September/October - Oregon Pilots Association

Transcription

Official Publication of the
Oregon Pilots Association
Oregon
O
P
A
Pilots
Association
www.OregonPilot.org
SEPTEMBER/OCTOBER 2013
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President-Elect’s Message - By Mary Rosenblum, OPA President-Elect
President-elect Mary Rosenblum
here with my final message to you as
President-elect of the OPA.
Well, it’s August and our annual meeting looms. It should be a great program in Albany this year.
Neal White has put together a fabulous and packed schedule of WINGS
credit seminars and we have both Swift
Fuel to talk about their drop-in 100
unleaded av gas, and Dave Ulane, our
excellent AOPA Northwest Regional
Representative, to offer a Town Hall talk
about aviation issues in the Northwest.
Add to that the Albany Art and Air
Fair events and it’ll be a great place to
spend your Saturday.
Why not do the Madras Air Show on
Friday and fly over to Albany Saturday
morning?
It’s also the day we hold our elections,
and unless someone steps up who
wants to head the Oregon Pilots As-
sociation for the next two years, I will
likely be elected president. This promises to be a very busy and momentous
tour of duty.
Every one of you is seeing the decline
of General Aviation in this state, and
it’s not likely to turn around any time
soon, not with the cost of getting into
flying initially, the price of av-gas, and
the cost of flying and maintaining an
aircraft. You gotta love it. And commit
to it. And we who love it and would
like to see this legacy continue are
going to have to step up, if we want it
to be available to more than an elite
handful of people.
We all need to come together, all of us
GA pilots; experimental folk and backcountry, as well as aviation business
owners and the Oregon Department
of Aviation, to decide what we want
Aviation in Oregon to look like 10 years
from now. It won’t be what we have
now, but it can still be viable. If we
don’t define that vision for ourselves
and work to achieve it, we are going
to see more erosion of our aviation
infrastructure in this state than in other
states and ultimately, a lot of what we
know now will be gone forever.
I don’t want to see that. It is not inevitable. But it will require that we all
work together. If we stand back and
wait for that ‘Someone’ to deal with it,
we’ll lose an awful lot of what we have.
It took me a long time to be able to
fly the way I’d dreamed of flying as a
kid. I’d like to see that option there for
other girls and boys who are dreaming
about flying now. It will not be, if we
don’t safeguard it.
And we can safeguard it. If we work
together.
We all need to understand what is going on in the broader picture, so that
we can protect what we care about.
You’ll be hearing from me!
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SEPTEMBER/OCTOBER FEATURED PILOT: PAUL EHRHARDT, OPA Public Relations Officer
When I was very little, about preschool size, I loved airplanes
and flying a fighter plane was my ambition. By the time I was in
middle school, I had to relocate my bedroom to the attic of our
home because I had over 500 model airplanes. Unfortunately,
by the time I got old enough to fly, my dad had sold his plane
due to a cardiac condition. In addition, my uncle was killed in
a plane crash and a cousin and his son in a separate crash. My
family did not seem to share my interest, so I decided to race
cars instead.
After the Army, I started flight school, but family matters took
Cont. pg. 2
Paul Ehrhardt is an active 65 year old who has a passion for life and
the outdoors. He and his wife Robin enjoy their little 150 Cessna, their
homesteading lifestyle, family and their GSD named Shunka. Here
Paul is shown with some of the lights the Maintenance Wing has
acquired. He is in his hangar in Corvallis, under the wing of his 150.
O
P
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September/October 2013
faded away. Hmmmmm…how to proceed?
So I went to the 2011 OPA convention and asked to be considered
for Public Relations Officer in an effort to stop chapters from disappearing from lack of activity and focus.
As I looked over the problem, it seemed to me a lot of people do
not have enough time and perhaps even less money.
Looking back a bit, when I was little, airports were really interesting places to go. Heck, when I was 50, airports were interesting.
However, today people are being shut out and most are afraid to
go sit and even watch the planes.
I would like to put a stop to that. I would like to create an atmosphere where people and especially kids, can snoop, ask questions
and then learn to fly!
I saw us losing small airports, so I started the OPA Maintenance
Wing.
To date, it is a part of OPA that has collected a significant amount
of airport lights, pilot control lighting, lighted signs and even
more. We have what we need to light an airport! The question
now is where and when.
The Maintenance Wing people have extended safety approach
areas and do whatever is needed to any airport. Our newest activity is locating crashed airplanes in Oregon’s outback. We have 86
planes on our list all the way from a J-3 Cub to a B-24 Liberator
and a DC-9.
We just returned (late July) from locating a PA-28 above Oakridge.
Now some of the Maintenance Wing members are considering
getting a pilot’s license as their interest is sparked. I thought it
might have the opposite effect, but not so!
If we are going to have a next generation of pilots, we MUST get
others involved!
How many of you would like to find a WWII fighter lost in time,
high in the Oregon Cascades? It’s out there and we are going. You
are welcome to come along!
front stage and I was unable to continue. I would try later, but as
fate would have it, I was redirected once again.
In 1994, I met my wife Robin. I helped her as she struggled her way
through nursing school for her RN. She finished with her normal
string of As.
Then one day she told me there was a really good deal on a ground
school. “Why don’t you take it,” she said. So I did! First I took the
FAA test…then maybe a lesson now and then just for fun. I got my
license on May 29, 2007, just AFTER I bought my first plane! I was
ecstatic!
Now that the initial part was finally over, I figured we needed to
do something…make something better; maybe do something
so people could have more fun. I looked at OPA. I did some work
around McKenzie Bridge airstrip. I saw a sign that said OPA was
doing volunteer work there. I looked to Corvallis Chapter; their
name was on the sign, but was too late. That chapter faded away.
Eugene OPA took over McKenzie Bridge but that chapter too just
Know someone who
wants to be a pilot?
We can help.
Hillsboro Aviation offers:
• Airplane and helicopter instruction
• Financing to those who qualify
• 2 locations (HIO & TTD)
• Sport pilot training (C162 Skycatcher)
• 3-axis motion training device (G1000 & twin)
• Frasca FTDs (airplane & helicopter)
• Inadvertent IMC training
• FAAST seminars
• Flight reviews
• IFR currency
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32 Years Experience in Flight Training
hillsboroaviation.com I (503) 648-2831 I (800) 345-0949
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Members - show off your photographs
By Neal White, Willamette Valley Regional Director
The Prop Wash editor is looking for photographs, one of
which will be the “Feature Photo” in each issue of Prop Wash.
