June 2011 - Idaho Aviation Association

The Flyline
The Official Newsletter of the Idaho Aviation Association
Back country parking
June 2011
Public toilet and shower facility under construction at Garden Valley
Events Calendar
June 11, Work Party. Graham (U45). Contact Jerry Terlisner at
208-859-7959 or [email protected].
June 11, EAA Young Eagle flights Orofino (S68) 0800-1100.
June 15, SuperCub Fly In Johnson Creek.
June 18-19, Treasure Valley Chapter meeting and breakfast.
Garden Valley (U88).
June 19, Smiley Creek Fly-in
June 20 - 22, Aviation Career Education (ACE) Academy in
Boise. A three-day adventure in aviation for high school students.
Contact: Frank Lester 208 334-8780
Contact Steve Burak [email protected] to donate or volunteer.
PILOT REPO RTS WAN T ED
Planning to fly into one of Idaho’s backcountry airstrips? Check
it out first by going to the Idaho Aviation Association’s web site,
idahoaviation.com and clicking on “Idaho Airstrips.” That will
take you to the Idaho Airstrip Network’s (IAN) listing of most
public-use airstrips.
Click on the airstrip you plan to visit and you will find a google
map of your destination along with a couple of nearby airstrips,
an airport diagram from the Idaho Division of Aeronautics
Facilities Directory, photographs, a list of any known events
planned for the airstrip, a short narrative about the area, and
“Pilot Reports.”
“The Pilot Report feature has the potential to be the most useful
feature of the site, particularly for those who already are familiar
with the airstrips,” said IAN Coordinator Larry Taylor. Pilots
who find any problem during an airstrip visit can go to the IAA
web site upon returning home, click on “Airstrips” and then on
“Pilot Report,” and easily email their findings. The emails will
go to Taylor, and to Gary McElheney and Mark Lessor at the
Idaho Division of Aeronautics. They will evaluate the report and
immediately post the appropriate Pilot Report on that airstrip’s
page for everyone to see. They then will notify the airstrip owner
of the problem.
Examples might be, “Wind sock missing.” Or, “Large rodent
holes in tie down area.” Or even, “Tree down on approach end.”
“Clearly, this has the potential to increase safety at our airstrips,”
said Taylor. “The key to success is for pilots to know about it and
use it.”
Another drop-down choice under “Airstrips” is “Airstrip
Maintenance.” Pilots can quickly send in their observations of an
airstrip’s over-all condition which will help the IAN coordinator
work with airstrip owners to arrange for maintenance.
The web site is a work in progress. Not all airstrips have the
photographs and information they eventually will have. But all
of them are wired for pilot reports.
July 22 - 24 Lewiston, Idaho 2011 Air Fair, CAF B-17 & B-25
WW2 Bombers on display with rides available. Saturday, EAA 328
Hangar Open-House and Young Eagle flights. Camping, breakfast,
lunch. Homebuilts, vintage, helo rides. Contact: Wes Rash (208)
883-4337
June 24-26, Johnson Creek fly-in. Info: backcountrypilot.org
June 25th, Pocatello Airport Appreciation Day
June 25, Caldwell Celebration of Flight Airshow. Family friendly
event highlighting the excitement of high energy aerobatics.
July 2, 2nd Annual Steve Rogers Memorial Treeport Fly-In
Contact Tom Willis 208-304-1057 or [email protected].)
July 9-10, 180/185 Club Fly-in. Garden Valley (U88). Contact Jim
Davies [email protected] or 208 859-5537
July 15-17, Wilderness Within Reach. Contact: Joe Corlet 208-3361097 or Rick Budwee 208-922-3944
August 12-13,Cavanaugh Bay Fly In (66S).Treasure Valley
Chapter annual camp-out and breakfast. Contact Russ Vawter
[email protected] or 775-848-5243.
August 13, 6th Annual Wings Over Sandpoint Fly-in.Jan Lee
208.255.9954 or [email protected]
August 19- 21 Wooden Boat Show, Hot Rods and Classics, Planes
and Hydroplanes Coeur d‘Alene Airport Association Pancake
Breakfast/Cd’A Lake Fly By. 07:30-10:30. http://www.youtube.
com/watch?v=9OPo1a03690
September 10 Fly-In breakfast at Kamiah (S73) Young Eagle
flights, pilot competitions, 0800-1100
Work Parties and Fly-ins are a GREAT way to participate in
your organization! Check the calendar and website for dates and
locations. Make plans to join in this season! See you there!
