point. If your takeoff or
landing is not looking right, abort or go around. To quote
an old instructor of mine, ―Never use up your last option.‖
Again, I am not trying to second-guess the fine people
who were in accidents recently. I will bet a nickel, though,
that when the findings are in, a different decision at some
point in the chain of events would have prevented the
accident or limited the impact of it. Please do not let ego,
enthusiasm, or external pressure influence your aviation
decision making. Stay smart and stay safe. Do not become
one of Idaho‘s aviation statistics this summer.
I‘ll see you out there….
Jim
Joe Corlett
Communications
The Super Cub fly in held at Johnson Creek over the
weekend of June 15-17th was very well attended with over
150 participants in a variety of aircraft. While the Cubs
were dominant in numbers, there were many others that
joined in the fun. The event featured catered dinners, and
raffles for some really high-end aviation gear.
On Saturday the 16th, Doug Culley, IAA VP of
Membership, and Joe Corlett, IAA VP for Communications
welcomed the group through their organizer of the event,
Dave Kirsten of Lodi, California. We had very productive
discussions about flying in the Idaho Back Country. We
conveyed the message regarding the use of ―the Big Creek
Four‖, relating the perceived over-use of those airstrips
alleged by administrators of the wilderness. Dave said that
the group is eager to work with us in protecting the access
that we all enjoy so much. As a matter of fact, he
contributed $1,000 to the IAA to back up that promise.
Both Doug and I were moved by the gesture and very
thankful for the support. Reportedly, the group also
contributed to the RAF and the Johnson Creek Airport.
This event showcases the Idaho Airport system and
provides a needed boost to the economy. We look forward
to their returning in the future.
Photo by Dave Kirsten
Page 2
District 1 – Sandpoint/ Coeur d‘ Alene
District 2 - Lewiston/Moscow
Jan Lee
Judy Parrish
Saturday, June 16th was a
day filled with emotions for
many of us in North Idaho.
Our good friend, Fran Schuck
had passed away last winter.
Fran was an EAA member,
architect, sailor and all
around great guy. Saturday a
flotilla of boats left Hope,
Idaho and sailed out into
Lake Pend Oreille for a memorial service.
As the boats re-grouped near one of the islands, Roger
King flew over with Fran‘s granddaughter, Morgan, in his
1946 Aeronca Chief. Morgan released some of Fran‘s
ashes into the wind. A flight of three planes, Ted Farmin
(RV-4), Kyle Garrett (Saratoga) and Jan and Paula Lee
(Comanche) circled above and when directly overhead, the
RV broke away to the west, leaving a Missing Man
Formation to circle again. It was a poignant moment and a
very personal way to remember a good friend and to
appreciate how aviation binds us together as family.
Saturday morning, June 30th will be a work party at
Magee. The work should be fairly light. Hopefully, the
Forest Service will be able to get the log jam out of the
bridge soon.
Fly safely as we leave the spring rains behind and move
into density altitude season.
Jan
Thanks to District 2
members for reelecting
me as District 2 director.
District 2 is an interesting
district in that it is very
spread out. Although
members have expressed
a desire to get together,
the logistics are pretty
tough. There is a small concentration of members in
Lewiston, but other than that, we‘re spread far and wide,
even out of state, to which I attribute the presence of the
popular Moose Creek airstrip in the district. Maybe we
need a Moose Creek get together! It‘s a little late to plan
something like that for this year, but I will see about getting
something like that on the calendar for next year. If you like
the idea, give me a shout at judypilot@starband.net or
208-301-3395.
News from the Wallowa Chapter: The fly-in breakfast got
hit with some bad weather on the 9th, but we had good
support from the local folks and despite the weather we
served a dozen breakfasts. Greg Bales, Brad Stephens,
and Bill Ables mowed the Dug Bar airstrip on June 14th
and it is in good shape. It's getting warm in the canyon with
good ole day-time winds, so plan your trip into Dug Bar
early or late in the evening. The USFS has asked our
group to provide the labor to replace a culvert at Red's
Horse Ranch in July (no date is known yet, but Bill Ables
will let us know as soon as he hears from the USFS), so
Bill might be calling on some of us for some assistance.
