January 2011 - Idaho Aviation Association

The Flyline
Chad Mackay lifts off Magee
The Official Newsletter of the Idaho Aviation Association
January 2011
Quite possibly the best summer job on the planet!
Events Calendar
Today’s #1 EVENT! Mail your membership renewal or renew
online at www.flyidaho.org
February (start date TBA) at Sandpoint (KSZT). Scholarship
Flight Training will offer a variety of ground school classes at
Sandpoint. www.aviationed.org
May 15 Fun in the Grass Fly-In & Breakfast Carey (U65)
August 13 6th Annual Wings Over Sandpoint Fly-in.
Jan Lee 208.255.9954 or Jan@SandpointInspection.com
THESE IDAHO AIRPORTS NEED AN ASN VOLUNTEER
JOHNSON CREEK CARETAKERS NEEDED
SUMMER 2011
For more information contact Gary McElheney, State Airport
Manager
208 334-8893 email gary.mcelheney@itd.idaho.gov
Recent Contributors
Richard Spencer, Wilson, WY Big Creek
Jack Fastabend, Richland, WA Big Creek
Scott Coatsworth, Raymond, NE Big Creek
Ron Apfelbaum, Salt Lake City, UT Big Creek
Tim Shamblin, Caldwell, ID Johnson Creek
Russell Munson, Southampton, NY Johnson Creek
The IAA Board of Directors sincerely thank those many
members who have given extra financial support to our efforts
to improve facilities at Idaho’s back country airports. From
new grass seed to picnic tables and shelters, to culverts and
weed whacking, your contributions help ensure that Idaho
remains the “Best of the Best” for back country flying.
Thank you!
When a flight is proceeding incredibly well,
something was forgotten
KAOC-KBYI-KGNG-KJER-KLLJ-S66-S73-S83U01-U03-U12-U36-U48-U56-U70-U76
Pitching in is painless. All efforts pay dividends to our flying
privileges and serve our interests. Jump on in, the water’s fine!
The Cd’A Airport Association is in the planning stages to
produce a PowerPoint presentation highlighting the positive
impact of local airports in general, and COE in particular, to
the region’s economy. We are taking cues from AOPA and any
other reliable sources. Ready-made slides, i.e. JPEGs or PDFs,
illustrating this topic are welcome.
When ready, a handful of presenters will be trained to take this
PowerPoint show on the road. Chambers of Commerce, Rotary,
Kiwanis, Lions, Soroptimist clubs and other business groups are
intended audiences.
IAA members are asked for photos or information to aid the
project. Thanks,
Mike Satren, president Coeur d’Alene Airport Association
(208) 818-1287 cell
mike@satren.net
A Reminder for All Back Countr y Pilots
from JV DeThomas, Administrator
Idaho Div ision of Aeronautics
Pursuant to the agreement with the US Forest
Ser vice, REED RANCH airstrip will be CLOSED from
November 1 through April 31. The area is a noted
elk wintering area and we all know that aircraft
operations can disturb already stressed wildlife.
Please send calendar items and editorial submissions to:
editor@flyidaho.org
Deadline is the 25th of the month
President's Corner
Jim Davies
Welcome to 2011. I hope you all had enjoyable holidays and are looking forward
to the future. I haven’t made any resolutions for the new year because experience
has proven I usually aim too high. I have,
however, been recently reintroduced to the
exciting and beautiful world of flying with
skis.
A few weeks ago I rode along with Steve Burak in a ski equipped
Cessna 180. We left Emmett and along our route landed at
Idaho City, Graham, Bruce Meadows, and Sulphur Creek. I’d
been on skis before but it was quite a
while ago. I’d forgotten how enjoyable
it is to be out in the back country in
winter. The scenery is just awesome and
it seems the world is full of potential
landing areas (runways?). We climbed
out of the airplane at several of the stops to enjoy the quiet and
winter sunlight. Steve is in the process of digitally recording the
adventures of ski flying in Idaho and hopefully will have a DVD
available for us to see in the future.
I know the common perception is that ski flying involves heavy
lifting, sinking in knee deep snow trying to lift the tail around
a turn and maybe even snowshoeing up and down the takeoff area to facilitate sufficient take-off acceleration. On this
day, however, there was none of that. Just pure pleasure and a
memorable flight.
I haven’t forgotten, though, that there is still a lot of work to
be done in our continuing effort to preserve our right to fly
and to access airports throughout the state. One of the significant open items is to address the one year trial period for the
Moose Creek camping area rules. I have contacted Ranger Joe
Hudson requesting a meeting to discuss last summer’s “sign in”
sheet comments and the results of the on-line survey. He hasn’t
confirmed yet but I expect to meet with him in late January. I’ll
keep you posted.
There are several other events coming up that are worth your
time and participation. The Northwest Aviation Conference
in Puyallup, Washington will be held on February 26-27, 2011.
Come visit our booth and bring a friend. The Montana Aviation
Conference is March 3-5 in Helena and we are also looking forward to an aviation convention in Idaho Falls next May. Keep
an eye out for details as these events develop.