Please send calendar items and editorial submissions to:
[email protected]
Deadline is the 25th of the month
President's Corner
Jim Davies
will try to get approval to do some repairs there, but it is
a
good
example of why we need to be vigilant of conditions
Last weekend was the Idaho Aviation Trade
before
deciding
to land at a given strip. Please use discretion
Show at Aero Mark Inc. in Idaho Falls. If
about damaging strips that are soft or even soggy. If you notice
you did not attend, you missed a well-run
strips with these conditions or that have other limitations
event in a beautiful facility. We all owe Bob
and hazards, please utilize the “Pilot Report” function of the
and Jane Hoff big thanks for sponsoring
Airstrips tab on the website www.idahoaviation.com so others
the show. There were aircraft displays, a
will be informed.
good showing of aircraft supply / service
One of the encouraging things that has occurred recently is
vendors, and excellent meals served. The General Membership
the joint initiative by IAA and the Wallowa National Forest.
Meeting on Saturday afternoon was well attended and two
The Dug Bar airstrip located in Hell’s Canyon has not been
lucky members went home with new iPad 2’s. The AOPA, AV
Fuels and RAF donated other door prizes. We will be evaluating well maintained, and the Forest Service is anxious to have us
adopt the strip and improve its usefulness. It is a low elevation
the show for successes, opportunities for improvement, and
location on the Snake River and is usable year round. Bill
return on investment to determine if we should make this an
annual affair. The most significant immediate outcome realized Ables, President of the new Wallowa Chapter, has volunteered
his group to be the lead on this effort and we are anxious to
is the enrollment of 46 new members and 13 renewals. Goal
support them. A few members stopped in at Dug Bar on their
met!!
Two of the new members, Graeme and Beverley way to the Big Bar work party in May. They put up a new
windsock and took a general look at the area. It appears that
Prankerd, are visiting from New Zealand. It was
there is a good chance Idaho Aeronautics will be able to donate
a real pleasure to have them there and we got a
a mower for the runway, there is a forest service outhouse
lot of enjoyment out of perusing each other’s
already on site, and we are researching the water rights for
local area maps.
irrigation. I think it will prove to be a favorite destination if we
Other news:
can improve its appearance and functionality.
The Garden Valley bathroom/shower
As always, at this time of year, it is a good idea to refresh any
construction is well on its way. The project was
flying skills that may have been dormant for the winter. I
delayed by the unusually wet spring, which made
recommend some personal training time or even consider some
it hard to get the drain field installed. We hope
dual if it is appropriate. In any case, enjoy our beautiful state
that the building will be completed and the
and our aviation culture. Be careful, and continue to be good
drain field ready for service in mid to late June.
stewards of the land.
The wet spring has also affected the backcountry airstrips.
Dewey Moore, for example, has water running down the center
of the runway and I am sure the lower end is quite wet. We
USFS PLANNING RULE—IAA offered comments to the USFS’ proposed rule governing how they will create, revise or amend
their management plans for Forests or Districts. In IAA’s opinion, the USFS proposal had very general language where it
mentioned aviation/airfields and transportation facilities The proposed rule did not define airports in sufficient detail in its
treatment of recreation or transportation corridors. We recommended that “... the words “airport” or “airports” be added into
the Rule’s language where describing recreation uses, and in reference to transportation. (Read IAA’s full comment on page 9.)
AIRPORT ZONING—The IAA is working very closely with ITD’s Division of Aeronautics and Aeronautics Advisory Board,
the Idaho Airport Management Association (IAMA), a subcommittee of the American Civil Engineering Council (ACEC),
and others to propose legislation to protect Idaho’s airports The proposal will ensure that local entities’ comprehensive Plans
specifically address airports Idaho law now only mentions ‘transportation’ in the section dealing with Comprehensive Plans,
and the new proposal will provide specific requirements to address airports, such as studies, maps, and planned expansion.
The legislation would also include language to define ‘incompatible’ land uses around airports, which would go a long way in
preventing developments from encroaching on airports’ ability to operate and grow.
AIRPORT MANAGEMENT CONFERENCE—The IAA continues to be a strong partner in the Idaho Airport Management
Association. IAMA’s annual conference in McCall May 23 & 24 was better than ever, and included a workshop for airports on
pavement management, sessions on FAA and Aeronautics airport grants, a case study of Jerome Airport zoning, and separate
sessions for airport managers of large, medium and small airports . IAA will continue to provide grant assistance to smaller
airports who need financial help to attend these IAMA sessions.
Bill Miller, V.P. Government Affairs
Page 2
http://www.idahoaviation.com
District 1 - Sandpoint/Coeur d’ Alene
Jan Lee
Last weekend was the Trade Show
Aviation Idaho at Bob Hoff’s hangar
in Idaho Falls. I left Sandpoint early
on Friday morning, just to see if it
was really an eight hour drive to
Idaho Falls…it is.
