Dedicated to Aviation, Safety, Friendship, Community Involvement, and Education since 1984
DEDICATED TO AVIATION, SAFETY, FRIENDSHIP, COMMUNITY INVOLVEMENT, AND EDUCATION SINCE 1984
propwash
october 2025
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Presidents Message Thank You Ellsworth Hovey Getchell Foundation Update from the Managers Desk As the Prop Turns Life on the Road Orion On My Shoulder
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PRESIDENT‘S MESSAGE
At the last meeting we had two excellent presentations on different aspects of aerial photography. At the October meeting, Ben Marsh and Tenley Ong will demystify the aviation writing process. Both Ben and Tenley are published writers in this subject. Check out Ben’s story Orion on My Shoulder in this issue of the Propwash. Our Redbird simulator, housed at Mach 5, is getting a software upgrade to be able to show round dials on the dashboard. We owe thanks to the Getschell Foundation, who has sponsored the upgrade to make the simulator more relevant for some pilots. Talk to one of the flight schools at KAUN to calculate savings by using the sim or to book some time for allowable hours toward your next rating. The weather will be cold and rainy soon enough, and the sim is an excellent way to keep flying. AAA member Mark Bateson is the Auburn Airport Support Network Liaison forAPOA(Aircraft Owners and Pilots Association). He alerted me to an event that may be of interest to you. AOPA CEO Darren Pleasance will host a Town Hall meeting at Livermore Municipal Airport (LVK) on Sunday, 12 October from 2:00 to 4:00 p.m. as part of his President’s Tour 2025 program. At the Town Hall, Darren will share his vision for where AOPA is heading in the coming years, the challenges and opportunities facing the aviation community, and how AOPA is working to support pilots, airports, and the next generation of aviators. Niki Britton, the Western Region AOPA Manager will also be in attendance. See you at the airport! Chris Chris Haven President
Chris Haven, AAA President
General membership meeting menu
Main Dish: M-Z Side or Salad: A-F Dessert: G-L
this months speakers
Ben Marsh
Tenley Ong
please provide according to your last name
Ben Marsh, Ken Dwelle, & Chris Luvara
One of the “mission statements” of the Ellsworth Hovey Getchell Foundation (EHGF) is: “To support and meet the education and training of interested persons and worthy parties and related endeavors in historical Aviation, Mechanical, Engineering, STEM and related fields.” In that light the EHGF Board of Directors have been doing excellent work in promoting aviation at schools, universities, museums, aviation organizations and to deserving individuals. Auburn Aviation Association was a recent recipient of an EHGF grant to modify the AAA Redbird simulator to a “round dial” instrument panel. This generous contribution will bring our simulator in line with the instrument configuration installed in most training aircraft and owner flown aircraft based at the Auburn airport. Flight Safety will be increased for local aviators who take advantage of this excellent and affordable training device. Ken Dwelle, Ben Marsh, and Chris Luvara have exhibited an ongoing effort to fulfill the educational and mentoring wishes of Captain Ellsworth Hovey Getchell. The dedication of the EHGF Board of Directors to aviation safety and education is second to none. Scholarship recipients, grant recipients and organizations like Auburn Aviation Association owe a debt of gratitude to all these gentlemen for helping us achieve our goals. Ken, Ben, and Chris: Thank you.
