Dedicated to Aviation, Safety, Friendship, Community Involvement, and Education since 1984
DEDICATED TO AVIATION, SAFETY, FRIENDSHIP, COMMUNITY INVOLVEMENT, AND EDUCATION SINCE 1984
propwash
january 2026
© Photographer Name
Photo courtesy of Joseph Walker
President's Message Update from the Manager's Desk of KAUN As the Prop Turns The Next Generation Has Taken Command CHP Air Operations December Highlights Sim Time is Focused Training Distant Biplane Memories: Part II December Holiday Social and Award Presentations
MISC.
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ARTICLES
INFO of INTEREST
PRESIDENT‘S MESSAGE
A New Year, new goals, and a new AAA President. Hello everyone, my name is Nebil, and I am your new AAA President. I want to thank Chris Haven, Doug Fee and Doug McDougal, for getting me up to speed and having me understand what the job entails. And I thank you all, the AAA membership, for voting me in. This is a community driven group, which we will build on, and grow. We have a very special thing here, a campus-like environment, between KAUN and KGOO, that has grown organically, and has drawn in aspiring Aviators, A&P, and Aviation Management students, current and seasoned professionals. Our job in the leadership will be to continue to build this community, and put people in the best possible position we can. Thank you, and welcome to 2026! Nebil
Nebil Almakdeshi, AAA President
Main Dish: M-Z Side or Salad: A-F Dessert: G-L
Join us for our monthly membership meeting and potluck dinner. January's speaker(s) will be Don Bradley and Dustin Jones from Foothill Flight Center in Cameron Park. They're mission is building confident pilots through advanced training like Stall-Spin Awareness, and Upset Prevention and Recovery Training, Introduction to Aerobatics, and Tailwheel Training. 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!
General membership meeting menu
this months speaker(s)/entertainment
this months speaker(s)
Join us for our monthly membership meeting and potluck dinner. 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!
please provide according to your last name
Tyghe Richardson, Airport Manager
An update from the managers desk of kaun
Airport Safety Last month, during normal flight operations, a local flight school aircraft departed the runway on takeoff to the south, damaging the Runway 25 Precision Approach Path Indicator (PAPI)light and control system at the Auburn Airport. This system controls the approach lighting for Runway 25. After the immediate incident was addressed and it was confirmed that no one was injured, Airport Operations staff and the Auburn Police Department worked together to investigate the situation, gather the necessary information, notify the FAA and NTSB, and complete the required reports. Once the initial incident response concluded and the Auburn Police began their reports, Public Works and Airport staff worked with one of the City’s contracted electricians to make the electrical system safe. The initial isolation of the system was completed quickly. Securing the infrastructure that supplies power to the system and ensuring it was not at risk of further damage required additional planning and took approximately one day to complete. The next steps in the rebuilding process will continue to require interdepartmental assistance from several City departments. The ultimate goal is to repair the PAPI system and return it to service. Why am I sharing this? Incident responses like this are very typical for an airport of our size. Due to limited staffing, we—like many airports—frequently rely on support from other City and County departments, or State agencies. Because this is a normal part of airport operations, it’s not unusual to see law enforcement, fire personnel, or other City staff working alongside Airport staff. As Airport Manager, I truly appreciate this interdepartmental cooperation, as it helps keep the airport safe and operating efficiently. This support often allows me to inspect or reopen a closed runway sooner than would otherwise be possible. Auburn Airport Apparel T-shirts, hats, sweatshirts, and more are available for order! Represent and support your local airport and businesses with KAUN merch. Visit the online store here: Auburn Airport Store Fly CA Passport 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
DPE Paul Hamilton and Katie Uyeyama
As the prop turns
Mike Duncan, Sunshine Flyers