I arrived at the Aero Mark Hangar and was greeted by Bob’s very
friendly and accommodating staff.
The registration booth was manned by Idaho Aviation volunteers and things
were already in
full swing. After
brief greetings with
friends, I was ushered into the main
hangar.
Aero Mark’s hangar
is billed as the largest hangar in Idaho;
it’s just shy of 30,000
sq. ft. and was the
perfect location
for a show. Vendor
booths were lined up, back to back, from the front to the back
of the hangar. There were too many vendor booths to list, but
suffice to say, Idaho Aviation Association had a pole position.
Frank, Gene and Tammy ran the booth for Idaho Division of
Aeronautics. Galen Hanselman, board member and author of
Fly Idaho, Fly Utah and others, was in his Q.E.I. Publishing
booth. Lori MacNichol of McCall Mountain Canyon Flying had
her support crew manning the booth while she put on Mountain Flying seminars.
Along with Lori’s seminar, were seminars from Mike Hart on
Flying with the iPad, Idaho Department of Aeronautics Safety
Seminar, Recreational Aviation Foundation, ATC – Combat Air
Support with Beau Floyd and Everything you wanted to know
about ATC, but were afraid to ask.
And, speaking of ATC, a huge thanks to Talicia and Ron for the
control tower tours. If you haven’t done this for a while, try to
arrange for a tower tour. Not only is it a good opportunity to
talk one-on-one with the controllers, but it’s invaluable to view
the airport traffic from that perspective.
On one side of the vendor booths were luncheon tables, where
the meals were catered. Roger Sorenson gave a great slide-show
presentation about abandoned airfields in Idaho. Did he say
“500” abandoned air fields in Idaho???
Jim Davies opened the Idaho Aviation Association Annual
Meeting. Jim reported on current situations with the National
Forest Service and backcountry airstrips, as well as on-going
projects like the new shower facilities at Garden Valley. Mike
Hart closed the program with door prizes, including two iPads.
Also, on the luncheon side of the vendor booths were a gorgeous, polished Beech 18, a helicopter and an Aviat Husky. On
the other side was a long row of vendor planes from Kitfox,
Pilatus, Daher Socata TBM, Cessna Corvalis, Beech Baron and
Aviat Husky. There were representatives available for each of
the planes and there seemed to be a lot of activity around them.
Larry Chambers was the keynote speaker for the Saturday
evening meal with the “B-17 Story”. Unfortunately, I had to be
on the road by about 4 PM to head back to North Idaho, so I
missed the presentation.
Bob and Jane Hoff deserve a round of applause for kicking
off the show. Hopefully, we’ll see this blossom into an annual
event. There were a lot of others who helped to make the event a
success, but probably none more than IAA Director Mike Hart,
who worked relentlessly for the last couple of months. Thanks
to everyone for a great show!
Recent Contributors
Brian Hill, Newport Beach, CA-Big Creek
Murray Vaughan, Bend OR-Johnson Creek
In memory of Robert L. Vaughan
In memory of Lefty Gardner
The IAA Board of Directors sincerely thank those many
members who have given extra financial support to our efforts
to improve facilities at Idaho’s back country airports. From
new grass seed to picnic tables and shelters, to culverts and
weed whacking, your contributions help ensure that Idaho
remains the “Best of the Best” for back country flying.
Thank you!
Page 3
District 2 - Lewiston/Moscow
Judy Parrish-Jones
Last month I promised a series
of reports on the geology of
Idaho that is so spectacular from
the air. In May, I wrote about
the Columbia River Basalts,
which are spectacularly exposed
along the Snake and Clearwater
rivers in the Pullman/Moscow/
Lewiston area. This month I continue the story of the geology
of the region. Most of you are aware that there were several ice
ages in the past. The last one, which peaked about 18,000 years
ago, left a mark in the Palouse, the area of rolling hills that provide such rich soil for the wheat and legumes grown here. These
hills are actually dunes made of dust (like sand dunes, but with
much finer grains). These dust hills are called “loess” by geologists, and most loess formed around the Northern Hemisphere
as a result of dry, windy climates on the edges of the ice sheet.
The ice sheet is responsible for another amazing geological phenomenon. As the ice sheet advanced, it dammed what is now
the Clark Fork River (which empties into Lake Pend Oreille
opposite Sandpoint). If you fly to where the river empties into
the lake, you can see that the canyon of the Clark Fork is quite
narrow. The ice dam was about 1000’ thick and it created a lake
that backed up all the way to Missoula and covered much of
that part of Montana. As the ice began to degrade, the water
pressure on the ice dam caused it to rise and crumble. Eventually, the ice dam failed catastrophically, and the entire volume
of the lake behind it emptied across northern Idaho and central
Washington in a gigantic flood. If you fly west of Sandpoint,
you may be able to just make out some gigantic ripples (now
covered by trees); if you follow the Clark Fork to Plains, Montana, and head east toward Flathead Lake, some of these giant
ripples can be seen quite clearly because they haven’t been
covered with trees. These ripples formed in the enormous water
flow (there are also many of these ripple fields across central
Washington).