There’s plenty to do as we look forward to spring. By now, you
should have received a postcard reminding you to renew your
membership. I am thankful for those of you who have already
renewed and look forward to hearing from everyone else soon.
Stay warm, stay involved, stay current, stay safe.
B IRD STRIKE!
by Ken Jackson
Having successfully settled Big Bird in the hangar at her new
base, 7S3, I have been carefully prioritizing my flight time
around the often inclement weather here in the Willamette
Valley. If there is a VFR ceiling I’m going flying! That keeps the
rust off my technique, and out of the new engine! I have been
very much surprised at the number of birds, particularly large
waterfowl, that inhabit the sodden farm fields in the area, and,
after decades of flight in the relatively uncluttered air of Idaho,
“head on a swivel” has taken on a whole new meaning for me
down here! For that reason I was attracted to the following new
short video from AOPA entitled BIRD STRIKE! Entertaining
and informative, it is a good seasonal reminder of the extra
vigilance advised when flying around the patch. Enjoy!
http://www.aopa.org/aopalive/?watch=V1ZTZ0MTplbFxt4owTKF
d82_QPpD7dSI&WT.mc_id=&wtmcid;&WT.mc_sect=gan
Many of you were able to watch the newest aviation gem
created by Bruce Reichert and the wonderful Outdoor Idaho
staff. The program has segments on Idaho aviation’s early days,
a great video of
Dean Wilson and
Jim Otey’s Curtiss
Pusher in flight at
Lewiston, and several
interviews with
aviators y’all know
for their aviation
work in Idaho.
Flying Idaho was originally broadcast on Idaho Public
Television in early December and they are working on getting
DVD’s available for sale (which may be done by the time you
read this). Meanwhile, visit the website for a look at what is on
the DVD. If you like aviating in Idaho, you are going to love this
Outdoor Idaho show!
http://idahoptv.org/outdoors/shows/flyingidaho/
Page 2
District 1 - Sandpoint/Coeur d’ Alene
Jan Lee
As another year nears its close, it’s
good to reflect on the great aviation
days we’ve had in the northern
part of Idaho this past year (in no
particular order and not guaranteed
to be complete):
We celebrated 100 years of flight in
Idaho at Lewiston and the flight of a
Curtiss Pusher.
The Coeur d’Alene Pilot’s Assn. had a fly-in Poker Run.
The Bird Aviation Museum and Invention Center hosted the
“Women of Courage” event, honoring WASPs and all women
who supported our troops during WWII.
IAA held the summer meeting/fly-in at Cavanaugh Bay.
Sandpoint celebrated with the 5th Annual Wings Over
Sandpoint Fly-in.
It was an excellent flying season. Now that fall and winter
weather have descended upon us, we’re thankful for each
opportunity to get out for a flight. If you’re intent on sleeping in
on a clear day, the sound of an early morning aircraft engine will
certainly bounce you out of bed to see who’s flying; it’s probably
just one of your friends, giving you the friendly nudge to get up
there.
Winter weather can also be a blessing. It’s a good time to get the
annual and other maintenance done, in anticipation of those
first spring days. There are only three more months of winter
to get our inside work finished; the shortest days are past and
the days are noticeably longer. Chuck and I are planning to
have Paula’s Aircoupe restoration finished before Arlington and
Oshkosh and we’ll have to push to make it happen.
We’re already picking dates for next summer’s fly-ins. For
you float plane flyers, just a reminder that August 13th will
be the Sandpoint Float Plane Fly-in, in conjunction with the
6th Annual Wings Over Sandpoint Fly-in and the Festival at
Sandpoint (http://www.festivalatsandpoint.com/).
Fly when you can and keep the rust off. It’s good to stir the oil
up. We’ll keep an eye out for you.
Jan Lee, Sandpoint
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A Chilling Encounter
by “Wild” Bill Miller
I’ve got over 1,000 hours in my old Skylane, and have never had
an encounter with carburetor ice, (well, sometimes a little bit
during taxi). But for all my in-flight times, I’ve never had carb
ice. However, my rule has been to ALWAYS apply full carburetor
heat any time reducing power below 15” MP--regardless of
conditions. Why? So that its use becomes a damned habit, which
can prevent some gotchya things happening in traffic patterns
or after low-power descents. Somewhere I read, or heard, that in
the C-182’s normal cruise power range (2,200 to 2.450 RPM and
15” to 23” Manifold Pressure) carb heat would not be needed.
And certainly not at higher power settings.
So, for years I’ve used that as my guide, and even test it
occasionally, finding it to work just fine. Until a week before
Christmas, that is.