As the Christmas carol goes “the weather has been frightful”. Fortunately for us in Auburn it has only been only a few days of fog as opposed to Sacramento which has been in it for over thirty days straight. People are traveling up from Sacramento just to see the sunshine. The last time I remember it being this bad was back in the mid 1980’s. Several airplanes had moved up to Grass Valley/Nevada County airport to allow for some flying, and that seemed to work out OK for them. Despite the bad weather, several people did manage to earn their tickets! Rain Wrenn passed her instrument check ride with Mark Montague as her examiner. I am sure there may have been some actual instrument condition involved in that ride; after all it was an instrument check ride.When the weather cleared, Katie Uyeyama passed her Light Sport ticket with Paul Hamilton as her examiner and Chris Hale as her instructor. Chris was also busy soloing Beth Irvine in a C-182. A Cessna-182!!! Congratulations to all on a job well done. Now that Christmas is past, it is time to figure out what to do with that Christmas present: that new headset, I-Pad, GPS, or new flight bag to put all those goodies in. It is time to plan a trip and take advantage of all your new toys. The new year is upon us with new hopes for the coming year. This past year we have been able to accomplish many things by bringing in new members and new officers to carry on the legacy we have built. Our foundation is growing each year. My hope is to reach our goal of a million dollars in our foundation to support the scholarships program. Our reputation as THE airport-to-be-at is growing bigger and better every year. All this is because of our membership in AAA. Thank you all for your efforts this past year and the good work to be done in the next year. Well that is all for now. May every one have a Happy and Prosperous New Year. Good Night Miss Daisy. The Prop Turner Mike Duncan
Beth Irvine first solo in C-182
Don Wolfe, Captain/United Airlines/Retired
the next generation has taken command
On any given Saturday you’ll find a group of older pilots having breakfast at the Wings Café. These aviators are from all walks of aviation, some of which are retired airline Captains. There are stories of instrument approaches in low weather to Hong Kong and all-night trans-cons to the East coast landing at sunrise. “There I was” tales where the Captain’s skill and cunning saved the day abound. Don’t believe me? Ask them, LOL. The next generation has been filling the seats of modern airliners throughout America for several years now. Many of these pilots learned to fly at Auburn airport, were recipients of our flight scholarships and beneficiaries of our mentoring programs. These new aviators are flying instrument approaches to landing in low weather conditions, going through the “car wash” deicing pad, then sitting in long lines waiting for takeoff in driving snow while the clock counts down. If the time runs out before departure they return to the deicing pad or back to the gate for more fuel and start over again. Stressful? Yes, but this is their job, and they love it. All of the responsibility rests with the Captain who sits in the left seat of the flight deck. The Captain is responsible for everything, and I do mean everything. On each commercially operated airplane there is a grandparent, a mother, a father, someone’s child and a load of cargo that must get to the destination. The safety of the passengers and crew is in the hands of the Captain. These individuals have taken command and become the next generation of leaders in our society. While the old dudes were enjoying breakfast at Wings many of the local aviators from Auburn have become Captains at their company. Their pictures, airplane assignments and companies are listed below. We might have missed one or two promotions, but a long-standing airline joke will save the day for next month’s Propwash: “How do you know there’s an airline Captain at the party?” They will tell you! Congratulations to our Next Generation of Captains. Ladies and Gentlemen. Welcome Aboard!
Captain Lance Bickford Cessna 208 Caravan, Bering Air
Captain Tierra Bickford Airbus 320, Delta Airlines
Captain Brice Corcoran Boeing KC-135, USAF Reserves
Captain James Jacobson Line Check Airman CRJ 200/500/700/900, SkyWest Airlines
Captain Kyle Koukol Airbus 320, United Airlines
Captain Mark Mooneyham Boeing 777, United Airlines
Captain Kelly Richards Casa 212, Bighorn Airways
Captain Camile Tricomo CRJ 200/500/700/900, SkyWest Airlines
chp air operations december highlights
Our CHP Air Operations Auburn Unit has had an eventful month filled with exciting highlights. On December 9th, CHP Valley Division Air Operations proudly commemorated Flight Officer/Paramedic Kevin Neeley upon his retirement after 27 years of dedicated service. The occasion was marked by his final flight, honored with a traditional water tunnel fly-under, followed by a retirement luncheon and a special visit from California State Commissioner Sean A. Duryee to recognize his outstanding career and contributions. On Saturday, December 13th, Santa Claus made a memorable arrival at the Auburn Airport aboard a CHP Air Operations helicopter. The event brought holiday cheer to children and families from the Auburn community, as CHP Air Operations helped spread Christmas joy and create lasting memories for local kids. Thank you to the entire team for your outstanding service and dedication to our community. A special shout‑out to Flight Officer/Paramedic David Arias for sharing the updates and photos, keeping us connected to the incredible efforts happening in the air currently.