From Johnny Stewart: The next Young Eagles Rally will
be in Grangeville on July 14 in conjunction with the
Grangeville Fly-In and Warbird Show. The "camp with your
airplane" area near the EAA Hanger in Lewiston is
available for use now, and is pretty nice.
Congratulations to brand-new Private Pilot, Mike Hauger,
from Grangeville.
The Cayuse Creek work party was cancelled due to
weather; the strip will be taken care of this year by local
pilots, possibly by the time this newsletter appears.
Back to geology: In previous issues, I‘ve talked about the
Missoula megafloods, which left their imprints in northern
Idaho and eastern Washington; the Columbia River
Basalts, which bury much of eastern Washington and
northern Idaho; the Snake River Plain; the meandering
rivers and sand dunes of southeastern Idaho; the Idaho
Batholith, which makes up much of the central mountains;
the Belt Group, which is the very oldest rocks in northern
and northeastern Idaho; and the so-called ―suspect‖
terranes exposed deep in Hells Canyon.
Idaho may be unique in the world to have experienced
two megafloods. Although the other megaflood—the
Bonneville flood—left a more subtle mark on the
landscape, one can see a few features even from the air.
Lake Bonneville was the precursor to the Great Salt Lake,
and covered a much vaster area. If you fly over the Great
Page 3
Photo by Jan Lee
See a problem at an Idaho airstrip?
We want to know about it!
Please log on to www.idahoaviation.com, go to ―Idaho
Airstrips‖ and scroll down to ―Airstrip Maintenance‖ to
submit your report.
The Idaho Airstrip Network Coordinator, Larry Taylor, will
contact the appropriate agency, group, or property owner
to seek remedies ASAP. You can also leave a PIREP and
upload your photos. Let‘s work together to keep Idaho‘s
backcountry airstrips as they are: second to none!
Salt Lake (one of my favorite routes heading south is
V142 SHEAR RIDEN V257), you can see the old
shorelines as horizontal lines paralleling but above the
current shoreline. 14,500 years ago, Lake Bonneville
reached a very high level and began to breach a natural
dam at a spot along US 91 south of the town of Downey at
Red Rock Pass. Because the dam was composed of very
soft and loose material, once the water started pouring out,
it rapidly cut through the dam, unleashing the water of this
gigantic lake. The water flowed north to the Snake River
and then poured through the Snake River canyon into
Hells Canyon and down to Lewiston and Clarkston. At the
confluence, the floodwaters flowed upstream along the
Clearwater as well as downstream along the Snake River,
eventually draining into the Columbia River.
Unlike the Missoula megafloods, which probably
recurred several times as ice dams were alternatively
formed and breached, the Bonneville megaflood was a
single event, and its record is therefore not as well
preserved. In some areas of southern Idaho adjacent to
the Snake River, there are fields of large, round boulders;
these are called ―melon gravels‖ and probably were
deposited by this flood (I have not been able to spot these
from the air). In the Lewiston and Clarkston area, there are
gravel deposits of markedly different colors that are
attributed to backwash from the Missoula megafloods and
deposition by the Bonneville megaflood. Most striking from
air is an island in the Snake River west of Clarkston. This
is a very large river bar, much bigger than could be built by
the current river (bear in mind that in the absence of the
dam downstream, this bar would sit even higher above the
river level than it does now). It is thought to have been built
by this flood.
Contacts
State President: Jim Davies
Vice Presidents:
Jack Kotaki-Back Country Issues
Bill Miller-Gov‘t Affairs
Jerry Terlisner-Activities
Doug Culley-Membership
Joe Corlett-Communications
Paul Jorgensen-Awards
Secretary-Nadine Burak
Treasurer-Russ Vawter
Directors:
Dist #1 Jan Lee
Dist #2 Judy Parrish
Dist #3 Wayne Thiel
Dist #4 Galen Hanselman
Dist #5 Kerry Requa
Dist #6 Mike Hart
FLYLINE Crista Worthy
editor@idahoaviation.com
859-5537
340-7177
853-8585
859-7959
861-6926
336-1097
343-0290
861-9056
(775) 848-5243
255-9954
301-3395
890-8866
788-5176
785-8980
528-7672
(310) 560-7324
District 3 - Boise/McCall
Wayne Thiel
Our summer flying season is off and running with flyins/camp-outs, work parties and, sorry to say, accidents.
