January/February

Official Publication of the Oregon Pilots Association

Oregon O P A

Pilots Association

www.OregonPilot.org JANUARY/FEBRUARY 2014

i

President’s Message - By Mary Rosenblum, OPA President

Hello and happy New Year to all of you. I hope the holidays were a lot of fun and you could fly at least a little bit! A new year. Wow. Where did the last one go? But the days are getting longer and we’ll see more and more fly-ins and pancake breakfasts before too long. If you are not getting the Places to Fly mailings with news of every aviation event I can find out about, as well as brief updates on what is going on with OPA, just email me and I’ll add you to the mailing list. I’m also uploading each new issue to the OPA website. There’s a Places to Fly link on the main nav bar on the OPA website homepage. It’s a great way to find out about cool places to fly to before the event rather than hear about it afterward. Do remember that OPA has a Facebook Page and even if you hate Facebook or are not interested in it otherwise, this is where I can post breaking news about NOTAMs,

unexpected TFRs or events that I hear about at the last minute. It’s a great way to keep in touch with daily events and you can post your flying pictures there too. Let’s make 2014 a year of communication. We, at the state level need to know what is going on at your airport. When I received word from the AOPA volunteer at Astoria that the Port of Astoria was about to consider imposing a 10$ landing fee, I sent a letter to the Port clarifying the harm the fee would do to both the airport and the businesses in Astoria that benefit from pilot visits. I spread the word and quite a few of you also wrote to the Port, saying the same thing: If you impose this, I will land somewhere else to buy gas and eat lunch. The Port, as I write this, is reconsidering… Hopefully, they will vote it down. We don’t have the numbers to be a ‘silent majority’ so we need to be a vocal minority. We need to speak up.

Keep in touch, pay attention to what is going on elsewhere and email me with issues going on in your area. We need to know about them. We need to do something. Together. We’re facing a lot of issues in 2014 including pressure from environmental groups, land use issues, and UAV traffic. On the plus side of things, we’ve got some exciting new stuff to keep us all flying this year. Paul Ehrhardt, our President Elect and head of OPA’s Maintenance Wing, is going to post a schedule for a monthly maintenance day. We’ll gather at one airport a month that needs some basic maintenance work, helping the state and even some private operators keep a small strip up to safety standards by cutting brush or small trees, mowing, painting, doing whatever needs to be done. We’ll provide food and it’s a great excuse to fly somewhere new and spend a few hours getting some Cont. pg. 2

JANUARY/FEBRUARY FEATURED PILOT: Mel Cross from Baker City, Oregon When Gail asked me to be the featured pilot in the OPA newsletter, I was apprehensive, but thrilled, so decided to give it a try. My first flight in 1975 was all it took; four months later I was licensed. During the required three legs of a hundred mile cross-country flight - I got lost. My plan was to fly from Baker City to Boise to Burns and back to Baker City. I stayed too long in Burns; it was overcast and the sun was setting on the wrong horizon, plus I began to doubt my instruments…OOPS! I had not flown at night so became very distraught. After some tries at the radio, turning in circles, and trying to read a minimal sunset, I Mel and Marlene Cross’ 1975 Skylane 182 at Stanley, spotted an illuminated airport and made a perfect landing. I taxied Idaho with the Sawtooth Mountains in the background. up to a hanger to discover my location: “Ontario Municipal Airport.” A gentleman walked over and following the usual greetings, we City. He offered to fly the plane. We exchanged keys. I drove his car, discussed my situation. He was a pilot preparing to drive to Baker he flew the plane and we traded back in Baker City.

Cont. pg. 2

Oregon Pilots Association

O P A

January/February 2014

Cont. from pg. 1

good healthy exercise. Keep an eye on the website for our schedule. Many of these strips offer good camping and what a great excuse to bring your sleeping bag. We’re going to be joining forces with Larry Knox of Lebanon to offer a new take on the Western Flight Tour. This year’s book will include a list of state-owned or state-maintained airports you can land at. Every time you land at one of these strips you earn a ticket for the raffle at the end of the contest. We’ll have some nice prizes so keep an eye on the OPA website for the contest details. The Department of Aviation will hold a ‘best photo’ contest for photos of you and your plane at those strips and post their picks on the Department of Aviation website. It’s a great way to visit some of the less-familiar of our 28 Oregon state airports!

We’re in the process of putting up comment boxes at state airports that don’t have registration books. We need comments! A number of these strips are on the chopping block and OPA is working hard to keep them open! You don’t have to leave your N numbers in any of those books. What is important here is that we can say to the state ‘we ARE using these airports, you cannot close them.’ OPA is joining forces with the Idaho Aviation Association to help maintain at-risk Oregon air strips such as Owyhee so that they will not be closed. The more sign-ins we get to say ‘we were here, we use this,’ the stronger our argument is that these airports should be maintained. If you see a sign-in book at an airport such as Siletz Bay, Pacific City, Cascade Locks, or anywhere, DO sign it, okay? You’re saying that you use this airport and want it to stay open!

February is a miserable month, but one of the best aviation conference and trade shows takes place right up the highway in Puyallup, WA. Come on up February 22-23. You’ll find vendors galore, the new AOPA president, and lots of wings-credit programs. We’ll have an OPA booth so stop by. Email me your concerns and share news and comments on the OPA Facebook page. Come to one of our quarterly board meetings. It’s your OPA, so come speak up! We’ll be meeting at Lenhardt’s (7S9) on February 15th at 10:00 AM, at Tillamook (TMK) sometime in May, and at Madras (S33), in August, at the conclusion of the Madras Air Show (August 22 and 23). I can’t wait for that one! Fly safely and I’ll see you at Puyallup, if not before! Mary Rosenblum - President

D

Cont. from pg. 1

have landed on many of the backcountry strips. After struggling for so many years trying to finance my habit, we were able to purchase a 1975 Skylane 182. Between flights I wrote a 180 page book to share some fun stories about my life including teaching my granddaughter to fly, chasing antelope off Henry’s Lake strip, instrument training and more stories about 51E and my volunteer years at Baker airport, moving and installing the B-17 jet from Woodburn to Baker City and nine years of producing air shows. Snowmobile stories include one life or death episode. My lovely wife Marlene of fifty-five years, two daughters and four grandchildren have always supported me and I give them a lot of credit for making my stories possible. I am seventy four and still fly about a hundred hours a year. Life is good.