Winter weather presents a perfect opportunity to spend some time in the AAA Redbird Simulator housed at Mach 5. A student can save more than $2000 by using the sim for 20 hours toward the 40 hours of required training for the IFR rating. While reduction in training costs is the most obvious advantage to the sim, training in a targeted, distraction-free learning environment is a real opportunity. Think back to your basic training. Imagine taking your introductory ride in the airplane, then going in the Redbird for ride #2. CFI and students can demonstrate turns, trimming, windshield reference points, pitch, power, etc., freezing the sim to point out where the student should be looking. Flying the controlled environment of the Redbird is very different than trying to digest this information in a noisy airplane while looking for traffic, remaining in the practice area, all with the radio blaring and the instructor repeating more immediate instructions in your ear. For the 40 hours PPL training, 2.5 hours of sim training are allowed, but sim time is very focused, and may enable better learning when you’re live in an aircraft. “Training in a targeted, distraction-free learning environment is a real opportunity.” Thanks to generous donors, the Redbird sim belongs to AAA, and we rent it at a discount. Time can be reserved through any of the flight schools on the airport. Some instructors are focused on building their own hours and prefer to train students in an aircraft, however, the sim is a valuable - and cost-saving - tool for students. Check out this article from RedBird for some of the finer points on the subject. Tyghe Richardson flies into JFK in New York. Every major US airport is in our Redbird simulator. Photo credit: Don Wolfe
sim time is focused training
Barnstorming A couple years downwind of my aerobatics training came a distraction that would uproot me from Schellville, 0Q3. Dan acquired a Vultee BT-13 Valiant restoration project, colloquially known as a “Vibrator,” for the horribly loud noise it made on take-off. Dan moved on from Schellville and was now professionally engaged flying C-130s on relief missions, somewhere and another, in Africa. I was an eager participant, though primitively equipped with tools and a lack of experience, just as Dan was a most patient project leader. We charged forward with a prudent distribution of labor, now centered around Sonoma County Airport, STS. Dan managed the safety of flight aspects of the project; I took on the messy work, like stripping and sealing the BT’s wet-wing fuel tanks. It was a thrill to build a “warbird,” more correctly, a warbird trainer. This was it. This was what I wanted to do. But, to fly the BT-13, we had to build it, which meant that the restoration project required all my free time and extra disposable personal funds. I didn’t log a single hour of flight time for two years. Gone were my leisurely days at Schellville, kicking Citabria round the sky above Sonoma County. I was learning a new craft, new techniques and immersing myself in the work that would become my non-professional calling. Dan and I built the BT-13, which was a lot of work and an aviation coming of age for me. The progress of restoration seems endless, like walking the length of a runway. Halfway along the length, the end does not seem any closer, until you look behind you. At three-quarters length, you begin to see some details at the end of the runway. In the last 100 steps, things become clear as the end is near. Then, suddenly, you reach the end and it is done, ready to fly and flying. I’d arrived. I took the BT to a couple airshows and a formation clinic, took friends and family members for rides and felt the thrill of flying an old airplane I helped build. This was an active period in my flight history, making up for lost time. I was flying our BT-13, and investigating the potential of learning to fly the Boeing PT-17 Stearman. Our BT was built to sell, so sooner or later that ride would be gone. I picked-up a commercial rating along the way, which enabled me to fly for pay with a company within a 25 nautical mile radius from point of origin. My plan was to get sufficient Stearman time, so I would be competent and insurable to hop rides for Chris back at Schellville. To my good fortune, I met a guy who was a CFI with access to a Stearman at Palo Alto. I bought ten hours of flight time, which was plenty of fun and a good bit of work getting used to the narrow landing gear and high center of gravity of the Stearman. Within 18-months, I was flying the two main primary and basic trainers in the Army Air Corps and Navy wartime training syllabus. My aspiration was to become competent flying the majority of the single engine World War Two trainers, including the AT-6/SNJ Texan. This latter accomplishment would come many years later. The Boeing Stearman is the classic WWII biplane, similar to the Naval