The flood cascaded across the Idaho Panhandle into Washington, where it carved out Grand Coulee Lake, the canyon
at Palouse Falls, and other features. If you fly across central
Washington, you can still see the giant channels that flowed
southwest into the Snake River, carving their way through the
loess to lay bare the basalt underneath. These are the famous
“channeled scablands”. The first person to propose that these
channels were formed by gigantic floods was a geologist named
J. Harlan Bretz, who published his ideas in the 1920s. He was
ostracized by fellow geologists for his outlandish idea. It wasn’t
until we started to get good satellite pictures that the origin of
the landscape became obvious to everyone else. Fortunately, J.
Harlan Bretz lived long enough to be vindicated. Keep in mind it
took satellite photos to convince everyone, so if you go looking
for them, fly high and look for the contrast between the farmlands in the loess hills and the rocky areas in between, which are
the channels.
In District news, the Wallowa Chapter is hosting a fly-in breakfast at the Joseph, OR, airport on June 11, in conjunction with
the Wallowa Mountain Cruise Classic Car Show. More information can be found on the IAA website. They are also working
with the Forest Service to adopt the Dug Bar airstrip, and their
interactions with the USFS have so far been very positive.
Fly into the Middle Fork for breakfast or lunch!
The Flying B Ranch on the Middle Fork of the Salmon is open for
breakfast from 7 a.m. until 10:30 a.m. and lunch from 11:45 until
1:30 p.m. for the flying public. The charge is $20 per meal, and this
includes transportation from the airstrip to the lodge. The GPS
identifier is 12ID, about a mile upstream from the Bernard airstrip.
Call us on the way in at 122.90 or let the Salmon office know at
208-756-6295. We hope this makes up for the loss of the Big Creek
Lodge. Fly safely and ENJOY!
THESE IDAHO AIRPORTS NEED AN ASN VOLUNTEER
KAOC-KBYI-KGNG-KJER-KLLJ-KSZT-S66-S73-S83U01-U03-U12-U36-U48-U56-U70-U76
Pitching in is painless. All efforts pay dividends to our flying
privileges and serve our interests. Jump on in, the water’s fine!
Page 4
http://www.idahoaviation.com
District 3 - Boise/McCall
Wayne Thiel
Here it is Memorial Day weekend coming in a couple of days
and there are a bunch of us pilots wondering if we will be able
to get into the Idaho back country for the long weekend. The
weather is looking a little “iffy” (is that a word?).
We finally got to do a work party after scheduling four of them
and cancelled three due to weather. We made it to Big Bar in
Hells Canyon on April 30th to do maintenance on the runway
and dismantle the temporary outhouse. We had 7 aircraft and
13 workers. We also put up a new wind sock at Dug Bar which
is down stream below Pittsburg landing in Hells Canyon. The
highlight of my day was to get to try out my new self-contained
Coleman coffee pot. For those of us that like a cup of fresh
brewed coffee, this is a great tool. Actually, the real highlight of
my day was flying in Hells Canyon and landing on dirt/grass
strips. That always tops the scale of any trip.
On May 7th, Treasure Valley Chapter cooked breakfast at the
Weiser airport in Bob & Mary Sue Patrick’s hangar for what
we hope becomes the 1st Annual Weiser Fly-in Breakfast.
They served 48 breakfasts and there were 18 aircraft. Weiser
Mayor, John Walker, and Rick Michael, Washington County
Commissioner, were special guests at the event. The Weiser
airport is a great facility. You should stop in to take a look.
On May 20 & 21, Bob & Jane Hoff of Aero Mark at the Idaho
Falls airport (eastern Idaho) hosted the 1st Idaho Aviation
Trade Show in their beautiful, big hangar. Eight aircraft
were displayed ranging from a Husky to a Pilatus PC12 and
a helicopter. There was still plenty of room for booths, tables
for lunch and dinner, and all the attendees. There is plenty of
room for growth. There were several great seminars including
one by Lori MacNichol-Gregory of McCall Mountain Canyon
Flying. My only regret was the overlap of the seminars that did
not allow me to attend more than one. Linda and I had to leave
early for our granddaughter’s high school graduation party on
Saturday evening on the west side of the State. I am already
looking forward to the 2nd Annual Trade Show next year.