I gave landing upside down a try, but not by choice. After one hundred fifty hours, I decided to take a few lessons in a taildragger. With an hour in a super cub, my instructor said I was doing great and he wanted me do some touch and go’s on my own. Thus my first solo landing in the taildragger ended with the plane upside down in the dirt beside the runway. A very hot, bumpy day and strange airplane got me in trouble, not to mention it was entirely my fault. Since that memorable experience in 1980, I have about 2400 hours, mostly in a 182. My introduction to the Idaho backcountry was a trip to the Big Creek Lodge on the middle fork of the Salmon River. My wife Marlene and I grew up in Cascade Idaho so know the area quite well. An opportunity to fly with some friends to the backcountry always gets a “Hey, let’s go” response. One time they instructed me to just follow them. That was just not enough; GIVE ME A HEADING & DESTINATION!! It turned out to be a fantastic vacation and since then we

D

Mel Cross at Baker City Mun Airport. In the background is a Lockheed Aircraft T-33. Mel singlehandedly dismantled this jet that now serves as gate guard.

nce Your Insuraals Professio78n

John Day Valley Rentals Eastern Oregon

Since 19

3 Vacation Homes www.johndayvalleyrentals.com [email protected] 541-932-2725 415-748-8697 Car available for Fly-Ins

ion Regal Aviat Insurance 800-275-7345 www.RegalAviation.com

PHONE 503-640-4686 | FAX 503-640-3071 5625 NE Elam Young Parkway, Suite 100 | Hillsboro, Oregon 97124


2


i

Backcountry Committee volunteers put in long hours for GA. Written by OPA Backcountry Chair Bill Ables, Wallowa County Pilots Association

The OPA Backcountry Committee officially took off in Oregon during 2013. As PIC of this committee I want to admit to all of you that this position has a steep learning curve and I’ve made my share of mistakes in this endeavor, but I’m learning as I

Meeting with reps from OR, WA, ID & MT – L to R – Richard Benson (OR), Bill Miller (ID), Brad Stephens (OR), Don Clayhold (WA), Ron Normandeau (MT), Bob Kay (WA), Chuck Jarecki (MT), and Jack Kotaki (ID)

go. I can’t say thanks enough to folks like, Bryan Bowen, John Dunlap, John Gillett, Kristian Ljungkvist, Phil Olsen, Brad Stephens and Richard Benson, who have stepped up to help and who are now part of this official OPA committee. Also, be proud of and say thanks to your past and current president,

Dennis Smith and Mary Rosenblum respectively for their foresight and leadership skills in putting this vision of a backcountry committee together and helping to keep it alive. Here in Oregon we will be working with 11 US National Forests and 9 BLM Ranger Districts, not including state and private lands that also include these types of strips. On June 12th our neighbors from Washington, Idaho and Montana, came to Oregon and met with our group at Joseph airport and shared some of their organization’s ideas and success stories dealing with backcountry issues in their respective states. In early October, my wife Judy and I had the pleasure of hosting your president, Mary Rosenblum, in Wallowa County for a couple of days (thank goodness for weather delays). During Mary’s visit, I flew her into the Temperance Creek Ranch located in Hell’s Canyon where they were hosting the Idaho Aviation’s directors meeting. There she met the statewide slate of IAA directors and partook in the meeting and gave a great presentation and inside look at the OPA. It was nice to see our president take the time to come and meet our neighboring general aviation advocates, all with a genuine interest in the

September Memaloose work party installing the 1800 lb wind sock stand. L to R – Jack Kotaki, Stan Clark, Brad Stephens and Greg Bales. Volunteers at the October work party at Big Bar rebuild the outhouse.


3

furtherance of GA. But I must admit that the highlight of having Mary visit was watching the smile on her face as she taxied in her RV-4 to and from our hangar… priceless! Some of our accomMary Rosenblum preparing plishments to leave 8S4 in her RV-4. during 2013 include: installing new wind sock stands at both Memaloose and Lord Flat airstrips; reconditioning and seeding Lord Flat airstrip in the spring and early winter with native grass seed when the conditions where optimum. The USFS provided materials, as well as both the seed and some of the manpower during many of our 2013 successful work parties.

L&R: Brad Stephens and Steve Davidson preparing to spread native grass seed at Lord Flat in December at minus 4.

At Big Bar in Hells Canyon, nine airplanes showed up with 14 men and women to make our October 27th Big Bar work party especially successful. After the work was over, everyone enjoyed brats and chili, greeted new faces and shared some great on-sight flying stories. In wrapping up 2013, I’d like to say that I’d entertain any invites to come to your chapter’s meeting to further explain our committee’s mission and get some L&R: Greg Bales and Nathan insight into what’s goGoodrich at Lord Flat with ing on in your area. the new wind sock.

D


[

Always carry your Multipurpose Tool . . . It just might save your life. Written by Bob Elliott of Camus, Washington, November, 2013

Why most Alaskan pilots always carry their Multipurpose Tool; mine happens to be a “Leatherman’s.” Years ago, I was flying during the winter with my friend, George Pappas, in his beautiful Grumman Widgeon, a twin engine cabin class amphibian. We were east of Anchorage, Alaska. Although Cook Inlet wasn’t frozen, the water is salty and it had a fair amount of ice floating around. Upon returning to land at Merrill Field, George selected gear down but we didn’t get the gear down indication! ! ! George is a master mechanic and knew every aspect of the Widgeon he had owned for years. He grumbled to me that he didn’t have any tools on board. Not thinking it would be of any help, I pulled my Leatherman’s Tool from its scabbard on my belt and handed it to him. He smiled, took it, said: “You fly” and went in the back!

[

After about 5 minutes he came back, cycled the gear and it went down and locked. Using my Leatherman’s Tool, he was able to take off a panel and get to whatever was the problem and this flight had a happy ending! This and many other

incidents resulted in my almost always having a

multipurpose tool with me, even now that I live in the Lower 48. I have made minor aircraft repairs out in the

Question for all readers

‘bush,” cleared brush for better off-airport parking and takeoff areas. My current tool, a SwissTool, has a saw along with 12 other locking tools. With it, I have cleared brush after ending up “in the weeds” landing offairport, fixed the car, made repairs around the house, got the tractor running, cut up fruit, … Hardly a day goes by when my partner (Aggie Blackmer), or someone else, does not use this tool! My story was prompted when Gail and Bill Boyle couldn’t close the door on their older Ford Taurus during the 2013 OACAC (Oregon Antique and Classic Aircraft Club) trip to Mendocino, CA. The desk clerk didn’t have any tools and the maintenance person wouldn’t be on the job for hours. I handed Bill my SwissTool and he took care of the job.

D

Asked by Paul Ehrhardt, OPA Maintenance Wing Lead

Does anyone know of the 1973 crash of a 140 Cherokee that killed two men? They had flown from K-Falls to McMinnville and crashed on their way back to K-Falls just above Oakridge in a box canyon. The plane was white with yellow trim, N-63. It actually crashed 44W and listed as crashed on Aug 23, 1973, but the crash actually happened on Aug 21, 1973. If you have any information please call (541-554-6143) or email Paul Ehrhardt. We have crash photos and more information.