I just HAD to fly that day, and the Wx around Boise was humid,
with low clouds and fog just west, but acceptable ceilings and
visibility to east and north. I took off and decided to see if I
could make a circuit—Idaho City to Garden Valley, to Emmett
via Banks, then back to the home drome. Luckily I had just
enough ceiling and viz to make my round-robin work without
scud-running. Okay, nice scenic flight, and returning to KBOI,
now descending in low cruise—about 120 MPH--with 15” MP
and 2,200 RPM, a normally safe and ice-free setting. However,
nearing the pattern and slowing to flap extension speed (we all
abide by these “book” numbers, right?), I pulled full carb heat
as I reduced the MP to below 15”, and got an immediate and
sizeable momentary power surge--and a slight cough (not me,
the engine!). The reason was obviously carburetor ice, and it was
certainly unexpected. Many, many operations using a rule of
thumb that was only sorta good.
Being raised as a jot jecky, I was always leery of recips, so
this golden rule of thumb was more of a hypothesis for me,
unproven but it had always worked. Hmmm.... Well, I learned
a bunch from that, mainly regarding when the carburetor ice
can form. Yeah, the weather that day was high humidity with air
temp around 40F; ideal ice conditions, and an ideal time to be
checking the carb air temp gage (I have one, but fail to check it
often). I’ll watch it more now!
A few years ago, I was talking with an old C-182 friend of mine
about carb heat. He told me he hardly ever used it. I told him
to make use of carb heat a rule, even on scorching hot days,
so you never have to think, “Just pull the heat on regardless of
outside conditions, that way you won’t get caught losing power
at a critical stage of flight, as in, landing patterns.” (Of course,
you and I recognize its effect on enriching the mixture, but that’s
another discussion.)
My conclusions: first, check the carb temp gage more often,
and second, play around with low power settings (under safe
conditions), to learn how to induce, and reduce, carburetor ice.
Page 3
District 3 - Treasure Valley/McCall
Wayne Thiel
District 4 - Magic Valley
Galen Hanselman
Not much flying going on here in District III this month. I know
Two Requests and a Story
Jack Kotaki went to Big Bar this week on a nice day while I was
• Request #1 - A number of years
working. Jim Davies went out with Steve Burak in Steve’s 180
on skis one day while I was working….get the picture? The nice ago I met a gal attending a 99ers
Convention in Sun Valley who was
flying days have been happening while I am working.
the granddaughter of Dewey Moore.
Treasure Valley Chapter had their annual Christmas party on
She had spent some time at her
December 14th with 73 in attendance. The speaker was Marsha
grandfather’s ranch on Big Creek when
Davies whose topic was “Being Married to an Air Head.” She
she was young. Unfortunately, I no longer remember her name
shared what it is like to be the spouse of a pilot. A lot of you can
but would like to interview her. She was from the Boise Valley at
attest or relate to this.
the time. If you know this person, please have them contact me
The raffle prizes were donated by: Starvin Marvin’s Café,
at email: galen@flyidaho.com or 208-788-5176.
Nampa; Idaho Aviation Association; St. Alphonsus Life Flight;
• Request #2 – At John Gregory and Lori MacNichol’s wedding, I
Silver Spur Outfitters & Lodge, Dixie Town; Back Country Fuel met another gal who had information about the mining claim at
Stop, Emmett; Tawni Swann; Idaho Aviation Foundation; R & M Simond’s. It seems like she was a relative and had actually spent
Steel; Mo Miller; Outdoor Idaho TV; Bill Miller; Sulphur Creek some time there. Again, I would like to interview her. If you
Ranch; Flying B Ranch/Root Ranch; Westfork Lodge; Seven
know this person, please contact me at email: galen@flyidaho.
Devils Lodge; Treasure Valley Coffee; and Red & Joe Dory/White com or 208-788-5176.
Cloud Aviation. Thank you to all who donated raffle prizes.
• Story – A few summers ago, Gary (HamHock) McDonald
The McCall Chapter had their annual Christmas party on
called an emergency meeting of the Gregory Gang to discuss
December 15th hosted by Rik & Kathy Poston at their beautiful
business. As required by a loose interpretation of the gangs’
home on the river bank. The party was attended by 18 members bylaws, when a member calls an emergency meeting, you’d
and guests including Linda and me. There was a lot of great
better show up or else.
food and beverage and most of all lots of great hangar talk. The Within a few days, John (The Boss) Gregory flew in from the
annual white elephant gift exchange kept everyone guessing
Castle Creek Hideout, HamHock flew in from Petaluma, and
about what they really would end up with. It was 9 degrees
Sparky (The Spark) Imeson flew down from Helena. As we were
Thursday morning when Linda and I headed our pickup south shadin’ up on the back deck and enjoying a couple cool ones,
from McCall.
Hammie said he’d called the meeting because it was time for
us to quit resting on our laurels and rob a train. After all, what
If you are a District 3 member and missed either one (or both)
good was it being in a gang of train robbers if you didn’t knock
of these parties, you should mark your calendar for next year
off a train once in a while? (Score one for the Hamster.)
and plan to attend. Be sure to check the “events calendar”
each month this coming year so you can keep up on all the
After a couple glasses of wine, The Spark started to soften up
work parties, camp outs and get togethers that the IAA will be
to the idea. I wasn’t much for the plan at first. I can’t remember
involved in all over the state.
that any train had been robbed since Butch and his boys had
knocked one off down in Utah and that was well over a hundred
It is a great time of the year to get your “bird” ready for next
years ago. Hammie pointed out that this was even a better
season’s flying.
reason to rob a train. No one would expect it. (Score another for
the Hamster.)