I saw a lot of Idaho, Montana, Wyoming and Utah pilots there
plus some Oregon and Washington pilots. This is something to
put on your 2012 calendar when the date is announced. I look
forward to this trade show being bigger every year. Thank you
Bob & Jane Hoff for all your work.
The Garden Valley shower/restroom project is coming along
and I hope it is ready for use by the first week of June. There
have been a few weather delays but, as of a week ago, it was
closed in and ready to roof. Thanks to Steve Burak and all the
volunteers.
Some of us that don‘t have a lot of free time or skills have
decided that donating money to the IAF (Idaho Aviation
Foundation) marked for the IAA (Idaho Aviation Association)
showers at Garden Valley is a good way to go. You can get a tax
deduction for your donation. If it is $500 or more, you will get
your name on a plaque. You can send your donation to the IAF
at P.O. Box 2016, Eagle, ID 83616-9110.
Don’t forget the Treasure Valley Chapter’s annual Father’s Day
Breakfast at Garden Valley (U88) on June 19th from 7 -10 AM.
On Saturday evening they will have the annual pot luck BBQ at
the same location. Bring something to BBQ, something to share
(side dish) and plan to camp out. Hopefully we will be able to
use the new showers!
Fly Safe,
Wayne Thiel, N4775B
District 3 Director
208-890-8866
[email protected]
See a state by state listing of available ethanol free gas
http://pure-gas.org
When a flight is proceeding incredibly well,
something was forgotten
Page 5
District 5 - Pocatello/Blackfoot
Kerry Requa
Stupid Pilot Tricks, or t he AIM Game
Our pilot was 20 miles west of KIDA, monitoring Tower, and
determining what other traffic he might encounter. At 0830
there was only very light traffic, and when 10 miles out, our
pilot reported “Idaho Falls Tower, this is Skylane 2299C,
10 west with information Lima, landing Idaho Falls.” The
controller acknowledged, saying “Skylane 2299C, Idaho Falls
Tower, make left base Runway 2; report 3 miles.” The pilot
replied “Skylane 99C, roger, runway 2, will report 3 miles.” The
controller immediately and coldly responded with “Skylane
2299C, Idaho Falls Tower, acknowledge all calls with your full
call sign as required by regulations.” This was a male controller!
Since the pilot was unaccustomed to such scoldings from a
controller, from that moment onward, had to think before
each reply, listening carefully to how he was addressed, so as
not to incur more scoldings. This one pilot was accustomed
to abbreviated radio calls and on occasion even informal
procedures at his home drome KBOI, and found this situation
to be cumbersome, especially given the very light traffic
conditions. Oh, well.
The real answer, of course is given in flying regulations, and we
should all remember that it is the controller who initiates the
use of abbreviated call signs, and not the pilot. “ATC specialists
may initiate abbreviated call signs of other aircraft by using
the prefix and the last three digits/letters of the aircraft
identification after communications are established. The pilot
may use the abbreviated call sign in subsequent contacts with
the ATC specialist.” (From AIM; 4-2-4. Aircraft Call Signs).
Backcountr y in a Lig ht Spor t
Aircraft?
I am like most pilots. As I travel from
one airport to another, I always look to
see what type of airplanes are around.
Last year in my backcountry trips I
saw very few Light Sport Aircraft. I
started to ask questions and I heard
over and over, “Do they make a Light Sport airplane suitable
for backcountry use?” I think we have all heard of the
Supercub, and we know of several other “certified” aircraft that
meet the Light Sport criteria. When you talk about an airplane
well suited for backcountry flying we tend to think high
horsepower, turbocharged, rugged and roomy. I think we can
all agree those are admirable traits for any aircraft. When we
think of a Light Sport aircraft we think along the lines of under
powered, small, cramped, lacking high altitude performance
and other not so good thoughts. Well, lets look and see what is
really out there.
This month I want to introduce you to the Rans S7S Courier.
The S7 as it is known is comparable to the Supercub in many
ways and better in some ways.
Few people know that the S7 is a certified design. The S7 design
has been around since the early 1980’s. The S7C was built and
received its FAA certification in 2001.
Rans then made the airplane available in kit form. The
airplane’s performance with the 100hp Rotax is impressive.
Optional fuel tanks make for 6-7 hours range at speeds of
105-115 mph. I have had the opportunity to fly the S7 with Joel
Milloway. Joel is a builder of the S7 and is located at my home
field airport in Blackfoot. He has a builder assist program for
the S7 and has many fine examples of his craftsmanship flying.