Photos that are submitted:
1) must be of any aviation subject or theme.
2) an OPA member must be involved in some way, in the creation of the photo.
3) photo(s) should include a description.
4) photo(s) should include the OPA member’s name.
Please send 1-3 photos in jpeg format to [email protected]
Pick up your 2013 Passport Book at
LebanAir Aviation, Lebanon, Oregon
Flight Tour website: www.WesternFT.com
13 airports selected including
1 grass strip.
Sept. 21 is the conclusion of the Tour,
celebration, BBQ and prizes.
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OPA “Maintenance Wing” Wants the stuff you do NOT Want AT ALL ANYMORE!
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Have an interest in the backcountry?
By OPA Public Relations
Paul Ehrhardt
The Spring will see new people
and equipment mowing on some
The OPA has formed the OPA Mainteof these airports that need not only
nance Wing. As such, Paul Ehrhartd,
repairs, but changes and improveOPA Public Relations, has joined a
ments.
growing number of others who are
Do you have a favorite airport you
gathering equipment, whether runwould like to see made more userning or not, like old tractors and farm
friendly? Come along and join us
implements, such as the Ford 800
and be the first in line to make those
tractor with an engine that ran just
changes.
Greg Hargan, Volunteer,
long enough to reach the shop! Now OPA Maintenance Wing.
Call Paul at 541-554-6143 for more
we are rebuilding the engine and
information. For those interested,
have found a 60 inch deck mower, plows and a disc that
there are some airstrips with large numbers of trees that
will breathe new life and serve a new purpose.
need to be removed - 100s of cords of firewood beckon!
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OPA is on Facebook!
Submitted by the editor
Click on the link from the main
OPA website or search for
from your Facebook page.
If you have an interest in Oregon’s numerous backcountry
dirt strips and enhancing OPA’s strong stance on General
Aviation, contact Bill Ables: 541-263-1327 or by
email: [email protected] or OPA President Dennis Smith.
Become an OPA fan today!
nce
Your Insuraals
Profession
John Day Valley Rentals
Eastern Oregon
Since 1978
ion
Regal Aviat
Insurance 800-275-7345
3 Vacation Homes
www.johndayvalleyrentals.com
[email protected]
541-932-2725
415-748-8697
Car available for Fly-Ins
www.RegalAviation.com
PHONE 503-640-4686 | FAX 503-640-3071
5625 NE Elam Young Parkway, Suite 100 | Hillsboro, Oregon 97124
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Marine Stratus Surges (or Pushes)
Written by Clinton Rockey, Meteorologist, NOAA/National Weather Service, Portland Oregon
strip and the Columbia Basin.
Low altitude stratus clouds that form over adjacent ocean
waters and moved by horizontal wind over land areas are
called marine surges. These stratus type clouds are sheetlike, horizontally uniform base and top and extend for
distances of 6-60 miles but are relatively shallow in depth.
The process continues as areas east of the Cascades warm,
and pressure there becomes lower than that west of the
Cascades. How far inland the low clouds reach will depend
on the strength of the marine surge, and how deep the
marine layer becomes.
Summer brings good flying conditions to the region. As
many can attest, the most problematic issue for pilots, and
forecasters, is the arrival and dissipation of marine stratus
and is often a major headache in determining a ‘go’ or ‘nogo’ flight situation for many general aviation pilots who are
VFR (visual flight rules) rated.
On the strong and intense marine surges, the onshore flow
is so strong that moisture rolling over the Cascades and
into eastern Oregon and Washington will create streamers
of clouds downwind of the passes in the Cascades. Gusty
westerly winds can be found in the Columbia Gorge and
downwind of the Cascades as well, with gusts of 35 to 45
knots.
Marine surges can occur at any time during the year, but
tend to favor spring through early autumn, coinciding with
the temperature differentials between the coast and the
interior.
Despite the huge impact of marine stratus on aviation,
both general and commercial, forecasters have become
increasingly proficient at forecasting arrival and dissipation of the stratus, and its overall impacts during a marine
stratus surge.
This differential is often a direct result of the pressure pattern, where high pressure offshore battles for control with
the thermal low pressure that shifts between the coastal
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Aviation Helping Those in Need - 3rd Annual Oregon Air Rally, Twin Oaks Airpark
Submitted by Brian Sheets, Event Organizer
a drop only 39 feet away from the bulls-eye! Who knew a
C-182 could fly that slowly?!
Amidst the low clouds of a cool, mid-July morning, life
awakened at Twin Oaks Airpark (7S3) on Saturday July
20th as the 3rd
Annual Oregon
Air Rally got
underway.
The Rally was
established in
2011 to provide a fundraising venue
for charities
Afterward, Bob and Betty Stark treated all of the competitors to a home cooked barbeque lunch, complete with ribs
and Betty’s secret
recipe.
Volunteer Sergio Tortuga
measuring John Pavlik’s
winning drop of 39’.
Twin Oaks Airpark - 2013
host for the Air Rally.
The post-Rally
auction was attended by both competitors and folks passing by. In the end, we were able to raise more than $1300
for the Vasculitis Foundation and Angel Flight West.
Mike and Deb Berck coaxing
their Grumman in for the
landing competition.
The event owes its success
to the generosity of aviation
equipment suppliers, the
participants, and volunteers.
Hats off to Bob & Betty Stark
for hosting the event, and
volunteers Raoul & Cynthia Van
Landuyt, Sergio Tortuga, and
Linda Sheets.
combined with the fun
of aviation.
While anticipating a great day of flying along the
coast to some little used airports, the low cloud
deck forced a hasty re-design of the competitive
flight plan along the Willamette Valley to take
advantage of the later afternoon sunshine.
While waiting for the cloud deck to lift, competitors were able to take to the morning skies for
the first competitive event - flour bombing at
500’ AGL. In what was a phenomenal show of
airmanship, John Pavlik hung his C-182R on its
prop over the target, enabling him to win the contest with
More information can be found
at http://www.oregonairrally.
com/2013_oregon_air_rally_
Girl Power! Rally winners Teresa rev5_018.htm.