Fly safe,
Meanwhile, The Boss had his gun hand wrapped around a
Wayne Thiel
Corona Light and was starting to fade from the conversation. I
N4775B
mentioned the fact that the railroad track had been pulled up
208-890-8866
here in Hailey about 30 years ago and without a track, trains
wthiel@idahoflyer.com
would be darned tough to find, let alone rob.
Apparently comfortable with the progress of the conspiracy, The
Boss started making funny sputtering noises as he nodded off in
AIRCRAFT SALES
the heat. That’s when Jake and Elwood surreptitiously appeared
Authorized Distributor for
on the scene. (Jake and Elwood were Hudy’s wide-set pet pygmy
AIRGLAS
goats). There had been bad blood between Jake and The Boss
Heavy Duty NOSE FORKS
and with The Boss asleep, Jake saw the opportunity to settle the
SKIS, & PODS
HITCHCOCKAVIATION.com
score.
continued next page
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208-794-2444- Todd
208-484-7242 - Willy
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Page 4
District 5 - Pocatello/Blackfoot
… a Story, cont’d
Kerry Requa
The Boss’s left hand was hanging down alongside his lawn chair.
A focused look of determination was seen in Jake’s devil eyes as
John’s fingers hung low. In a flash, Jake reared up on his hind
legs and charged The Boss. Before any of us could warn The
Boss of the ambush, Jake was sucking on his fingers. Out of a
dead sleep, The Boss leaped to his feet and let loose with a string
of naughty words that even Jake hadn’t heard.
Of course, if you’re a gang member you can’t laugh at your
leader but it was hard to pretend we hadn’t seen the whole
incident. Realizing that he had moved upright with blazing
speed and there was a remote possibility that none of the gang
had really seen what had happened, The Boss regained his
composure and said something like, “that damn goat spilled my
beer” and ambled into the kitchen to grab another.
As he walked away, Hammie tried to change the subject and
yelled out, “Boss, what do you think about our train robbery
plan?” As The Boss pulled another Corona Light from the frig,
he scowled and emphatically drawled, “there ain’t gonna be no
train robbery.” It was settled. You don’t argue with The Boss.
Jake, having realized he’d at last gotten The Boss’s goat, reared
up on his hind legs and made a few celebratory head butts with
Elwood. (Score a big one for the goats.)
We have seen a real increase in aviation
interest in the southeastern Idaho
region. The area of most interest is
definitely in the Light Sport aircraft
category. At my home field, Blackfoot
(U02) we have 12 new light sport
aircraft. That is a huge increase in the
total number of aircraft based here in
just the last year. We have also added several hangars to provide
for the new additions.
I myself purchased a new light sport aircraft on amphibious
floats. I flew it on floats for a few months and then my wife
decided I was having to much fun, she is now working on her
pilot license. I removed the floats so my wife could fly “our “
airplane and was quite surprised at the performance we gained.
I have had the opportunity to fly several of these new light sport
aircraft and I can say they are true short field machines. Some
are powered by the Continental 0-200 and some by the Rotax.
Ours has the Rotax 914 turbocharged engine and can develop
maximum continuous power to 16000 ft. It really is a nice cross
country airplane, at 12000 feet I see indicated airspeeds of right
at 120 knots. Of course the downside is they are very light and
not much room, two people and 50lbs of baggage is the general
rule. Most of the light sport aircraft will fit people that are 6’
to 6’2” and ideally under 210lbs. The useful load is generally in
Bi rd Av iat ion Mu s eu m a nd Invent ion Cen ter
the 400-600lb range, but keep in mind the fuel burn is only 3-6
2010 was a great year for the museum! From hosting larger
gallons per hour. Most of these light sport aircraft have about
events from our annual Volunteer Spring Potluck (May),
Camp Invention (June), the “Women of Courage” event (July), 4 hours or more of fuel available. They are just plain fun to fly,
Astronaut John Phillips Presentation (August), University
they can operate on car gas or avgas, and can take on some of
of Idaho Presidents Reception (September) and the annual
Volunteer Halloween Party. Volunteers and staff have been busy the shortest fields under most conditions. My wife and I have
taken ours into Chamberlain, Warms Springs Creek, Smiley
with projects and events and working with all of the scheduled
Creek and several other places. Next summer we plan to visit
group visits from schools, camps, churches, social and civic
organizations.
many of our favorite spots in the backcountry. Keep an eye out
The past four years have been filled with experiences that will
for our new Kolb Sport 600, N914NK.
last a lifetime. The first season, 2007 was the Grand Opening
with thousands of people attending and a total of 4,102 after the Tailwinds,
open house weekend. In 2008 we had our first anniversary open Kerry Requa
house weekend along with our first summer Camp Invention for
grade school kids. Throughout 2008 the museum had a total of
7,281 visitors. 2009 saw 6,533 visitors from around the world.