D

] Membership ]

Members should have received their renewal invoice and membership card for 2014. If you have a valid email address on file with us, your invoice would have hit your inbox in early December. If you don’t have a valid email address on file, your invoice was mailed. If you haven’t received your invoice and membership card, please notify Tricia at Member Services. (877-672-7456; [email protected]) Renewal payments are due no later than January 31st. Please help us keep our records current so we can share OPA news with you. Remember, we never share your information with anyone. Just submit any changes with your renewal invoice or jump on our website to update your information. Thank you, Tricia


D

In case you were wondering. . . . . Submitted by editor GPS Boyle

Who owns what vs. who controls what: The state of Oregon owns and controls 28 public use airports. Some of these strips are actually on Forest Service or BLM land, but the airstrip is considered to be owned by the state.

D

B

New OPA Members

Doug and Sandra Pieschel. . . . . . . . . . . . . . . . . . . . . North Hills, CA 4


B

The Flight isn’t over until the Plane is in the Hangar

By Michael Kerwin, CPCU, VP Analytics, of Avemco Insurance Company, November 2013. Edited with permission

I continue to be surprised by the number of accidents/ incidents that occur when an airplane isn’t even off the ground. More surprising, is that the experience level of the pilots is remarkably high. You’ve probably seen statistics which show that the most dangerous time for pilots isn’t when they’re students, but long after. The longer we fly, the longer nothing goes wrong and the more confident we get until we may become just a little too confident. This is never truer than while taxiing and during other ground operations we’ve done hundreds of times before, like starting an engine or taxiing to the runway. That may be why so many high-time pilots get into trouble. Fortunately, bodily injury is rare in ground accidents but the big areas of aircraft damage are: • Taxiing at an unimproved airport that results in a prop strike usually involves an engine teardown and that gets expensive in a hurry. In some parts of the country, unimproved surface operations are the norm. • Collision with a submerged or partially submerged object (float operation); the value of talking to a local pilot who is familiar with a particular body of water can’t be overstated. • Collision with hangar or other object/airplane/vehicle due to misjudgment of wingtip clearance. • Propeller blast causing damage to personnel/equipment behind the airplane. The results can’t be seen from the cockpit but a high-power run-up with movable objects behind or the tail facing into an open hangar, can cause mayhem. • Improper hand propping procedures that end up with the airplane getting away. If you’re hand propping because of a dead battery or electrical system deficiency, get it fixed. If you’re hand propping because the airplane doesn’t have an electrical system, get competent instruction in hand propping and have someone qualified at the controls. A pilotless airplane careening across a ramp full of other airplanes can quickly cause damage totaling hundreds of thousands of dollars. Or more. • Taxiway departures or running off the pavement, usually resulting in a propeller strike or colliding with something on a ramp or along a taxiway (fence posts, taxiway lights, airport signs, other airplanes) due to distraction/

inattention. Taxi losses almost never happen to pilots with less than 50 total hours. Student pilots don’t want to bend up an airplane plus, they’re often in the airplane with an instructor. Contrary to what you would expect, the taxi mishap rate actually increases to 13% for pilots with more than 2500 hours total time most likely due to complacency. Experienced pilots may try to run checklists while they are taxiing. The distractions of advanced panel equipment may cause the pilot to focus inside the airplane. If the aircraft is in motion and no one is looking outside, it’s far more likely to run off the pavement or collide with an object. Pilots who have less than 50 hours in make and model have the lowest rate of taxi mishaps. Taxi-claims go up when the pilot has 50 to 100 hours in make and model, probably an indication that complacency is setting in. The pilot who logs more than 100 but less than 500 hours in type has a moderate but still fairly low rate of taxi claims. Log more than 500 hours in type, however, and you may fall into the trap of complacency and avionics distraction that causes the taxi loss rate to soar. How can you avoid taxi mishaps? Simply make it your top priority to pay attention to what you’re doing, keep your head out of the cockpit, and continuously remind yourself to focus on taxiing, nothing else. Some folks say, “Fly safe” as a friendly farewell to a fellow aviator, I’d like to take it a step further and suggest we remind ourselves that a safe flight starts long before we’re in the air.

D

Need recurrency training?

We can help.

Hillsboro Aviation offers: • Airplane and helicopter instruction • Financing to those who qualify • 3 locations (HIO, TTD & S39) • 3-axis motion training device (G1000 & twin) • Frasca FTDs (airplane & helicopter) • Inadvertent IMC training • FAAST seminars • Flight reviews • IFR currency

AVIATION ATTORNEY Thomas J. Flaherty • 503-245-2500 [email protected] Aviation accidents; defense of FAA certificate enforcement actions; NTSB trials; purchase and sale of aircraft; available for representation, consultation or referrals. Lawyer since 1974. AOPA Legal Panel member. Instrument-rated, commercial pilot, SEL, SES, MEL, CFI, CFII. MEI

34 Years Experience in Flight Training hillsboroaviation.com • (503) 648-2831 • (800) 345-0949


5


[

OPA’s Jan/Feb Featured Photo Submitted by Neal White

UNION COUNTY AIRPORT La Grande, Oregon

Alkali Lake State Airport (R03)

Pilot: Vince Nistico; 1966 Cessna 150. Pattern altitude: 5312 feet MSL. 6000 foot white gravel runway surrounded by absolutely nothing but blue sky!

[

Members - show off your photographs By Neal White, Willamette Valley Regional Director

The Prop Wash editor is looking for photographs, one of inin which will be the “Feature Photo” in each issue of Prop Wash. Photos that are submitted: 1) must be of any aviation subject or theme. 2) an OPA member must be involved in some way, in the creation of the photo. 3) photo(s) should include a description. 4) photo(s) should include the OPA member’s name. Please send 1-3 photos in jpeg format to [email protected]

j

[

Certificate of Appreciation Submitted by Neal White, Willamette Valley Reg. Director

DC-3 Shows off its Underbelly Submitted by Mike Stephenson, Tillamook OPA Chapter

Rich Felley took this photo during a preflight at Tillamook Airport. A DC-3 approached but it didn’t touch down. It circled back over the hangar area giving the photographer, (Rich Felley) the opportunity to take this shot of the underbelly. It appears to be a young lady running with a toy plane in her hand, perhaps a tribute to Amelia Earhart. Rich lives in Nehalem, is a member of the TPA and one of the “NAS-T Pilots.”

At the 2013 OPA Convention in Albany on August 24, Larry Hagemeister (of Hagemeister Enterprises) presented a seminar on “Aircraft Batteries and Electrical Systems.” Larry was awarded a Certificate of Appreciation during the Lebanon EAA / OPA Christmas Party on December 10.

