Dedicated to Aviation, Safety, Friendship, Community Involvement, and Education since 1984
DEDICATED TO AVIATION, SAFETY, FRIENDSHIP, COMMUNITY INVOLVEMENT, AND EDUCATION SINCE 1984
propwash
december 2025
© Photographer Name
Photo courtesy of Jonathan Moore
Presidents Message AAA's 2025 Mock Interview Workshop As the Prop Turns Distant Biplane Memories: Part II Get Out There and Log That Night Time Scouts Honor!
MISC.
*click to jump to
AAA Events Photos Endowment Fund Corporate Sponsors Member List 2025 Board Members
In This Issue
2026 Scholarship Season AAA Redbird Recognition Plaque Redbird Simulator Rates Support AAA Endowment Join Us!
ARTICLES
INFO of INTEREST
PRESIDENT‘S MESSAGE
This may be my last Propwash column as President, but I’m looking to the future. Scholarship season, from January - April, is an exciting time. We have the opportunity to welcome and network with the aspiring pilots who come to our meetings and prepare to submit their applications for more than $150,000 in scholarships and grants to be distributed through Auburn flight schools this season. See page 5 for a list of 2026 scholarships and more information. As part of the program, Tedd Stiles and Michelle White, Owen White and Diana Stiles created and executed a stellar day of aviation interview training. You can read more about it and see some photos in this issue. One opportunity to see how the kids are doing with their interview skills is at our Holiday Social on Wednesday December 3rd. A quartet of carolers will entertain us and AAA will provide the main food dishes. You’re asked to bring a side dish or contribute to the kitty so we can provide supplemental pizza. Chat up a young person at the meeting and ask them about their goals. Their excitement is palpable and meeting them gives me optimism about the future of aviation. See you at the airport! Chris Haven
Chris Haven, AAA President
please provide according to your last name
this months speaker(s)/entertainment
General membership meeting menu
Turkey and Ham provided Side or Salad: A-L Dessert: M-Z
Join us this month for potluck with special entertainment of a vocal quartet, The Merrie Olde Christmas Carolers! If you don't bring food, Venmo and cash donations will be accepted to help pay for supplemental pizza. This is an in-person meeting. Guests and non-members are welcome!
The KAUN 2026 Scholarship Season is here! Applications for EAA Air Academy and local Flight Scholarships administered by Auburn Aviation Association (AAA) will OPEN on December 6 and CLOSE on January 31, 2026. National scholarships are also available with different closing dates. Over $150,000 in Scholarships and Grants will be awarded through AAA in 2026! Everything listed here is available on the AAA website- “Scholarships” tab (CLICK HERE). Standby for the briefing: SCHOLARSHIPS AOPA and EAA National Scholarships- Flight Scholarships up to $12,000 OPEN NOW. Applications CLOSE in mid-December. If eligible, why wouldn’t you take 10 minutes to apply? (see: “Earn the equivalent of $1250 an hour” below) EAA Air Academy- EAA Chapter 526 will be sending two individuals ages 14-18 to the EAA Air Academy in Oshkosh, WI. The Camps offered in 2026 are: “Explore Aviation” and “Navigating Horizons”. See EAA Chapter 526 website for more information (CLICK HERE). Flight Scholarships- AAA will be administering Flight Scholarships for pilot training up to $12,000 for limited awards. Training is for Private Pilot, Commercial Pilot and Instrument Rating, ages 16-25. WORTH READING FAA Written Exam- Increase your chances of receiving a scholarship award Scrappy Studying- 2025 Scholarship recipient Andrew Van Wagner shares how to pass the FAA Written Exam. Earn the equivalent of $1250 an hour- Spend the time to complete a solid application and prepare for that interview. 2026 SCHOLARSHIP AND GRANT SPONSORS- THANK YOU!