Aircraft Factory N3N, to the occasional observer. Both are conventional, tandem two-wingers with seven-cylinder radial engines, around 220 horsepower. Looking closer, the Stearman features fabric covered wooden wings with a welded steel tube frame. The N3N is also fabric covered, but with aluminum wings and an aluminum extrusion fuselage structure, built quite like a bridge with gussets and structural crossmembers. The forgotten lore of the “N” is that they were designed and built using aluminum L-shaped extrusion left over from America’s misguided large airship program. The Naval Aircraft Factory built four Hindenburg-like zeppelins, each of which crashed. The N3N was the better investment. Flying the Stearman can be a handful, particularly on landing. The first thing a Stearman (or N3N) pilot learns, rolling out on final approach, is that the runway disappears in front of the fuselage. On base leg, the pilot gets one last look at the runway, before turning to align with it on final approach. It isn’t until the flare to landing that the edges of the runway begin to come into view. The disconcerting rule for flying these aft seat biplanes is: if you can see the runway on final, you probably aren’t lined up with it. A compounding challenge for both the Stearman and N3N is the touchy directional stability and control with their narrow landing gear. If one doesn’t keep the airplane trajectory straight, relative to the runway, particularly in crosswind conditions, things can get tippy, wing-draggy and ground-loopy. To make matters worse, the Stearman’s 46-gallon fuel tank is located in the center section of the top wing. That’s about 275 pounds of top wing weight the pilot definitely feels on take-off and landing. The least optimal configuration is landing with half tanks, the surge and slosh of partial fuel nudging the airplane left and right in what can become Mr. Toad’s Wild Ride. If you don’t land straight and you aren’t prudent and timely with your rudder control, it is a most uncomfortable feeling, awaiting the squealing of tires, the scraping of fabric and the cracking of wings, not to mention the forever after wailing and gnashing of teeth. Fortunately, I only ever experienced the former and not the latter of these events. Otherwise, flying Stearman (and N3N) is a delight, given their wings are correctly rigged, the wheels are properly towed-in and the brakes are sufficiently maintained for the mission. The Stearman is a good aerobatic flyer, particularly with a constant speed propeller. A Stearman with a 450 horsepower Pratt & Whitney R-985 is a great aerobat, enough smash to penetrate the upline with momentum to enable cuban eights, upon hammerheads, upon barrel rolls, easily maintaining one’s target altitude floor. The Stearman is a sweetheart to fly. With commercial certification in hand, lots of conventional flight hours, plenty of Valient time and enough Stearman experience to prove myself, I was ready to approach Chris for my first flying gig, hopping Stearman rides at Schellville. Given my diligence in training and the fact that Chris knew me well and knew my flying judgement was sound, he gave me a shot, assigning me to his Continental R-670 powered Stearman “233.” I was smitten. The 233, as we referred to it, for the last three digits of its N-number, was finished in silver coated fabric with British markings, featuring large roundels on the top and bottom wings and fuselage. The rear cockpit was austere with minimal, but essential steam gauges: airspeed, altimeter, whiskey compass, manifold pressure, tachometer and a three-in-one gauge. It was a stick and rudder machine. The front cockpit had an airspeed indicator and altimeter for the passengers, a bench seat with a single lap belt, two sets of shoulder harnesses and no controls. The 233 was a perfect ride hopping machine. Though I had a corporate day job, the weekends were all mine. Saturday and Sunday mornings dawned with considerable anticipation, having spent the previous weekdays watching the weather to see if we would get VFR conditions on the weekend. Up at oh-too-early for a few cups of Henry’s House of Coffee Celebes, a true Java from a Java Island, attired in G-1 flight jacket, tee-shirt, jeans and a pair of Puma tennis shoes, I was off to the aerodrome in my ’95 Ford Mustang, dark green. This was the life. On arrival at Schellville, the crew would rally at the clubhouse, where Linda-Sue would ply her magical powers of persuasion, collect the money and strap our “victims” into the “Red Stearman,” “749” or “233.” Linda-Sue was completely equitable with the ride distribution between Chris, Shawn, Mike and me. Chris usually tapped out, opting to work on some manner of airplane project or another. By this time, Shawn was no longer a “sky-weasel,” but a full-on Schellville pilot with restoration and flight skills that were superior to mine. Mike was another weekend