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
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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
jim@oejestates.com
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
Oregon Pilots Association
2
January/February 2014
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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.
Oregon Pilots Association
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
January/February 2014
[
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; memberservices-opa@oregonpilot.org)
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
Oregon Pilots Association
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
January/February 2014
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
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Oregon Pilots Association
5
January/February 2014
[
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 NealWhite@Q.com
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.
Oregon Pilots Association
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January/February 2014
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
Oregon Pilots Association
7
January/February 2014
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
January/February 2014
[
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
Oregon Pilots Association
9
January/February 2014
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
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GTN 750
(503) 648-2831 • hillsboroaviation.com • shopaviation.com • KHIO Fuel - Unicom 122.85
Oregon Pilots Association
10
January/February 2014
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: propwash-opa@oregonpilot.org
[
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 nealwhite@q.com.
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
January/February 2014
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
Oregon Pilots Association
12
January/February 2014
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; robinehrhardt@yahoo.com
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.
Oregon Pilots Association
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: propwash-opa@oregonpilot.org.
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: bjables@eoni.com 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; blhartnell@ymail.com
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; damilt@comcast.net
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 chriswagnerpdx@gmail.com; 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 pilotstevens@gmail.com
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
Oregon Pilots Association
FOR SALE
• Precise Flight Oxygen System - $400
• PUL-AIR Power Tug - $600
• Montague Full Sized Folding Mtn. Bike - $200
Contact: Terry Pickering terryapickering@gmail.com
Cell: 503-320-7139; 541-896-3647
For more info: https://sites.google.com/site/terryapickering/home
14
January/February 2014
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. . . . . . . . . . . . . . . . damilt@comcast.net
Central Oregon. . . . . . . . . . . . . . . . . . . Gary Miller
541-383-2435. . . . . . . . . . . . . . . . . . . gem@rellim.com
Grants Pass. . . . . . . . . . . . . . . . . . . . . . . . Roy Hogg
541-479-6059. . . . . . . . . . . . . . . . truroy@clearwire.net
Klamath Falls. . . . . . . . . . . . . . . . . . . Steve Emley
541-892-7531. . . . . . . . . . . . . . . . saemley@gmail.com
Lebanon. . . . . . . . . . . . . . . . . . . . . . . . . . . . Bill Case
503-260-2473. . . . . . . . . . . . . . . . billcase01@msn.com
Mulino. . . . . . . . . . . . . . . . . . . . . . . . . Larry Stevens
503-816-9856. . . . . . . . . . . . . pilotstevens@gmail.com
Polk County . . . . . . . . . . . . . . . . . . . . Marcia Noell
503-606-0870. . . . . . mnoell@channel-islands-sw.com
Tillamook . . . . . . . . . . . . . . . . . . . . . Bill Goodman
503-812-2067. . . . . . . . . . hotshoe@embarqmail.com
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
. . . . . . . . . . . . . . . . . . . . . jdwisener2000@hotmail.com
Western Columbia. . . . . . . . . . . . . Rollin Mason
503-440-1007. . . . . . . . . . . . . . rollinmason@msn.com
] 2013 STATE OFFICERS ]
President . . . . . . . . . . . . . . . . . . Mary Rosenblum
541-761-6702 . . . . . . . president-opa@oregonpilot.org
President-Elect. . . . . . . . . . . . . . . . Paul Ehrhardt
541-554-6143 . . . presidentelect-opa@oregonpilot.org
Past President. . . . . . . . . . . . . . . . . Dennis Smith
541-905-5281. . . pastpresident-opa@oregonpilot.org
Secretary. . . . . . . . . . . . . . . . . . . . . . . . . . Katy Braun
. . . . . . . . . . . . . . . . . . . secretary-opa@oregonpilot.org
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.
. . . . . . . . . . . . . . . . . . . .treasurer-opa@oregonpilot.org
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. . . . . . legislative-opa@oregonpilot.org
Public Relations . . . . . . . . . . . . . . . Paul Ehrhardt
541-554-6143 . . . . . . . . . . robinehrhardt@yahoo.com
Regional Directors:
Portland Metro. . . . . . . . . . . . . . . . . . . . Joe Smith
503-986-1447. . . . . . . . . . . joe@smithcompound.com
South Oregon Coast. . . Charlotte Echelberger
541-247-0283. . . . . . . . . . . . . . . charechel@charter.net
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 memberservices-opa@oregonpilot.org.
Willamette Valley . . . . . . . . . . . . . . . Neal White
Publication dates are January, March, May, July, September, and November.
503-385-6649 . . . . . . . . . . . . . . . . . opa.valley@q.com
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. . . . . . propwash-opa@oregonpilot.org
Oregon Pilots Association
877-OPA-PILOT
Oregon Department of Aviation
503-378-4880
Membership Services . . . . . . . . . . . Tricia Cook
877-672-7456. . . memberservices-opa@oregonpilot.org
Webmaster. . . . . . . . . . . . . . . . . Kaaren McGlynn
541-726-4088. . . . . . . . kaaren@warmglassartist.com
Oregon Pilots Association
h
15
h
January/February 2014
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
Larry@lebanair.com
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
January/February 2014