In 2010 the museum hosted the “Women of Courage” event
honoring the Women of World War II that were the pioneering
women in aviation along with other women in the United States
Forces. Through the year thus far we had a total of 9,126 visitors,
which breaks all previous years’ attendance! With all of the
record setting number of visitors, the best year of 2011 is yet to
come.
We wish each of you a great New Year! To visit the museum
during the Winter season, please call 208-255-4321 x3 or email
Rachel@birdaviationmuseum.com to schedule your visit.
See a state by state listing of available ethanol free gas
http://pure-gas.org
Page 5
District 6 - Idaho Falls/Salmon
Mike Hart
We have a lot to look forward to in
District 6 in 2011. Plans are afoot
for a regional fly in and Aviation
Expo hosted by Bob Hoff at Aero
Mark. Save the date for the 3rd week
of May and I will share more as the
dates and details are finalized. If
you haven’t been to Idaho
Falls lately, the new Aero Mark
facilities will be a perfect venue for this event -- lots of indoor
exhibit space for vendors, booths, planes, seminars and more.
Importantly, for those who want to fly in, there is a generous
amount of ramp space for GA aircraft right outside the venue.
Hard to beat the location and I am all for more general aviation
activities on our side of the state. Another spring event I look forward to is the Carey (U65) Fun
in the Grass Fly-In & Breakfast coming up this May 15. I’ve
landed in Carey a few times and love this little grass strip - the
lure of local hospitality, some pancakes and some hangar flying
make it even more tempting. Everybody I’ve talked to says this
is a great event, so one of my New Year’s resolutions is to check it
out. It also is an excellent thing to dream about as I shovel snow.
Another District 6 event to mark on the calendar is the June
10-12, Middle Fork Aviation Mountain Flying Clinic at the
Challis (KLLJ) Airport in Challis, Idaho. Pete Nelson and his
crew do a lot of back country flying as part of their Part 135
operation. The clinic is Pete’s effort to give back to the aviation
community by helping pilots be a bit safer. If you are thinking
about first time or recurrent mountain flying training, this
clinic is a good deal and is the closest shot for folks in District
6. It is also the place that got me started backcountry flying. If
you are interested, Contact: Pete Nelson, 208-879-5728, www.
middleforkair.com or mforkair@custertel.net
In terms of my flying for the month, December has been more
of a month for changing oil and shoveling snow. After Christmas
I took my sister-in-law back to Missoula, MT after her car broke
down in Idaho Falls. I picked a morning with VFR window just
big enough to squeeze in a round trip - almost. We launched
at sunrise and had great weather over to Missoula, with a nice
tailwind, but the front I hoped to beat coming back into Idaho
Falls came in ahead of me. I landed 10NM short of home at
Rigby (U56) to let the first wave of the front pass. Fortunately,
we have airports like U56 scattered throughout the valley and
importantly, they are plowed and able to handle pilots like me
looking for a place on the ground before the weather comes in.
I was also fortunate to have a friend with a hangar to keep the
plane out of the elements for a day. Thanks Tim.
Next month I will whine about whatever shows up at my annual
that is coming due in January. Looking on the bright side, it will
give me one more chance to fly.
Safety Corner
Dick Williams
REHEARSALS AND REALITIES
At a fly-in contest last spring, ten commercial pilots were
required to make two power-off spot landings, one with full
flaps and one with no flaps. The challenge proved to be an
eye opener. Every pilot, including me, landed short and was
disqualified (at least I qualified on one of the two landings).
Naturally, ten commercial pilots could produce twenty plausible
excuses, and a couple of good reasons. In backcountry and in
short field landings, we habitually use power-on landings for a
controlled approach. And in the interest of engine care we rarely
make a power-off approach to pavement, because during steep
descents into valleys and canyons, we want to prevent thermal
shock.
In a real emergency we would know enough to give ourselves
a fudge factor; and in “practice emergencies” we do the same
thing by aiming about a third of the way down from the
approach end. Then we tend to overlook or forgive a mediocre
performance. But the contest demonstrated how rusty our
emergency techniques had become. I left the contest vowing to
practice power-off spot landings myself, and to regularly have
students, BFR candidates, and recurrent dual pilots practice
them also. (Inevitably, the first two or three tries, they all land
short.)
I recommend that you rehearse some power-off spot landings.
Some day, if you happen to be heading for a safe landing spot
with a dead motor, you’ll be a lot more likely to reach it if you’ve
practiced -in an unforgiving frame of mind. And you will
probably go a lot farther as a pilot if you develop and practice a
“daily rehearsal” philosophy.
I teach “daily rehearsal” emergency procedures early in a
pilot’s training, and still practice them myself every day I fly.