D

D

L to R: Neal White, OPA Willamette Valley Regional Director; Bill Case, OPA President Lebanon Chapter; Mary Rosenblum, OPA President; and, Larry Hagemeister. The Christmas Party was truly enjoyable for everyone with great food and silent auction.


6


j

Solo flight and the seat slip - From the seat of my pants to the tips of my fingers. Written by Student Pilot, Brian Boehler; edited for space.

the controls, leaving the plane fluttering down the runway but not falling. I need to mention, I’m not a big guy at 5’5” and 140 lbs. so I have the seat all of the way forward and up when I fly.

From the seat of my pants to the tips of my fingers: A typical Sunday in Tillamook. My instructor, Lee Borchers, met me at the Tillamook Pilots Association hangar where we have the 1967 Cessna 172 club plane. With skies uncooperative, Lee says we will stay in the pattern for landing practice, which we did. Second time, nose up and climb.

Being forward, the lap seatbelt is positioned behind the seat back handle. What does that matter you ask? Well, when you slide the seat back, the lap belt hooks the back handle and takes it back, also sucking the seat belt tight. This leaves my current position not only away from the controls but stuck there.

Then surprise - - My seat slides back!

Now, as a student pilot, I had been taught to hook my two fingers over the throttle lock ring and not hold the throttle knob. With a quick reaction I held on as best I could using I peeled the shoulder harness off, slid to the side, and hit the lock ring and not the steering controls. the throttle to full open. I pushed the elevator forward as I still slid back but the plane gained speed again and climbed. “Great” I didn’t mess up the said to myself; not the best time for a go-around but climb. Lee quickly the landing was the best one of the day. Oh well, at and calmly took least I got to practice. the controls and I head over to the taxiway to pick up Lee. He starts explained how by saying my landings looked ok but I really need to important it is to hit full throttle when I want to do a go-around. I tell always check the him “I tried but the seat slid back again. Half throttle seat lock. Brian Boehler and Tillawas all I could manage until I got loose of the seat I agreed and mook Pilots Association club plane. belt.” thought I had “Did you have your fingers hooked?” he asked. “Ya, done that as always. With my seat reset, we made the only reason I got half throttle or I would have been hanground with another landing. ing on the throttle knob full off!” Lee completed the paperwork and asked “OK, you need After some more discussion, he did sign me off on the solo. three times to a full stop. Are you good to go?” “All pilots have to deal with I looked over the instruthe unexpected. Always ments and gave my remember your training. seat a good wiggle. “I’m Fuel the plane and put it good” and away I went Sliding back, the lap belt away. Inspect that seat rail. - lift off, climb, and to a hooks the back handle, The club needs to have it decent landing. sucking the seat belt checked or serviced.” tight. The clogged peg hole Second go - lift, turn, Upon inspecting the seat adjust. Feeling better. rail, I found a fair amount Down wind, calls, turn, of small grit. It had gathfinal. ered along the rail track And, one more time but not nearly enough to around. Approach lookclog the peg holes. What ing good, I pull back it did do however, was and take the last bit of conceal an old piece of tie throttle off and hooked wire that had found its way my fingers over the lock under the carpet and into ring and adjust. the front rail hole, preventing the peg from fully seating And, my seat slides back!! in the hole. Most likely it was tracked into the plane by an I did as told. unsuspecting shoe as it had no purpose in the cockpit. I pulled all I could with my two fingers over the throttle lock ring instead of pulling on the steering control. It’s not I have been told that all pilots remember their first solo; I certainly will remember mine and add one item to my enough and I slide back anyway. preflight. As I release my hook fingers I stab at the throttle, but it only P.S. I bought a secondary seat lock before my next flight. goes in half way before I slide completely away from all of

D


7


C

Everel single blade, variable pitch prop From web discussions and museum source

And just what did spark the idea of a single blade? Well, it makes per-

fect sense: logically a single blade would be more efficient than multiple

C

blades because the single blade is always passing through undisturbed air whereas each blade of a multibladed prop passes through disrupted air . Here pictured is a J-2 Cub. The propeller is counterweighted and mounted eccentrically on the hub to keep it balanced. It also has fore-aft pivot so the prop pitch self-adjusts to the most efficient angle. It is an Everel single blade, variable

pitch propeller designed in 1936 by Walter Everts. It flys great with high RPM for take-off and low RPM for cruise flight, and it is all automatic. Move the tip of the prop forward and backwards several inches with your hand and watch the prop pitch change. In 1939 the Everel prop was tested on a Taylorcraft in a race and won by quite a bit but shortly after the introduction of the prop, powerful 50HP engines were developed which rendered the efficiency gains of the single blade moot. Considering the balance of the prop was very fickle in changing weather, the already mechanically complex prop just wasn’t worth the effort, so the design never caught on. However, it is a nifty bit of engineering and a cool piece of history.

D

Interesting WWII Trivia . . . . From Col D.G. Swinford, USMC, Retired history buff; all are the author’s opinions.

1. The first German serviceman killed in WW II was killed by the Japanese (China , 1937), the first American serviceman killed was killed by the Russians (Finland 1940); highest ranking American killed was Lt Gen Lesley McNair, killed by the US Army Air Corps. So much for allies. 2. The youngest US serviceman was 12 year old Calvin Graham, USN. He was wounded and given a Dishonorable Discharge for lying about his age. His benefits were later restored by act of Congress. 3. At the time of Pearl Harbor, the top US Navy command was called CINCUS (pronounced ‘sink us’), the shoulder patch of the US Army’s 45th Infantry division was the Swastika, and Hitler’s private train was named ‘Amerika.’ All three were soon changed for PR purposes. 4. More US servicemen died in the Air Corps than the Marine Corps. While completing the required 30 missions, your chance of being killed was 71%. 5. Generally speaking, there was no such thing as an average fighter pilot. You were either an ace or a target. For instance, Japanese Ace Hiroyoshi Nishizawa shot down over 80 planes. He died while a passenger on a cargo plane. 6. It was a common practice on fighter planes to load every 5th round with a tracer round to aid in aiming. This was a mistake. Tracers had different ballistics so (at long range) if your tracers were hitting the target 80% of your rounds were missing. Worse yet tracers instantly told your enemy he was under fire and from which direction. Worst of all was the practice of loading a string of tracers at the end of the belt to tell you that you were out of ammo. This was definitely not something you wanted to tell the enemy. Units that stopped using tracers saw their success rate nearly double and their loss rate go down. Oregon Pilots Association

7. When allied armies reached the Rhine, the first thing men did was pee in it. This was pretty universal from the lowest private to Winston Churchill and Gen. Patton (who had himself photographed in the act). 8. German Me-264 bombers were capable of bombing New York City , but they decided it wasn’t worth the effort. 9. German submarine U-120 was sunk by a malfunctioning toilet. 10. Among the first ‘Germans’ captured at Normandy were several Koreans. They had been forced to fight for the Japanese Army until they were captured by the Russians and forced to fight for the Russian Army until they were captured by the Germans and forced to fight for the German Army until they were captured by the US Army. 11. Following a massive naval bombardment, 35,000 United States and Canadian troops stormed ashore at Kiska, in the Aleutian Islands. 21 troops were killed in the assault on the island. It could have been worse if there had been any Japanese on the island.