Cluster Group - Summit on Sept.19,‘13
Submitted by Jake Jacobs - Oregon Aviation Industries
Yes, the Oregon Aviation Industries group, part of the State
of Oregon Economic Development Cluster Group organization, will hold its second annual Summit on September 19
at the Evergreen Aviation and Space Museum in McMinnville, OR.
The Cluster Group was launched by the Oregon Business
Plan. Members include aviation companies of all types
located across Oregon and Southwest Washington, focused
on creating jobs, driving the economy forward and producing quality products and services that are sold worlwide.
They are leaders in Unmanned Aerial Systems, Worldwide
Heavy Lift Helicopter operations, Avionics, Aircraft and parts
manufacturing and general and commercial operations and
maintenance.
Attendance for the September conference will be limited
to 250 people so be sure to Register. The Agenda can be
viewed at this link.
New OPA Members
Ken and Nancy Ashmore, . . . . . . . . . . . . . . . . . . . . . . . . Boring, OR
Devin Burroughs, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lebanon, OR
Michael and Sandy Kuenzi, . . . . . . . . . . . . . . . . . Happy Valley, OR
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De Mers and Emily Stark.
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When the weather
finally cleared, it
was off down the
valley for landings
at five different
airports prior to
returning to Twin
Oaks for the landing competition.
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Managing Airports has Little to do with Airplanes in Today’s Environment
Written by David Ulane, AOPA Northwest Mountain Regional Manager for AOPA
You know, I think I may have the best job in aviation. Each
day I go to work with a singular goal of protecting, promoting, and growing general aviation in arguably the most
beautiful region of our country.
In my role as Northwest Mountain Regional Manager for
AOPA, I get to live, breathe and immerse myself in general
aviation every day - a dream I’ve had since I was six. And
somehow, every couple of weeks remuneration for my
work lands in my checking account. How did I get so fortunate to have my avocation also be my occupation?
After 22 years in the airport management side of the industry, I was looking to do something different in aviation,
something that could better utilize my passion for flying,
airplanes and the aviation community.
While I love airports, their energy and seemingly perpetual activity, it’s amazing how much of managing airports in
today’s environment often has little to do with airplanes.
When I saw the AOPA’s new Regional Manager positions
posted in late 2011, I realized that I had found my something different in aviation, and was incredibly fortunate to
have been selected to represent AOPA in Oregon, Washington, Idaho, Montana, Utah, Wyoming and Colorado.
So what exactly do I do? In my Regional Manager role, I
have many responsibilities, but first and foremost I advocate on aviation issues for AOPA’s 37,000 members in the
Northwest Mountain Region, including nearly 6,000 in
Oregon.
This advocacy comes in many forms, including collaborating with partners like OPA to support or oppose state
and local legislation that impacts general aviation. This
often entails meeting with individual legislators and other
elected officials, educating them on the importance of GA,
and helping them formulate legislation, regulations and
policies that leverage the benefit of GA to state and local
economies. Sometimes it means attending city council or
legislative committee meetings to testify in person on an
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item affecting GA. Many times it involves letter writing and
phone calls, and working closely with others to coordinate
engagement on a particular issue.
In the 2012/2013 legislative session, there were 51 bills
in the Northwest Mountain Region that had some impact
on GA; 20 of those were in Oregon. While we don’t necessarily engage on all of them, myself and my six counterparts across the country diligently follow every bill in our
states and weigh in on behalf of our members as necessary.
Of course it’s not just legislative engagement. One of
the most enjoyable parts of my jobs is getting out into the
region and personally interacting with AOPA members
at their airports, at fly in’s and airshows and other aviation events. This provides me an excellent opportunity to
hear about what matters to AOPA members in our region,
and how we can help. And that feedback is critical as we
engage on GA issues at all levels.
While the AOPA building at our Frederick, Maryland
headquarters is filled with unbelievably talented and
knowledgeable folks, local feedback, information and expertise is key to helping us formulate positions on a variety
of issues from special use airspace to navaid decommissionings to airport matters.
Please be sure to share your thoughts and concerns with
us. And how do you do that? The most efficient way is
to contact us directly at 800-872-2672, or online at www.
aopa.org.
And of course, you can reach me directly as well at [email protected]. While I might not be able to answer
every question or concern personally, I pledge to point you
to the people who can. And for you Twitter types, be sure
to follow me at @AOPANorthwest for the latest affecting
GA in Oregon and the Northwest.
I look forward to working for you and the future of GA!
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Collecting Pet Peeves
By Dave Gamble, RV12 builder, full-time curmudgeon
These duties average about one hour each month
except January which requires about three hours.
I have pet peeves with Van’s. Now I may have mentioned
before that I have a habit of collecting peeves like a lonely
widow collects cats and it really labors the concept of a
“pet” peeve to have so many, but this is one that really irks
me. I’m speaking, of course, of their completely inconsiderate shipping practices.
Look, I understand that I’m building a $60,000 airplane and
the leakage of a few bucks here and there is small potatoes
in a project of this magnitude, but it’s just so unnecessary,
thus rude.
I placed an order for two plexiglass bits and a special “zero
flute” countersink bit. These $13.50 light weight items
came wadded up in a thin envelope. Shipping cost: $6.63.
That’s what I’m talking about.
1) Reconcile bank accounts monthly - OPA and ASEF.
2) Pay bills, approx. 50 checks per year.
3) File required IRS reports.
4) Complete required Oregon reports.
5) Prepare 1099 reports to vendors and file with IRS.
6) Prepare financial statements for board members.
7) Prepare treasurer’s reports for board meetings.
8) Attend OPA board meetings when possible.
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OPA Members - a volunteer for our
Treasurer position is needed.
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If you are willing to be OPA treasurer, email our OPA
President Dennis Smith:
[email protected].
If you have any questions contact OPA President.
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Good Approach leads to Good Landing. In today’s parlance: “Stabilized Approach”
From Vectors for Safety by Gene Benson of Hilton, New York
might consist of seven elements. An eighth element simply
states that if any one of the first seven is not being met, the
approach is not stabilized and must be abandoned.
We continue to see many preventable landing accidents.
No group of pilots nor class of airplane seems to be immune from this kind of mishap. The airplanes involved in
these accidents range from the smallest amateur built airplane to the unfortunate recent crash of the Asiana Airlines
Boeing 777 at San Francisco. The pilot experience ranges
from newly certificated pilots to airline captains with many
thousands of hours. But many of these landing accidents
have one thing in common - an unstabilized approach.