The Thomas Creek and Atlanta work parties were
cancelled partly due to weather and partly because of a
wind storm that took down 3 large trees in the camping
area at Garden Valley (U88). The work party consisted of
raking the debris out of the grass so the campers would
have a place for their tents and so the Treasure Valley
Chapter‘s Father‘s Day weekend fly-in/campout and
breakfast would have a place for tables.
On Saturday, June 16th, 16 aircraft showed up for the
camp-out/potluck BBQ with 35 hungry people. Doug Culley
managed to talk Mo Miller out of his margarita recipe and
did a great job of providing refreshment to those who so
desired. However, Mo did not relinquish his gas powered
blender. Doug had to resort to the electric model. Sunday
(Father‘s Day) we served 90 breakfasts with over 40
aircraft and a parking lot full of cars.
On the same weekend, there was approximately 140
cubs and cub want-to-be‘s at Johnson Creek for the
annual Super Cub fly-in which, I understand, only resulted
in two non-injury accidents.
Unfortunately southwest Idaho (IAA District 3) has had 6
accidents in the last 6 weeks that I am aware of. These
accidents resulted in 2 deaths and 3 serious injuries. I fear
that most of the NTSB reports will read ―pilot error‖ or ―poor
judgment‖ for flying at night in IMC or daytime in IMC
without proper equipment or training. Some did not have
the proper skills or equipment for the airstrip being used.
Our Idaho mountains and air strips are beautiful;
however, not very forgiving. I really urge pilots coming to
our beautiful State to get some dual instruction in mountain
flying before you get here, or sign up for some training in
McCall or Challis and make your trip a real safe adventure.
Watching ―YouTube‖ movies is not proper training!
What is there to do when you get to the Idaho
backcountry? Most of us like to find a good place to eat or
a place to stay with beds and showers: At Sulphur Creek
Ranch you can drop in for breakfast; however, if you want
a place to sleep, you need to call 254-378-7473. At Seven
Devils Lodge there are no drop-ins. Call 208-253-3014 to
check on food and lodging. At Westfork Lodge, Darby,
Montana, (near Moose Creek and Shearer) it is best to call
ahead for food and lodging 406-821-1853. In Dixie Town,
there is breakfast at the Silver Spur. At Mackay Bar call
ahead 208-965-8355 or 208-608-8154. Or just bring your
tent and cook stove and camp at one of our beautiful
backcountry landing strips.
Treasure Valley Chapter will be back at Cavanaugh Bay
August 17–19 with a potluck BBQ on Saturday evening
about 6 p.m. Bring something to cook and something to
share. The grills will be hot. Alan will have the coffee on
every morning by 6 a.m. For more information call Russ
Vawter at 775-848-5243. Everyone is welcome.
Fly safe,
Wayne Thiel N4775B
208-890-8866
wthiel@idahoflyer.com
Page 4
District 4 - Magic Valley
Galen Hanselman
SHARING THE FLYING
EXPERIENCE continued …
…“Oh, crap!” is the first thing that
came to mind. Pilots don’t like
unexpected explosions of rushing
air and here I had a cabin full of
international newbies. Time to
assess the situation….
A quick head turn to the rear seat
showed 8-year old Diego with a you-know-what grin on his
face. In a matter of minutes, and to his sole delight, he had
discovered the technological wizardry of making weird
beat-box sounds into his headset mic. The rap-rhythm rush
over the intercom was pure delight for the young fellow.
Ah, kids. There are moments you just love them but most
of the time you just want to strangle them.
