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DEDICATED TO AVIATION, SAFETY, FRIENDSHIP, COMMUNITY INVOLVEMENT, AND EDUCATION SINCE 1984
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august 2025
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Photo courtesy of Phyllis Lilienthal
Presidents Message Update from the Managers Desk As The Prop Turns Loud and Fast Mini Planes Make KAUN Home Redbird MX VFR Training
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PRESIDENTS MESSAGE: don't have an icident at oshkosh
The social media buzz around EAA AirVenture Oshkosh never disappoints. It’s fun to imagine friends exploring the sea of aircraft, attending workshops, and soaking in all that aviation energy. Watching the posts roll in feels a bit like tuning into a travel show. Maybe we can convince one of those lucky attendees to share stories and photos at a future potluck. Every year around this time, our household marks an unofficial holiday we call O-300 Day. It’s tied not just to Oshkosh but to a memorable—though harrowing—incident. Six or seven years ago, my husband David Haven (I use his full name to avoid confusion as we have several people named David in our lives.) was flying our 1964 Cessna 172, N5314T, home from its annual inspection at Buchanan Field, where the plane was tied down during his day job with the Army Corps of Engineers. Around that time, I had been trying to reach someone at AVEMCO to change our insurance status from NON-OP to operational. The aircraft had been inactive for a few months, and I had a bad feeling—based on past experience—that something might go wrong right after annual. AVEMCO was basically unreachable. Day after day, I called and got no response. As it turns out, nearly their entire staff was attending Oshkosh. Eventually, I got confirmation that we were covered insurance-wise. But I made a mental note: never assume aviation business gets done during AirVenture week. Sure enough, on that flight home from Buchanan, the plane threw a crankshaft, puncturing the gear box on its Continental O-300 engine. David described the sound as a sort of windup... then a solid bang. The aircraft shook violently and began losing altitude. He declared a mayday to ATC and, thanks to calm nerves and good airmanship, safely landed on 03L, one of the 11,000-foot runways at Travis AFB. It was a dramatic day—one we’ll never forget—and incidentally, David’s expert negotiating led to a small insurance payout from AVEMCO after all. There’s much more to that story, and if you ever meet David, you should absolutely ask him about it. But in the meantime, here’s one key takeaway: get your aviation business squared away before everyone disappears to Oshkosh. See you at the airport! Chris
Chris Haven, AAA President
General membership meeting menu
To Be Determined...
this months speaker
Aircraft Display Days at KAUN08/02/2025 10:00 AM (PDT)13666 New Airport Road, Auburn, CA 5AC Meeting08/05/2025 5:30 PM (PDT)The Barnstormer Room and online AAA Board Meeting08/05/2025 6:00 PM (PDT) Joint Annual BBQ with EAA08/06/2025 6:00 PM (PDT)13666 New Airport Rd, Auburn, CA 95602 Aircraft Display Days at KAUN08/23/2025 10:00 AM (PDT)13666 New Airport Road, Auburn, CA
upcoming events:
Main Dish: AAA Provided BBQ! Side or Salad: M-Z Dessert: Ice Cream Bar, *easy on the desserts A-L
An update from the managers desk of kaun
An ADS-B Bill This year the 119th U.S. Congress is contemplating an Automatic Dependent Surveillance–Broadcast (ADS-B) data usage bill. In the 1st session, Congressman Budd introduced a bill to amend Section 46101(c)(1) of Title 49, United States Code. This bill is commonly referred to as the Pilot and Aircraft Privacy Act. It is a fairly short bill and a quick read, but it makes some big changes regarding the usage of ADS-B data. Here is the viewpoint from your airport manager’s desk. I often go to an ADS-B information site to look up overdue aircraft during a Flight Services location request. Yes, it’s true—if pilots are late by 30 minutes or have not closed a flight plan, even VFR ones, Flight Services calls the destination airport immediately. These calls occur at all hours of the day and night. Flight Services asks the airport to look for the aircraft. Often, I can find the aircraft still in flight on ADS-B. Last week, one “overdue” aircraft was practicing pattern work after arriving at AUN. ADS-B made it easy to verify this and pass that information on to Flight Services. If airport management can’t identify the aircraft and verify its location and condition, Flight Services calls the next number on the list. If the aircraft can’t be found and identified as still safe, emergency services are notified, and a search and rescue effort is undertaken. In contrast, some airports use ADS-B data to bill landing fees and overnight parking charges. The landing fees at most airports concentrate on the 6,000-pound max takeoff weight aircraft or above. As we all know, a few airports have now been implementing landing fees on general aviation aircraft of all sizes, and that action generally has severe pushbacks from the aviation community. Of course, overnight parking fees and landing fees add some extra income to the airport budget, often assisting with airfield maintenance. Historically overnight parking fees have often been collected on