Though pilots might argue some of the items, wishing to
delete or modify some and add others, the following is a
good starting point for the general aviation pilot:
1. The aircraft is on the correct flight path.
2. Only small changes in heading or pitch are required to
maintain the correct flight path.
3. The aircraft speed is not more than the desired approach speed (VREF) +10 knots indicated airspeed and not
less than VREF
4. The aircraft is in the correct landing configuration.
5. Rate of descent is no greater than 500 feet per minute; if
a descent rate greater than 500 feet per minute is required
due to approach considerations, special attention must be
paid.
6. Power setting is appropriate for the aircraft configuration.
7. All briefings and checklists have been accomplished.
8. If the approach becomes unstabilized below the stabilization altitude, an immediate go-around or missed approach must be initiated.
Everybody probably remembers a flight instructor saying
that a good approach leads to a good landing. If a pilot is
chasing the airspeed, struggling to get lined up with the
runway, or trying to correct for being significantly too high
or too low, the landing is probably not going to be pretty or worse.
But just saying that we need to make a “good approach”
isn’t really much help unless we can define what we mean
by that. Over the past twenty or so years, we have quantified what we mean and renamed it the “stabilized approach.” The concept has been in wide use by professional
pilots for many years but is not always embraced by pilots
of small airplanes. The concept of the stabilized approach
applies to both VFR and IFR operations.
A general aviation adaptation of the stabilized approach
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UNION COUNTY AIRPORT
La Grande, Oregon
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Could Confucianist culture have contributed to Asiana Airlines accident?
From Bangkok Post, July 13, 2013
South Korean aviation officials dismissed any suggestion that a deferential culture in which junior pilots
were afraid to challenge their seniors
played a part in the crash of an Asiana
jet in San Francisco.
Two people died and more than
180 were injured when a Boeing 777
crashed last Saturday after clipping a
seawall short of the runway, skidding
out of control, shredding the tail of
the plane and catching fire.
An investigation by the US National
Transportation Safety Board is focusing much of its attention on Lee GangKuk, who was landing the 777 for his
first time, and his trainer Lee JeongMin.
“We’re certainly interested to see
if there are issues where there are
challenges to crew communication,”
Deborah Hersman said, head of the US
National Transportation Safety Board
(NTSB) which is investigated the crash.
Aviation industry has been training
pilots in order “to make sure that a junior pilot feels comfortable challenging a senior pilot and to make sure the
senior pilot welcomes feedback in a
cockpit environment from all members of the crew and considers it,” she
said.
But Chang Man-Heui, director of
flight standards at the South Korean
transportation ministry said it was
“outrageous to suggest that traditional Korean Confucianist culture might
have contributed to the accident.”
“It’s true that authoritarianism existed in the cockpit until the late 1990s
(of South Korean flights) but we have
now a completely different culture,” he
said, dismissing such a suggestion as
“anachronistic.”
One incident partly blamed on rigid
relations between senior and junior
pilots was the 1999 crash of a Boeing 747 Korean Air cargo shortly after
takeoff from London.
The plane’s captain, who had a
malfunctioning cockpit indicator,
censured his first officer who was
communicating correct information to
the control tower, according to British
investigators.
Another accident linked to a deferential culture involved a Korean Air
[
Boeing 747 that prematurely descended on an approach and slammed into
a hillside short of the runway at Guam
in 1997, killing 223 of 254 aboard.
The captain failed to respond to
warnings from his junior pilot that
they were flying too low according to
reports.
These crashes and other accidents
sparked a hectic government-led campaign to improve cockpit environment
as part of global efforts at better crew
resources management, which have
largely paid off, local experts said.
Professor Jung Yun-Sick at Jungwon University, a former Asiana pilot,
noted drastic changes had occurred
not only in aircraft cockpit but the
South Korean society as well.
“I assure you that cockpit culture
has undergone great changes and
become as democratic as other countries,” he said.
“But this does not mean there
should be no hierarchical order in the
cockpit as aircraft, as well as ships,
need a strict command and control”,
he said.
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Straightforward no frills reminder . . .
By PCOPA Secretary Dave Martin.
After a demonstration of the Barany chair to illustrate spacial disorientation that often leads to fatal accidents when
pilots enter IFR conditions unintentionally and are unable
or unwilling to trust their instruments and return safely to
visual conditions:
Rule #1 - Don’t fly into clouds unless you are IFR rated, current, equipped and cleared by ATC to do it.
Rule #2 - Believe and trust your instruments.
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Flight Levels: Human /Automation Interface remain co-dependent for best outcome
By Capt. Gary Brown, Continental Airlines, Retired
I have always contended that it should
be against Federal Air Regulations to
get hurt in an airplane. However, last
week, a San Francisco bound Asiana
flight broke that rule, and the result
was injury, death, and airframe loss.
A little history: Asiana is
a Korean Air Carrier, similar
to Korean Air Lines, a Seoul
based international carrier.
While I was flying for Continental Micronesia based in
Guam, there was a similar
accident, where a KAL 747
hit the hill above Agana
airport, killing everyone on
board with the exception of
a small child.
gine failure, the ramp is a good place
to have it!) We all went home for the
night.
I was just getting to sleep when
the phone rang. The Chief Pilot was
Now fast forward to
the recent San Francisco
accident; I am getting déjà
vu all over again.
The Glide Slope was
out of service, but the
weather was good, and a
hand flown visual approach
would be an easy choice
for most pilots. Even if the
pilots wanted to leave the
aircraft auto coupled to
track the localizer, and use
the vertical speed mode for
the descent with the auto
throttles controlling speed,
it would have been perfectly manageable.
Agana
Granted, it was a really
lousy night to fly. The
weather was down around
your boots in heavy rain
showers, and the Glide
Slope was out of service.
I was inbound to Agana
that night in a Boeing 727
with 151 on board, fighting
turbulence, thunderstorms,
and on approach had a partial flap malfunction. The
book said to put another 20
knots on the clock and land
with partial flaps, which we
did.
Since the Glide Slope was out of
service, it required a Localizer DME
“step down” to minimums. We broke
out a bit above minimums, landed,
taxied to the gate, and thought we
were going to go home, since our aircraft had a mechanical (flap) maintenance issue.