I proceeded with my runup while taxiing, only to discover
that my carb heat control wouldn‘t return to normal. Oh,
crap! It doesn‘t give any passenger a whole lot of
confidence to fly in an airplane that isn‘t working quite
right. Should I lean it out and pretend everything is just
hunky dory or take the time to fix it? Old age caution
reared its ugly head and I decided I‘d better taxi back to
Atlantic Aviation Maintenance and have it looked at.
Brent heard me taxiing up. He had been up to his elbows
in an annual inspection and wasn‘t too excited to pull off.
―Do you have an emergency or something?‖
Utilizing extrapolated literary license to make my point, I
expounded, ―I sure do! I‘ve got a plane full of illegals and I
need to get the hell out of here.‖ My passengers weren‘t
any more illegal than I am but what the hey? We had a
morning first flight to attend to. Brent obligingly got a spray
can of LPS, crawled under the cowling and after a couple
quick squirts and a little swearing we were ―good to go.‖
The morning air was smooth as a school marm‘s thigh.
Everyone was impressed with how little the houses and
cars became as they slipped beneath us. With no
particular place to go, I headed over Galena to Smiley
Creek. I knew the lodge wasn‘t open but I wanted
everyone to get out and feel the solid ground before
getting back in.
On our return to Hailey, Karina (previously incorrectly
spelled Carrina) asked how much it would cost to fly to
Guatemala to pick up her family. Hmmm, interesting
question. I‘ve never been to Guatemala. I asked her how
long it takes to fly commercially. She wasn‘t sure. She‘d
always taken the bus. I asked her how long it takes on the
bus and she replied that it takes 7 or 8 days. I did some off
the cuff calculations and figured that under good
conditions, I could probably make it in 4 to 5 days each
way. She didn‘t know how that was possible because she
had heard it only takes 8-9 hours in an airplane.
There are airplanes and there are airplanes. I explained
that my airplane only flew about 120 mph. (For simplicity, I
didn‘t want to go into mph vs knots) and airlines flew 500
mph. ―O-o-o-h, now I understand.‖
After crossing Galena, I let Karina take the controls of
Two One Mike. She couldn‘t see over the instrument
panel, wouldn‘t turn her head and kind of seized up. (I‘ve
experienced that syndrome myself.) After a couple minutes
she exclaimed, ―My hands are leaking water.‖ (I‘ve
experienced that syndrome too.)
Figuring that she had straight and level pretty well
figured out, I asked her if she wanted to make a turn now.
―No!‖ was her prompt and emphatic reply. Well, OK. ―How
are you going to turn if you have to?‖ No response. I
figured that this was enough flying for Karina and offered
to take back the controls.
Meanwhile, Patty was a little too quiet in the backseat.
Karina later told me that Patty had tequila the night before
to brace herself for this flight. And after the flight, Patty had
more tequila and wasn‘t able to go in to work for a week.
Three weeks later, Patty was back to her normal self and
said that she no longer drinks tequila but has switched to
Buccaneer whiskey. Karina made me a special flan the
size of a large pizza and Diego wants to go flying again.
… ah, the joys of sharing the flying experience.
From Donald W. Lojek; an aviation attorney in Boise,
Idaho who has been practicing law for forty years:
FAA LEGAL ENFORCEMENT ACTIONS: Following is a
quick review of three similar but legally very different
letters you might receive from our friends at the FAA.
The first is a Letter of Investigation (LOI) from an FAA
inspector. Although the airman feels compelled to respond,
there is no legal duty to respond. Any response may be
used in evidence against the airman. If remedial training is
offered in the LOI, then a response is required if remedial
training is wanted by the airman. The decision if, how and
who responds to an LOI should be considered carefully.
Note that tower or ATC tapes are not always preserved. If
there is a question about the transmissions between the
airman and the tower or ATC, you should ask the FAA to
preserve the tapes as soon as you know that there may be
a problem.
Notice of Proposed Certificate Action. This will offer a
series of options. Typically there will be an informal
conference either via telephone or in person. A good
presentation in person is the best approach. In response to
the Notice, you should ask the FAA for ―the releasable
portions of the EIR‖ to prepare for the informal conference.