Don Wolfe, AAA Scholarship Director
thank you ellsworth hovey getchell foundation
An update from the managers desk of kaun
Fire Safety in Hangars Fire preparedness is always on our minds, and with good reason. Each month I spend many hours looking for potential hazards across the airport. One of the most challenging areas to address is the inside of individual hangars and buildings. While not a comprehensive safety checklist, the following points are a great starting point when reviewing your space. Begin by asking yourself: What can I change to make my hangar safer? Store flammable materials (fuels, oils, paints) in approved containers. Dispose of oily rags, trash, and debris promptly; never let them pile up. Keep fire extinguishers accessible and ensure inspection tags are current. Check cords, outlets, and power strips for damage; avoid overloading circuits. Never use household extension cords for permanent equipment. Keep exit doors and pathways clear at all times. Properly label any hazardous materials. Eliminate or minimize heating devices, space heaters, and open flames. Never discard smoking materials in hangars; use approved outdoor receptacles. Charge aircraft batteries only in safe, ventilated areas. Avoid constant charging of any Lithium-Ion battery. Maintain adequate lighting to spot hazards. Keep the hangar organized and free of unnecessary clutter. Even taking small steps can make a big difference in overall fire safety. A safer hangar protects not only your aircraft and equipment but also your neighbors and our entire airport community. Minimum Operating Standards – Progress Update Work continues on revising the Minimum Operating Standards for Auburn Municipal Airport. Many minor grammatical and procedural updates have been proposed to better align the standards with current practices. Two key items currently under review are the outdated landing fee and the policies regarding fueling and defueling of aircraft on the airfield. The existing landing (or access) fee, first referenced in the 1970s and last updated in June 1999, has gone unenforced for years and no longer reflects industry standards. Originally intended as a flat monthly access charge for commercial airside activity, there is little evidence that the fee was ever consistently applied. This likely explains why it has not been enforced. Today, landing fees for off-airport operators are typically based on an aircraft’s maximum takeoff weight (MTOW) and are assessed per 1,000 pounds per operation—not as a flat monthly rate. This model helps offset the increased wear of larger aircraft placed on runways during landing and supports an airport's FAA-mandated goal of financial self-sufficiency. As I mentioned in my recent article on the ADS-B bill, some airports are beginning to apply landing fees to light general aviation (GA) aircraft. The Minimum Operating Standards update committee believes this approach would be misguided. Instead, the committee is reviewing options to update the fee structure so that it applies to off-airport operators of aircraft above a certain gross takeoff weight. That threshold has not yet been determined. We would like your input: What are your thoughts on landing fees or access charges, and to whom—or under what conditions—should they apply at Auburn Municipal Airport? The second major topic under discussion is fueling and aircraft fuel system maintenance. Currently, defueling is prohibited under the existing Minimum Operating Standards. The committee is considering revising this section to align with National Fire Protection Association (NFPA) standards. This change would improve consistency with national fire safety guidance and ensure our policies keep pace with evolving technologies. As new fuel types—such as aviation batteries or hydrogen—emerge, the current standards are likely to become outdated. Since it is nearly impossible to anticipate every future fuel technology, adopting NFPA 407 and 410 standards may provide a more practical and adaptable framework. We’d also like your input here: Should Auburn adopt NFPA standards in place of creating custom rules for future fueling practices? If you haven’t already shared your feedback, we encourage you to do so—especially on the topics of landing fees, off-airport operator charges, fueling and defueling practices, or any other areas you believe should be addressed in this update. Please feel free to contact me directly or reach out to any of the project liaisons listed below. Every contribution helps strengthen the final product. Thank you for your continued involvement and commitment to the future of Auburn Municipal Airport. A draft update will be available soon! Project Liaisons: Ken Dwelle, Kent English, Dan Flom, Richard Byrod, Bryan Souza, Andy Robinson, Rick Duste Safe flying! Tyghe Richardson Your Airport Manager, Auburn Airport City of Auburn, CA (530) 888-8174