2026 Scholarship Season Don Wolfe, AAA Scholarship Director
Pattern Safety Pattern safety is a topic we should all review regularly. Consider these questions: What is an acceptable way to enter or exit the traffic pattern? What is an acceptable speed in the traffic pattern? How many and what types of radio calls are required in the traffic pattern? When should we turn crosswind? How should we execute a straight-in approach at a non-towered airport? The answers are in the FAR/AIM—but is it really that simple? The FAR/AIM provides a wealth of information to guide our flying, but when you add FAA Advisory Circulars, flight handbooks, and local customs, it can be challenging to sort out rules, recommendations, local practices, and personal minimums. As pilots, we often use discretion in the name of safety: executing 360° turns for spacing, extending the upwind leg, flying slower, or performing go-arounds for other aircraft. One local Auburn custom is the crosswind departure. While common, this procedure is not acceptable per the FAR/AIM. According to the FAA, a crosswind turn should only be made to remain in the traffic pattern and should not occur until the aircraft is within 300 feet of traffic pattern altitude. So, how do we get to Folsom Lake to practice slow flight and stalls? Chapter 4, Section 3 of the AIM—Airport Operations—covers traffic pattern entry and exit protocols. For example, the “45° entry” is preferred when arriving from the south or west, but what about arrivals from the east or north? The AIM addresses these scenarios as well. In addition to the FAR/AIM, the FAA provides Advisory Circulars, training videos, and other resources on pattern procedures. More information can be found here: FAASafety.gov Please review the FAR/AIM and other FAA resources, then email me your answers to the questions above by December 20th. Everyone who responds will be entered into a drawing for a chance to win one of the few remaining 90th anniversary KAUN challenge coins. FAA grant Funding This is a topic I don’t often get to report on, but it’s an important one. Airports regularly receive FAA and Caltrans grant funding to support projects necessary to keep operations safe and efficient. Some grants are highly competitive, while others are allocated through various airport funding streams. Currently, the Auburn Airport is completing an FAA grant-funded Master Plan update. As that project nears completion, we turn our attention to what’s next—an exciting phase for the airport. Soon, the airport plans to apply for two new grants that are essential for the safety of aviators using KAUN. The Airport management team is pursuing funding for a Wildlife Hazard Site Visit (WHSV) and Taxiway A Rehabilitation Design. Taxiway A Rehabilitation Design Grant: This grant will serve as Phase 1 of a multi-year pavement rehabilitation program. Once the design is complete, the rehabilitation of Taxiway A and its connecting taxiways will proceed through a competitive bidding process. FAA discretionary funding will then be sought to support the construction phase of the project. Wildlife Hazard Site Visit (WHSV): A WHSV is critical to maintaining a safe operating environment at Auburn Airport. This study will document all wildlife in the vicinity of the airport and guide the next steps for mitigating wildlife-aircraft interactions. Depending on the findings, the WHSV may recommend further in-depth studies or provide a detailed mitigation plan to enhance airport safety. Either way, if authorized, this grant represents a key step toward a safer airport. The Airport staff will be seeking the City Council’s authorization to apply for these grants at the December 8th City Council meeting. As this is routine airport business, these items are expected to appear on the consent agenda. Once approved, applications will be submitted to the FAA by December 30th. If awarded, FAA funding could become available as early as January or as late as the end of September 2026, depending on the federal fiscal year. Please consider attending the City Council meeting on December 8th at 6:00 PM, either in person or virtually. City Council meetings are now live streamed on YouTube. To receive email or text notifications about City Council meetings and other updates, you can register your email at this link: City of Auburn Notifications Auburn Airport Apparel T-shirts, hats, sweatshirts, and more are available for order just in time for the holidays! Visit the online store here: Auburn Airport Store To receive your order before Christmas, please submit it by close of business on December 8th. But don’t wait—order now to ensure you get your favorite items in time for the holidays! Trash service at the airport You may have noticed that the airport dumpsters are always locked. This protocol is in place because the airport has experienced ongoing issues with misuse. In addition to being locked, the dumpsters—and the airport grounds—are monitored 24/7 with video surveillance. Overfilled dumpsters or items left on the ground create significant hazards, including introducing FOD (Foreign Object Debris) to the airfield. Overflow also increases cleanup work. I often have to divert the Public Works crew—or myself—from other important safety and maintenance tasks, which causes delays in scheduled work across the airport. The airport now has two dumpsters: one for general trash and a second for cardboard only. Please ensure all cardboard is flattened before placing it in the designated bin. If you need access to the dumpsters, please stop by my office or Threshold Aviation for assistance. Thank you for your cooperation in keeping Auburn Airport safe, clean, and operating smoothly. 25R/7L That’s correct, your airport staff is working to officially recognize an off-asphalt runway. While this runway is already included in the current minimum standards and therefore recognized as a runway, we are coordinating with the FAA to have it formally listed on the Airport Layout Plan (ALP). This update will be completed as part of the ongoing Master Plan update. Fly CA Passport Great news! You can now get your Fly CA Passport stamped at KAUN! The stamp is located in the pilots’ lounge and can even be your very first stamp in the passport. If you need a Fly CA Passport, they can be found here: https://flycapassport.com/ Safe flying! Tyghe Richardson Your Airport Manager Auburn Airport City of Auburn, CA (530) 888-8174
