propwash
july 2026
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Photo courtesy of Michael Sharps
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ARTICLES
President's Message Inspiring Tomorrow's Aviators in Fallon As the Prop Turns Distant Biplane Memories: The Jelly Belly Stearman
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In This Issue
PRESIDENT'S MESSAGE
NEBIL ALMAKDESHI, AAA PRESIDENT
Hello all, Some of you may have never tasted the dirt of failure/defeat/loss. Some of you may remember how that dirt tastes and smells. To those that haven’t, keep living. In aviation, or life for that matter, there are periods where you have to go through the process. Some of it is timing of the industry for that 121/135 job, some is checkrides. Some are self inflicted decisions, some are people saying things about you behind your back. The only thing you can control is: you, and what you do during the process. But the process is necessary. The process filters who/what you need or don’t, where/when to go, the how. The smoke will clear eventually, and if you keep you’re eyes closed, or hide you’ll never see when the sun breaks through. Some processes take longer than others, and that’s person specific. But just like learning to fly, it’s a process! FLY SAFE!! Nebil Almakdeshi President Auburn Aviation Association
Main Dish: M-Z Side or Salad: G-L Dessert: A-F
General membership meeting
Join us for our monthly membership meeting and potluck dinner: July 1st, 2026. Guests and non-members are welcome! This months speaker is: Aviation Safety Officer, Robert Long. He will be flying in the Caltrans Bonanaza for everyones viewing pleasure.
Aircraft Display Days at KAUN Saturday, August 1, 2026
EVENTS
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Aviation Career Day Saturday, October 17, 2026 Save the date!
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Master every future checkride with confidence. Sign up for our free workshop today!
JULY
2026
Barnstormer Room KAUN 13666 New Airport Rd., Auburn, CA
CHECKRIDE PREPERATION WORKSHIOP
Kacie Molzahn, Commercial Pilot with Anthony Tisdale DPE
Mia McKnight, Airline Transport Pilot with Anthony Tisdale DPE
Oscar Drahos, Multi Engine Instructor
Accomplishments
Brett Bickerstaff, Airline Transport Pilot
Dwight Stalker, PSA Airlines First Officer, based in Dayton Ohio
KACIE MOLZAHN
What happens when you put fifteen curious kids on an airport, surround them with airplanes, helicopters, drones, and passionate aviation professionals, then tell them to dream big? Last week in Fallon, Nevada, we got our answer. From June 17 through June 19, the Operation Aviation Foundation (OAF) hosted its first Aviation Career Education (ACE) Camp for ages 12 to 16 in Nevada at Fallon Municipal Airport. The camp was made possible through a partnership with Flyin' Tiz Aviation, the airport's new fixed-base operator, whose commitment to revitalizing the airport has already begun creating new opportunities for the community. Together they launched the Nevada chapter of OAF, making it the only FAA cosponsored ACE Academy in the state. Although OAF has inspired young people through ACE Camps for the past four years in Jasper, Alabama, this marked an exciting new chapter. With limited spots available and applications exceeding capacity, fifteen participants were selected for the inaugural academy. I had the privilege of volunteering on the first day, and it was impossible not to feed off the excitement. You could see confidence grow almost by the hour. What started as quiet curiosity quickly turned into eager hands shooting into the air with questions that became more thoughtful with every activity. Just as valuable as the hands-on experiences, were the conversations with people who have built careers across nearly every corner of aviation. Active and retired military pilots, cargo pilots, airline pilots, and other industry professionals shared not only where they are today, but also the choices that shaped their journey. Auburn Aviation Association's Scholarship Director and retired United Airlines captain, Don Wolfe, spoke about his own career and offered practical advice to students who may someday follow a similar path. Military aviators explained several commissioning opportunities, including ROTC, Officer Training School, the National Guard, and Reserve service, while openly discussing the advantages of each. Those conversations gave participants something just as valuable as technical knowledge. They