This was not to be the case, as we
were re-dispatched to take another
aircraft from Guam to Saipan and
return, in the same rotten weather.
We loaded up, ran the check list,
started the engines, began to taxi out,
and the #2 (center) engine quit! We
taxied back to the gate on two engines, and shut it down for the night.
(If you are going to have a total enOregon Pilots Association
Also pervasive in the culture, is the
absence of Crew Coordination, where
the junior member of the crew is hesitant to bring to the attention of the
Captain anything causing the junior
member concern.
asking for “all hands” to report to the
airport to help with aiding friends and
relatives planning to meet the Korean
Air Lines flight that had crashed.
It seems that the training convention for KAL and some other Asian
carriers as well, is to always fly the full
instrument approach, and leave the
aircraft, including the auto throttles,
auto coupled until time for disconnect
just prior to landing.
Since the Glide Slope was out of
service, it appeared that the crew
used the DME distance from the VOR,
erroneously thinking it was the step
down DME from the runway, and
began their descent into the hereafter,
impacting Nimitz Hill, where the VOR
is located.
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But from all reports,
the crew attempted to
hand fly a visual approach
with the auto throttles
disconnected. They flew
low on the glide path, and
attempted to remedy the
vertical portion of their
path by pulling the nose
up, resulting in the degradation of airspeed.
As the aircraft pitched more nose
up to avoid the ground, the Boeing
757 reached aerodynamic stall which
results in a sharp nose up attitude,
stick shaker and other stall warnings
going off, and the tail low attitude
causing the aft part of the aircraft to
contact the ground, then slamming
the remainder of the aircraft abruptly
down.
The big Boeing had just crossed the
ocean, it was light, and would have
responded rather quickly to throttle
application.
When the crew first perceived that
the aircraft was not on the desired
glide path, a simple application of
Cont. on pg. 9
Cont. from pg. 8
required thrust should have arrested
the sink rate.
It may be a year before we find out
all the details from the NTSB leading
up to the accident, but I anticipate
that there will be a long discussion on
the human factors and crew interaction, and their handling of the auto-
i
mation.
At Continental Airlines, we became
concerned with the crews relying on
the modern automation on many of
our “push button” jets, and the resultant deterioration of basic stick and
rudder skills, therefore we routinely
failed the flight guidance systems on
every check ride to train back these
System Stressors that affect pilot
decision-making skills.
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TWIN OAKS AIR PARK, INC.
Environmental: Conditions associated with the environment, such as temperature and humidity extremes, noise,
vibration, and lack of oxygen.
Physiological Stress: Physical conditions, such as fatigue,
lack of physical fitness, sleep loss, missed meals (leading to
low blood sugar levels), and illness.
Psychological Stress: Social or emotional factors, such as
a death in the family, a divorce, a sick child, or a demotion
at work. This type of stress may also be related to mental
workload, such as analyzing a problem, navigating an
aircraft, or making decisions.
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rusty skills. We also incorporated
“Crew Resource Management” into every check ride, and in annual recurrent
training.
As in all fixed wing aviation, “these
things don’t back into mountains!”
The human must control the aircraft,
not the other way around!
Fly Safely! Gary Brown
For a Crew of One or More: “Crew Resource Management” i.e. Error Management
Written by Gary Brown ATP; A&P; IA; CFI; DAR; First flight and Tech counselor, Independence, OR.
In light of the recent Asiana Airlines Flight 214 accident,
the Prop Wash editor felt a reprint of this Crew Resource
Management article written by Gary Brown was appropriate and timely.
After flying for Continental Airlines for 25 years, I
flunked retirement, currently serving as Chief Pilot for
three “135” operators. The FAA has just added FAR 135.330
to their bible, guaranteed to cure insomnia. It states that
even we lowly 135 operators must now have mandatory
“Crew Resource Management” training in the curriculum.
Most of our operations are single pilot, therefore how
to integrate CRM into the training took some thought.
CRM, or “Charm School” as we called it in the airlines, was
brought about by too many accidents caused by three
guys in the cockpit not using resources available to them
to collectively avoid the accident.
The “last straw” accidents were a United DC-8 crew misreading the holding pattern in Salt Lake City, and flying
into the Wasatch range; a TWA B-727 crew failing to follow
proper approach procedures, and flying into the Poconos
on the way into Washington DC; an Eastern L-1011 flying
into the Everglades with all three crewmembers preoccupied with a burned out light bulb in the landing gear
annunciator; and lastly, a United DC-8 crew running out
of fuel on the approach into Portland, preoccupied with a
mechanical problem.
The “charm schools” were designed to make us aware as
crew members to be more assertive in participating in the
flight decisions in order to avoid any and all errors. Nice
start, but it fell short of the mark, since none of us has ever
flown error free flights.
Continental was the first to add an “error management”
segment to the syllabus, challenging every crew member
to identify the potential “red flag” items on this date, with
this crew, this weather, this aircraft, this route, etc. and devise a strategy prior to departure and enroute to deal with
the threats, and a strategy to manage errors to prevent
them from snowballing into an accident.
During training, I asked some of the 135 pilots to discuss the most significant error they had made in an aircraft,
and in most cases, what was told should have resulted in
the loss of the aircraft and occupants. We then discussed
ways to have identified the threat that lead to the error,
and strategies that could have been effected to avoid or
manage the threat and the error. In almost every case,
there were precursors that should have been a wake up
call that all was not well.
So, how do we teach this as a crew of one? Same way! . . .
We attempt to identify the threats as a crew of one,
and develop strategies to deal with them. Bad weather?
Perhaps more fuel, second alternate, change of route, or
perhaps cancel! Squirrely winds? Perhaps longer runway,
less flap, more speed? Flight into darkness? Perhaps a
spare flashlight, clean windshield. Instrument approach?
Perhaps a thorough briefing to oneself during the low
workload phase of flight to avoid becoming overloaded
(and more prone to errors) during the busier phases.
There are a lot of ways we can employ these techniques
and fly as a single pilot, yet manage our flights with a
“crew” mentality.
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The Rebuilding of Big Creek Lodge
Submitted by Bill Ables, Backcountry Chair
On June 15th, the Idaho Aviation Foundation served
85 breakfasts at the site of the new Big Creek Lodge.
Folks flew in from Washington, Montana, Oregon, California, Nevada, New Mexico, Arizona, Ohio and Idaho to
help support this project. Now that’s fantastic support by
you pilots!