Tyghe Richardson, Airport Manager
An update from the managers desk of kaun
It was a day of learning, networking and honing skills at the Auburn Airport as more than 30 individuals descended on the Barnstormer Room for the 2025 AAA Interview Workshop. Members Tedd Stiles, Michelle White, and Owen White organized the workshop with the help of Diana Stiles. The goal was to prepare future pilots for the process of getting hired in the aviation industry. Hiring and interviewing experts from airlines, flight schools, military and non-aviation roles gave their time to serve as mentors, while everyone from student pilots to experienced aviators sat in the “hot seat” during rotating mock interviews. “We wanted to create not only the experience of being interviewed by their peers, but also the responsibility of evaluating their peers and thereby help to build better responses,” said organizer and former United Airlines Interview Captain Tedd Stiles. “Every participant was able to sit on both sides of the interview table.” During the day each participant was interviewed in their group and provided with immediate feedback, with the opportunity to answer again and practice their new skills with each other. Participants and mock-interviewers alike agreed that the process was intense, and also valuable. Mentoring future aviation employees is another way AAA can further our mission of helping aviators achieve their career goals.
David Sanborn, AAA Publicity Director
AAA's 2025 mock interview workshop
Mike Duncan, Sunshine Flyers
As the prop turns
December is here and Christmas is upon us. The following people have given themselves a Christmas present: Kacie Molzahn earned her instrument rating with Holly Brusa as her instructor. Mark Montague was her examiner. Vinh Truong was able to add an Instrument Instructor rating to his current instructor rating. Phil Cypret was his instructor and Carol Zerbe was the examiner. Santa Clause is getting current! The sleigh is getting annualed and the reindeer are getting their 100 hr. Additionally the OSHA inspection will have the last word in addition to the FAA. Santa will also have to get a BFR (OK a Flight Review, which you do bi-annually) to include an IPC (Instrument Proficiency Check). I would love to see how Santa Clause reconciled the Weight and Balance for his trip. Much like Santa Clause, we all have to do some recurrent training and brush up on our skills. Recurrent training need not be a formal occasion such as a BFR or IPC, but could be something as simple as an after flight assessment. -Did you use a check list for your preflight, start up, taxi, run up. Climb, cruise and decent? -Did you know that there are various power settings for cruise? -Are you doing these things out of habit or do you really check everything and know why? -Do you understand your systems so you can detect a failure and take some corrective action before it becomes a greater problem? -Do you taxi with minimum power and minimum brakes? -Do you have the proper control inputs for current wind conditions? -Was your run up conducted into the wind and not blasting other parked airplanes or hangars? Many of these questions are a result of watching and talking to many different pilots and students. Perhaps your New Year's Resolution should be to be the best pilot you can. Well that is about all for now. I hope everyone has a Merry Christmas and a Happy New Year. Good Night Miss Daisy. The Prop Turner Michael Duncan
Schelville I learned to fly at Sonoma Valley Airport (OQ3), locally known as Schellville, which, in its day, was a remarkable and eclectic aerodrome located along CA-121, between the town of Sonoma to the North and San Pablo Bay to the South. The runways are narrow, with deep drainage ditches bordering on the South side of the longer runway 07/25 and on both sides for the much shorter runway 16/34. Flanked by vineyards, hangars and a couple tumbledown structures, Schellville is in the flatlands, just east of the pressure ridge forced up by Roger’s Creek Fault, a continuation of the Hayward Fault, all part of the San Andreas Fault Structure. Morning winds are typically light bay breezes from the Southeast, flowing unobstructed over cultivated fields to Schellville’s runways. In the afternoon, the on-shore flow powers-in from the Pacific, contouring as an invisible river of air-waves, over the coastal ridges and valleys from Point Reyes, past Novato and Petaluma to Schellville’s western ridge, blowing straight down runway 25. Like most places of wonder and exploration, learning and growing, Schellville in my third decade was a magical place, sacred ground and hallowed skies. The majority of my closest friends of that decade were in this place. Chris was the leader of our little group. Rugged and intense, immensely talented, he was, and still is, the constant force of Schellville, escaping to its confines in his youth, to find his way. Chris owned the flight school of the Citabria we flew as well as a biplane ride business, operating Stearman, which attracted a consistent flow of curious tourists. Linda Sue was another constant, managing the desk where she scheduled Stearman flights for the tourists and Citabria instruction for folks like me. Linda Sue was a slight, earthy