The S7 can be outfitted with many options such as extended
baggage, long range fuel, 26” main tires, large doors on both
sides of the airplane, vortex generators, Hoerner style wingtips
and many other great options. The S7C was certified to a 20
knot cross wind, not bad for a tail wheel airplane. The extended
baggage provides lots of room for camping gear. So, you see,
the S7 can be a true backcountry airplane and a Light Sport
airplane as well. The airplane is very comfortable and easy
to fly, and my tail wheel flying days were long ago. So if you
think a backcountry Light Sport airplane is in your future I
encourage you to check out the Rans S7S Courier, you will not
be disappointed. If you have any questions about the S7 contact
Joel Milloway at 208-757-9198.
Print and bulk mail services professionally provided by:
1714 Industrial Drive
Sandpoint, ID 83864
208 263-7523
Page 6
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Safety Corner
Dick Williams
H A ND PROPPING
In spring, when most of the world is bouncing to life, airplane
batteries tend to be like me after a long winter: slow, out of
shape, and weak. At some airstrips, a low battery leaves you
with four options- jump start, new battery, hand prop and
walking. If the first two aren’t feasible or available, you’re down
to either hand propping or footwork.
Statistics show that many pilots have made the wrong decision.
They should have walked. Hand propping acci­dents are
numerous, often maiming or deadly. Therefore, common
advice from instructors about hand propping is, “Don’t!” Hand
propping skills seem to have gone the way of round engines,
uncon­trolled airspace and tailwheels.
But the need for those skills continues to exist. The average
single-engine pilot, including the Super Cub pilot, is eventually
likely to be in an isolated spot with a dead battery. And before
that happens, I urge you to find a competent, experienced
instructor for twenty minutes of dual in prop-starting your
airplane. It may take some time to find someone competent. In
the meanwhile, I will mention a few important points, if only to
emphasize that written instruction is no substitute for handson teaching and practice.
First of all, it’s dangerous. That’s right-dangerous. There is
definitely a higher level of risk than turning a key or pushing
a button. But, properly done, it is a calculated risk with few
physical hazards. And it is part of aviation, especially mountain
flying.
1. Secure the airplane with brakes, tie-downs (tail particularly),
and chocks.
2. Have solid footing for yourself in front of the prop.
3. Double check throttle, mixture, and mag settings (do not use
assistants in the cockpit unless they are trained and familiar
with your aircraft).
4. After the prop is at tdc and you are ready to start, barely
crack the throttle open and turn on the left mag (the only one
with an impulse coupling). Various cold or hot start procedures
exist; learn the proper ones for your aircraft.
5. Footing under the prop is critical. You naturally tend to
stand back, but you’re actually safer with your feet up close. It
is hazardous if your upper body is off balance and leaning into
the prop. As you pull the prop through to top dead center (tdc),
always expect a hot mag; be in position to get away from the
prop. When you have the prop in place for a pull, just before
you begin, swing your left leg forward, so it’s coming back as
you pull. This leg action will help develop momentum back
away from the prop.
6. If the engine starts, be extremely prudent as you walk
around, loading and untying your airplane. If the engine
doesn’t start, please turn off your mag before rotating the prop
to tdc. If someone is helping you in the cockpit, use a clear
set of signals to verify that your assistant has set everything brakes, mixture, throttle, and mags - exactly the way you want.
7. Details vary. The use of gloves is debatable. (I would use them
myself on a sharp blade.) Don’t wear rings or bracelets. Don’t
curl your fingers around the blade. And on the J3’s, many pilots
prefer to stand behind the prop, in front of the strut, on the
right side, where they can reach everything and be behind the
prop.
In the Idaho Wilderness there is an isolated, intimidating, roly
poly airstrip called Soldier Bar. Several years ago I landed a
185 there to pick up two backpackers. A sluggish start in Boise
that morning should have warned me about a low battery.
The ammeter would have told a story, too, had I read it more
attentively, and heeded the odor of fried rubber, which often
indi­cates a burned alternator belt. But after arriving at Soldier
Bar I unthinkingly (sic) shut down the engine. After loading
and attempt­ing to start up, I realized we had a prob­lem.
Now, a hot, fuel-injected, 300 h.p. engine is not easy to hand
prop, but I was experi­enced and saw little option but to try,
taking all precautions. Several starts made it obvious that I
couldn’t run around to the cockpit and hit the electric boost
pumps quickly enough to keep the engine going. At that point
one of the back-packers said, “Hey, I used to fly a lot with my
uncle. I can help you if you want.” I evaluated him, his offer,
and my predica­ment, and decided to check him out thoroughly
in the cockpit.