D

8


[

How is the Future of Small Community Air Service Linked to General Aviation Written by David Ulane, AOPA Northwest Mountain Regional Manager. Edited with permission.

the FAA’s new “1,500 hour rule”, which in essence, requires most pilots flying in a commercial airliner to now have at least 1,500 hours of flying time before warming a seat in an airline cockpit. In the past, a newly minted commercially rated multi-engine pilot with just a few hundred hours might land a job as a first officer with a regional airline.

During the first week of October, I enjoyed the opportunity to attend the Northwest Chapter of the American Association of Airport Executives (NWAAAE) annual conference. This outstanding event brought together over 180 airport managers, public officials, aviation planners and advisors for three days of great discussion about issues facing airports in the Northwest Mountain Region, plus Alaska and Western Canada. One of the most interesting discussions was a topic near and dear to my heart- the increasing reliance of future small community air service on a vibrant general aviation industry. This is interesting, and it’s a connection not many on the airport side have made, so stick with me… In the seven states in AOPA’s Northwest Mountain Region, there are just four major hub airports - Seattle, Portland, Salt Lake City and Denver. As such, general aviation airports and small commercial service airports play a significant role in providing transportation access and economic development for our region’s smaller communities.

Well, no more. Now, until most reach that 1,500 hour mark, pilots will have to find other ways to build flight time. The result for the airlines? A smaller pool of qualified pilots, which is exacerbating the existing and future airline pilot shortage. Boeing, which annually forecasts future pilot demand worldwide, recently underscored this widening gap be tween pilot supply and demand by revising upward their Twenty Year New Pilot Outlook from their 2012 estimate of 460,000 to the current estimate of 498,000. And what happens when airlines don’t have enough flight crews for their aircraft? As USA Today recently pointed out, they cancel flights. And where are many of these flights most likely to be cancelled? Often at smaller commercial service airports served by regional airlines, which are most dependent on relatively newer pilots, and thus more acutely impacted by the new rule. In fact, according to the Regional Airline Association, regional airlines fly nearly 50% of all airline flights in the U.S., and provide almost 100% of air service to smaller communities. In the Northwest Mountain region, 45 of Roberts Field Airport, Redmond Municipal the region’s 70 Airport, Redmond, OR commercial service airports are served only by regional airlines, so the potential impact of the new 1,500 hour rule could be quite widespread. Air service to smaller communities is often financially tenuous for airlines, and when there is a limited pool of aircraft and pilots to fly them, service to these marginal markets will likely be the first to be reduced or even eliminated.

At every one of the 66 other commercial service airports in the region, GA plays a significant role, right alongside the airline service that provides these communities with critical and economically important airline connections worldwide. As you’ve seen at these airports, GA and airline operations coexist in separate worlds, physically and oftentimes existentially. Of course this is born from the reality that GA and the airlines have vastly different security, operational and infrastructure requirements- usually the only portions of an airport shared by GA and the airlines are the runways and taxiways. As such, many airport professionals, their tenants and their community think of GA and the airlines separately, and not just in a physical sense. Well, in today’s new world, this approach may be at their peril.

Just how will communities get to keep their economically important and highly coveted commercial air service going forward? Most certainly by supporting, encouraging and helping to grow a strong and vibrant GA system that will be the source of their airlines’ future flight crews. With the military no longer a significant source of civilian aviators, most aspiring airline pilots will rely on GA flying to build time- whether it’s flight instruction, banner towing, aerial application or sightseeing flights.

At the NWAAAE Conference, one of the most engaging sessions was about the future of small community air service. One of the primary discussions centered around

Cont. pg. 10


9


Cont. from pg. 9

• Fewer airline flights?

No longer can communities and airport managers think of GA and airlines separately . . . even as we continue to park our airplanes in different places on the airport. So at your airport, be sure your elected officials, your community and your airport manager understand today’s powerful nexus between general aviation and their commercial air service: • No new general aviation pilots? No new airline pilots. • No new airline pilots? Fewer airline flights.

[

Reduced or eliminated air service to smaller communities with financially marginal regional airline service. • Reduced or eliminated airline service? Not a pleasant prospect for smaller communities.

The solution for these communities? Work to support GA so you can support the future of your commercial air service. D

j

Straight from the FAA General Aviation Pilot’s Guide to Preflight Weather Planning, Weather Self-Briefings, and Weather Decision Making.

Check out OPA Calendar of Events Submitted by President Elect, Mary Rosenblum

Stay motivated, keep your skills honed, sharp and current, fly someplace fun and maybe take the family and hang out with other pilots. Flying regularly and maintaining a high level of proficiency is an important part of safety. About every two weeks, I’ll send you an email with a list of everything going on soon, all over the state. If you know of an event, drop me an email. (Email: presidentelect-opa@ oregonpilot.org) I watch the aviation calendars and ask around, but miss things. If you don’t want these reminders, tell me and I’ll take you off my list. You’ll still get the regular OPA emails but not the updates on fun things to do.

Submitted by Neal White, Willamette Valley Regional Dir.

This guide describes how to use the PERCEIVE, PROCESS, PERFORM risk management framework as a guide for your preflight weather planning and in-flight weather decisionmaking. The basic steps are: -- Perceive weather hazards by collecting information about current and forecast conditions that could adversely affect your flight. -- Process, study and evaluate this information to determine whether the hazards create risk for your circumstance. -- Perform by acting to eliminate the hazard or mitigate the risk; are your skills/aircraft up to the challenge posed by the weather conditions.

D

Check out the OPA Calendar for all the up-to-date activities going on. www.oregonpilot.org/calendar.html

Premier New & Used Aircraft Dealer in the Northwest Representing Bell, Cessna & Robinson

Comprehensive Avionics and Maintenance Services

G500 & G600 with SVT

CAD Wiring Diagrams Laser Wire Marking FAA-Certified Repair Station Service Center for Bell, Cessna, Caravan and Robinson

GTN 750

(503) 648-2831 • hillsboroaviation.com • shopaviation.com • KHIO Fuel - Unicom 122.85 Oregon Pilots Association

10


i

Not an RC but a 240 HP experimental aircraft with a pilot on board!