For single engine carbureted aircraft, the five memorized,
habitualized, automatic actions are carb heat, best glide speed,
place to land, re-start, and shut down. The first three can be
done simultaneously, and often there won’t be time for anything
else. I go through these five items in my mind, but I don’t
actually pull the power and lose altitude. I assure myself that I
will automatically cover those five items, and I spend a lot of
time evaluating and critiquing my landing choice as I fly on
by. Was a better one available, or was I going to land downhill
or downwind? What could I have seen as I got closer, and what
could I have changed throughout the approach? i believe in this
daily routine; I have proved that it works in two actual power
plant failures.
For items four and five, re-start includes changing tanks,
checking mags and adjusting mixture (turning mags off and on
or leaning mixture can induce a backfire which may blow ice out
of the carb). Shutdown includes fuel off, mixture lean, mags off,
master off after emergency radio call, and seatbelt tightened.
An acquaintance of mine was killed recently in the backcountry
after a powerplant failure during takeoff. His fatal error, which
Page 6
a little safety rehearsal might have taught him to avoid, was
attempting to turn back to the strip instead of opting for
terrain straight ahead. That number one no-no, trying a dead
motor 180° turn without sufficient altitude, has killed literally
hundreds of pilots.
What is sufficient altitude? The answer varies with aircraft,
wind, terrain, and load. In a sailplane, 200 feet AGL will be
the absolute minimum. In an empty 206, 600 to 700 feet are
minimal. In a Super, my rule is 500 feet, assuming the nose is
up at Vy, with full power at the moment of power loss, and no
wind. (When conditions allow, I move over to the right as soon
as practicable after takeoff, to be aligned with the runway in
case of a 180° emergency return. The alternative, if you remain
on centerline, is to turn 225° in one direction and then 45°
in the opposite direction back onto the runway. That initial
safety adjustment is not always feasible when other traffic is on
downwind.)
For the sake of your future safety, don’t neglect such procedures
in conjunction with power-off landings. Watch your altimeter
and see how much altitude and room you really need to
complete a 180° or a 270° compound turn after the power is at
idle.
Part 91.199 of the FAR states that a passenger briefing is
required for all occupants not familiar with the aircraft. This
includes smoking, use of seat belts, emergency exits, survival
gear, ditching over water, and use of oxygen. I suggest you heed
this FAR, especially well; pilots have been sued for failing to
give adequate briefings. One suit in particular grew out of a
floatplane accident in which a passenger drowned because he
did not know how to open the aircraft door. Passengers need
safety rehearsals too.
PRACTICE PRACTICE PRACTICE
The best pilots I know have the habit of practicing and learning.
Take Tom Hutchison and Chris Christensen, for instance. Tom is
probably one of the highest time Super Cub pilots in the world
today. He has spent 11,000 hours in Cubs, with 10,000 hours
of time coyote hunting. He is the head of all government aerial
hunting in the Western United States. Chris has a combined
total of 15,000 hours cropdusting and hunting.
Both of these men have coyote hunting down to an art.
Watching and flying with these professionals really makes one
realize how specialized low slow hunting flying is.
But I have always been convinced that even high time pilots
need specialized dual instruction before successfully and safely
attempting this type of flying. What is interesting about both
Tom and Chris is that they learn something from every flight
they make, and they never seem to quit practicing. I think they
keep their eyes and ears open to learn from other pilots, I think
they pay attention to what they’re doing every second, they are
unexcitable, analytical, wary, and respectful, and also probably
lucky. Although luck is tough to define and impossible to
depend on, I will explore it more in the future. It might even be
possible to practice being lucky.
As can seen on the accompanying table from the Idaho State Tax
Commission, avgas tax revenues have been on a slow decline
since 2004. Previous to that year, trends were generally up since
the 1990’s. These numbers do not include the fuel tax increase
of 1.5 cents per gallon approved by the Legislature in 2008. Hard
data for subsequent years are still being sought.