We commenced the propping procedure, complete with oral
commands and responses between us. Somehow, just once even after repeat­ing the command - my assistant forgot to go
“mags cold.” I was pulling the prop through to tdc, carefully
standing sideways to the prop, right arm bringing it down from
vertical. The engine suddenly fired and started. I was in the
perfect position to bring my arm down and away, along with
the rest of my body. But not quite quickly enough to escape the
other prop blade. As I was rolling away, it slapped the under
side of my right biceps. By the time I got around to the cockpit
the arm was going numb. By the time I had taxied to the upper
end of the air­strip the arm was turning yellow. With my “expert
assistant” operating the manual flaps we had an uneventful
trip home and I had a severely bruised arm to remind me of the
escapade.
Such are the risks of hand propping. I would probably try to
hand prop again in the same situation - but the risks are there
and must be evaluated. The greatest danger of all may be an
assistant who lies to you.
Page 7
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Page 8
http://www.idahoaviation.com
May 10, 2011
Forest Service Planning DEIS
c/o Bear West Company
132 E 500 S
Bountiful, UT 84010
RE:Comments on Proposed Forest Service Planning Regulations
RIN 0596-AC94; 76 FR 8480, Feb. 14, 2011
The Idaho Aviation Association (IAA) is an organization that represents general aviation in Idaho, with members from many other
western states. Idaho’s backcountry has numerous public-access
airfields, many of which are managed by the United States Forest
Service (USFS). The IAA, the Idaho Division of Aeronautics, and
several non-governmental organizations have been at work since
the late 1980s to safeguard public access to these airfields, and we
have developed good working relationships with the USFS, the BLM,
U.S. Bureau of Reclamation, and NGOs with a goal of maintaining
and improving air access to these essential landing facilities. Much
of our success in opening airfields and preventing airfield closures
is due to our careful nurturing of this solid team relationship over
these last 30 years.
Our experiences have taught us that airfields were once a forgotten
asset, or at best, given low priority by forest managers. We have participated in many planning sessions, and find that even today, it is easy
for forest managers to forget airfields, or to give them low priority.
As I make clear in my statements (see §219.19; Definitions), Idaho
has numerous forest and desert ‘backcountry’ airfields—21 in our
Frank Church River of No Return Wilderness alone--which benefit
numerous uses. And, recreation access is only one of these uses. Idaho’s
airfields are not merely an incidental element of transportation, they
are primary access in our rugged and wilderness USFS lands.
From this background, the IAA is pleased to offer our unique insight
and suggestions for improving the USFS Planning Rule.
WHERE WE AGREE
§219.4 and §219.16 The Proposed Planning Rule’s provisions for public
participation in all stages of planning—assessment, development,
amendment or revision, and monitoring--is acceptable to us. All potential individuals, interests, or groups are here given an opportunity
to assist in plan components, and this is fair enough.
But our question is: how does the planning agency ensure
that all the entities that should be contacted, are contacted,
and avoid omitting any?
§219.19 Definitions; Sustainable recreation In the NPRM’s sectionby-section Explanations (p. 8496) and in the Proposed Rule (p. 8525),
we find included in the definition “…non-motorized, motorized,
developed, and dispersed recreation on land, water, and in the air.”
We believe this is an absolute minimum statement, especially as
concerns aviation access to airports on USFS lands.
Aviation in Idaho means more than simply recreation, for there are
many other legitimate and necessary uses served by airports in USFS
lands in Idaho.
In our Pacific Northwest numerous airports on USFS, BLM, and state
lands serve as important access points to public lands for business,
community access, mining, hunting and fishing, governmental research and management access, search and rescue operations, medical
evacuation, fire-fighting, and in Idaho, a very large number of annual
recreational visits. Within Idaho’s Frank Church—River of No Return
Wilderness alone are included 11 USFS airports, 4 State airports, and
6 private airfields all offering public access. This is just within the
FCRNRW; many other USFS, other federal, state, and private publicaccess airfields exist in Idaho. Other states in the Pacific Northwest
have similar, if less abundant, airfields on USFS lands.
Airports in Idaho provide public access to river rafting; hunting,
fishing, and hiking; photography; wildlife viewing and nature study;
camping; and of great importance to social programs in Idaho, access
for handicapped individuals. For many such individuals, aircraft
provide their only access to rough and remote wilderness areas in
Idaho. These airfields are important not only as revenue generators
for state and local economies, but the other aforementioned access
purposes are no less important in their own right. Aviation in our
forests is and has been a way of life, and exists compatibly with our
forests. This fact must be seen to be believed.
Therefore, we recommend that airports be given greater
emphasis in USFS’ preamble section-by-section Explanations
to the final Rule, and even in the final Rule itself. Emphasis
must be given in other areas in addition to recreation.
WHERE WE DISAGREE
Both the Summary of the Proposed Planning Rule and the Proposed
Planning Rule contain an abundance of unfamiliar and abstract language. We will not mention the specific items of terminology; other
comments have already been made about this (see comments by S.
