propwash
june 2026
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Photo courtesy of Chris F
DEDICATED TO AVIATION, SAFETY, FRIENDSHIP, COMMUNITY INVOLVEMENT, AND EDUCATION SINCE 1984
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ARTICLES
President's Message An Update from the Managers Desk of KAUN As the Prop Turns Sierra Air Helicopters Distant Biplane Memories: Nut Tree
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INFO of INTEREST
MISC.
In This Issue
PRESIDENT'S MESSAGE
NEBIL ALMAKDESHI, AAA PRESIDENT
Hello all, The Association has been growing with more talented and professional people. The city itself only has about 14,000 people in it, yet aviation seems to be its bread and butter. As we gear up for June, be on the lookout for The Association to be on the Auburn Community TV Show, at the end of the month. “Land of no Slack”, as Don Wolfe would say. It is great to see y'all getting after the ratings and aviation education, and extend your hand to help the aviators behind you. That’s what this community is at its core. See ya! Nebil Almakdeshi President Auburn Aviation Association
Main Dish: A-L Side or Salad: S-Z Dessert: M-R
General membership meeting
Join us for our monthly membership meeting and potluck dinner. Guests and non-members are welcome!
Aircraft Display Days at KAUN Saturday, August 1, 2026
EVENTS
potluck menu by last name please provide:
Aviation Career Day Saturday, October 17, 2026 Save the date!
upcoming
UPDATE FROM THE AIRPORT MANAGER
KAUN Safety Conference Day The Safety Conference Day began with approximately 35 Certified Flight Instructors (CFIs) based at Auburn Municipal Airport gathered in one room. During this section of the conference - led by Tyghe Richardson, a FAA FAST Team member and the Auburn Airport Manager, the participants openly discussed topics that directly affect the airport and general aviation. The goal of the session was threefold: to ensure CFIs teach safety-related items consistently, to clarify any confusion or misunderstandings about existing KAUN procedures, and to build camaraderie among instructors promoting a safer airport and airspace system. Topics reviewed included radio communication, preflight procedures (such as engine run-ups), traffic pattern operations, use of the flight simulator, emergency landing procedures, weather planning, Crew Resource Management (CRM), and noise abatement. This City sponsored safety seminar was well received and hit the goal of bringing the CFI’s together and opening communication between the CFI’s associated with all flight schools at Auburn. After session one was concluded the conference moved into an evening session. This session lasted well into the evening. Participants received FAA wings credited for the safety topics that helped hone our Auburn aviator’s skills. The evening session of the conference was a full house with standing room only. The goal of the presenters was to encourage safe skies through education. The education topics included how Auburn Municipal Airport ground operations work, the pilot safety reporting program run by NASA called the Aviation Safety Reporting System, new regulations under the Modernization of Special Airworthiness Certification (MOSAIC), training on how to safely recover from unexpected aircraft situations, and a general aviation safety update featuring insights from the Jaun Brown of the Blancolirio YouTube channel. This annual Safety Conference Day was sponsored by the City of Auburn, the Auburn Aviation Association, Experimental Aircraft Association Chapter 526, Sporty’s Pilot Shop, and Lightspeed Headsets and others As safety continues to be the primary focus of the Auburn Airport, planning for next year’s KAUN Safety Conference Day is already underway and is expected to be even bigger. Elected official visit The airport had the opportunity to host a tour for Congressman Ami Bera and several staff members, Placer County board of supervisor, Cindy Gustafson and several staff members, City of Auburn Mayor Kelly Davis with support from the City staff, including the City Manager, Economic Development Director, the AAA, and of course your Airport Manager as the tour guide. This was an hour-long tour that focused on how general aviation airports support their communities and are in need of continued support from congress. 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 New Airport Sign Please provide your input on this draft airport sign to replace our current sign. The City rebranded all the other City signs and now it is our turn! Please comment on this sign no later than June 15th as your opinion matters! Please send all comments to TRichardson@auburn.ca.gov 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