Stearman guy, like me, there to help cover the high demand weekends when tourist folk wanted to see the world from on-high. As Linda-Sue strapped our victims in and briefed them on communications, “Thumbs Up for this is great, more, more, more and Thumbs Down for this is no fun, take me back to terra firma, now, now, now,” we pilots walked around our assigned machine to make sure it was flight ready. If my victims had parachutes, I knew we were going upside down. If not, it would be an easy scenic flight, glass-smooth for those of gentle hearts. Strapping in, with a warm greeting and light conversation until calling “Clear,” I switched on the battery, engaged the starter for a couple blades then switched on the magnetos to make the engine run. On completion of the CIGAR checks, we’d back taxi Runway 16, spin around 180-degrees, hawkishly looking for traffic all the way, spool up the engine to 1,500 RPM, release the brakes and ease the throttle to the wood. We were off, with a gentle climbing left turn, holding a hundred feet or so above Farmer Rick’s fields to the South of the airport. Adjusting the throttle and propeller controls back to a cruise power setting, we negotiated the near sea-level flats, predictably along the same ground track on every flight. The Stearman features a mirror toward the trailing edge of the upper wing. This enabled me to see my passengers and for them to see me. It was a good check-in, in anticipation of a Thumbs Up or Thumbs Down passenger report. Coming up on highway 37, we’d zoom-climb to 1,000 feet. Past our apex, we’d descend back to field level before making a gentle turn toward the West. As a point of precision, I’d always pyloned around a short 4” by 4” post bordering one of the fields. It was near even odds whether there’d be a hawk perched on it. Those raptors were stoic, never flinching whenever I flew by, far enough away to keep from smacking a bolting bird of considerable heft, and close enough for the wing vortices to ruffle a soft feather or two. From here, we throttled up, climbing for aerobatics altitude, somewhere between 2,500 and 3,000 feet AGL. Levelling off, I always did a gentle clearing turn to check for traffic. Once I knew the airspace was clear, I’d descend to 160 mph for a loop, followed by an aileron roll and a hammerhead in quick succession. Our ground track was most typically along the valley below, cut by the Rodgers Creek Faultline. I checked in with the mirror before and after each maneuver, to make sure my passengers seemed fine. Our eyes would usually meet as we levelled off. Did they want a couple more or was it time to head back? I was always happy to accommodate them. Either way, the eventuality of our return to base was near at hand. I’d throttle back to cruise power and descend to a pattern altitude of about 950 feet AGL, looking for traffic, wind direction and velocity. Around 11 a.m. on a standard day, the gentle Southeast Bay breeze would switch to a decidedly westerly on-shore wind. We called that transition the “witching-hour,” because it would come with swirls of unseen dustless devils that made landing 16 a handful. If you anticipated the witching hour too soon and set-up to land 25, you would end up with a goodly quartering left tail wind, which isn’t much fun in a Stearman. With hundreds of Stearman landings on Schellville’s narrow but well kept runways, I three-pointed 233 every time. Only occasionally was I surprised by a less than perfect touchdown and roll-out. Post flight, I unstrapped my customers (Linda-Sue’s victims), answered questions and shared their enthusiasm. It was great fun, a gift of flight each passenger extended to me with their purchase. I always let the folks know how much I appreciated flying with them. In the nearly two years of weekend flying, I never turned down a ride, sometimes numbering a dozen or so flights in a single day. It was modern barnstorming, with the people coming to us. There was a magic in this flying, being part of the airplane, guiding it precisely along a predictable course, no matter the conditions, consistently, but every time anew, because the air was different, the light shined brighter or was cloud shadowed, the wind this way or that, more or less. And yet, it was the same. I aimed at the target that was my SELF, occasionally finding ME in a fleeting moment of flight. We flew a lot. In the evenings, we retired to the Sonoma Square for food, a splash of wine and just enough merriment, before returning home for sleep, only to come back Sunday for more flying or to go back to work at oh too early Monday morning. Lying in bed Sunday night, I could hear deafness tinning my inner ears. Even though I wore hearing protection, it was never enough. I am certain I am deaf to some frequencies of the Continental R-670’s and the Stearman’s exhaust note. I hear the ringing even now, as I write this a quarter century later.