F. Mitchell; Idaho Recreation Council). Many planning participants
(actually, the USFS’ customers) are not normally fluent in agency
jargon, and can become distrustful of agency intentions because of
such uncommon, ambiguous, and confusing terminology. This unintended consequence is a serious one, and exists here in the northwest
U.S. where suspicion of virtually all governmental agencies exists.
A Planning Rule written in everyday language can help the federal
agencies win the confidence of and cooperation from the public.
We recommend the USFS make a complete review of and
amendments to the wording used in the Proposed Planning
Rule so as to make it more simple and concrete.
§ 219.53 Here the process restricts objections to only those who made
formal prior comments, and their objections must be based on previously submitted ‘substantive formal comments’, unless the objection concerns an issue that arose after the opportunities for formal
comment. What if an individual or entity saw no need to comment
initially, but upon review of final document find reason to object?
We ask: Can this provision withstand a court challenge?
We recommend this requirement be lessened, or reviewed
in light of Administrative Procedures Act requirements.
§ 219.10(a)(2) and (3) and also §219.19 Definitions In 219.10, responsible officials are directed “…to consider…the sustainable management of infrastructure on the unit, such as recreational facilities and
transportation and utility corridors”. In Definitions, sustainable
recreation mentions recreation as occurring “…in the air.” These
two places in the Proposed Rule are the only mention of aviation,
and then only in an indirect fashion. For our state and region, with
an abundance of airports accessing USFS lands, this vague reference
is insufficient.
We recommend the words “airport” or “airports” be added
into the Rule’s language where describing recreation uses,
and in reference to transportation.
We appreciate the opportunity to provide recommendations to improve the USFS’ planning and management processes for protecting
forest resources for all users.
Sincerely,
James E. Davies, President
Idaho Aviation Association, Inc.
P. O. Box 963
Nampa, ID 83653
Page 9
MISSION STATEMENT
“The Idaho Aviation Association’s mission is to
represent its members in forums where decisions are
made that affect general aviation; to keep its members
informed about aviation issues; to work with public and
private entities for the preservation, maintenance and
enhancement of aviation facilities; and to promote safety,
education and public understanding of general aviation
in Idaho.”
We invite everyone interested in aviation to join us in our
efforts. Thank you for your support!
Website Update
Join us on our new website at www.idahoaviation.com! The
forum has a new format and we’d love to see some posts
and get feedback on other topics to add. The photo albums
are available for you to add your own pictures and see what
others have been doing. If you know of any aviation related
events please send it to us at [email protected] so
we can keep the calendar current. There are some major
updates and additions to the “Airstrips” page coming soon
so check back with us frequently. To keep our costs down
we’re asking all members to edit their membership record
and check “email” to get notice of the newsletter via email
and read it online. If you have any questions send us a note
at [email protected].
I A A wo n’t l e t t h e m fo r ge t
Public Law 96-312
The Central Idaho Wilderness Act of 1980
Permitted land uses; continuation.
Aircraft landing.
ADVERTISERS
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SEC. 7. (a) Within the River of No Return
Wilderness and the Selway-Bitterroot Wilderness
additions designated by this Act-
[email protected]
(1) the landing of aircraft, where this use has
become established prior to the date of enactment
of this Act shall be permitted to continue subject
to such restrictions as the Secretary deems
desirable: Provided, That the Secretary shall not
permanently close or render unserviceable any
aircraft landing strip in regular use on national
forest lands on the date of enactment of this Act
for reasons other than extreme danger to aircraft,
and in any case not without the express written
concurrence of the agency of the State of Idaho
charged with evaluating the safety of backcountry
airstrips.
Contacts
What’s on Your Mind?
Let other IAA members know what is important to
your flying. Letters of interest to members will be
included as space is available.
State President:Jim Davies
859-5537
Vice Presidents:
Jack Kotaki-Back Country Issues
340-7177
Bill Miller-Gov’t Affairs
853-8585
Jerry Terlisner-Activities
859-7959
Doug Culley-Membership
861-6926
Joe Corlett-Communications
336-1097
Paul Jorgensen-Awards
343-0290
Secretary-Nadine Burak
861-9056
Treasurer-Russ Vawter
(775)848-5243
Directors:
Dist #1 Jan Lee
255-9954
Dist #2 Judy Parrish-Jones
301-3395
Dist #3 Wayne Thiel
890-8866
Dist #4 Galen Hanselman
788-5176
Dist #5 Kerry Requa
785-8980
Dist #6 Mike Hart
522-5783
FLYLINE Ken Jackson
[email protected]
Page 10
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The FLYLINE
June 2011
The Monthly Newsletter
of the
Idaho Aviation Association