The folks who
attended the Super
Cub fly-in at Johnson Creek donated
$1000 to the IAF
for the rebuilding
project. In addition
the IAF received
another $4500 in
donations at the Super Cub Fly-in which
included on-line
donations during
that weekend.
The Backcountry Pilots organization donated over $4300
to the IAF during their fly-in two weeks later in addition to
some $1500 raised from their raffle.
The IAF has raised over $100,000 in the last 6 months,
thanks to many of you! We have $450,000 of the $800,000
goal. The goal includes $100,000 contingency plus
Big Creek Runway looking north
Photo of the signing of the new Big Creek 30-year lease with
the IAF and the USFS. Anthony Botello (seated) and Clem Pope
from the Payette National Forest/Krassel District came to Big
Creek in June to sign the agreement with IAF President, Jim
Davies (seated) and IAF Vice President, Colleen Back.
$100,000 ‘nest egg’ for ongoing operations,
meaning the building itself is budgeted at
$600,000. The IAF is right on track with where
they want to be - and continue to ask each of us
to think of others who might be good candidates
to get involved (volunteer or donor). http://www.
rebuildbigcreek.com/index.php/donate
For you Facebook followers, here is a link so you can follow this project. You don’t have to join Facebook to look at
our Facebook page: https://www.facebook.com/BigCreekLodgeIdaho. IAF intern, Scott Blades, keeps the material
fresh with multiple updates every week. It includes an
article the McCall Star-News ran about Big Creek in early July.
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[
‘Gimli Glider’ - PIlot Recalls 100 ton Boeing 767 turned “glider” 30Years Ago
Written by Jonathan Welsh, THE WALL STREET JOURNAL “SPEAKEASY” - 1983
Residents in the small town of Gimli, Manitoba, are celebrating today to mark 30 years since a BoeingBA -1.03%
767 airliner made an emergency landing there after running out of fuel.
While not widely known in the U.S, the story of the “Gimli
Glider” and its captain, Robert Pearson, is part of Canadian
lore. On July 23, 1983, Pearson and his co-pilot Maurice
Quintal tapped their most elemental piloting skills to guide
the nearly 100-ton airliner on a powerless descent from
more than 26,000 feet to a decommissioned Royal Canadian Air Force base.
Before heading to Gimli for a week of special events, Pearson, now 78 years old and long retired from the airlines,
spoke with Speakeasy about his flight.
First, he said, modestly, that any good pilot could have
made that landing. During a typical airliner descent and
landing, the power settings are so low that the plane is
essentially gliding anyway. “To some degree, every airline
pilot is a glider pilot,” he said.
But Pearson’s flight 30 years ago was anything but typical.
And in the wake of the Asiana Airlines Flt. 214 crash in San
Francisco–an incident in which details of what exactly happened are still coming out–Pearson’s story stands out as
a textbook example of the importance of what pilots call
“hand flying” instead of relying on automated controls.
Pearson, who also flew 747s for Asiana in the 1990s after
leaving Air Canada, recalled what seemed like a cultural divide across the air-transport industry between pilots who
preferred to fly planes manually and those who relied on
autopilots to do much of the flying, including the landing
approach.
Pearson’s jet was on its way from Ottawa to Edmonton
when both engines quit. The ground crew, having teething
pains with conversion to the metric system, had loaded it
with fuel measured in pounds instead of kilograms. So it
ran out roughly halfway through its planned route. After
deciding Quintal calculated they could not make the glide
to Winnipeg, they diverted, with the help of air traffic controllers, to the old Gimli base.
D
The pilots found they were too high as they neared the
runway, so Pearson performed a forward slip, a maneuver
that causes the plane to skid sideways and lose altitude
quickly without increasing speed. Pilots do this often in
small planes but never in airliners but Pearson had to
because the wing flaps and speed brakes normally used
for slowing down didn’t work without power from the
engines.
“When something like that happens, you just have to
call on all of your training and experience,” Pearson said.
Luckily his experience included years of towing gliders in a
Piper Super Cub, a two-seat light plane that is as primitive
as the 767 is high-tech.
“After releasing the glider I would have this long tow line
hanging under the plane, and I had to be careful not to
snag it on the farmer’s fence as I approached the runway.
So I would stay high until I cleared the fence, and then did
a steep slip to make the runway,” he said.
Pearson spent much of his spare time flying small planes
and honing seat-of-the-pants piloting skills that helped
him glide the big jet.
As the 767 landed on the abandoned Gimli runway its
front landing gear collapsed and some tires blew out, but
Pearson kept it on the runway by adjusting brake pressure
on the left and right main landing gear, and none of the 69
passengers and crew on board was seriously injured.
This is the kind of story that makes skittish airline passengers wonder if the people in the cockpit are ready for
the wide range of possible emergencies that can crop up.
Clearly many pilots would have crashed under the same
circumstances. Indeed, many have while trying to re-enact
Pearson’s feat on flight simulators.
Still, like Chesley Sullenberger, who landed on the US AirwaysLCC +1.38% flight 1549 on the Hudson River in 2009,
Pearson said he was confident he could get the crippled
plane down safely.
“I knew we had enough altitude,” he said. “I told Maurice
not to worry.”
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Destination Mendocino/Fort Bragg - Oregon Antique & Classic Aircraft Club,
Oct. 1-4, Everyone welcome! Submitted by Marilyn Husser, OACAC newsletter editor, Independence, OR
Day 3: Thurs: Transport to Mendocino, a beautiful Victorian village by the ocean with restaurants, gift shops, Mendocino Botanical Gardens, followed by transport to Noyo
Harbor for dinner at Silver’s at the Wharf.
Day 4: Friday: Depart for home or elsewhere.
Non-members are welcome to join us in this biennial
event. For registration/information, call Judy Watkins at
503-837-0359, 707-357-0524 or contact Don at the Travelodge at 800-525-4055 or 707-964-4787 and tell him you are
with the OACAC group.
Day 1: Tuesday 10/1: Fly to Little River Airport, CA. Arrive
between 11AM and 2PM. Transport arranged to the Travelodge in Ft. Bragg, check in, and you are free to explore
the town and beach, both within walking distance, for the
rest of the day.