Tyghe Richardson, Airport Manager
Kristen “Kiki” Kopp goes to Air Guard flight training. Dwight Stalker is going to PSA initial training. These two folks are on their way to the careers that we are all working toward. The many checkrides and knowledge tests they have had to pass are now starting to pay off. While they still have more training before them, they have established the foundation on which all this is built. This is the foundation in which Auburn Aviation Association has helped them get. Congratulations to all that you have accomplished. Meanwhile at the other end of people getting their experience, Matt Wirch passed his initial CFI with James Duvall as the DPE in Silver Springs and Scott Woodland as his instructor. Elbanna Elsayed Yahia soloed for the first time in a Cessna 152, N24261. He did this at the Auburn airport on the dreaded runway 7 with Peyton Brothers as his instructor. Congratulations to all on a job well done. During the last few years I have noticed a lack of good airmanship in some pilots. From poor decision making to the basic handling of the aircraft, these skills were forgotten or never learned properly. Either way, there has been a deterioration of these skills. From student pilots to airline pilots there appears to be a lack of understanding of how to fly an airplane, which shows up in accident reports. As I look at many accident reports, they show the lack of some of the most basic flying skills such as speed control, stabilized control of the airplane, slips, crosswind corrections, when to go around and most importantly good aeronautical decision making (ADM). Part of this problem is that the pilot gets behind the airplane as to what is going on. One of the stories that is going about is about a senior Captain with an airline. As he was approaching an airport he turned to the co-pilot who was handling the radio and asked him to call approach and ask them if he could slow down, which the co-pilot did. In response to his request, ATC asked why he wanted to do that. He said that he was getting older and needed more time to think. The Captain fell back on his basic airmanship to keep the situation under control. We all should be able to fall back on our basic skills and situational awareness. In answer to this problem, the Auburn Aviation Association has developed a short program to help with these skills; Upset Recovery Training. With the help of ex-military pilots, retired airline pilots, and your local flight school, they have come up with a course to improve these skills. The flight will be conducted in a tailwheel airplane with basic aerobatic capabilities. Designed to be about three hours of flight time plus some ground time it will give some time toward a tail wheel endorsement and improve those basic airmanship skills. I would strongly recommend it for anyone going for their Commercial and definitely for your Instructor rating.Check it out with your local flight school for more specific details. While on the subject of improving your flying skills perhaps the Redbird is where you need to be. Currently it is getting a face lift from the G-1000 to the old standby six pack that we have all come to know and love. Most students are learning in an aircraft having these gauges, so this conversion will make the sim more familiar to you. The avionics package you use to get your instrument rating is not so important as your ability to understand how the IFR system works. As you move forward in your career you will encounter several different packages, and you will have to learn them but they all work in the same basic IFR system. As you move forward in your career goals your new employer will assume you have a basic understanding of how an airplane works. Get a good foundation on the IFR system so you will be able to fly any avionics package thrown at you with minimum training. There are many different avionics packages out there, you can not know all of them. While on the subject of the Redbird simulator “upgrade”, winter approaches and the weather changes will be a good time for your training, staying IFR current, and increasing your experience for some new ratings. Well that is about for this month. Good Night Miss Daisy. The Prop Turner Mike Duncan
Mike Duncan, Sunshine Flyers
As the prop turns