woman ten-years my senior, with spunk and beauty that held my attention from our first meeting. Brian was my flight instructor, but it was Dan who would mentor me far beyond private pilot training. Dan, a near perfect double for George Clooney was handsome, tall, quiet, with a no holds barred sense of humor and a depth of knowledge and experience on par with Chris. And, there were the “rottens,” or “sky-weasels” as I called them, Tracy and Shawn. Both were local high school kids, whose folks dropped them off at the airport on the weekends to half-heartedly work and whole-heartedly find mischief and adventure. They were “rottens” because they were spoiled rotten, having the luxury to grow-up at the airport; and, they were “sky-weasels” for their aptitude to get rides and free flight time by being in the right place at the right time, all of the time. These were my friends, the center of my non-working world, to whom and with whom I escaped the hustle of my career, finding and centering my Self as I learned my purpose and desire in life: to build and fly old airplanes. From Sunday night to Saturday morning, my escape from my work-a-day professional rigors was to daydream of Schellville, its planes and its people. Saturday and Sunday mornings were all about, getting a large cup of “rocket fuel” coffee and bee-lining from my little apartment for the half hour drive to Schellville. I couldn’t wait to walk the ramp and get involved in whatever adventure was about to fill the day, flying to the extent of my current account and bumming around everything and everywhere I could find of interest. I soloed the Citabria after 15 hours of instruction that included big-boy crosswind landings on 34, with winds far more favorable for 25, and sporty spins in the 7ECA, the 115-horsepower Citabria of my training. Private pilot certification spanned more flight time than was necessary to accomplish the mission, because I was effectively thrown the keys to fly solo about as much as I wanted, within the confines of the 25 nautical mile FAA/FAR tether around Schellville, and the watchful eyes of my instructor and friends. It was a safe environment that inspired me, not to earn a rating, but to fly. Linda Sue did the honors of cutting and printing my proof of solo. There was never a moment when I wanted to become a professional pilot. That decision was formed many years earlier, partly because of my aptitude, though ineptitude is probably a more appropriate term. The secret truth was that I had trouble reading with retention. I could read the words of a page, but translating those words into cognitive visualizations wasn’t a skill I possessed. I got by, more through observation than book learning. Once I finally knuckled down to crank-out private pilot certification, the world seemed to open up for me. I was a pilot, not a student pilot, but a real pilot. The question was, what did I want to do with it? I didn't have the abilities or resources to build ratings and shoot for a flying gig. What I wanted was to stay with my friends at Schellville. It was like listening to a beautiful song over and over. I loved the connections with my friends, the exploration of flight and the exhilaration of those melodies. Chris owned a Decathlon, the beefier, symmetrical winged extension of the Citabria, also featuring a constant speed prop for its 150-horsepower engine. Flying aerobatics was a natural progression, but not a comfortable next step along the path. I got with Dan for a bit of ground instruction, which included a detailed briefing on weight and balance and maneuvering limitations within the aerobatic envelope, including positive and negative G-load parameters. We briefed the maneuvers we would fly, then went flying. Two intensive 45-minute flights later, Dan kicked me out of the nest; and, I was flying aerobatics on my own. These first flights required a few hours of recovery, not because I got sick, but because the world seemed shifted a degree or two from its normal rotation. After the first couple hours of acro, that feeling was gone, never to be experienced again. Thereafter, every flight was all about loops and rolls, hammerheads and auto-rotations in a continual combination of maneuvers on-high. The last photograph my Dad took of me. His wonderful heart gave out a couple months after commemorating this moment before mounting up to fly the Decathlon. Image by Patrick O. Marsh It was magic, and an addiction, the adrenaline rush, a byproduct of my desire, as all-consuming as any illicit distraction. After a while, my ride changed from the 8KCAB Decathlon to a 7KCAB Citabria, 150-horsepower with a fixed pitch propeller. This required more care without the Decathlon’s beefier symmetrical wing, and an active throttle hand, to the wood for maximum horsepower on the uplines and to near idle to keep from over speeding the engine on the downlines. My study and engagement flying aerobatics was consistent with Zen and the Art of Archery. I was not a master pilot, who perfected every maneuver, as a master archer could blindly split an arrow. Just the same, I was a student of the discipline, aiming at a target that was my SELF, as I pitched, rolled and yawed, up and down, left and right. The churning horizon of land and sky around the Citabria was my escape, with airspeed, altitude and G-loading my references. It wasn’t long before I worked up a series of maneuvers I could “perform,” as if I was demonstrating my skills for imaginary admiring airshow attendees. I did more than a few private events for friends, lower to the ground than I should, but high enough for an option out, if I needed it. These were remarkable highs, difficult to come down from, striding through the grocery store in search of food and drink, among the land-lovers. They never knew my secret, just as I know The Secret.