Where to go this summer when flying! Flying vacations or just a day trip to many of the fly-ins happening this time of year. The weather is fantastic for getting out and enjoying the privileges we have to fly. Every Saturday, the Placerville EAA chapter has a pancake breakfast for all to enjoy. All kinds of neat airplanes show up and a good time is had by all talking about airplanes. Corning just had a fly-in with some cars. Or was it a car show where airplanes showed up? About 30 planes showed up and the same number of cars showed up. This is only two events for you to enjoy your flying and share the experience with many like minded folks. Keep an eye out for many more fly-ins to happen as the summer rolls along. It is a good way to spend a half day of your weekend. Check FAA NOTAMs for any events along your way when you do fly so you get surprised by a lot more aircraft or skydivers. For those seeking more adventure, there is always an all day or weekend trip. Gold Beach (just across the Oregon border along the coast) for their mail boat rides up the Rogue River, or Ashland Oregon for their Shakespeare festivals. Or perhaps a day in Columbia, and visit the state park. You have to experience the 1849 era with gold mining, stage coaches,etc . Don't forget to visit the candy store there. Monterey is a good one day stop for their aquarium. Just on the other side of the Sierra’s, in the Owens Valley, there is: Bishop, Mammoth, Lone Pine, Bridgeport and Independence airports. Lone Pine is especially interesting because of its connection to the early “B” western movies that were filmed there. There is even a theater there that still shows those movies. A great get away for the week with only about a 2 hour flight each way in a C-172. There is lots to do this summer. To those just beginning their adventure in flying: Simon Nielsen was able to solo a Cessna 152 with Sofia Goodwin as his instructor. Additionally, Yahia Elbanna Elsayed earned his Private Pilot License. Sofia Goodwin was his instructor and she can now add another notch to her license. Last, but certainly not least, was Matt McDaniel's first solo. Also by CFI Sofia Goodwin. Congratulations to all on a job well done, now go out and enjoy it! Yahia Elbanna, Private Pilot License Are you nervous about turbulence in the mountains, or wake turbulence from other aircraft? Then maybe it is time for some upset training to build your confidence. Upset training is here to help give more confidence and allow you to get more relaxed when flying. It is not aerobatics or high “G” loading, but it can be a little bit more extreme than you are used to. Basically, it teaches you to better control the aircraft's “G” load (2g’s) and airspeed. Additionally it is an opportunity to experience your airplane and operate it with a wider range of control inputs and airplane attitudes. Much like learning to drive a car in the rain, snow, and ice you become more comfortable in calm conditions and less likely to over react when conditions are bad. It also makes your passenger feel better about flying with you. For those who do not know it yet, we have a FAA Safety Team (FAAST) member on the airport, Matt Carlson. Matt conducts a once a month ground school at the airport in the terminal building and is free of charge. They cover a different subject in each session. Ground schools qualify for Wings credit and are good for the ground portion of your Flight Review that you need to do biennially. Matt will help you register on the FAA site to receive online credits to your various levels of Wing. Matt works at Sunshine Flyers, Wednesday through Saturday, and can be reached there for any further information. Your insurance companies also like to see you taking a continuing interest in aviation safety. Well that is about all for now. Good Night Miss Daisy. The Prop Turner, Mike Duncan
ELIZABETH LEWIS, SIERRA AIR HELICOPTERS
HAPPY SUMMER FELLOW FLYERS
May brought much sunshine and smiles for miles. CFI Brennen’s Private Pilot Student, Ryan Baird, saying hi to his wife at home as they do some off airport landings. Bonus points! Shawn shares the beauty of Folsom area on our Gold Run Tour with a family who are from that area and have never experienced it from above. Definitely life changing for these customers. Speaking of off airport lanings, no one has more fun than this guy! Commercial Student, Kevin Lund with Brennen Going…. Copter-cool vibes only Brennen’s Student, Kasana Bialick, is approaching checkride. Doing some off airport landings isn't so bad when you have a view like this! Welcome our newest Private Pilot Students, Jim Clark from Chico area and Haley Proper, who started training earlier this year. They are studying together and are now learning autorotations. If you want to rotor your way to summer fun this is the way to do it…. Hover, chill and grill! Until next time, happiness is summer and a whirlybird!