A morning airbatic flight, the Rodger’s Creek Fault mid-frame with the thinning marine layer burning out of Sonoma Valley. Photograph by Tom Morris.
Ben Marsh, EHGF Board Director
Distant biplane memories: part iiI
My first photo shoot, flying the BT above the fields around Shafter airport, a former basic flight training base during World War Two. Photograph by Richard E. Satchell.
Short final. The BT was really stable in the pattern and roll-out, though it has a bad reputation for stall-spin crashes at the base to final turn when cadets got slow or let the ball slip. Photograph by my brother, W. P. Marsh.
December’s general membership meeting opened with Christmas caroling and included a special award for Airport Manager Tyghe Richardson, presented by Auburn City Manager Sean Rabe. Tyghe was congratulated for the good relationships created around the Airport under his management. Incoming AAA President Nebil Almakdeshi, along with Andrew Van Wagner, Shaea Payne, Rain Wrenn and Kellen Bodine, coordinated awards for some senior mentors for their dedication to helping upcoming pilots. The group signed and presented books from a TIME-LIFE aviation-themed series to: -Steve Kendall (The Airline Builders), -Tedd Stiles(The Jet Age), -Don Wolfe (The Fighting Jets), -Carol Zerbe (The Bush Pilots and The Explorers), -Michelle White (Women Aloft), -Mike Duncan (The First Aviators), -Dan Flom(The Aeronauts), -Doug McDougal (1895 The Full Carmen Opera Music Sheet Book). Lastly, outgoing president, Chris Haven, was honored with two awards for her volunteer work on behalf of AAA.
december holiday social and award presentations
Doug McDougal (2024 President AAA), Nebil Almakdeshi (2026 Preisdent AAA Elect), and Chris Haven (Outgoing President AAA 2025)
fulfilling dreams
Thank You Note from AAA scholarship recipient, Danielle Colburn
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LIFETIME MEMBERS
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HONORARY LIFETIME MEMBERS
Jason Bell Jerry Severson & Nancy Benjamin Shawn & Juliette Bickford Adam & Fran Brodel Don & Deborah St. Clair Matt Dicicco Bob & Allison Dobransky Peggy Dwelle Tom Dwelle Doug & Yvonne Fee Ken & Cate Horwitz Randy & Lisa Leys Casey Long Mike Long Christian & Michelle Madsen Ben Marsh Patricia & Neil Munro Aaron Murray Tom Murray Tim Nilsen Tim Pinkney Mike Shoemaker Ash Vidal Dale Head & Winnifred Ward 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
Doug McDougal Richard Anderson Joe & Ann Bittaker Wayne Colburn Mario & Molly Dinucci Peter Hastert Chris & David Haven Doug & Nancy Van Howd Kyle Kokoul Paula Celick & Larry LaVerne Chris Luvara Joanie & Wayne Mooneyham Gary & Darlene Mourning Mark Pilkington Mark Pilkington Ken Ristuben Rosemarie La Rocca Cleve & Ida Spring Mike Sullivan Cameron & Gina Thompson 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 Rudd 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 - 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 Special thanks to Brooklyn Brown for laying out the newsletter and David Sanborn for managing distribution of the newsletter.
2026 AAA Board