Ben Marsh, EHGF Board Director
Distant biplane memories: part ii
Don Wolfe, AAA Scholarship Director
get out there and log that night flight time
Aspiring to be a professional pilot? You need to log night flight time towards those advanced pilot ratings. 3 hours of night is required for the Private Pilot License, 25 hours for the Commercial Pilot License and 100 hours for the ATP. The official sunset is occurring at about 5:00 PM these days. It’s the perfect time of year to head out over the valley for Instrument work and night cross-country (XC) flying. Flying above the valley vs the foothills, there’s plenty of places to land safely if your engine takes a “no notice vacation”. Part 61 pilots: grab a friend, split the cost of the airplane, and get going on an instrument XC flight. One of you under the hood on the way out and the other under the hood on the way back. You can BOTH log Pilot in Command time. (CFR 61.51 (e) and 91.109 (b)). Fly down to Bakersfield (KBFL) and practice a diversion on the way or practice a missed approach at KBFL, then proceed to your alternate KMIT. This is a real-world scenario that is good to experience. Practice a diversion into KMOD or KMHR on the way back to KAUN with a simulated emergency. Student Pilots: How about a night X/C to Merced (KMCE) with a stop at Castle (KMER) or Mather (KMHR) on the way home for takeoff and landings at a Control Tower airport? You would accomplish your 100 nm night XC requirement and get 3-night takeoff and landings at a towered airport. Now you’re ready for the 3 solo takeoff and landings at a towered airport required by CFR 61.109. You could easily complete ALL the additional night requirements of 3-hours of night flight time and a total of 10 takeoffs and landings, all in one evening! Flying simulated instruments at night is very realistic due to the lack of sun position and the ability to experience vertigo much easier in low light conditions. It’s also tough finding switches, pens, and other things dropped in the dark. Make sure you have that pitot heat-ON too. At night in mist and drizzle conditions the pitot tube can ice up quickly. If you find yourself indicating 200 knots in your trusty ole 172, enjoy it for a moment, then get the pitot heat on. Beware of airframe icing with overcast skies, drizzle, and rain or when flying in the clouds bagging actual IFR time. Light aircraft do not have the ability to out climb most icing conditions and even trace icing can ruin your day. Bring along all the required night flying equipment including your cellphone, a flashlight, and extra batteries. Add these phone numbers to your contact list too: NORCAL 916-366-4080/ 916-361-6874. Radios dead? Call NORCAL with your cellphone. In the event of an alternator or voltage regulator failure followed by a dead battery, a cell phone and a flashlight can save you. Obviously, if you’re in IMC conditions declare an emergency and form a plan of action. In the event you have no electronic charts with GPS position, you can request an ASR Approach from NORCAL. This radar guided approach will probably be at BEALE AFB where you will be safely guided to the runway with “headings, altitudes, and minimums”. The controller might offer a PAR approach as well. The PAR is like an ILS with the controller also providing “rate of descent” information based on your groundspeed. The radar controller can also provide a No Gyro radar approach with radio calls of “start turn, stop turn”. If you’ve never done an ASR or PAR approach, do it. It’s a nice procedure to have in your IFR bag of tricks. Radar vectors were in my bag of tricks the day we arrived in Melbourne AU. with triple Flight Management Computer (FMC) failure and blank Nav screens. Hey, that can never happen in a brand-new Boeing 787, right? We declared an emergency and asked for radar vectors to final where we accomplished a hand flown ILS in 500’ and 1 nm. weather. The FAA inspector riding on the jumpseat said; “Nice job! I wonder how the next generation would have managed that emergency?” Guess what? THAT’S YOU! Training for your instrument rating and flying approaches for currency at night is an effective way to prepare for real world IFR. Reduced traffic compared to daytime offers the added benefit of flying approaches efficiently and without delay. Fly over to Sacramento International Airport while you’re at and conduct an approach or two with the “Big Kids”. One day soon you may be flying the same approach in a Turboprop, Regional Jet, Airbus or Boeing. You can ask former Sunshine Flyers student and AAA Lead Mentor, Peter Hastert about that. Peter will be happy to tell you all about setting goals, working hard, and achieving your dreams. He might even have some advice about flying at night. Practice your flight in the AAA Redbird FMX simulator first.That’s also the way the “Big Kids” train.