BEN MARSH, EHGF BOARD DIRECTOR
It was many years after barnstorming with Chris’ Stearman at Schellville before I would strap into a bi-winger again, or manage the idiosyncrasies of a taildragger. My life in the golden years of Schellville dimmed, partly because some of the people I knew so well moved on from that hallowed airstrip to find other adventures in life. I did too, finding new engagement with the restoration of my first solo project, a soviet built Yakovlov-52. After Dan and I sold the BT-13, he took his profits to buy a house. I purchased the Yak-52 sight unseen out of Odessa, Ukraine, from an elusive, somewhat unsavory character. It was a deal where I sent my life savings to someone I never met in person, with whom I’d spoken on the phone only twice in conversations that were direct and on the wrong side of pleasant. Even given my discomfort, my airplane and the appropriate paperwork arrived, as advertised. It was an exciting time in my life, so much to learn and everything to do, on my own shoulders, with my own project. I started the Yak-52 restoration at Schellville, but due to limited hangar space and its proximity from my home, I elected to move the project to a new base of operation at Nut Tree Airport in Vacaville, more specifically to a hangar hosted by a life-long friend, Brant Seghetti. I became acquainted with Brant’s dad, Steve, through a chance meeting on or about my eleventh birthday. My dad flew me to Nut Tree for an afternoon adventure. The events of that day founded my connection to that magical place called Nut Tree, its airport becoming central to my life thereafter, and indelibly connecting me with the entirety of the Seghetti clan. In those days, the Nut Tree Airport was owned by the visionary Powers family, who created the marvelous, exceptionally well marketed retail environment along Interstate 80, between Sacramento and San Francisco, called Nut Tree. It was a great place to stop for a cup of coffee, a snack from the bakery or a meal at the restaurant. Nut Tree was so much more than that; it was a jewel of Americana, a wholesome, welcoming place of wonder in a carnival atmosphere surrounded by retail goodies for consumption, furnished with accouterments for entertainment and stocked to the brim with curios for acquisition. Retail marketers today would do well to study the case of Nut Tree. It wasn’t just a restaurant or bakery, a bookstore or toy store, it was a California landmark, a West Coast destination for flyers. In fact, the concept of flying in for a hundred-dollar hamburger was coined by those who flew into Nut Tree for lunch. It was sensory overload, a safe environment that captured the imagination. Nut Tree’s ramp circa 1975, destination of the hundred-dollar hamburger. For the thousands of people who flew into Nut Tree on a monthly basis in its heyday, there was a little train that transported the flyers from the southwest ramp of the airport to the main Nut Tree compound. It was a five-minute ride, hosted by a kindly conductor who stamped your pass, to and fro, secured the colorful passenger cars, and who ran the engine, rang the bell and tooted the whistle along the twisty-turn rails. Train and passengers clicked and clacked through scattered oak trees and orchards of peach and walnut, a stylized farm, complete with scarecrows and hay bales and old-time farming equipment. It was time travel through rural America, simplified and stylized, imparting a sense of wonder. Nut Tree was a place where people could lose themselves for a few minutes or a few hours, a whereabouts of simple pleasures and wholesome themes, and a catalyst that bonded people to it and to one another, particularly a taciturn youth and his intellectual father. We investigated all the Nut Tree offerings: the ice cream and lemonade stand, the fanciful toy store, the bakery with wares of gingerbread and plenty, the old-time post office, stocked with Nut Tree postcards and the two epic bookstores. One featured a comprehensive collection of books on homecraft, landscaping, gardening and various other topics on flora and fauna; the other was the most remarkable aviation bookstore of its day. One Flight Up, as it was called, held more titles than its next nearest rival at the Smithsonian Air & Space Museum, covering every conceivable topic on aviation, airplanes and flight, punctuated with giant model airplanes hanging from the ceiling, large format airplane posters that spanned the history