offered perspective, and perhaps a few new possibilities that had never crossed their minds. Because Fallon sits in the heart of Nevada’s agricultural community, participants also discovered how aviation supports the farms and ranches that surround them. They watched agricultural drone demonstrations and learned how this rapidly growing technology allows farmers to apply fertilizers and crop treatments with remarkable precision while reducing chemical drift. Participants climbed into the cockpit of an Ag Commander S2R and learned why this purpose built aircraft has earned its place in agricultural aviation. Of course, nothing compared to getting into the air themselves. Every participant received a discovery flight with a Certified Flight Instructor, giving them a first look at what flight training actually feels like. They also flew Redbird simulators, practiced aviation radio communications, and even suited up in authentic fighter pilot gear. When volunteers asked everyone about their favorite part of the day, the discovery flights and simulator experiences won by a mile. The momentum only continued. Day two introduced students to careers in aircraft maintenance, air traffic control, aviation medicine, meteorology, aerodynamics, and the FAA. Participants even toured a Citation business jet while learning about corporate aviation. The final day delivered an experience few people ever receive. Students traveled to Naval Air Station Fallon where they flew an F16 simulator during a TOPGUN experience before returning to tour a Blackhawk SH-60 helicopter. They graduated as the first ACE Academy class in Nevada, an achievement they will remember for years to come. Programs like this exist because communities choose to invest in young people. Auburn Aviation Association’s generous $2,500 contribution helped make this academy possible while opening doors to meaningful STEM education and the next generation. Fifteen young people left Fallon seeing aviation through a completely different lens. Watching that spark take hold reminded me that the next pilot, mechanic, engineer, or air traffic controller often starts with something remarkably simple. Someone opens a door, invites them in, and says, “Come see what this is all about.”
INSPIRING TOMORROW'S AVIATORS IN FALLON
MIKE DUNCAN, SUNSHINE FLYERS
The 4th of July is upon us. Parades, picnics, bar-b-q’s, mom’s apple pie and fireworks to celebrate 250 years of America. Along with all of this, is the hot temperatures that come with summer. Swimming pools, lakes, and rivers all are great places to cool off at. While the hot temperatures are a good excuse to hit the pool or lakes it is not so good for airplanes and pilots. Aircraft performance, avionics and pilot performance all deteriorate when the temperature goes up. The aircraft performance is a known quantity and has charts to help predict its performance. Engine temperature will run hotter, so be prepared to fly your airplane slightly differently to improve engine cooling. Remember that the engine oil is part of the cooling of the engine. If you normally run one or two quarts low on oil, try putting in another quart to help keep the engine cooler. Avionics are also affected by heat. Many units are quite temperature sensitive and will overheat and stop working. My cell phone shuts down when left out in the sun. Have a back up with paper charts and paper flight log. You might not need it, but if you do it will be there for you. It is a lot like having insurance. Pilot performance is a different story. Dehydration, sunburn, heat stroke and fatigue are all items worth our consideration! Learn the signs of these physical dangers. Dehydration is relatively easy to prevent. Drink plenty of liquids (water preferably). Feeling warm and not sweating are some of the signs of dehydration. Dizziness and fainting are more advanced signs of dehydration leading to heat stroke. As the symptoms become more advanced, hospitalization and death may occur. Sunburn is another effect to be dealt with. Sunburn is basically a burn; 1st, 2nd, or 3rd degree burns. Bad sunburn can result in a visit to the emergency room and time off work, or more importantly, time off from flying. Use sunscreen of varying degrees and cover up. Believe it or not, covering up keeps a cooler layer of air between you and the outside temp, particularly when it is over 100 degrees. Long pants, long sleeve shirts, and a hat, help prevent sun burn and heat stroke. Remember staying cool and hydrated is