]

2013 PROP WASH Deadlines

Original source: http://theballybomber.com

Here you see the Bally Bomber,” a 1/3 Scale B-17G next to a Cessna 140. This is not an RC aircraft. This is a fully flyable, flown by an actual pilot, experimental aircraft. With the four engines, retracts, and a total of over 240 hp, this would be considered a complex category of airplane and require a special certification on your pilot’s license. The project was started in 1999 and is just now nearing completion. The airframe is all scratch built and made out of aluminum. The main gear retracts just like the real B-17, and has proven to be the most complicated part of the project. The engines are the Hirth 3002 4-cylinder 2-stroke that usually have a reduction unit and make about 80 hp.

Cessna 140 Jack Bally’s 1/3 Scale Replica B-17G - “Bally’s Bomber” Builder Jack Bally of Dixon, Illinois, chose this engine because of its size . . . it was small enough to fit inside a properly scaled nacelle. However, to make it fit properly, the reduction unit is removed which will bring the power down around 60 hp each, with the engines spinning the 46.4” diameter props at about 3,300 rpm. This project has to rank as one of the most fascinating home built aircraft projects of all time. It’s the kind of idea that weird people dream up but rarely follow though. With an estimated 20,000 hours of labor required to build this aircraft with a 34 ft 7 in wingspan, estimated 1,800 pound weight and four 60 hp engines for a total of 240 hp, the Bally Bomber is just pure awesome! Bally Bomber Wing Span: 34’ 7” (B-17G: 103’ 9 3/8”) Length: 25’ (B-17G: 74’ 3.9”) Empty Weight: 1800 lbs. (B-17G: 36,134 lbs.) Cruising Speed: 127 mph (B-17G: 160 mph)

TWIN OAKS AIR PARK, INC. UNICOM 123.05 7 Miles South HIO, ID 7S3

CESSNA AIRCRAFT RENTALS

Tie-Downs Available • Aircraft Maintenance Repair Station JL6R643N • Annuals & Service EAA Breakfast (1st Sat. of each month)

FUEL: 100LL - Call for price. HILLSBORO, OREGON • 503-628-2817 Oregon Pilots Association

]

March/April Issue . . . . . . . . . . . . February 10 May/June Issue. . . . . . . . . . . . . . . . . . April 10 Please submit articles as Word or txt files. Send separate jpg files for each photo and do not embed them in the Word file. Advertisers: Please submit your ad in the correct size as pdf or jpg format. Questions: [email protected]

[

Oregon Pilots Association Lending Library of Aviation DVDs

The OPA Board has established a Library of Aviation DVDs available for loan to OPA members. Anyone wishing to checkout a DVD, please email Neal White at [email protected]. Borrower: • ask for the DVD by its title. • include your mailing address. • include your email address so Neal can advise you of the DVD shipping date. A postpaid/self-addressed envelope will be included with the DVD for easy return. Please return all DVDs within one month. If any OPA member has DVDs they would like to donate, we are always looking for opportunities to increase the size of this DVD Library.

DVD Library

Instrument Flying Tips: IFR strategies, ILS approaches, Nonprecision approaches, Instrument proficiency check, Self examination of IFR proficiency and Night IFR. The Prepared Pilot: Flight review, Personal minimums, Emergencies, Night Flying, Staying ahead of the airplane. GPS Techniques: GPS approaches, GPS enroute. Flying Weather: Frontal weather, Icing, Lows, Thunderstorms, and Turbulence. IFR Risk Management: IFR weather briefing, IFR crew of one, Datalink weather and Understanding ATC. Practical Airmanship: Preflight tips, Departing, Climb & Cruise, Descent & Landing. Flying Conditions and Terrain: Mountain flying, Snow & ice covered airports, and IFR in the Eastern mountains. Advanced equipment: High performance single engine, Multi-engine, Autopilots, Turbochargers and Flight level flying. Flying Glass Cockpits: Flying the Garmin G1000, Flying the Avidyne, and FlightMax Entegra. Flight Review: General instruction for the private pilot flight review. FAA Runway Safety: Heads up, Hold short, Read back, Face to face, Eye to eye. Samurai Airmanship: Rod Machado at FAA Safety Seminar 60 Degrees North at 500 Feet (a Canadian travel log) Attitude Flying (Vol. 1) Alaska’s Bush Pilots (an Alaska travel log) Evergreen Aviation and Space Museum Autorotation in the R22

D

11


Swinging on a Star: A Grand Ballroom a Hangar Makes! By Debra Plymate; Photos by Howard Fan

Oregon had several stretches of beautiful flying weather this fall, and beautiful dancing weather, too. Under a clear October night sky at Independence Airport, the 99s held a

j

Is there too much automated control? By Bart Jansen, USA Today, edited for space.

Do pilots rely too much on automated controls? Pilots’ cockpit focus comes under scrutiny. Automated flight controls in airline cockpits have become so reliable that safety experts say pilots could become inattentive to rare malfunctions that can lead to crashes. Problems monitoring equipment have been cited for decades in crashes and could have played a role in two recent fatal crashes. Mechanical problems weren’t immediately found as causes.

gala scholarship benefit dance, “Swinging on a Star,” in the Hannas’ hangar on Comanche Taxiway. Live music by Oregon’s premier big band, Carroll Raaum Swing Orchestra, was embellished by the beautiful voice of the 99s’ very own Vanessa Nelson. Surrounded by stars and stripes, red, white, and blue, WWII posters, and vintage refreshments, dancers in military uniforms, 40s style dresses, and stockinged legs with seams up the back, stepped and twirled to the big band sound. Oregon Pines 99s have been bustling to raise $1,000 for the Rising Star Scholarship to assist a 99 or associate member to rise to a higher level in aviation – a new or advanced certificate, endorsement, or rating. There is no age limit and the scholarship is open for aviation training in Oregon. Ninety-Nines membership is open to all licensed women pilots (current or not), and student pilots can join as associate members. Applications for the Rising Star Scholarship, as well as other 99s scholarship opportunities, will be available in January, and are due March 14. Thank you for helping women learn to fly by dancing, eating ice cream, and buying raffle tickets. Any time you are

Besides the stick-and-rudder skills of steering a plane, commercial pilots routinely set automated instruments that govern an airliner’s directions, speed and altitude, then check throughout the flight to ensure the systems are performing as expected. “We get lazy, we get complacent, we get tired” said one former pilot. “What happens when we see something work correctly 99 times? What do we do on the 100th time? Are we monitoring it at the same level? The answer is no.” The FAA board recommended after a crash in 2005, that there be a requirement for all pilot training programs be modified to teach and emphasize monitoring skills. That recommendation was repeated after a 2009 crash killed 50 people and in 2010 when an airplane overran a runway. Human resources director from the Air Line Pilots Association said pilots must remain as active in monitoring controls as in actually flying the plane. “The brain is not wired to reliably monitor instruments that rarely fail,” she said. “We’re not robots. We can’t just sit there and stare at the instruments for hours on end.”