The EIR is the Enforcement Investigative Report prepared
by the FAA. The airman cannot get the complete EIR until
responding to an Order.
Order of Suspension, Reprobation, or Civil Penalty.
Bad news. But now you can get the full EIR. There is an
appeal deadline which is twenty days from the time of
―service‖ on the airman. Service begins on the date the
FAA mails the Order. Filing an appeal will stay the
effectiveness of the Order unless there is an emergency
Order.
If no appeal is taken to the NTSB, the Certificate must be
surrendered in accordance with the FAA Order. Failure to
surrender will lead to a civil penalty action which could be
up to $5,000.
Subsequent Articles will review NTSG Appeal Procedures;
NASA Strip; Emergency Certificate Actions; Equal Access
to Justice Act.
Page 5
District 6 – Idaho Falls/Salmon
Mike Hart
Highlighting the value of GA to
community leaders:
I was at a community event
recently that included the Idaho
Falls Mayor and several City
Council folk as well as the head of
the Idaho Falls Chamber of
Commerce. Each of them knew I
was a pilot and was involved in the
Tradeshow and each told me how impressed they were
with what goes on at the airport. They all said they didn't
realize how important and how significant GA was to the
community until visiting the tradeshow. I don't think it really
occurred to them because most Idaho Falls residents see
the airport from the terminal building.
So why were they at the Tradeshow? Bob Hoff at
Aeromark had reached out to each of them. He gave them
personal tours, showing them airplanes and introducing
them to vendors. Basically, he shared GA with them. It left
a big impression. Each of them told me how they had no
idea that so much went on at the airport.
While not all airports in Idaho have scheduled airline
service, in those that do, GA often seems eclipsed by the
prominence and visibility of airline service. In Idaho Falls,
the airport is also the hub of other businesses: cargo flights
that come and go daily, medical fights, business trips, fixed
wing and helicopter students, and avionics and
maintenance shops. There are plenty of pilots, many
missions, and we all share the same facilities.
The take-home message for me was that folks in our
communities won't know what goes on at our airports
unless we pilots take the time to show them. So, if you
have a chance, take a community leader to your hangar,
show them around your field, and if you can, take them
flying. One day, you may need their help to secure airport
funding, approval to expand hangars, or, in the worst case
scenario, just to keep the airport open.
Thank you to Bob Hoff for sharing the Tradeshow with
some of the non-aviation community. My only regret is that
I wish it would have been my idea.
FUEL DISCOUNTS AVAILABLE TO ALL IAA MEMBERS
Print your IAA membership card for your wallet, and call:
Western Aviation
Boise
338-1833
Turbo Air
Boise
343-3300
Arnold Aviation
Cascade
382-4844
Jackson Jet
Boise
383-3300
Aero Mark
Idaho Falls
524-12-2
Atlantic Aviation
Hailey
788-7511
Back Country Fuel
Emmett
861-9055
AvCenter
Nampa/Pocatello
866-3740
Reeder Flying Service Twin Falls
733-5920
More information available at www.idahoaviation.com
Tell our sponsors “thanks!” when you stop by!
Bill Miller
VP, Government Affairs
IAMA CONFERENCE
The Idaho Airport Management Association (IAMA) had
their annual conference in McCall May 21–22, hosted by
McCall Airport Manager John Anderson. Some highlights:
IAMA will work for passage of ‗aviation safety act‘ in 2013.
Membership is up from 69 to 95; attendance from 80 to 92.
Our airports will soon be working through the Helena ADO
(FAA Airports Div. Office) instead of the Seattle ADO.
The federal share of airport grants drops from 95% to 90%
(93.75% for ‗Commercial Service‘ airports).
FAA‘s ‗thru-the-fence‘ regulations have been loosened.
Excellent presentation and discussion by PR consultant
Rick Bryant on airport public relations.
Aeronautics‘ airport grant program is only $475,000.
Two ‗scholarships‘ were given, by ‗drawing from hat‘. IAA
will continue its membership in and participation in IAMA.