the honor system. Often these fees are not collected, especially if an aircraft is intentionally parked in an attempt to avoid the fee. Therefore, collection of these fees has often been a challenge to airports and has been historically difficult to automate. The usage of ADS-B data now makes many of these fees easy to collect and automation a simple task. Over the last few years, I have been involved in many conversations regarding the usage of ADS-B data. They have centered around the ethical usage of ADS-B data, the balance of encouraging transmitter usage without having repercussions, and the situational awareness ADS-B provides to pilots. As a pilot, I would like to see the usage encouraged on all aircraft, big and small. I think most of us would agree that more situational awareness in today’s airspace is required and benefits us all. But the question quickly becomes: What is the ethical usage of the ADS-B system? It appears that is what the Pilot and Aircraft Privacy Act is attempting to answer. Please take a few minutes to review the bill and provide your input to Congress. Automated Weather Observing System (AWOS) Temperature Issues You may have noticed the AWOS reporting unusually high temperatures—like 57°C (134.6°F). What should you do? First, assume the reading is likely incorrect and report it—but to whom? Like many airport-related issues, this should be reported directly to airport management as soon as practical. While Flight Service may file a NOTAM if informed, that NOTAM alone won’t resolve the problem, and airport staff are often not notified when one is issued. Thankfully, several of you noticed the temperature issue last weekend and reached out. On Monday at 0900 local time, the Automated Weather Observing System was reporting 52°C, which was traced directly to a faulty analog temperature sensor. The issue was diagnosed as a loose connection, which we were able to repair, bringing the temperature reporting function back online. Please continue to report any airfield issues to airport management as soon as possible. Your awareness and communication help keep the airport operating safely and efficiently. Runway Excursion Runway excursions occur when an aircraft exits the runway at a location not intended for departures such as overruns or veering off to the side rather than onto a designated taxiway. In many cases, the aircraft is not damaged, and pilots may believe the airfield hasn’t been affected. However, this is not always an accurate assessment. Even minor excursions often leave rocks or other debris on the runway surface. This foreign object debris (FOD) poses a hazard to landing and departing aircraft. The gravel edges of the runway, which are not paved, make this risk more likely. Typically, the runway is only inspected once every 24 hours. Over the past few months, I’ve identified and cleaned up several runway excursions that were not reported by pilots. If you witness a runway excursion—or are involved in one—please notify me so we can ensure the safety of everyone using the airfield. Vending Machines Many of the airport users have made comments that it would be nice to be able to grab a cold drink or a snack and not leave the field. This is especially the case outside of the restaurant hours. The airport is happy to announce that we now have vending machines in the terminal building. These vending machines are provided by a local company, Eagle Vending, originally based in Auburn and now in Loomis. The owner personally set up and stocked the machines with what he hopes the airport users will like the most. If you have any special requests, please let us know. Safe flying! Tyghe Richardson Your Airport Manager Auburn Airport City of Auburn, CA (530) 888-8174
Tyghe Richardson, Airport Manager
As the prop turns
Mike Duncan, Sunshine Flyers
Summer is upon us and vacations are in full swing. Students are enjoying the time away from the hard work of school. However, Danielle Colburn continued on with her flight training and completed her first solo this past month in a Cessna 152, with Kiki Kopp as her instructor. Not only that, Danielle has completed her first solo cross country flight to Chico and expanded her horizons for an eventual flight to Sea Ranch. Her parents live there and it is an easy hour-and-a-quarter flight versus a six hour drive. Congratulations and good work Kiki and Danielle! Dean Jacobson and his son, Luke, purchased an Ag-Cat. The airplane was originally used as a crop duster but has been converted to a two place airplane. It is based here at Auburn now and you may see it flying about. Hopefully in the near future we should hear about their adventure flying the airplane from Illinois to here. They flew twelve legs covering seven states and had a fantastic adventure. There is nothing like flying in an open cockpit airplane on a long cross country. If you see them about the airport feel free to go up and see their airplane; they love to talk about it. While on my early morning walk about the airport, I saw someone setting up a booth at the airport, and of course I had to ask why. As it turned out it was a lady named Traci Sheehan representing the South Yuba River Citizens League. My first thought was that it was another group trying to prevent pilots from flying over certain areas for environmental reasons. In