Day 2: Wed: Skunk Train trip through the Redwoods. The
group rate is $45.30 per person (OACAC group rate) and
within walking distance for most but transportation can
be provided. Check in time is 9:30AM; return time about
2:15PM.
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Big doin’s at Port of Tillamook Bay
]
Submitted by Michele Bradley, General Manager,
Port of Tillamook Bay (edited for space)
2013 PROP WASH Deadlines
TILLAMOOK, Ore. - When she arrived for a ribbon-cutting
ceremony on July 19 at the new Near Space Corporation
flight facility, Sen. Betsy Johnson (D-Scappoose) had no
idea she was about to become the new facility’s namesake.
The Johnson Near Space Corporation, has been christened
and anchors Port of Tillamook Bay Airport Business Park.
As thanks for her role in helping to secure match funding
for the nearly $7 million flight testing complex, Near Space
President Tim Lachenmeier announced the facility would
be named the Johnson Near Space Center.
About 75 guests attended the ribbon-cutting, during
which Port General Manager Michele Bradley offered an
overview of progress on the many completed and ongoing projects at the industrial park, of which the Near Space
facility is one.
Following the storms of December 2007 which damaged
the Port’s railroad system beyond repair, the Port was
eligible to receive more than $44 million from FEMA for
use on alternate projects. Johnson was a key advocate for
securing matching state funds for the projects.
]
November/December Issue . . . . October 10
January/February Issue. . . . . . December 10
Please submit articles as Word or txt files.
Send separate jpg files for each photo and
do not embed them in the Word file.
Advertisers: Please submit your ad in the correct
size as pdf or jpg format.
Questions: [email protected]
[
Oregon Pilots Association Lending
Library of Aviation DVDs
The OPA Board has established a Library of Aviation DVDs
available for loan to OPA members. Anyone wishing to
checkout a DVD, please email Neal White at [email protected].
Borrower: • ask for the DVD by its title.
• include your mailing address.
• include your email address so Neal can advise you of the DVD shipping date.
A postpaid/self-addressed envelope will be included with the
DVD for easy return. Please return all DVDs within one month.
If any OPA member has DVDs they would like to donate, we
are always looking for opportunities to increase the size of
this DVD Library.
DVD Library
Local and regional government officials join the staff of Near Space Corporation for a ribbon-cutting ceremony. Sen. Betsy Johnson performs the honor.
The Johnson Near Space Center, is the first commercial
high altitude balloon and UAS facility in the nation. It will
allow the company to better serve its clients, which include
NASA, NOAA, the US Department of Defense, universities,
and an array of commercial entities.
Near Space balloon flight payloads range from several to
thousands of pounds in weight. Test flights often climb to
120,000 feet above sea level, allowing new technology
demonstrations and scientific experiments to be conducted in a space-like environment above 99 percent of the
Earth’s atmosphere.
Johnson said, ¨This building sets really important, permanent roots for this company in Tillamook.“ NSC has
completed more than 160 balloon flights since it began
operating from Tillamook in 1996. Its management team
has more than 75 years of combined experience designing,
building, and operating high altitude balloons.
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12
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
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.
Debra Plymate can be reached at 503-428-7210, or email: [email protected].
Unicom:122.70 - PCL:122.70
24hr self-serve card lock
100 LL
JET A
Prices subject to change
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QPilots Lounge
Tie Downs
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Lodging & Food nearby
541-895-2913 ph
541-895-8904 fax
Creswell, Oregon
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.
Creswell Airport
Hobby Field - 77S
13
h
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 to
all OPA members, advertisers, and FBOs
around the state.
There is no charge for this service.
If you are out of town, you can view
PROP WASH in full color on line from
the OPA website or print your own copy.
If you do not want to receive PROP
WASH by mail, please contact Tricia at
[email protected].
Publication dates are January, March,
May, July, September, and November.
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.
877-OPA-PILOT
Oregon Department of Aviation
503-378-4880
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j
Polk County Ch. Flour Bombs - June 20
So much fun, a repeat next year probable.
By Dave Martin, Secretary, PCOPA. Edited for space.
j
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. Several months ago, Vice President Neil White proposed
a flour-bombing contest as a chapter program, and June
20 was the night! ODA sanctioned rules requires two
people: a pilot and bombardier aboard each airplane, level
runs not lower than 200 feet AGL, and a maximum of two
planes in the bombing pattern at the same time.
Mark Matthews made up 24 bombs. The 4 x 6-foot
target was in place. Bomber pilots took off.
Dave provided radio calls after each drop so pilots could
correct their errors on the second and third runs…but it
didn’t always happen. Bombing is harder than it looks.
Frank and Marcia Noell were score keepers.
Check out the OPA Calendar for all the up-to-date
activities going on.
www.oregonpilot.org/calendar.html
The winners: 3rd place: Mark Matthews with young
bombardier David - 54 feet. 2nd place: Vince Nistico with
Rick as bombardier - 40 feet. And the big winner, 1st place:
Neil White with his daughter Melanie 30 feet. Hmmm. Neil
organized the event, bought the small, graduated-size
trophies, and took home the largest of them!
FOR SALE - $149,000 - 5 ac. homesite in
The event was popular with the fliers and with the OPA
chapter peanut gallery viewing from across the runway.
As someone noted before the contest, official observers
(Marcia and Dave this time) would have been safest standing on the target.
D
serene timbered setting 2.5 mi. N of New Meadows
Airport (1U4); 12 scenic miles west of McCall.
Underground power & phone; Paved roads - all year
access; Septic approved; Driveway & building site
roughed-in; 1/2 mi. to Little Salmon River;
2 mi. to Zims Hot Springs; 20 mins. to Brundage Ski Area
Call or email Richard & Debbie Benson for details/
slide show of property & area.
[email protected]; 541-389-4523
“Baggage Compartment”
This non-commercial advertising service of Oregon
Pilots Association, is for current members only.
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.
Send ad copy as you want it to appear in the
newsletter. If at all possible, include a photograph
Send to: [email protected].
• 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
namics Flyin
AerodyMulino Airport (4S9)g Club
Hangar #1 for Sale - Newport (ONP)
Call Dave Wellman for details.