part of your preflight; I.M S.A.F.E. Not deterred by the heat from learning to fly; the following folks have moved forward in their training: Sofia Goodwin earned her Multi-engine Instructor Rating with Howard Wolvington out of Reno. Additionally, Malia Guilbert earned her Private Pilot Rating with Mark Montague out of Reno Stead, Nevada. Ryder Agostini and Shaea Payne received scholarships from the Ellsworth Getchell foundation for their Private Pilot License and Commercial License respectively. And excitingly, previous flight instructor at Sunshine Flyers, Dwight Stalker, has become a first officer for PSA Airlines based out of Dayton, Ohio! That is about all for this month. Enjoy your flying and stay cool and safe. Good Night Miss Daisy. The Prop Turner, Mike Duncan
AS THE PROP TURNS
BEN MARSH, EHGF BOARD DIRECTOR
Flying my Yak-52 was a dream. Its light-weight airframe and rugged construction made the -52 completely airbatic, amply powered with a 360-horsepower radial engine; and, as a two-seater, I could share the fun, which I did frequently enough. It wasn’t a good cross-country airplane, as it only carried 31 gallons of fuel on an 18 to 20 gallon per hour burn at cruise power. It was a Soviet-built cold war trainer, manufactured in the Orwellian year of 1984. My nickname for the airplane was ESCAPE, partly in jest as it would be hard for a Soviet pilot to defect with its short range, but mostly because flying it was my escape from the stresses and strains of my life. In those hotdog days at Nut Tree, I’d lineup on the runway, bring the throttle up to 80% RPM (the tachometer indicating percentage of maximum engine RPM), do a quick scan of fuel and oil pressures, oil and cylinder head temperatures, then release the pneumatic brakes and go to the wood with the throttle. Zoom we’d GO. Due to its counter-clockwise propeller rotation, the -52 required considerable left rudder on takeoff, which eased as our speed built. Breaking ground, I’d hold the -52 low in ground effect, retracting the gear and building speed along the runway. By the end of the runway, we were 135 knots, sufficient for a gradual or more aggressive pull to the upwind climb. It was like riding a fast-turning escalator, with a much better view. Airbatics in the -52 were really good. My typical routine, commencing at 3,500 feet, started with two lazy rolls to a 30° downline to build airspeed, followed by a loop with a roll-on-top, then into a hammerhead to the right. From the downline, we’d transition to a Cuban eight, followed by a reverse Cuban eight, pitching to the vertical for a half-roll on the up line, immediately followed by three-quarters of a loop. With as much airspeed as I could manage from the turnaround, I was into two giant barrel rolls, left then right. My last turn around was usually a wingover, followed by an eight-point roll. The -52 motored through each maneuver like the flying Soviet tractor it was. Compared to a real airbatic pilot, my little routine was pretty tame. I never did aerobatics above 82% climb power. The -52 was rated for 103% RPM and full throttle for a few minutes, but I was much more interested in preservation than whipping my beloved airplane and engine to that extent. My practice was more about precision and energy management, hitting my speeds and altitudes, every time. As a rule, I never snap-rolled my little ESCAPE, though I knew it would snap great, nor did I ever once spin the airplane, which is not to say that I didn’t place it in portions of the envelope that were on the brink of the spin. I felt snap-rolls were hard on the airframe. As for the spin, I decided it would show as much competency to keep the -52, from spinning, than to spin it. Returning to the field, I typically did another hotdog buzz along the runway with an 82% power setting from a high downwind leg, swooping steeply along base and final approach to 25 feet along the entire length of the runway. Looking back, it was probably rude of me to do that, time and again; but, with the Soviet czars of aircraft technology as my witness, it was a hell of a lot of fun. The -52 was my only ride in the early years of the new millennium. After I got it flying, I regularly flew from Nut Tree to visit Dennis Sanders to help him with his N3N project at Eagles Nest, CA20. I left hundreds of well-drilled holes in the sky between our respective airports. And though the -52 was every bit a military trainer, I never got any credit in the warbird community for the five hundred hours