of flight, even a full size airplane displayed in Nut Tree colors among the shelves and stands. Dad focused on the section of books on instrument flight training. I gravitated toward the airplane posters. My champion was a print of three Great War aviators standing beside an Albatross biplane. Dad kindly purchased the print for me, a quintessential image that idealized and romanticized chivalrous flyers in the early years of flight. That poster shared a space on the wall of my ever-since homes, a quintessential moment in time that holds my interest, even now. Bassenge, Kempf & Vallendor and an Albatross of Jasta Boelcke. Dad and I rode the train back to the airplane ramp along another rail-path through the Nut Tree property, returning us to our rented airplane, a straight-tail Cessna 150. At my request, we taxied toward runway 20 via the main ramp, so I could investigate the two “great big airplanes” I saw on our arrival that were unlike any other flying machine at the airport, clearly of World War Two vintage. Dad let me out of the C-150 with the engine still running, while he adjusted on a NAV/COM radio that was new to him. I walked around these two enormous airplanes, which I recognized as AT-6 Texans, the venerable WWII advanced trainer that Army Air Corps and Navy cadets would have to master in order to fly fighter or attack airplanes like the P-51 Mustang or P-47 Thunderbolt, the F6F Hellcat or SBD Dauntless, and other such single engine warplanes. These were beautiful machines appointed with military markings, colorful cowling and banded wings on highly polished aluminum skins. They were magnificent examples of an era thirty years past their prime as far as military aviation technology progressed to the day, but perfectly serviceable, maintained by men who appreciated the crafts for what they were and for all they could do with them in the modern day. Just as I contemplated whether to climb onto the wing for a look inside one of the Texans, a Chevrolet El Camino rounded the taxiway from the East side of the airport, pulled-up and stopped in front of the AT-6 I was standing next to. A tall, slender man in his mid-30s got out of the car and gregariously engaged me, “Hey kid, you like that airplane?” I answered in the affirmative. The man informed me that it was his airplane. I was taken aback by his overtness, figuring he’d somehow read my mind somehow about wanting to climb on his airplane, which I knew to be a little bit of a sin, without permission. He saw the Cessna running a couple dozen yards away and asked, “Is that your Dad over there?” Again, I affirmed his question. The man introduced himself as Steve Seghetti. He produced a business card from his wallet and handed it to me. He said, “I own the Brigadoon restaurant down the street on East Monte Vista. Come by with your folks some time for breakfast, lunch or dinner. Or, give me a call, we’ll go flying in the T-6.” Noting what I perceived to be an offer to ride in an AT-6, I carefully stowed Steve’s card in my pocket and managed to ask if I could climb up on the wing to look inside the cockpit. Steve said, “Sure kid, just don’t fall off.” As quickly as he arrived, Steve was back in his El Camino, heading for the airport exit. I was on the wing of that airplane before his car was out of site. Looking through the large greenhouse canopy, I’d never seen an airplane so complex with all its dials and controls. This was my first up-close encounter with North American Aviation’s AT-6 Texan, coinciding with the introduction to the man who would become my first aviation friend; his family becoming an extended family to me. Steve’s “Slug", as he called his T-6 Texan, circa 1974. Three decades after the shining events of that day with my Dad, who was long since taken by the heart attack he could not avoid, I contacted Steve’s son Brant to see if he knew whether there was hangar space for my Yak-52 project at Nut Tree airport. Following in a few of his Dad’s footsteps, Brant is a restorer and flyer of interesting old airplanes. He is a remarkably handsome man, olive complected and tanned with a coiffureof jet-black hair so impeccably groomed, a mutual friend called him Brylcreem. Seemingly unexcited and unexcitable, Brant’s matter of fact expression disguised his more mischievous grinch-like nature, a coiling smile coming to him in moments of intrigue. He understood my need for a dedicated hangar to complete my project and a shop to call home. Brant