IAMA is very aware of IAA and our strong support. The
IAMA can be a strong supporter of future IAA projects.
AIRPORT LAND USE LEGISLATION
On June 15 the Idaho Transportation Board heard from
Aeronautics Advisory Board Chairman Rodger Sorensen
saying the Division of Aeronautics will push again the
airport land use legislation that failed to pass last year.
Transportation Board members Lee Gagner and Julie
DeLorenzo are realtors and pledged to work with
Aeronautics and our coalition to get support from the Idaho
Association of Realtors and the Idaho Association of
Commerce and Industry. These two organizations last year
voiced non-support for our draft airport land use
legislation. Sorensen recommended the Board get the
Governor‘s Office to include our proposal in the Governor‘s
2013 legislative package. Recently appointed Chairman of
the Board, Jerry Whitehead, is also a strong aviation
supporter. Watch for more news throughout the summer...
CASCADE AIRPORT RESURFACING PROJECT
Cascade Mayor Richard Carter and the City Council on 19
June held a meeting soliciting public input on the proposed
runway resurfacing project at Cascade Airport. Cascade,
like many airport sponsors, is having difficulty finding
enough funds to match the FAA‘s increased federal/local
match ratio. The previous ratio was 95%/5%, but with last
year‘s FAA funding bill, Congress raised the match ratio to
90/10, essentially doubling the amount airport sponsors
such as Cascade need to come up with to receive FAA
project funding. The Council was given good pilot
testimony and support by, among others, John Reeder,
Nadine Burak, JV DeThomas, Walt Smith, George Dorris,
John Anderson, Christian ―Ben‖ Zimmermann, Bill Miller,
and of course, airport manager Ray Arnold.
The Council next held a working session to explore
whether and how to get the matching funds. IAA member
John Anderson reports, ―The Cascade City Council
approved the funding scenario and voted to sign the
contract with T-O engineers. The meeting became
somewhat dramatic, but in the end they voted unanimously
to go forward. The project will probably go out to bid in late
July with some work done this fall and very likely the
remainder being completed in the spring.‖
Page 6
A Dixie Town Story
From Member ―Sparky‖ Parker
As many of you know, the approach into the Dixie Town
airstrip is up Crooked Creek, and it is blind until you are
over the south end of the strip. Colleen Back ―Colls‖ and I
had flown in for breakfast at the lodge. Colls had just
landed in her 182 and I was on the last dogleg of that blind
approach in my Super Cub. Unbeknownst to me, at that
same time Chester and Roscoe (not their real names)
were out looking for Dixie Chicks or varmints to shoot,
whichever showed up first. In the quest for their quarry
Chester and Roscoe decided to take a drive down the
center of the Dixie airstrip. They were driving out onto the
end of the runway when I heard an unfamiliar voice come
through on my headset, ―Airplane landing at Dixie, there‘s
a truck pulling out onto the runway!‖ Colls heard the call as
well, spotted Chester and Roscoe, and transmitted, ―Balls
to the wall Sparky; do a go-around!‖ (Colls has a potty
mouth). That initial warning voice belongs to Art Kinskie, a
local resident of Dixie. Art is not a pilot but he flies RC
models. Loving airplanes, Art has a handheld transceiver
and likes to listen and watch airplanes coming in and out of
Dixie. Art did a wonderful thing warning me about the truck
on the runway. Fortunately my Cub and the approach had
enough left in them to do a go-around. Walking to the
Silver Spur Lodge, Colls and I met up with Art and invited
him to join us for breakfast. He‘s a wonderful man;
matched only by our wonderful breakfast, fixed by Debbie
Koesel, co-owner at the Silver Spur. If you have never
flown in to Dixie Town or eaten at the Silver Spur you owe
it to yourself to give it a try. It is a beautiful lodge and
location and Debbie is a great host. To tell her you are
coming in, just email her at silverspurlodge@hughes.net or
call at 208-842-2417. When you do go in, look up Art
Kinskie and tell him Sparky and Colls say Hello.