It was my first flying gig that far exceeded my expectations. It challenged me, humbled me, matured my piloting skills, and let me live the life of my dreams, traveling the Western U.S. in a Cessna 172. In October 2024, I accepted a position with JAV Imagery, flying aerial imagery projects in a C172 equipped with a camera rig while working alongside a team of 3 pilots and aircraft. During the crew training in St. George, UT our boss let us know we would be known as “the gypsy’s of the sky.” I thought to myself, “Sounds awesome, but I seriously have no idea what I just signed up for…” Flying for JAV was a commitment to at least 7 months on the road, living out of one suitcase (after extending my contract, I flew for 8 months) and anything else that you could fit in a 2-seater 172. Given the weather-based nature of imagery capture, survey pilots are expected to fly project lines on all good weather days (no clouds). Our days off on the road would be any day weather would get in the way of imagery capture. Other than that, we had to be ready to complete the mission if/when the clouds cleared up. The flying was project-based and 100% single pilot. We as a team would pick an FBO in the project area to base at. The more aircraft on one project, the quicker the work gets done, and then off to the next assignment. We had to be ready to go on short notice. Departing Utah, my first project assignment was in California, photographing the majority of the Bay Area, including busy SFO class B airspace. More often than not, imagery lines were flown right over the departure end of RWY 28 and/or crossing over arrivals and approaches into SFO or OAK. Sometimes we were so close to a 777 on its climb out, I could almost see the pilots smile at the camera. One day flying right over the runways, I was handed off to SFO tower. We did our best to make the controller's job as easy as possible. The imagery “capture window” is based on the sun’s angle to the horizon, which determines the length of our fly days. During the winter months, we used a 30-degree sun angle window, which gave us around a 5-hour day on the Hobbs. As the days got longer, the window time also lengthened which would lead to longer flying days. After 3 months in San Jose, the team left for a new project in Amarillo, Texas, while I stayed behind to finish up the last bit. I rejoined the team in TX about 3 weeks later with one maintenance stop in Utah. The best part about Amarillo was historic Route 66 and the Cadillac Ranch. Airbnbs were hard to come by, so we got by on cheap hotels and saved money by stocking up on the free hotel breakfast for 3 meals a day. It’s amazing how many meals you can make with leftover scrambled eggs, some seasoning, and oatmeal packets. From there, we flew a few short projects around the Midwest. Springtime gave us 6-8 hour fly days while using a 25-degree sun angle for the imagery window. In St. Louis, MO, the team had to wait for the snow to melt to shoot imagery lines. It was fun to have some time to check out the Arch and the downtown area. I also survived a few tornadoes thanks to the sturdy walls and bathroom floor at my Motel 6. Once the project was complete, I flew 2.5 days back to Santa Rosa, CA, for a new assignment over Bodega Bay, Napa, and most of CA’s wine country. A month spent in Nevada (Reno, Carson City, and Winnemucca) was next on the radar. The window times had lengthened in the early summer days, which meant more flight time. For these projects, the sun angle varied between 20-25 degrees. This number was always decided based on the needs of the customer. My longest logged work day was 11.4 on the Hobbs. Not including 2 hours pre- and post-flight prep. However, most of the fly days in Reno were cut short with wild afternoon turbulence, making it impossible to stay on our flight lines around the Sierra Nevada. Once we hit our heads on the ceiling a few times, we’d call it a day (usually by 11 or noon). Finally, I had the opportunity to extend my contract. I finished up the season with a new team in the Pacific Northwest, where we worked with Victoria Terminal to complete a project in Canadian airspace. My favorite flying was around the Olympic Mountains,the San Juan Islands, and Northern Cascades. Waking up to Mt. Rainier views every day did not get old. I returned the airplane to Utah in July 2025, where I wrapped up my contract. My 172 “Echo” and I traveled over 5,000nm in cross-country time alone and logged over 450 hours total between project lines and cross-country flights. The shortest project assignment lasted around 3 weeks in St. Louis, MO, and the longest 3 months in San Jose, CA. Some (not all) of my layovers included: KSGU, KSJC, KABQ, KTDW, KICT, KSUS, KAAO, KAMA, KLSB, KPSP, KSTS, KCXP, KRNO, KPAE, & KSLC I had the chance to navigate some exciting weather including avoiding approaching tornadoes in the Midwest, 40-50kt headwinds (post tornado), freezing temperatures, and high-density altitudes and wind shear in Nevada. What a privilege it was to travel most of the Western US in a Cessna 172 and experience the beauty of the creation from the best office in the sky. A huge thank you to Don Wolfe, Tedd Stiles, and Auburn Aviation Association for the continued support during my flying journey!
