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Visit Garden Valley–New Shower Facility
Thank You Contributors!
Moose Creek Level! Brandon & Jennifer Visser, Rigby, ID
Big creek Level and New 3-yr Member! Edward Lowry, Coeur d’ Alene, ID
New Corporate Sponsors! Aviat Aircraft, Afton, WY
Intermountain Aerospace, Idaho Falls, ID Aircraft Exchange Network, Missoula, MT
Phillips 66, Kalispell, MT Avionics Shop, Inc., Twin Falls, ID
GA News, Lakewood, CO Welcome New Members!
Manny & Sharon Puerta, Wellington, NV David Riley, Enterprise, OR James Durfey, Pullman, WA Doug Nelson, Gunnison, CO
Memorial Day at Sulphur Creek photo by Jack Kotaki
THESE IDAHO AIRPORTS NEED AN ASN VOLUNTEER TO HELP PROTECT THEM!
Priest River 1S6 – Arco-Butte AOC – Burley BYI Jerome JER – Challis LLJ – Kamiah S73
Shoshone S83 – Weiser S87 – Craigmont S89 Sandpoint SZT – Buhl U03 – Aberdeen U36
Cascade U70 LEARN MORE & VOLUNTEER
www.aopa.org/asn
Please send calendar and editorial submissions to: [email protected]
Deadline is the 20th of the month
July 2012
Events Calendar
July 6–8 Cessna 180/185 fly-in: Garden Valley. Campout and BBQ, $20 includes all food BYO drinks, Jim Davies 208-859-5537. July 7 Big Creek Work Party Jerry Terlisner 208-859-7959. July 13–15 Wilderness Within Reach: Joe Corlett 208-890-1819. July 28–29 Twin Falls Airshow: Blue Angels, Army Golden Knights, Tim Weber, Jacquie Warda, Kent Pietsch comedy/stunt landing on an RV, Dan Buchanan ―I fly because I can‘t walk‖, Matt Younkin, David Erickson, ―Super Dave‖ Mathieson. Pilots can fly in before 10 a.m. or after 5 p.m. If you‘d like to display your unique aircraft, contact Jim O‘Donnel at [email protected]. Tickets $12.50–$20, buy at gate or at www.airmagicvalley.com. August 11 Wings over Sandpoint Fly-in: Counting Crows Fri night, Kenny Loggins Sat night, Spokane Symphony Orchestra Sun night. Sat breakfast, displays, Quest factory, Jan Lee 208-255-9954. August 13–20 Coeur d’ Alene Airport events: B-17 & B-25 rides, rides and info at 208-699-5499 or [email protected], www.heritagewings.com. Fri 8/17: USO show, B-17 & B-25 on display, Dinner & Dance. Sat 8/18: Pancake breakfast, open house, air race, helicopter rides, static displays, vendors, Burt Rutan, more! August 17–18 Cavanaugh Bay Fly-in: TV Chap. IAA campout and potluck BBQ, Russ Vawter 775-848-5243 or [email protected]. Sept. 15–16 Glenns Ferry Carmela Winery: Between the Vines Show & Shine: Free airport limo pickup, car show, grape stomping contests, live music, vendors, winery tour, helicopter rides $55, spa, golf, stay overnight in cabin or RV, 208-366-2313.
MORE FLY-INS AND EVENTS ON WEBSITE CALENDAR.
PIREPS–PIREPS–PIREPS
Don‘t you just love it when ATC or Flightwatch gives you critical weather information from someone who has ―just been there‖—another pilot? And you dial up Flightwatch or ATC and submit PIREPS to help other pilots, don‘t you??? Did you know the IDAHO AIRSTRIP NETWORK has a PIREP system so you can submit and receive reports on the conditions of airstrips all over Idaho? It‘s fast, it‘s easy, and it works better when everyone participates! Just log on to www.idahoaviation.com; click Idaho Airstrips; all the strips with PIREPS are highlighted in yellow. You can submit a report via the tab under Idaho Airstrips, and your photos too! Read the PIREPS before you go, and make submitting a PIREP part of your post-flight routine!
The Flyline is in FULL COLOR online! The online version has extra content:
Feature stories from members More color photos
Just log on to
www.idahoaviation.com Click on IAA Newsletters for past and present newsletters
President‘s Corner Jim Davies
June has been an eventful month in Idaho. We have had visits from the Super Cub Club as well as the Backcountry Pilots. Both have been gracious guests and have supported our efforts to keep the Big Creek 4 open. All is not well, however. We also have had several accidents in the last several weeks with multiple fatalities.