I spent flying that airplane. Dennis still says that the Yak-52 gave AT-6s respectability, clearly indicating his contempt for a damn good flying airplane. In fact, he repeatedly declined my offers to fly ESCAPE. No matter, I was happy to let other friends fly it. Those who did, loved it. My little ESCAPE. It looked ungainly in flight, but proved its value to me over a dozen years of fun-flying. Photograph by Phil Wallick. The trouble for me was that flying a nose-dragger, as I referred to the -52, was really pretty easy. It had its idiosyncrasies, like the pneumatic system that powers the actuation of engine start, gear and flap retraction and extension as well as the braking system, which took some getting used to. Still, it was nowhere near as demanding as a conventional taildragger in ground operations, particularly landings. I’d flair to a near stall, plunk the mains on and ease the nose wheel to the three-point, game over. Even in a big-boy crosswind, the Yak-52 was well behaved. What concerned me was that I was losing my rudder control dexterity I developed while flying Citabria, Decathlon, the BT-13 and Stearman. Those airplanes required a higher level of attentiveness for three-point and wheel landings, proficiency I lost over the years and hundreds of hours flying my wonderful ESCAPE. This came to a head when my friend Bernie Vasquez told me to go fly the PT-17 Stearman he was flying and maintaining with Brant Seghetti, an offer I flatly declined. Bernie reminded me that I had 300 hours flying Stearman into and out of the narrow runways of Schellville, arguing that flying the Stearman at Nut Tree would be a snap. Still, I chose prudence over hubris. I did not want to jump into that really nice Stearman to ineptly drag a wing or ground loop it, for all the reasons. Still, Bernie was persistent. At a Nut Tree Airport event, some months after his first suggestion that I fly the Stearman, Bernie urged me to take it up, “Ben, it’s right there on the ramp. GO.” “Bernie,” I replied, “my feet are dead. I haven’t flown a taildragger in years. And, I am not going to go fly that thing, only to roll it up in a ball on landing.” “You won’t,” Bernie quipped. “You have more Stearman time than anyone here at Nut Tree. Go. Fly. It.” I thanked Bernie for his confidence in my long-ago skills, but politely declined his offer. Bernie persisted, “Would you at least taxi it back to the hangar for me? I have a lot of airplanes to put away. It would be a big help.” Before I could object further, Bernie said, “Thanks Pal. I appreciate it.” He turned and walked away, leaving me to it. “Oh, bloody hell,” I thought, as I walked the ramp toward the Stearman, feeling like a lobster in a kettle of cold water with the heat on. It was a beautiful airplane, white overall with red leading edges on its horizontal stabilizer and wings, piped in white and black that swooped mid-cord through the wingtips. A similar stripe along the fuselage swooped upward at the trailing edge of the rudder. What made the scheme quintessentially Jelly Belly, besides the fact of its association with the Rowland family, was that it was covered in Jelly Belly decals, as a fun aero-promotion of the family business. Bernie in the Jelly Belly Stearman. Photographer unknown. I walked around the airplane, as if I intended to fly it, inspecting the cockpits, verifying the battery, generator and magneto switches were off, followed by an inspection of the main fuel tank in the center section of the upper wing. It had a half tank of fuel, sufficient for taxi. I checked the tail structure for soundness, noting that all the cotter pins were in place at the attachments of the flying wires, elevators, rudder and tail gear assemblies, all the surfaces actuating in full swing without binding or clunking. There were no dents in the structures or fabric abnormalities along the fuselage or wings, no scrapes around the bottom surfaces of the wingtips. The flying wires bracing the wings appeared in good condition, firm and properly adhered, giving structural strength to the upper and lower wings. The cowling and front exhausting radial engine was free of oil drips and streaks, sparkplug wires holding firm to their sparklers. The metal McCauley propeller was straight and true, rotating freely under the firm compression of the Lycoming engine. I pulled ten blades through in the direction of rotation to verify the lower cylinders weren’t hiding a charge of oil that would hydraulic the engine at the start. Stepping