told me he had a Pitts Special in a hangar with a few other airplane bits and bobs, but that he really didn’t need the space. He invited me to stop by for a look. It was perfect. At this point, about a year into the project, the -52 wings were finished through paint, ready to bolt to the fuselage. The fuselage and tail feathers were paint stripped, but not overhauled or paint ready. It took another year and a half before the restoration would be ready to license and test fly. It was an all-in effort. Every night after work, I was in the hangar at Nut Tree working on the -52. Every weekend, from early morning, well into the evening, I was on the restoration mission. It was exciting and engaging, but with a little too much urgency surrounding my efforts. To finance the restoration, I had to quit flying, that disposable income going for parts and pieces as opposed to slipping the surly bonds of earth. I was hellbent, burning my candle simultaneously at both ends and the middle. Throughout the project, I was living and working in the East Bay, residing in the town of Crockett, the Sausalito of the East Bay, as the locals misrepresented. My daily marathon of work at work, then work on the project was brutal. There was never much time for socialization, never enough sleep to catch-up. My eyes would open, feet hitting the floor and it was Go…Go…Go until my head hit the pillow 18 or 20 hours later. Another casualty of the project was a failed relationship with a girl I was crazy about, Brant’s spectacularly attractive sister, Susan. Though she tried to be my girlfriend, there was no time, no room in my hellbent to make that relationship work. I was a shop rat, not a boyfriend. After three years of work, on April 14th 2001, I was pickle-suited, parachuted and strapped into the cockpit of my Yak-52, which I called Escape, for our first test flight. This was the first time I would pilot an airplane since my last Stearman flight at Schellville a year and a half earlier. It was a big day in the life of a Yak-52, and for its restorer. I was tense, focused on the profile of the well-planned test flight as well as the contingencies in the event the flight did not go well. Brant jumped up on the wing with a handheld radio for a final briefing. We conferred on the radio frequencies we would communicate through, 122.7 for taxi, take-off and landing and 121.65 for in-flight comms. Before he jumped off the wing, Brant eye-locked with me. He said, “Fly the airplane. Whatever happens, fly the airplane. If the engine quits, fly the airplane”. Brant, giving me the “Fly the airplane” briefing. His all-knowing dog, Spinner, in the foreground. I set the pneumatic brakes, primed the engine with three shots, turned on the battery and generator switches, then called “Clear” to the small group of friends who gathered to watch, Susan centermost among them. She was there to support the cumulation of my efforts, having suffered through my obsession. I turned the magneto switch to 1 + 2, pressed the guarded start button, which sequenced shots of high-pressure air from the primary storage bottle aft of the rear cockpit, into the cylinders, timed to each power stroke in the firing order of the M-14P engine. Concurrent with this pneumatic propeller turning action, the right magneto was grounded, isolating and retarding the spark advance of the left magneto, sending a shower of sparks from the booster coil to the combustion chamber that fired the engine instantly to life, evidenced by a few puffs of white smoke from each of two exhaust stacks. The moment I eased the starter button, replacing its guard, the pneumatic air charges stopped and the right magneto came online, the ignition of both mags fully advanced their spark to 15° before top dead center on the compression stroke. Oil and fuel pressure indications were proper for the occasion. After a radio check with Brant, I released the pneumatic brakes for taxied to the run-up pad at the end of runway zero-two. I went through my CIGARS checks a hundred feet from the once proud Nut Tree compound airplane ramp, now fenced-off and derelict, weed-infested and lost to the generations who knew its excitement and bounty and to the future generations that would never know that place in its time. Dad would be proud of his son, in these moments before flight.
DISTANT BIPLANE MEMORIES: NUT TREE
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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