At the risk of being presumptuous prior to official findings being published, I think it is appropriate to consider the decision making process needed to safely fly general aviation aircraft in mountainous terrain, with high density altitudes, and often unpredictable weather.
Given that emergency landings off airport are not desirable, and having to do one in the mountains is far worse, I propose we try to avoid that scenario unless it is absolutely necessary.
First and foremost, start with the basics and do not fly in conditions or situations that exceed either the pilot‘s or the aircraft‘s capabilities. If you are not both instrument rated and on an IFR flight plan, avoid the clouds and other restrictions to visibility. Even if you are instrument rated, if there are icing conditions, avoid the clouds. Most of our aircraft are not equipped or certified to fly in icing. (They are also not designed to fly through rocks or trees). Do not let external pressures like ―get-home-itis‖, passenger pressures or scheduled commitments force you into conditions that put you at risk of not being able to complete your flight. Further, be aware of how your aircraft‘s performance is affected by the conditions in your environment. Density altitude, tall grass, obstacles/rising terrain, and darkness, for example, call for adjustments to ―go, no-go‖ decisions.
What‘s the answer? Have a plan that considers your ability, the airplane‘s capability, and the conditions. Then have a Plan B for when things change. Have as many options as possible and after all that good planning and decision making, be prepared to deal with the unexpected. If you find yourself in unforecast ice or limited visibility, get out of it as expeditiously as possible. Divert or adjust your route or return to your departure point. If your takeoff or landing is not looking right, abort or go around. To quote an old instructor of mine, ―Never use up your last option.‖
Again, I am not trying to second-guess the fine people who were in accidents recently. I will bet a nickel, though, that when the findings are in, a different decision at some point in the chain of events would have prevented the accident or limited the impact of it. Please do not let ego, enthusiasm, or external pressure influence your aviation decision making. Stay smart and stay safe. Do not become one of Idaho‘s aviation statistics this summer. I‘ll see you out there…. Jim
Joe Corlett Communications
The Super Cub fly in held at Johnson Creek over the weekend of June 15-17
th was very well attended with over
150 participants in a variety of aircraft. While the Cubs were dominant in numbers, there were many others that joined in the fun. The event featured catered dinners, and raffles for some really high-end aviation gear.
On Saturday the 16th, Doug Culley, IAA VP of
Membership, and Joe Corlett, IAA VP for Communications welcomed the group through their organizer of the event, Dave Kirsten of Lodi, California. We had very productive discussions about flying in the Idaho Back Country. We conveyed the message regarding the use of ―the Big Creek Four‖, relating the perceived over-use of those airstrips alleged by administrators of the wilderness. Dave said that the group is eager to work with us in protecting the access that we all enjoy so much. As a matter of fact, he contributed $1,000 to the IAA to back up that promise. Both Doug and I were moved by the gesture and very thankful for the support. Reportedly, the group also contributed to the RAF and the Johnson Creek Airport. This event showcases the Idaho Airport system and provides a needed boost to the economy. We look forward
to their returning in the future.
Photo by Dave Kirsten Page 2
District 1 – Sandpoint/ Coeur d‘ Alene
Jan Lee
Saturday, June 16th was a
day filled with emotions for many of us in North Idaho. Our good friend, Fran Schuck had passed away last winter. Fran was an EAA member, architect, sailor and all around great guy. Saturday a flotilla of boats left Hope, Idaho and sailed out into
Lake Pend Oreille for a memorial service. As the boats re-grouped near one of the islands, Roger
King flew over with Fran‘s granddaughter, Morgan, in his 1946 Aeronca Chief. Morgan released some of Fran‘s ashes into the wind. A flight of three planes, Ted Farmin (RV-4), Kyle Garrett (Saratoga) and Jan and Paula Lee (Comanche) circled above and when directly overhead, the RV broke away to the west, leaving a Missing Man Formation to circle again. It was a poignant moment and a very personal way to remember a good friend and to appreciate how aviation binds us together as family.
Saturday morning, June 30th will be a work party at
Magee. The work should be fairly light. Hopefully, the Forest Service will be able to get the log jam out of the bridge soon. Fly safely as we leave the spring rains behind and move
into density altitude season. Jan
Photo by Jan Lee
See a problem at an Idaho airstrip? We want to know about it!
Please log on to www.idahoaviation.com, go to ―Idaho Airstrips‖ and scroll down to ―Airstrip Maintenance‖ to submit your report.