Emma Swift, AAA Scholarship Recepient
life on the road
Previously published in Air Classics April 2023, Volume 59, Number 4 The first night flight on a newly restored warbird is a memorable event. Void of light and the early or late hour, with morning grogginess or night fatigue, can compound the normal complexities of preflight and flight activities. There is a stillness that blankets the ramp as one walks around the airplane with normal cockpit, oil, fuel and airframe checks. Checking navigation, cockpit and landing lights brings a certain relief when each circuit illuminates appropriately on demand. Blue, red and white reflections along wings, fuselage and appendages gleam in concert with the distant stars and occasional planets and perhaps some portion of our tidal locked moon. I strained to see features of the near sky in the direction of my anticipated VFR flight along the rolling foothills of the great valley toward the Sierra ridge, too distant and cloud-shadowed to see before the morning glow colors the night’s veil. Weather forecasts along the route seem passable, with plenty of options should the hint of rain or the prevalence of smoke from a near enough forest fire cloud visibility. It is not a certainty that I would make it to the destination airport in a single flight, but there are plenty of options to respectfully flight plan without compromising visibility or safety. Thoughts of zealots who’ve gone west too soon reminded me of the responsibilities as pilot in command, no skud-running or optionless routes. Strapped into my parachute and harness, I became part of my airplane, a North American SNJ-4 Texan, appointed as if it was in service at Naval Air Station Jacksonville in 1943. With mixture rich and throttle cracked, I wobble fuel pressure for engine priming, five good shots, toe brakes set. With primer locked, battery master and generator switched on and a call to clear prop that no one will hear, I energize the starter. It whines firmly to its apex RPM. In the moment of engagement, the propeller turns a few blades before I switch the magnetos to both positions. The engine fires a short snort of fuel and burnt oil before gentle wisps of orange, then blue flame fills the exhaust stack. I configure internal and external lights, verifying oil and fuel pressure and adjusting warm up rpm. Radio and transponder on, I set frequencies for local departure and the first AWOS along the route. Taxi is normal, but for the slightly exaggerated S-turns I rudder for just a little more forward visibility in the darkness of starlight. Everything is normal but for the exchange of natural light for the glow of fluorescent and incandescent lights. CIGARS check complete, I check in with myself. Am I ready? Am I clear on my path and alternates? Am I committed to a safe flight? In position at the end of the runway, landing lights on, I advance the throttle through 1800 RPM. The glow of blue flame becomes prominent as I release the brakes and accelerate with full power, 36 inches of manifold pressure with 2250 RPM. Oil and fuel pressures are GO. With a hint of right rudder to keep the center line, the tail lifts, a moment later, flight. I engage the hydraulic power push and actuate the gear handle up. Setting the throttle and prop to 30” and 2000 RPM, we climb toward distant stars, a right turn on heading puts Orion on our shoulder and right wing. Approaching our first waypoint, a ghostly figure of cloud and rain comes into view, small enough to pass by with just a few sprinkles on the windscreen. There is a broken ceiling at 9000’ as anticipated, well-defined by brilliant specs of stars against the darkest blue. With municipal lights below and stars above, we are suspended between earth and heaven in a quiet moment of reflection, quiet, but for the Pratt & Whitney R-1340 at climb power and the rush relative wind around us. We are part of the sky, climbing higher, alone but for the community of nature. The faintest glow of light pales the blue sky as we continue the slow ascent across the western Sierra, granite capped and lightly treed. In a few months, these rugged peaks will be snowed and picturesque, but not less hazardous for a pilot with a sputtery engine. Fuel and oil pressures are steady, cylinder and induction temperature nominal and the engine runs smoothly. The view is spectacular. As we approach a mile-wide window between two granite peaks just west of South Lake Tahoe, the ceiling is respectfully high to allow comfortable passage to the lake basin. The lake and eastern Sierra ridge increasingly backlight in twilight, the thinnest hint of orange accumulating on the distant horizon. Through the pass, the ceiling lifts to 15,000 feet, leaving puffy cumulus scattered around the south lake at 10,000 feet. We press on past them in full view of both Minden and Carson City airports, our high desert alternate fields. We cheat our heading toward the gap between Kingsbury to the south and Spooners Summit toward Carson City over the deep reflective blue of Lake Tahoe. To the north, Reno is ash laden in smoke. A 737 blows out of the din enroute to its destination, no factor. We climbed to 10,500 feet along Mount