fact, they were a group trying to survey the Yuba River and its tributaries. Their goal is to see how the Yuba River could best be used for water reservoirs, power generation from hydro-electric plants, recreation and fishing, without destroying the environment. What I appreciate about them being here is their use of aviation in a productive manner to them and to us. It shows how our airport is not a country club for the rich but another tool for the good of our community and surrounding area. Perhaps we can get Ms. Sheehan to come to one of our meetings and tell us more about their mission and how we can help them. Noise. I love airplane noise, but not everyone does. More and more projects are being built within our safety zones and noise is going to be an issue. Sticking to our prescribed noise abatement procedure is our best defense against complaints and potential litigation.Sustained flight in the early morning or evening hours close to the airport is also a source of complaints. Not that we are doing anything wrong, it is just that the early morning airport is quiet, and the airplane sounds carry a long way. Fly courteously; fly safe. That is about all for this month. Good night Miss Daisy. The Prop Turner Mike Duncan
I have no idea how many hours I have on that bicycle, but I easily have a couple of thousand hours on the Allis Chalmers tractor. Dad gave me a “check out” at age 14 and the orange tractor became my P-51 Mustang. By that age, I’d read every book I could find about the fighter pilots of World War 2. I was well versed in their names and many of their missions. George Preddy, Don Gentile, Bud Anderson were three of the P-51 drivers that captivated my imagination. Throttle wide open that tractor roared like a “Rolls Merlin” as I plowed and disked the fields on our 100-acre farm. I imagined flying low-level missions and reversing direction with combat turns. Contrails from airliners passing overhead added realism to the experience. At night there was a nice blue flame coming out of the stack just like the big boys. For a kid in the middle of “nowhere” Ohio there was no better place to be than driving that single seat tractor. It would be many years later following a decade in fighter planes and an airline career that I would realize my childhood dream of flying in a P-51 Mustang. My friend Chris Luvara is a pilot for California Warbirds Air Museum where he fly’s the P-51D, “Straw Boss”. Chris invited me to Hollister (KCVH) for a flight in the P-51 and I eagerly accepted. Arriving at KCVH I noted two P-51’s parked on the ramp. I soon discovered that we’d be going as a flight of two, even better! Following a briefing on procedures for the backset, I strapped in, and we were on our way. Lining up on the runway, Chris pushed the power up and the roar was deafening! Brakes released, the Mustang kicked up her heels and accelerated down the runway like a racehorse coming out of the gate. Two words: LOUD and FAST! The other Mustang, just seconds behind, chased Straw Boss down runway 31 trying to catch up. Liftoff, landing gear up and a climbing turn to the west for the rejoin. The other P-51 joined up quickly and we proceeded on as a flight of two. Following some wing work Chris gave the lead to the other P-51 so he could work on his formation proficiency. Then some in trail formation and a tail chase above the hills followed by splitting up for some single ship flying. Chris demonstrated a few maneuvers then gave control to me for some Lazy 8’s, rolls and steep bank turns. The Mustang was an absolute delight to fly. We rejoined with the other P-51 and returned to KCVH for an overhead pattern with a “2 G pitch out” to downwind and a smooth landing. Wow! Did that flight just happen? Flying home in my Cessna 180 I reflected upon the day with Chris, “Straw Boss” and those thoughts about flying P-51’s long ago. My advice to you: hold on to your goals and chase your dreams, you’ll be surprised how many of them come true. Some of them may even be Loud and Fast!
Don Wolfe, Scholarship Director
loud and fast
Perhaps you saw these two pint-sized aircraft in Auburn's July 4th parade. Now they've been donated to the Auburn Aviation Association along with a trailer for each. The crafts can fit an adult, specifically, builder Jerry Severson, in the cockpit. "I measured my butt and how long my legs are so I could ride in it," said Jerry. Other than that, "there were no plans. I built it from scratch." One plane is a model F-86, which was "flown" in the parade this year by 9-year old Caden Mara. Caden had been a friend of Bud's and a member of Kelly Kreeger's Bud Anderson fan club. The second plane is a small version of Gen. Bud Anderson's P-51 "Old Crow." Caden's friend CJ was in the cockpit of Old Crow for the parade. Both planes have working flaps, airbrakes, and position and visibility lights on the wingtips and underneath. The wingtips of the F-86 come off so the plane will fit down the street. Each display is almost 9 feet wide in transport mode and 15 feet long. The "buzz" number FU-421 on the F-86 represents a starting date of April 2021. The projects were finished in 2024.The planes have been in a storage unit, but now they occupy donated hangar space on the field at Auburn. Will they fly? "Anything will fly if it's going fast enough," was Jerry's answer.