Page 7
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Page 8
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Page 9
Classified
Page 10
WINGMAN by Don Pischner
My day with Denny Hague: He's a former Air Force
Officer, aviator, fighter pilot, and hero with an outstanding
career and has participated in several astounding exploits.
During Vietnam, Air Force Captain Denny Hague flew 189
combat missions. He and two fellow airmen flew cover for
military pilot Bernie Fisher, whose life-saving bravery
earned him the Air Force Medal of Honor.
It's been my good fortune to have maintained a
friendship with Denny Hague since Coeur d'Alene High
School days in the 1950's. Now entering a new era of life,
Denny has recently been diagnosed with beginning stages
of Alzheimer‘s. Still, he recalls earlier times reasonably
well. Today, I looked forward to hear what past tales he
might recall and share, especially his role in war time flying
the day that Bernie Fisher took a ―one-in-a-million chance‖
– landing his airplane and rescuing a downed fellow pilot
while under heavy enemy fire.
On Tuesday, May 1, 2012, my long-time friend Denny
Hague joined me as passenger in my little red Chevy
pickup for a day‘s outing. Buckling his seat belt Denny
spoke, ―I'll be the 'wingman.' Where are we going?‖
―Doctor Forrest Bird's Aviation Museum,‖ I answered.
―Burt Rutan, famed aircraft designer, is speaking there
today and perhaps you can meet them both.‖
Forty-six years ago, Captain Dennis B. Hague was
awarded the Distinguished Flying Cross for his brave role
in the Battle of A Shau Valley, Vietnam. He retired from
military service as Major General Dennis B. Hague,
Commander of the Washington State Air Guard. Denny is
recognized as one of Coeur d'Alene's outstanding citizens.
He is of strong faith. A gentle and humble person, Denny
loves his family, and he loves Idaho. Denny and his wife
Carolyn live in their home on Lake Coeur d'Alene. They
enjoy spending time with their children and their
grandchildren.
Denny learned to fly at the Moscow-Pullman airport in
the late fifties while a student at the University of Idaho.
Three years ago, he made his first return visit to the home
field of his aviator beginnings. Together we flew there in
my Cessna 172. Of course, I insisted that he take
complete control of my small plane.
Initially the flight
proved a bit ―shaky,‖ given that Denny had been
commanding the heavy-weight KC-135 Tankers. We had
fun. Unfortunately, that flight and that day now appeared
somewhat vague to him.
Even so, Denny remembered earlier times and he spoke
about them in detail. He reminisced about his Air Force
flight training experiences in Florida. He told me of his
arrival in Vietnam on Christmas Eve. ―I was just in time for
the Bob Hope Show,‖ he remarked. The next day he
joined his assigned Air Force flight group – the 1st Air
Commando Squadron at Pleiku.
On March 10, 1966, Captain Jon T. ―Luke‖ Lucas and his
wingman, Captain Dennis Hague, took-off from Pleiku in
their A-1E Skyraider attack aircraft. Lucas and Hague,
call signs ―Hobo 27‖ and ―Hobo 28‖ respectively, joined
numerous other aircraft above the weather obscured
narrow A Shau Valley. Their Hobo flight mission was to
provide air support in response to the following military
report: ―Seventeen US Special Forces and 368 South
Vietnamese irregulars were being overrun by some 2,000
North Viet Nam regulars.‖
Denny described the day, the narrow valley, the steep
high mountain sides, and the overcast weather.
He
explained that a single file strafing attack with bomb and
machine gun fire power was the method used to hit the
―bad guys,‖ who were positioned alongside the valley
airstrip.
Of the first four A-1E Skyraiders to dive below the clouds
and to fly in-tandem down the valley, two were hit by
enemy ground fire. One escaped to fly home safely. The
second, piloted by Major Dafford W. ―Jump‖ Myers, call
sign ―Surf 41,‖ was hit and crash-landed at the end of the
remote valley airstrip. Returning for a second run were A1E Skyraider pilots Major Bernie Fisher, ―Hobo 51‖ and his
wingman Capt. Francisco ―Paco‖ Vazquez, ―Hobo 52.‖
At this point, Denny recounts, ―Bernie Fisher embarks
upon a most incredible heroic aviation feat. He elects to
land and rescue Myers.‖ Bernie calls for the air support of
Lucas ―Hobo 27‖ and Hague ―Hobo 28.‖ Bernie Fisher's
story has been reported, documented, and celebrated.