Rose off our left wing. The orange glow of approaching dawn mixing with the burnt forest smoke fades, but does not obscure visibility at our level, though the Reno-Tahoe International Airport is blanketed in the gloom. Further north, I can see Peavine Peak and the Stead Airport as we pass over Reno’s Class C airspace. Our destination is clear. A check of Stead AWOS indicates calm winds and unicom communications for another hour before the TFR for the air races takes effect. I switch to Stead unicom to listen for traffic and point my SNJ toward the valley just west of Peavine in a 500 foot per minute descent that will keep us clear of Reno’s Class C ceiling. The yellowing morning glow fully defines the eastern Sierra at the California – Nevada border somewhere below. Descending at 160 knots through 8000 feet due west of Stead, I richen the mixture a bit and reduce manifold press to account for thicker air. The engine begins a rumble of discontent that would have shivered me through the earlier Sierra passage. Leaning the mixture slightly calms the engine and my attentiveness, another lesson learned. At 7000 feet and eight miles west of Stead, I level the wings and slow our descent on heading for an overhead for runway 08. A minute later, I utter my first words since the flight began, “Stead traffic, Texan 55941 five miles west for an overhead runway 08…will make left traffic 08, Stead.” A fast-moving sport class racer answers from 8500 feet, no factor. In the break over Stead, I called unicom to report our left downwind leg and review the GUMPS check, confirming the right main tank is selected for landing. At mid-field I depress the power push, boosting hydraulic pressure to 1000 PSI and selecting gear down. Pressure drops during the sequence then returns when the gear is locked, indicator lights and gear lugs verify the mains are down. The engine is running smoothly with its leaned mixture, so I richen it a single click before I set the propeller control to 2000 RPM. Abeam the numbers, I verify the harness is firm and locked. I slide the front sliding canopy aft, then select flaps down at 100 knots, the nose drops gently. I trim the pitch to support a 90 knot turn to base leg, the sun breaking over the horizon to the east, fully illuminating our world. I call our base to final turn for 08, settling into an 80 knot approach. I verify the gear down, handle in the detent. The numbers are just ahead a hundred feet below. The windsock indicates the gentlest breeze from the northeast. As I ease my 80 year old machine into the flare for a wheel landing just past the numbers, I wait for the gentle tug of terra firma on the mains, pinning us on the runway through the roll-out until our forward motion can no longer support the tail. We are connected to Stead, our tail wheel splitting the centerline. Taxiing off the runway, calling clear of 08 to Stead traffic, I identify the flap handle and configure it into the up position. I taxi to the hot ramp in front of the Sanders unlimited pit. Powering down the radio master, interior and navigation lights, I pull the mixture for shutdown. Battery master and generator switches off, magnetos off and double checked, I take a deep breath in reflection on a remarkable flight. We are bathed in morning light, slivered by the sun. The next few days will hold a considerable amount of work, early mornings, long days on the ramp and late evenings as I display my SNJ-4 to the people at the National Aviation Heritage Invitational.
Orion on my shoulder
Ben's SNJ-4 was awarded "Grand Champion" honors at the last National Aviation History Invitational (NAHI) display, held at the Reno Air Races in 2022.
Ben Marsh, EHGF Board Director
Parker Pugno, 2023 AAA scholarship recipient is a member of the Texas A&M Marksmanship unit. This team won all 3 collegiate action shooting national championships this year! Congratulations to Parker and the Texas A&M Team for this significant accomplishment! Parker is a senior at Texas A&M and plans to join the USAF Space Command upon graduation later this year.
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OFFICERS President - Chris Haven - president@auburnaviationassociation.org Vice President - Dan Flom - vp@auburnaviationassociation.org Secretary - Doug Fee - secretary@auburnaviationassociation.org Treasurer - David Dwelle - treasurer@auburnaviationassociation.org BOARD MEMBERS Past President - Doug McDougal - pastpres@auburnaviationassociation.org Scholarship Director - Don Wolfe - flyfund@auburnaviationassociation.org Assistant Scholarship - James Jacobson - skyfund1539@gmail.com Membership Director - Daniel Colburn - membership@auburnaviationassociation.org Publicity Director - David Sanborn - publicity@auburnaviationassociation.org Propwash Editor - Mike Duncan - duncan7kcab@sbcglobal.net 5AC Chair - Ken Dwelle - 5ac@auburnaviationassociation.org Board Member at Large - Joanie Mooneyham - joaniemoon05@gmail.com Donations Coordinator - Nancy Benjamin - don_benj@pacbell.net Special thanks to Brooklyn Brown for laying out the newsletter and David Sanborn for managing distribution of the newsletter.
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