mini planes make kaun home
Flight Instructors are required to recertify their CFI rating every two years. One of the ways to accomplish the recertification is via a Flight Instructor Refresher Course (FIRC). I recently completed the 16-hour Airplane Owners and Pilots Association (AOPA) FIRC. I was not surprised to see numerous references to VFR and IFR training in full motion simulators like the AAA Redbird FMX located at Mach 5 Aviation. IFR training is fairly straightforward so, let’s look at some VFR training in the Redbird FMX. Takeoff- Train for “the impossible turn” following an engine failure at 1000’-1500’ AGL Stalls at 500’-600’ AGL- Recovery is very difficult with a windshield full of Mother Earth. We all want to pull back hard on the yoke to keep from crashing. Learn to relax the back pressure on the yoke and recover from the stall just like you do at altitude. You may only be 100’-200’ above the ground when you level off, but you’ll make it. X Wind Landings at your aircraft’s demonstrated limits. “Bonus points for demonstrating HIGHER limits. Engine Failure-VFR on top- bases 1500’- engine failure above an airport or highway at 4000 AGL Scud Running- See why this is a bad idea. Depart KLHM for KAUN and level off below clouds at 1800’ MSL. Add heavy precipitation 1 mile from KAUN and accomplish 180 degrees of turn back to KLHM. YIKES! Cross country- fly a short cross country to practice your XC techniques. Position yourself 10NM away from destination airports and arrive from the same direction as you’ll be coming in from on your future flight. Seeing the destination in the Redbird will make your first arrival at the real airport much easier. Lost Procedures- There are several ways to practice lost procedures in the Redbird FMX. Accomplish the first drill with VFR weather. Do the next one with a 1000’ ceiling, 3 miles visibility and 30 minutes of fuel remaining. Try to find the nearest airport and land within 30 minutes before you run out of fuel. It ain’t easy in the simulator and is even more difficult in an airplane when you’re “running out of quarters” to put in the game slot. Low Fuel- You’re approaching KGOO from the East and planning to land with 30 minutes of fuel. Unforeseen issues have caused you at KGOO with 15 minutes of fuel remaining. You’re still “legal” BUT, the airplane in front of you lands “gear up”. You have 15 minutes or less to get on the ground somewhere. Where will it be? Exercises like this in the simulator are good for inducing stress while executing your back-up plan with limited time remaining. Half Moon Bay (KHAF) and SFO Class B airspace- position yourself 4nm north of SAU VOR at 4000’ MSL heading south. Fly the arrival to KHAF airport descending below Class B airspace. Do it again with broken clouds simulating fog coming in off the ocean. See if you can follow the VFR waypoints from VPSSR to VPSHB at KHAF Stalls: Low altitudes are extremely challenging to recover from because the windshield is FULL of mother earth and the “houses” are very BIG! It’s difficult for even the most experienced pilots to release the back pressure for stall recovery when low to the ground. Why not practice this in the Redbird so if it happens to you in real life, you’ll recover the airplane correctly 100’-200’ AGL. Event 1: Full stall on final approach at 400’ AGL. Event 2: Full stall turning final approach at 400’ AGL. Event 3: Departure stall at full power during climb beginning pitch up at 100’ AGL. Xwind landings: The wind can be programmed for a steady state cross wind so that proper control technique can be practiced. Begin by “crabbing” into the wind then changing to the “side slip” for landing at 50’100’ AGL. Line up the nose of the aircraft with the centerline using rudder and lower the wing into the wind with the yoke to maintain centerline. Note the “new neutral” position of the yoke and make turns as necessary, always returning to the “new neutral" position. Use this technique through flare and touchdown, increasing aileron into the wind as you slow down. Engine failure, VFR on top: Thank the “engine gods” that this will never happen to you. In case you’re concerned that it might happen to a friend, practice the emergency in the simulator so you can tell them what to do. Position the aircraft 3 miles from the airport at 4500’ and fail the engine with the weather clear and a million. Go through the checklist procedures and glide to landing. Position the aircraft in the same place and set the weather to 1500’ overcast, 5 miles visibility and the cloud tops at 3000’. Scud Running: Wx clear, position 5 nm east of KLHM at 1700’ msl headed to KAUN. 3 nm from KAUN accomplished a 180 standard rate turn. Second time with weather at 1800’ 1 nm w rain. 3 nm from KAUN accomplished the 180 turn. Cross Country: Yes, you can practice your cross-country procedures in both VFR and IFR in the Redbird FMX. The landmarks are there. How about doing those “IFR Lost Comm” procedures? Half Moon Bay: This airport can be intimidating, especially if some clouds roll in from the ocean. Position the aircraft SW of Scaggs Island VOR and fly over the VFR waypoints to KHAF below the Class B airspace. Do the route again with scattered clouds. IFR Currency: IFR currency can be maintained in the Redbird FMX with realistic conditions. The IPC can be accomplished with all of the requirements met except the circling approach. FYI Circling approaches in the simulator are very realistic especially at night due to the challenges of keeping sight of the runway and maneuvering the airplane for landing.
Don Wolfe, CFI-I
redbird fmx vfr training
Father/Son Duo, Dean and Luke Jacobsons', Ag Cat Conversion
an ag cat sunset
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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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