up on the left main tire, I checked the oil quantity, then primed the engine, its primer pump located at the left accessory cowling. Priming the engine from outside the cockpit was a stock Stearman idiosyncrasy left over from the days when a crewman would prime and physically crank the inertial starter for engine start. After repeating my wing inspection on the left side of the airplane, I stepped onto the wing walk of the lower left wing with my left foot, steadying myself by holding onto the front and rear cockpit rails, then swung my right leg into the rear cockpit to stand on the seat and ease myself into the comfort of Boeing’s wonderful bi-winger. It was a familiar, nearly forgotten perspective of the long fuselage ahead of me between the enormous upper and lower wings. My feet found the rudder pedals, testing with satisfaction the firm brakes and the free movement of the stick and rudder controls. I moved the mixture from idle cut-off to full rich, cracked the throttle open a quarter inch, looked around both sides of the fuselage, called “clear,” switched on the battery master and generator, then pressed the guarded switch to crank the engine over for five blades before turning the magneto switch to BOTH. The engine started with a single puff of white smoke that disintegrated in the propwash as it passed me. The smell of Stearman exhaust came to me once again, reminding me of the swashbuckle associated with operating an old kite. I sat there, taking it in for a few minutes, to let the oil come up to temperature, oil pressure holding firm at 80 PSI. Memories of flying the Stearman floated by, seemingly pushed along by the thrust of the propeller, moments in flight mingling with people from those days dusting the ramp in our wake. I throttled up a little, releasing the brakes to let the Stearman ease forward to gain momentum before applying right then left rudder and occasional brakes to zigzag to the taxiway. Taxiing the Stearman requires gentle S-turns left and right to clear the nose of obstacles and hazards. All the pilot sees ahead is the long fuselage and wings, which can hide a myriad of troubles as well as the taxiway or runway ahead. It’s a bit of a dance to point the nose to the right, looking left along the side of the fuselage, then turning left to look right, but it is the way of these old ones. We threaded the needle of parked cars and vendor tents bordering the taxiway from the events of the day. It was an easy, careful taxi back to the hangar, a couple of people waving or smiling along the way, reminding me that when you are in a biplane, people take notice. Outside the Stearman hangar, with oil temperature just above 40° C, I eased the throttle to dead idle, set the brakes, then brought the engine up smoothly to 1,700 RPM for a run-up. The right and left magnetos check out with barely a 50 RPM drop and carburetor heat fattening the mixture for a deeper drop in RPM. Throttling down to idle, I switched the mags from BOTH to OFF then back to BOTH as a secondary grounding check, then pulled the mixture to CUT-OFF, choking the fires of combustion as the compression of the cylinders slowed the whirling propeller to a stop. I turned the magneto switch to OFF, followed by the generator and battery switches. As resistant as I was to the mission, I felt connected with the Stearman once again, a certain pride welling up in my heart. I was back at it, though I would not admit to my competency with the Stearman, even to myself. A stylized image my brother Ward captured after a fun day of flying, illustrating the iconic shape of a Yakovlev tail at sunset. Photograph by W. P. Marsh
DISTANT BIPLANE MEMORIES: THE JELLY BELLY STEARMAN
Stearman Two-Three-Three on the vertical over Rogers Creek Fault. Sear Point Raceway on the mid-horizon. Marsh photo, 1993.
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OFFICERS President - Nebil Almakdeshi - president@auburnaviationassociation.org Vice President - Doug Bolsover - vp@auburnaviationassociation.org Secretary - Doug Fee - secretary@auburnaviationassociation.org Treasurer - Deborah Sandbank - treasurer@auburnaviationassociation.org BOARD MEMBERS Past President Chris Haven pastpres@auburnaviationassociation.org Scholarship Director Don Wolfe flyfund@auburnaviationassociation.org Assistant Scholarship James Jacobson skyfund1539@gmail.com Membership Director Andrew Van Wagner 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
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