D

A 99, Venessa Nelson on keyboard.

at Independence Airport there are 99s Ice Cream Sandwiches for 99¢ in the hangar by the compass rose, and the 99s beautiful handmade airplane quilt will start tour at the Northwest Aviation Conference in February. For information on how you or a woman you know can become a part of the 99s legacy as the first and only international organization of women pilots, or information on how to make a tax deductible donation to Oregon Pines 99s, log on to oregonpines99s.shutterfly.com.

D


12


Airport Information Reporting for Oregon AIRO Program Update

Rome State Airport (REO) 6000’ x 150’ gravel. Photo by Vince Nistico.

Oregon State has been sponsoring airports since the mid-1900s to promote aviation and encourage private flying. Today, Oregon Department of Aviation (ODA) maintains a system of 28 airports with two operations specialists periodically travelling across the state. As current pilots operating in and out of these airports, it is important for us to observe airport conditions and report situational information to ODA. Please make it a habit to observe conditions, take notes and pictures any time you fly into one of the following airports. Copies of the inspection checklist are available at http://www.oregon.gov/Aviation/AIRO.shtml. Inform the AIRO coordinator of anything requiring maintenance, jeopardizing security, or affecting safety in any way.

AIRO coordinator: Robin Ehrhardt, 541-554-6143; [email protected]

AIRPORT

NAME OF VOLUNTEER

Alkali Lake State Aurora State Bandon State Cape Blanco State Cascade Locks State Chiloquin State Condon State Cottage Grove State Crescent Lake Independence State Joseph State Lebanon State McDermitt State McKenzie Bridge State Mulino Airport Nehalem Bay State Oakridge State Owyhee Reservoir State Pacific City State Pinehurst State Prospect State Rome State Santiam Junction State Siletz Bay State Toketee State Toledo State Wakonda Beach State Wasco State

VACANT Harper Poling Wayne Crook, Ray Kimball, Pat Mulligan George Welch, Pat Mulligan Dale Fillmore, Pat Mulligan, Mary Rosenblum, Jim Wisener Pegeen Fitzpatrick Pat Mulligan Cliff Cox Paul Ehrhardt, Robin Ehrhardt Debra Plymate, Ron Sterba VACANT VACANT VACANT Paul Ehrhardt, Robin Ehrhardt, Cliff Cox Dianne Johnson Robert Hall Paul Ehrhardt, Robin Ehrhardt, Dale Fillmore, Pat Mulligan VACANT Russell Elliott, Robert Hall VACANT Walt Ridge VACANT Paul Ehrhardt, Robin Ehrhardt, Pat Mulligan Pat Mulligan Jeff Bohler Pat Mulligan Martha Jacob, Richard Jacob Pat Mulligan

AIRO - Airport Information Reporting Oregon - Debra Plymate is the AIRO Volunteer Coordinator. She is a pilot who flies regularly and has a background in flight data and aeronautical information as a retired FAA Air Traffic Control Specialist.


13

j

Historic Trail Flyers setting up for 2014 adventure. Submitted by Marilyn Husser, 7S5

Historic Trail Flyers celebrated their 20th year in 2013 with a flight along the Old Spanish Trail. From Mesquite, NV to Cedar City, UT and on to Montrose, CO, it was incredible!! Look for more details about our 2013 flight in the next newsletter. Next year’s plans are slowly coming together but currently, the plan is to fly a section of the Lewis and Clark Trail in Montana with possible stops in Missoula, Three Forks, Laurel and Miles City. This flight will start midlate September. If you would like to participate in an Historic Trail Flight, contact Marilyn or Jon Husser. The Historic Trail Flyers are an open group, and any who are interested in participating in our historical flying adventures are welcome. There are no dues, no meetings and no newsletters. For more information contact Marilyn or Jon Husser.

D

Creswell Airport Hobby Field - 77S Unicom:122.70 - PCL:122.70

24hr self-serve card lock

100 LL JET A

Prices subject to change

Q

QPilots Lounge Tie Downs Q Lodging & Food nearby

541-895-2913 ph 541-895-8904 fax Creswell, Oregon January/February 2014

[

NOTAM from ODA

j

Submitted by Neal White

The FAA has a voluntary pilot safety program, Operation Lights On, to enhance the see-and-avoid concept. Pilots are encouraged to turn on their landing lights when operating within 10 miles of the airport, inbound or outbound, or in conditions of reduced visibility, and in areas where flocks of birds may be expected. D

Submitted by Paul Ehrhardt, OPA Maintenance Wing Lead

ODA has a NOTAM out that Beaver Marsh (2S2) is open to snow equipped aircraft. Each color is one foot high. Contact Paul Ehrhardt at 541-554-6143.

C

Operation Lights On for Safety

“Baggage Compartment” This non-commercial advertising service of Oregon Pilots Association, is for current members only.

Paul Ehrhardt with snow marker.

If you wish to place an ad in Prop Wash, it will run for one issue only unless the editor is otherwise advised prior to the next newsletter deadline.

Have an interest in the backcountry? Submitted by the editor

Send ad copy as you want it to appear in the newsletter. If at all possible, include a photograph Send to: [email protected].

If you have an interest in Oregon’s numerous backcountry dirt strips and enhancing OPA’s strong stance on General Aviation, contact Bill Ables: 541-263-1327 or by email: [email protected] or OPA President Mary Rosenblum. For Sale

For Sale

1967 PA28 180 Cherokee, TTAF 4149, SMOH 747, Cyl new 500, ann 7/13, many added STCs, P&I +9 new ttl renovation 2003 @ KTTD Premier Av. $59K OBO Pictures/Info: 970-640-7287; [email protected]

1966 Cessna 172G

2840TT, 860SM, KX155/ GS, TPR641B Mode C TPX, Intercom, Alpha 200 Nav-Com, Marker Beacon,

$32,500 Hangared at S12 Albany, OR - - - Dan Miltenberger Ph/fax: 541-926-9477; [email protected]

namics Flying Club y d o r e A Mulino Airport (4S9)

Hangar #1 for Sale - Newport (ONP) Call Dave Wellman for details. 541-984-1442

2 Hangars for Sale or Lease

Located within Sandy River Airport; 2500 Sq. Feet; $275,000 each; $850/month lease each. Chris Wagner [email protected]; 503-201-7309

Two beautiful & well maintained aircraft (1965 Cessna 172-F & 1975 Piper Archer) Low Rates / Affordable Flying JOIN NOW: Private Pilots and New Members Wanted Contact: Larry Stevens [email protected] H-503-632-1944; C-503-816-9856

FOR SALE

• 12V electric WINCH with mount and battery for towing aircraft back into hangar $100.00 • Universal aircraft TOW BAR will attach to any ball hitch (garden tractor, etc.) $50.00 Phone Gary Brown: 503-269-3907