scouts honor!
A cool, cloudy November Saturday recently found about two dozen local Scouts, along with their Scoutmaster and some parents trooping across the ramp at Auburn. It was hard to tell whether it was the kids or their parents who seemed to be more excited. As a whole, the group walked from the General Bud Anderson statue, around Wings and the gazebo, past Mach 5, and to the Dwelle hangar. TJ Dwelle had the big doors wide open and welcomed everyone in. He gave us a brief overview of the history of how the Dwelle family came to be so involved in aviation. He also pointed out the differences and the intended uses of the Citation, the Bonanza, the Taylorcraft L-3, and the Sea Fury as the kids gawked. Questions were solicited from the kids and Tom did a great job of answering them in terms that they could understand. Interestingly enough, the airplane that seemed to attract the greatest interest from the kids was the lowly and simple L-3. Perhaps it looked like a cute toy to them. After seeing the Dwelle hangar, the Scouts were split into three groups. Don Wolfe took one group to the Mach 5 hangar where Andrew Van Wagner helped them fly the AAA Redbird simulator. Steve Kendall took another to see the EAA hangar and Jack Prock's Velocity homebuilt airplane. And Doug Fee took the last group to visit the CHP helicopter and Airvan. After fifteen or twenty minutes at those initial spots, the visitors rotated through the other two locations in turn. The excitement in the kids' faces was obvious. On asking one little girl what her favorite sight was, she replied "Flying (the simulator) by the Golden Gate Bridge!" A big thanks to all who made this fun tour work: The Dwelle family, the Auburn CHP air unit, Don Wolfe, Steve Kendall and Andrew Van Wagner.
Doug Fee, AAA Secretary
student solo helo
Dylan Yack, Sierra Air Helicopters CFII, soloing a student at KAUN
2024 AAA scholarship recepient, Kaitlin Miller, passed her Private Pilot Checkride 11/2/2025 with DPE Anthony Tisdale
scholar ship success
Click here to see how your membership and donations impact young aviators.
JOIN US! General membership meetings take place on the first Wednesday of each month. Guests are welcome, but membership is reasonable and your support helps us to give scholarships to young people getting started in realizing their dreams. There are several membership options. A subscription to our monthly Propwash newsletter comes with membership.