The Idaho Airstrip Network Coordinator, Larry Taylor, will contact the appropriate agency, group, or property owner to seek remedies ASAP. You can also leave a PIREP and upload your photos. Let‘s work together to keep Idaho‘s
backcountry airstrips as they are: second to none!
District 2 - Lewiston/Moscow Judy Parrish
Thanks to District 2
members for reelecting me as District 2 director. District 2 is an interesting district in that it is very spread out. Although members have expressed a desire to get together, the logistics are pretty
tough. There is a small concentration of members in Lewiston, but other than that, we‘re spread far and wide, even out of state, to which I attribute the presence of the popular Moose Creek airstrip in the district. Maybe we need a Moose Creek get together! It‘s a little late to plan something like that for this year, but I will see about getting something like that on the calendar for next year. If you like the idea, give me a shout at [email protected] or 208-301-3395.
News from the Wallowa Chapter: The fly-in breakfast got hit with some bad weather on the 9th, but we had good support from the local folks and despite the weather we served a dozen breakfasts. Greg Bales, Brad Stephens, and Bill Ables mowed the Dug Bar airstrip on June 14th and it is in good shape. It's getting warm in the canyon with good ole day-time winds, so plan your trip into Dug Bar early or late in the evening. The USFS has asked our group to provide the labor to replace a culvert at Red's Horse Ranch in July (no date is known yet, but Bill Ables will let us know as soon as he hears from the USFS), so Bill might be calling on some of us for some assistance.
From Johnny Stewart: The next Young Eagles Rally will be in Grangeville on July 14 in conjunction with the Grangeville Fly-In and Warbird Show. The "camp with your airplane" area near the EAA Hanger in Lewiston is available for use now, and is pretty nice.
Congratulations to brand-new Private Pilot, Mike Hauger, from Grangeville.
The Cayuse Creek work party was cancelled due to weather; the strip will be taken care of this year by local pilots, possibly by the time this newsletter appears.
Back to geology: In previous issues, I‘ve talked about the Missoula megafloods, which left their imprints in northern Idaho and eastern Washington; the Columbia River Basalts, which bury much of eastern Washington and northern Idaho; the Snake River Plain; the meandering rivers and sand dunes of southeastern Idaho; the Idaho Batholith, which makes up much of the central mountains; the Belt Group, which is the very oldest rocks in northern and northeastern Idaho; and the so-called ―suspect‖ terranes exposed deep in Hells Canyon.
Idaho may be unique in the world to have experienced two megafloods. Although the other megaflood—the Bonneville flood—left a more subtle mark on the landscape, one can see a few features even from the air. Lake Bonneville was the precursor to the Great Salt Lake, and covered a much vaster area. If you fly over the Great
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Salt Lake (one of my favorite routes heading south is V142 SHEAR RIDEN V257), you can see the old shorelines as horizontal lines paralleling but above the current shoreline. 14,500 years ago, Lake Bonneville reached a very high level and began to breach a natural dam at a spot along US 91 south of the town of Downey at Red Rock Pass. Because the dam was composed of very soft and loose material, once the water started pouring out, it rapidly cut through the dam, unleashing the water of this gigantic lake. The water flowed north to the Snake River and then poured through the Snake River canyon into Hells Canyon and down to Lewiston and Clarkston. At the confluence, the floodwaters flowed upstream along the Clearwater as well as downstream along the Snake River, eventually draining into the Columbia River.
Unlike the Missoula megafloods, which probably recurred several times as ice dams were alternatively formed and breached, the Bonneville megaflood was a single event, and its record is therefore not as well preserved. In some areas of southern Idaho adjacent to the Snake River, there are fields of large, round boulders; these are called ―melon gravels‖ and probably were deposited by this flood (I have not been able to spot these from the air). In the Lewiston and Clarkston area, there are gravel deposits of markedly different colors that are attributed to backwash from the Missoula megafloods and deposition by the Bonneville megaflood. Most striking from air is an island in the Snake River west of Clarkston. This is a very large river bar, much bigger than could be built by the current river (bear in mind that in the absence of the dam downstream, this bar would sit even higher above the river level than it does now). It is thought to have been built
by this flood.