FOR SALE • Precise Flight Oxygen System - $400 • PUL-AIR Power Tug - $600 • Montague Full Sized Folding Mtn. Bike - $200

Contact: Terry Pickering [email protected] Cell: 503-320-7139; 541-896-3647 For more info: https://sites.google.com/site/terryapickering/home

14


i

Flying Observations Submitted by Mike Stephenson (TMK)

Standard checklist practice requires pilots to read to each other the procedures used every day, and recite from memory those which are only needed once every five years. D ] 2013 CHAPTER PRESIDENTS ]

i

Jettisoned Fuel Tanks over SE Asia - Vietnam War By David Cenciotti, Editor of The Aviationist

External tanks are extremely important for military aircraft as they provide fuel to integrate internal tanks and extend fighters’ and bombers’ endurance. Indeed, even if they can be refueled by aerial tankers, tactical jet planes heavily rely on the JP-8 fuel loaded on

Photos © Hilli Rathner

Albany. . . . . . . . . . . . . . . . . . . . . Dan Miltenberger

541-926-9477. . . . . . . . . . . . . . . . [email protected]

Central Oregon. . . . . . . . . . . . . . . . . . . Gary Miller

541-383-2435. . . . . . . . . . . . . . . . . . . [email protected]

Grants Pass. . . . . . . . . . . . . . . . . . . . . . . . Roy Hogg

541-479-6059. . . . . . . . . . . . . . . . [email protected]

Klamath Falls. . . . . . . . . . . . . . . . . . . Steve Emley

541-892-7531. . . . . . . . . . . . . . . . [email protected]

Lebanon. . . . . . . . . . . . . . . . . . . . . . . . . . . . Bill Case 503-260-2473. . . . . . . . . . . . . . . . [email protected]

Mulino. . . . . . . . . . . . . . . . . . . . . . . . . Larry Stevens

503-816-9856. . . . . . . . . . . . . [email protected]

Polk County . . . . . . . . . . . . . . . . . . . . Marcia Noell 503-606-0870. . . . . . [email protected]

Tillamook . . . . . . . . . . . . . . . . . . . . . Bill Goodman

503-812-2067. . . . . . . . . . [email protected]

Troutdale. . . . . . . . . . . . . . . . . . . . . . . Jim Wisener.

F-4 Phantom fully loaded with fuel tanks and arms.

the external fuel tanks. However, the auxiliary fuel tanks represent an additional weight, additional drag, and they will reduce the aircraft maneuverability. In real combat, external fuel tanks are jettisoned when empty or as soon as the aircraft needs to get rid of them to accelerate and maneuver against an enemy fighter plane or to evade a surface to air missile. Several thousand drop tanks were jettisoned over Southeast Asia during the Vietnam War. And here you can see what happened to some of those that were recovered. A second life for a recovered external fuel tank.

D

. . . . . . . . . . . . . . . . . . . . . [email protected]

Western Columbia. . . . . . . . . . . . . Rollin Mason

503-440-1007. . . . . . . . . . . . . . [email protected]

] 2013 STATE OFFICERS ] President . . . . . . . . . . . . . . . . . . Mary Rosenblum

541-761-6702 . . . . . . . [email protected]

President-Elect. . . . . . . . . . . . . . . . Paul Ehrhardt 541-554-6143 . . . [email protected]

Past President. . . . . . . . . . . . . . . . . Dennis Smith 541-905-5281. . . [email protected]

Secretary. . . . . . . . . . . . . . . . . . . . . . . . . . Katy Braun

. . . . . . . . . . . . . . . . . . . [email protected]

Treasurer. . . . . . . . . . . . . . . . . . . . . . . . . . Kim Muinch

Where to find a list of Ethanol-free Gas Stations?

h

h

Go to the Oregon Dept. of Aviation website. Next, click on the 3rd button: Pure-gas.org where you will find a list of suppliers in Oregon and every other state.

. . . . . . . . . . . . . . . . . . . [email protected]

OPA is on Facebook! Click on the link from the

OPA homepage

or search for Oregon Pilots Association from your Facebook page.

VP Legislative . . . . . . . . . . . . . . . . . . Marcia Noell 503-606-0870. . . . . . [email protected]

Public Relations . . . . . . . . . . . . . . . Paul Ehrhardt 541-554-6143 . . . . . . . . . . [email protected]

Regional Directors: Portland Metro. . . . . . . . . . . . . . . . . . . . Joe Smith

503-986-1447. . . . . . . . . . . [email protected]

South Oregon Coast. . . Charlotte Echelberger 541-247-0283. . . . . . . . . . . . . . . [email protected]

PROP WASH is the official publication of the Oregon Pilots Association. PROP WASH is published every other month and nearly 650 printed copies are mailed or emailed toall OPA members, advertisers, and FBOs around the state. There is no charge for this service. If you are out of town, you can view PROP WASH in full color on line from the OPA website or print your own copy. If you do not want to receive PROP WASH by mail, please contact Tricia at [email protected].

Willamette Valley . . . . . . . . . . . . . . . Neal White

Publication dates are January, March, May, July, September, and November.

503-385-6649 . . . . . . . . . . . . . . . . . [email protected]

Deadline for article submission is the 10th of the month prior to publication month. Submissions should be brief and are subject to editing for content and space.

Prop Wash Editor. . . . . . . . . . . . Gail (GPS) Boyle 503-838-4734. . . . . . [email protected]

Oregon Pilots Association 877-OPA-PILOT Oregon Department of Aviation 503-378-4880

Membership Services . . . . . . . . . . . Tricia Cook 877-672-7456. . . [email protected]

Webmaster. . . . . . . . . . . . . . . . . Kaaren McGlynn

541-726-4088. . . . . . . . [email protected]


h 15

h


Oregon Pilots Association 23115 Airport Road NE #13 Aurora, OR 97002

O PA Thanks our Asso c iate Memb ers

Oregon O P A

Pilots’ Association Abe’s Tie Down Systems www.abesaviation.com 541-263-1327 Brim Aviation www.brimaviation.com 541-488-1095 Butler Aircraft Company Nan Garnick 541-548-8166

D & G Development, LLC www.taylorprotocols.com 503-201-7309 LebanAir Aviation [email protected] 541-258-5029 Oregon Aero, Inc. www.oregonaero.com 800-888-6910

Oregon Rangers Association www.oregonrangers.org 541-998-3788 Western Aircraft Propeller Serv. www.westernaircraftpropeller.com 503-667-8865 Willamette Aviation Services www.willametteair.com 503-678-2252

Objectives and Mission of the Oregon Pilots Association Oregon O P A

Pilots’ Association Oregon Pilots Association

Promote Flying Safety Promote Flying to the Non-Flying Public Monitor Regulatory & Legislative Activities Provide a Social Forum for Pilots and their Families 16