LIFETIME MEMBERS
We thank our lifetime members for their donations to the AAA Endowment
Gold $2500 Silver $1500 Bronze $750
Endowment Fund Corporate Sponsors
Clarence "Bud" Anderson Noah & Raneta Mackenroth
HONORARY LIFETIME MEMBERS
Jerry Severson & Nancy Benjamin Jason Bell Shawn & Juliette Bickford Adam & Fran Brodel Matt Dicicco Bob & Allison Dobransky Peggy Dwelle Tom Dwelle Doug & Yvonne Fee Dale Head & Winnifred Ward Randy & Lisa Leys Casey Long Mike Long Ben Marsh Christian & Michelle Madsen Patricia & Neil Munro Aaron Murray Tom Murray Tim Nilsen Tim Pinkney Mike Shoemaker Ash Vidal Don & Lori Wolfe
GOLD LIFETIME MEMBERS
SILVER LIFETIME MEMBERS
Andy Anderson Mike Duncan Steven Hogge David & Stephanie Holloway Keenan Kokoul & Leah Kokoul Jay Selby
BRONZE LIFETIME MEMBERS
Richard Anderson Richard Anderson Joe & Ann Bittaker Wayne Colburn Mario & Molly Dinucci Peter Hastert Chris & David Haven Kyle Kokoul Rosemarie La Rocca Paula Celick & Larry LaVerne Chris Luvara Doug McDougall & Joanie & Wayne Mooneyham Gary & Darlene Mourning Mark Pilkington Mark Pilkington Ken Ristuben Cleve & Ida Spring Mike Sullivan Cameron & Gina Thompson Doug & Nancy Van Howd Scott & Sharon Woodland
Aaron & Shasta Adam Gavin Alder Nebil Almakdeshi Andy Anderson Don & Mona Anderson Thomas, Colton Arbogast Jacob & Natalie Armtrout Mark & Sharon Bateson Frank Bell Jack Bell Jordan Benedict Elina Bergstrom Brett Bickerstaff Claude & Diana Biddle Cristian Bivens Douglas & Shelli Bolsover Adrian Boyer Elen Brandt Noah Brandt Fran and Adam Brodel Brandon Brown Michael Brown Brooklyn Brown Kelly Bruno Aaron & Heather Burns John & Hilary Burns Julia Carey Matthew Carlson Kenzie Carpenter Kristina Caroll Kyden Carpio Andrew Chubatenko Bill & Diann Cola Randy Crockett Pat Dallam Amanda D'Amour Collin Davis Rick Davis Sara Davis Claire Delaney Brandon Dever Helen Dobeck Micah Doe Eric & Kera Dolan John & Kathy Donlevy Will Dougherty Oscar Drahos Jessi Dreschler Rick & Linda Duste Ken & Judy Dwelle Shayden Eagleheart Kent English Athena Eriksson Jeff & Katie Erkel Michele White Family Jim and Marilyn Feller Dan & Susanne Flom Dan & Karen Foster Elmer & Mary Ann Frank Darcy Brewer & Greg Gappert Sydney Greene Akash Guha Luke Givens Christopher Hale Breaunna Herrera Doug & Nancy Van Howd Andrew, Susan Hufford Kadie Jacobs James Jacobson Jake Jensen Jaian Jiminez Kenneth Ferreira Jr. Lyle & Jane Kelsey Marleen Wekell & Steve Kendall Steve Kendall Clinton Keyte Chuck & Maggie Kluenker Erik & Diksha Knierim Christine Koenigsecker Luke LaHue Carey Laine Cade Lawley Steven Lease Kyle Lehr Rogelio Leon Casey Long Dion Louthan Bob & Carol Lund Ray & Linda Lux B M Brayden Maaske Renata Mackenroth Patrick Marquina Jeanie Marshall Frank & Debralyn Martinez Charlie Marzo Shane McAlister Mia McKnight Tammy Meredith Rob & Teri Miller Nick Moore Christopher Morales Chase & Natalie Morgan Samuel Muntean Karsten Murphy Michael Murphy Paul & Kendall Mutz Nathaniel Olchefske Derek & Kerri de Oliveira Derek De Oliveira Rory Ondracek Tenley Ong Adriel Palaia Elizabeth Paval Vladimir Petrovich Holly Polito Bonnie Potter Parker Pugno Bill & Nanci Radakovitz Austin Rich Alex Richardson Tyghe Richardson Bethany Robarts Andy Robinson Dave Rohlfes Steve Roselle David M. Dwelle & Jeffrey Roth Benjamin Rubash Bart Ruud Ben Samp John & Beverly Samp David Sanborn Mark Sandoval Mikaela Sawaya Martin & Dawn Scheyhing Amanda Schroeder Jay Schroeder Troy Sheldon Bob & Stephanie Snyder Tedd & Diana Stiles Shem Suleiman Randy Winn & Nicole Sunseri Sydney Sunseri-Robertson Ann Sweeney Caleb Switzer Brianna Tennis Connor Townsend Camile Tricomo Larry Uzelac Philip Vardara Gary & Clytie Vogt Andrew Van Wagner Christian Watt Pete Hnat & Susan Webb Stewart & Roxana Wells Vaclav Vyvoda & Ingrid Westin Jeff & Melanie White Michelle, Paul, & Owen White Walt & Bonnie Wilson Randy Winn
Scholarship Winners/Lifetime Members
GENERAL MEMBERS
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.
2025 AAA Board