FY
Month
2004 Jul
Aug
Sep
Oct
Nov
Dec
Jan
Feb
Mar
Apr
May
Jun
2004 Total
2005 Jul
Aug
Sep
Oct
Nov
Dec
Jan
Feb
Mar
Apr
May
Jun
2005 Total
2006 Jul
Aug
Sep
Oct
Nov
Dec
Jan
Feb
Mar
Apr
May
Jun
2006 Total
2007 Jul
Aug
Sep
Oct
Nov
Dec
Jan
Feb
Mar
Apr
2007 Total
Grand Total
Aviation Fuel
Jet Fuel
Grand Total
$11,131
$80,771
$91,903
$21,414
$94,857
$116,272
$31,893
$130,768
$162,662
$33,253
$142,362
$175,615
$7,741
$45,807
$53,548
$11,584
$90,215
$101,798
$10,050
$135,131
$145,181
$5,873
$108,915
$114,788
$4,634
$87,554
$92,188
$8,953
$96,369
$105,322
$9,157
$96,951
$106,108
$8,119
$104,795
$112,914
$163,803
$1,214,494
$1,378,297
$13,649
$104,248
$117,897
$10,852
$68,135
$78,987
$37,207
$163,383
$200,590
$21,434
$119,368
$140,802
$11,120
$114,223
$125,343
$8,977
$102,595
$111,571
$6,578
$103,514
$110,091
$4,118
$109,246
$113,363
$5,371
$95,706
$101,077
$7,528
$93,418
$100,946
$11,915
$110,487
$122,402
$5,330
$94,130
$99,460
$144,077
$1,278,451
$1,422,528
$8,633
$48,181
$56,814
$23,103
$187,493
$210,596
$20,059
$135,350
$155,409
$25,876
$179,923
$205,798
$16,321
$127,541
$143,862
$9,392
$108,965
$118,357
$5,687
$101,495
$107,182
$6,147
$111,853
$118,000
$3,994
$105,330
$109,324
$5,520
$87,237
$92,757
$5,535
$112,844
$118,379
$11,199
$99,776
$110,975
$141,465
$1,405,987
$1,547,452
$10,836
$107,470
$118,306
$15,476
$116,975
$132,451
$23,047
$184,564
$207,611
$27,570
$195,118
$222,688
$14,740
$147,621
$162,361
$9,527
$126,083
$135,610
$5,148
$83,517
$88,665
$6,083
$110,160
$116,243
$4,140
$118,500
$122,640
$7,520
$96,753
$104,273
$124,087
$1,286,761
$1,410,848
$1,550,567
$12,917,492 $14,468,059
The graph below shows that, while avgas sales do trend
downward, they don’t plunge as steeply as have jet fuel sales
during the recession. Let’s all do our part to improve this avgas
trend in 2011!
Page 7
Classified
Please support our Sponsors like they support the IAA!
FREE CLASSIFIED ADVERTISING!
On the IAA website and in the Flyline
(Generally 3 months or as space is available)
For sale ads are members only! WANTED ads are open to all!
www.flyidaho.org
Airglas 3600LW skis for 180/185. Low time bungies, cables
and tail wheel springs. Complete installation fittings, STC and
drawings. Skis are located in ID. $2500+shipping. Ted OMalley
303-841-5437 or 208-993-1016
Beautiful 1947 Cessna120. She is almost perfect and my baby. I
want $17,500. Larry Knox. Check it out www.lebanair.com
Nice performing SLSA that will fly very well in and out of back
country strips. It is a 2008 SLSA Sport Hornet, 2 place tandem.
Glass front and rear, Radio with intercom, transponder with
encoder, dual controls with dual toe brakes. 162 TT with newly
built engine because of valve cap breaking. 912ULS 100HP on
a 700Lb ship. Asking about 1/2 the original or new replacement
cost. Check it out www.lebanair.com Thank you. Larry Knox.
Every other week since 1949!
Contact the association for your subscription — only $25!
GAN • P.O. Box 39099 • Lakewood, WA 98439-0099
800-426-8538 • GeneralAviationNews.com
1953 Cessna 180 Clean Colorado Skywagon. TTAF 4275,
O-470R SMOH 795, with 88” seaplane prop. Annual due 04/11.
New Cleveland wheels/brakes/Goodyear 850s. Alaskan Baby
Bushwheel TW, BAS shoulder harness & tailpull handles. Selkirk
extended baggage mod. Interior has been stipped, painted with
zinc and Selkirk souund deadening/insulating foam kit installed.
New Airtex carpet. Moutain Wave Cargo netting system. Burl’s
firewall battery box with new Odyssey lightweight battery. New
Skytech lightweight starter. Rear baggage door STC added. Atlee
Dodge seaplane V-brace. Recently rebuilt horizontal stabilizer
jack screws and tail spring assembly. PPonk gear leg beef up
kit available, but not installed. $59,500 or trade for Super Cub.
bmurrish@yahoo.com
Page 8
used with permission
Do you like to Go, Fly, Explore?
Find out how to celebrate Idaho’s legendary
backcountry with 3 different special edition
posters at:
idahoaviationfoundation.org
The Idaho Aviation
Foundation (IAF)
supports Idaho’s
public use
community and
recreational
airstrips. Support
IAF with a $120 taxdeductible donation
and we thank you
with your choice of
beautiful posters
celebrating Idaho’s
unique aviation
heritage . Choose
from 3 different
posters
 Cessna Taildragger
Cessna Nosegear
Super Cub
Learn more about
IAF and how you
can get involved:
idahoaviationfoundation.org
The West Fork Lodge web site has been updated. You can sign up
for information about runway conditions, events and other news,
and you will be offered Birthday and Anniversary specials. Sign
up for our “Air Strippers” Club and you will be kept informed of
runway conditions, current weather, activities, fly-in breakfast
specials, fuel availability, pictures of recent arrivals and anything
else to do with aviation. If you do not wish to sign up, just visit
the web site, http//:www.westforklodge.com, and you will find
updated pictures and information. Thank you, Tex and Heidi Irwin
Page 9
MISSION STATEMENT
“The Idaho Aviation Association’s mission is to
represent its members in forums where decisions are
made that affect general aviation; to keep its members
informed about aviation issues; to work with public and
private entities for the preservation, maintenance and
enhancement of aviation facilities; and to promote safety,
education and public understanding of general aviation
in Idaho.”