For those of you who do not know the details, two web
sites that tell the fascinating story: Google: ―Major Bernie
Fisher's Page‖ and ―Air Force Magazine, October 2004.‖ A
radio communication transcript adds real life drama to the
action. ―It all happened quickly,‖ said Denny.
Under heavy enemy fire, Fisher and Myers had become
extremely vulnerable targets while the aircraft taxied on the
steel-plated runway. Their chance of survival was slim.
Lucas and Hague joined Vazquez and boldly provided fire
power cover and protection for their pilot friends, both
down. The trio made multiple strafing passes, including
―dry runs.‖ Each had gone ―winchester‖ (out of ammo).
They were willing to hold-off the enemy by any means
available, even choosing to simply momentarily scare them
with engine screaming low level flybys. A post incident
interview by a major national magazine reporter, quotes
Hague, ―It was like flying inside Yankee Stadium with the
people in the bleachers shooting at you with machine
guns.‖
Denny explained, ―Bernie's aircraft -- bullet riddled -barely took-off and headed for home with Jump on-board.
Paco was without radio; his plane hit by two-dozen bullets.
Luke's aircraft was hit by enemy ground fire and he had
flight instrumentation loss and hydraulic system damage.‖
Denny continued, ―Now Luke became my wingman.
I
guided him and ensured his safe landing at Da Nang
airstrip twenty miles distant.‖
First to land and upon disembarking their respective A1E Skyraiders, they were met by questioning military
leaders of air-flight operations. Hobo pilots, Lucas and
Hague chimed, ―You are not going to believe what we are
about to tell you.‖
Denny Hague has clear memories of that day, some not
so pretty, such as bullet and bomb hits. On a lighter side,
he managed to repeat one of his quips to those who
teased, why his airplane had no bullet holes. He replied to
them, ―Oh yeah, while it was all going on, I was over the
hill having a cup of coffee!‖ Denny spoke highly of Bernie
Fisher: ―A great man; a fellow Idahoan.
Bernie has
always included Luke, Paco, and me in any recognition or
tributes that he has received.‖
Denny's conversation with me shifted back to stories of
our youth. He laughed aloud with me when I credited him
with my learning the meaning of the word ambidextrous.
―I was playing third base. And Denny, you were the
shortstop. You miss-fielded a batted ground ball, and
displaying disgust you switched the glove to your other
hand. Without error you played the rest of the game,
throwing left handed!‖
―By the way, Denny,‖ I continued, ―Thanks again for
letting me borrow your black forties-ford sedan car. You
had switched the gear shift to the left side of the steering
column which meant first gear was up, second gear was
down, or some sort...‖ (Supposedly it was done so the
driver could without interruption keep his right arm around
a gal). ―When I returned your car it was stuck in second
gear. Along with the keys, I handed you the gear shift
handle.‖ Today, he laughed aloud.
We didn't speak of more current times. Doctor Bird was
not at the museum for Denny to meet. Burt Rutan
graciously obliged for a picture. A model of the ―Voyager‖
(first airplane to circle the world non-stop without refueling
designed by Burt) held little interest for Denny. Instead, he
searched the displays for an A1-E Skyraider replica.
Memory loss seems to impact most of us as we age.
Even so, I look forward to Denny again, being my
wingman.
Denny Hague
Burt Rutan
Don Pischner
EDO 2425
straight floats
New Peck Aero
bottoms
$12,000 - Oregon
Contact
John Chlopek
503-678-0205
jm.chlopek@comcast.net
Idaho Aviation Association
PO Box 963
Nampa ID 83653
The FLYLINE
July 2012
The Monthly Newsletter
of the
Idaho Aviation Association