541-984-1442
Two beautiful & well maintained aircraft
(1965 Cessna 172-F & 1975 Piper Archer)
Low Rates / Affordable Flying
JOIN NOW: Private Pilots and New Members Wanted
Contact: Larry Stevens [email protected]
H-503-632-1944; C-503-816-9856
New Paint, great interior, electric gear, IFR Certified
with GPS 3371 TT, 597 SMOH IO-360 200HP, 159
SNProp; 3/11/13 Annual. $58,900 or 1/2 share
$30,000 financing available;
1/3 share possible.
Hangared @ Troutdale, OR.
Call Joe Smith 503-284-5552
[email protected]
FOR SALE
FOR SALE - 1968 Mooney M20F Executive
14
i
That was quite a bump!
h
Heard on South African Kulula Airline flight 255:
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 to all OPA members,
advertisers, and FBOs around the state.
Just after a very hard landing in Cape Town, the flight
attendant came on the intercom and said:
“That was quite a bump and I know what y’all are
thinking.
There is no charge for this service.
I’m here to tell you it wasn’t the airline’s fault; it wasn’t
the pilot’s fault; it wasn’t the flight attendant’s fault!
If you are out of town, you can view PROP WASH in full
color on line from the OPA website or print your own copy.
If you do not want to receive PROP WASH by mail, please
contact Tricia at
[email protected].
It was the asphalt! D
Publication dates are January, March, May, July, September,
and November.
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.
Where to find a list of h
h Ethanol-free
Gas Stations?
877-OPA-PILOT
Oregon Department of Aviation
503-378-4880
Go to the ODA website at:
www.oregon.gov/aviation/E10.shtml
Next, click on the 3rd button: Pure-gas.org
where you will find a list of suppliers
in Oregon and every other state.
] 2013 STATE OFFICERS ]
h
] 2013 CHAPTER PRESIDENTS ]
President . . . . . . . . . . . . . . . . . . . . . . Dennis Smith
Albany. . . . . . . . . . . . . . . . . . . . . Dan Miltenberger
541-905-5281 . . . . . . [email protected]
541-926-9477. . . . . . . . . . . . . . . . [email protected]
President Elect. . . . . . . . . . . . . Mary Rosenblum
Baker. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mel Cross
503-761-6702. . . [email protected]
541-523-4539. . . . . . . . . . . [email protected]
Past President. . . . . . . . . . . Brendan Fitzpatrick
Bandon. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vacant
Beaverton . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vacant
Central Coast . . . . . . . . . . . . . . . . . . . . . . . . . Vacant
Central Oregon. . . . . . . . . . . . . . . . . . . Gary Miller
. . . . . . . . . . . . . . . [email protected]
Secretary. . . . . . . . . . . . . . . . . . . . . . . Marcia Noell
. . . . . . . . . . . . . . . . . . . [email protected]
Treasurer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . [email protected]
541-383-2435. . . . . . . . . . . . . . . . . . . [email protected]
VP Legislative . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 541-479-6059. . . . . . . . . . . . . . . . [email protected]
. . . . . . . . . . . . . . . . . . [email protected]
Public Relations . . . . . . . . . . . . . . . Paul Ehrhardt
541-554-6143 . . . . . . . . . . [email protected]
Regional Directors:
Southern Oregon. . . . . . . . . . . . . . . . . . . . . Vacant
Central/Eastern . . . . . . . . . . . . . . . . . . . . . . Vacant
Portland Metro. . . . . . . . . . . . . . . . . . . . Joe Smith
503-986-1447. . . . . . . . . . . [email protected]
South Oregon Coast. . . Charlotte Echelberger
541-247-0283. . . . . . . . . . . . . . . [email protected]
Willamette Valley . . . . . . . . . . . . . . . Neal White
503-385-6649 . . . . . . . . . . . . . . . . . [email protected]
Prop Wash Editor. . . . . . . . . . . . Gail (GPS) Boyle
503-838-4734. . . . . . [email protected]
Membership Services . . . . . . . . . . . Tricia Cook
877-672-7456. . . [email protected]
Webmaster. . . . . . . . . . . . . . . . . Kaaren McGlynn
541-726-4088. . . . . . . . [email protected]
Grants Pass. . . . . . . . . . . . . . . . . . . . . . . . Roy Hogg
Jackson County . . . . . . . . . . . . . . . . . . . . . . Vacant
Klamath Falls. . . . . . . . . . . . . . . . . . . Steve Emley
541-892-7531. . . . . . . . . . . . . . . . [email protected]
Lane County. . . . . . . . . . . . . . . . . . . . . Vacant
Lebanon. . . . . . . . . . . . . . . . . . . . . . . . . . . . Bill Case
503-260-2473. . . . . . . . . . . . . . . . [email protected]
Lincoln County . . . . . . . . . . . . . . . . . . . . . . . Vacant
Mulino. . . . . . . . . . . . . . . . . . . . . . . . . Larry Stevens
503-816-9856. . . . . . . . . . . . . [email protected]
Polk County . . . . . . . . . . . . . . . . . . . . Marcia Noell
503-606-0870. . . . . . [email protected]
Tillamook . . . . . . . . . . . . . . . . . . . . . Bill Goodman
503-812-2067. . . . . . . . . . [email protected]
Troutdale. . . . . . . . . . . . . . . . . . . . . . . Jim Wisener.
. . . . . . . . . . . . . . . . . . . . . [email protected]
Western Columbia. . . . . . . . . . . . . Rollin Mason
503-440-1007. . . . . . . . . . . . . . [email protected]
Yamhill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vacant
15
Oregon
O
P
A
Pilots’
Association
O PA Thanks our
Asso c iate Memb ers
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
LebanAir Aviation
[email protected]
541-258-5029
Oregon Aero, Inc.
www.oregonaero.com
800-888-6910
Oregon Rangers Association
www.oregonrangers.org
541-998-3788
Western Aircraft Propeller Serv.
www.westernaircraftpropeller.com
503-667-8865
Willamette Aviation Services
www.willametteair.com
503-678-2252
23115 Airport Road NE #13
Aurora, OR 97002
Aviation Businesses - Share Your News
Prop Wash accepts press releases from businesses connected to aviation with news of interest to
pilots in Oregon. Press releases should be in article format without formatting.
Include graphics as separate PDF or JPG files. The editor and/or board of OPA reserve the right
to edit for content, clarity and space availability. Send to [email protected]
Objectives and Mission of the Oregon Pilots Association
Oregon
O
P
A
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

September/October - Oregon Pilots Association

Transcription

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