We invite everyone interested in aviation to join us in our
efforts. Thank you for your support!
I A A wo n’t l e t t h e m fo r ge t
Public Law 96-312
The Central Idaho Wilderness Act of 1980
Permitted land uses; continuation.
Aircraft landing.
SEC. 7. (a) Within the River of No Return
Wilderness and the Selway-Bitterroot Wilderness
additions designated by this Act(1) the landing of aircraft, where this use has
become established prior to the date of enactment
of this Act shall be permitted to continue subject
to such restrictions as the Secretary deems
desirable: Provided, That the Secretary shall not
permanently close or render unserviceable any
aircraft landing strip in regular use on national
forest lands on the date of enactment of this Act
for reasons other than extreme danger to aircraft,
and in any case not without the express written
concurrence of the agency of the State of Idaho
charged with evaluating the safety of backcountry
airstrips.
What’s on Your Mind?
Let other IAA members know what is important to
your flying. Letters of interest to members will be
included as space is available.
IAA has an e-mail list that allows for speedy
dissemination of information to its members. The list is
very well protected from e-mail abuse so subscribers are not
bombed with spam. I urge all IAA members to subscribe.
Simply send an e-mail containing the words “subscribe”
(without the quotes) in the SUBJECT line to:
notams@flyidaho.org
You will receive an automated acknowledgment in your mail
box and your subscription will be activated. Thanks--editor
HOT LINKS
Editor’s Picks
•The current state of Avgas (video)
http://www.aopa.org/advocacy/articles/2010/100421avgas.html?
•Put this North Idaho location in next seasons plans•
http://www.birdaviationmuseum.com
•Excellent museum and lunch stop•
http://www.waaamuseum.org
•Idaho airport information•
www.itd.idaho.gov/aero
•Fun video of the airshow acts•
http://franklinairshow.com
•TOO close encounter with terrain•
http://www.youtube.com/watch?v=8Nm8pNgqBAk
•Lots of fly in info here for all states•
http://www.flyins.com/index.po
•New back country web cams are up•
http://idahoaviationfoundation.org/airstrips.php
•We MUST reverse the ethanol momentum•
http://www.stopeio.com/new_reality.html
•Post your EVENT online!•
www.flyidaho.org/events.asp?order=upcoming&menuID=15~15
Contacts
State President:Jim Davies
859-5537
Vice Presidents:
Jack Kotaki-Back Country Issues
629-5177
Doug Culley-Gov’t Affairs
861-6926
Jerry Terlisner-Activities
344-1600
Bruce Parker-Membership
321-1323
Joe Corlett-Communications
336-1097
Paul Jorgensen-Awards
343-0290
Secretary- Nadine Burak
861-9056
Treasurer- Russ Vawter
455-1239
Directors:
Dist #1 Jan Lee
255-9954
Dist #2 Judy Parrish-Jones
301-3395
Dist #3 Wayne Thiel
890-8866
Dist #4 Galen Hanselman
578-0220
Dist #5 Kerry Requa
785-8980
Dist #6 Mike Hart
522-5783
FLYLINE Editor, Ken Jackson editor@flyidaho.org
Page 10
Q: What’s wrong with this picture? A: No airplanes. Help keep airplanes in the picture throughout Idaho.
Join the Idaho Aviation Association. Preserving Idaho’s Aviation Heritage IAA sponsors scholarships to support the next generation
of aviators and events that engage the aviators within and beyond the state borders.
Protecting Idaho Airports
IAA works with federal, state and local governments to protect
Idaho airports from adverse development, inappropriate regulation and closure.
The Idaho Aviation Association
The Idaho Aviation Fo un dation
Your donations protect our unique back country
airstrips and build a secure future for general
aviation in Idaho. Thank you!
Defending Backcountry Access IAA works with federal, state agencies and other organizations to defend backcountry access and provides volunteer work parties
to help maintain airstrips and infrastructure throughout the state.
IDAHO AVIATION ASSOCIATION
Working to Preserve Idaho’s Irreplaceable Backcountry Airstrips
Membership Application Form OR join online at http://www.flyidaho.org
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Price
Hat
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T-shirt
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S M L XL XXL black-white-gray-smoke-blue
$20
Polo shirt, men
S M L XL XXL white-blue-green
$30
Pocket Polo, men
S M L XL XXL white
$30
Polo shirt, women
S M L XL XXL white-seafoam-blue
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Denim shirt, men
S M L XL XXL denim
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S M L XL XXL denim
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S M L XL XXL yellow-beige
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Ha
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yN
ew
Ye
ar
!
The FLYLINE
January 2011
The Monthly Newsletter
of the
Idaho Aviation Association