Contacts
State President: Jim Davies 859-5537 Vice Presidents: Jack Kotaki-Back Country Issues 340-7177 Bill Miller-Gov‘t Affairs 853-8585 Jerry Terlisner-Activities 859-7959 Doug Culley-Membership 861-6926 Joe Corlett-Communications 336-1097 Paul Jorgensen-Awards 343-0290 Secretary-Nadine Burak 861-9056 Treasurer-Russ Vawter (775) 848-5243 Directors: Dist #1 Jan Lee 255-9954 Dist #2 Judy Parrish 301-3395 Dist #3 Wayne Thiel 890-8866 Dist #4 Galen Hanselman 788-5176 Dist #5 Kerry Requa 785-8980 Dist #6 Mike Hart 528-7672 FLYLINE Crista Worthy (310) 560-7324 [email protected]
District 3 - Boise/McCall Wayne Thiel
Our summer flying season is off and running with fly-ins/camp-outs, work parties and, sorry to say, accidents.
The Thomas Creek and Atlanta work parties were cancelled partly due to weather and partly because of a wind storm that took down 3 large trees in the camping area at Garden Valley (U88). The work party consisted of raking the debris out of the grass so the campers would have a place for their tents and so the Treasure Valley Chapter‘s Father‘s Day weekend fly-in/campout and breakfast would have a place for tables.
On Saturday, June 16th, 16 aircraft showed up for the
camp-out/potluck BBQ with 35 hungry people. Doug Culley managed to talk Mo Miller out of his margarita recipe and did a great job of providing refreshment to those who so desired. However, Mo did not relinquish his gas powered blender. Doug had to resort to the electric model. Sunday (Father‘s Day) we served 90 breakfasts with over 40 aircraft and a parking lot full of cars.
On the same weekend, there was approximately 140 cubs and cub want-to-be‘s at Johnson Creek for the annual Super Cub fly-in which, I understand, only resulted in two non-injury accidents.
Unfortunately southwest Idaho (IAA District 3) has had 6 accidents in the last 6 weeks that I am aware of. These accidents resulted in 2 deaths and 3 serious injuries. I fear that most of the NTSB reports will read ―pilot error‖ or ―poor judgment‖ for flying at night in IMC or daytime in IMC without proper equipment or training. Some did not have the proper skills or equipment for the airstrip being used.
Our Idaho mountains and air strips are beautiful; however, not very forgiving. I really urge pilots coming to our beautiful State to get some dual instruction in mountain flying before you get here, or sign up for some training in McCall or Challis and make your trip a real safe adventure. Watching ―YouTube‖ movies is not proper training!
What is there to do when you get to the Idaho backcountry? Most of us like to find a good place to eat or a place to stay with beds and showers: At Sulphur Creek Ranch you can drop in for breakfast; however, if you want a place to sleep, you need to call 254-378-7473. At Seven Devils Lodge there are no drop-ins. Call 208-253-3014 to check on food and lodging. At Westfork Lodge, Darby, Montana, (near Moose Creek and Shearer) it is best to call ahead for food and lodging 406-821-1853. In Dixie Town, there is breakfast at the Silver Spur. At Mackay Bar call ahead 208-965-8355 or 208-608-8154. Or just bring your tent and cook stove and camp at one of our beautiful backcountry landing strips.
Treasure Valley Chapter will be back at Cavanaugh Bay August 17–19 with a potluck BBQ on Saturday evening about 6 p.m. Bring something to cook and something to share. The grills will be hot. Alan will have the coffee on every morning by 6 a.m. For more information call Russ
Vawter at 775-848-5243. Everyone is welcome. Fly safe, Wayne Thiel N4775B 208-890-8866 [email protected] Page 4
District 4 - Magic Valley
Galen Hanselman
SHARING THE FLYING EXPERIENCE continued … …“Oh, crap!” is the first thing that came to mind. Pilots don’t like unexpected explosions of rushing air and here I had a cabin full of international newbies. Time to assess the situation…. A quick head turn to the rear seat
showed 8-year old Diego with a you-know-what grin on his face. In a matter of minutes, and to his sole delight, he had discovered the technological wizardry of making weird beat-box sounds into his headset mic. The rap-rhythm rush over the intercom was pure delight for the young fellow. Ah, kids. There are moments you just love them but most of the time you just want to strangle them.
I proceeded with my runup while taxiing, only to discover that my carb heat control wouldn‘t return to normal. Oh, crap! It doesn‘t give any passenger a whole lot of confidence to fly in an airplane that isn‘t working quite right. Should I lean it out and pretend everything is just hunky dory or take the time to fix it? Old age caution reared its ugly head and I decided I‘d better taxi back to Atlantic Aviation Maintenance and have it looked at.
Brent heard me taxiing up. He had been up to his elbows in an annual inspection and wasn‘t too excited to pull off. ―Do you have an emergency or something?‖
Utilizing extrapolated literary license to make my point, I expounded, ―I sure do! I‘ve got a plane full of illegals and I need to get the hell out of here.‖ My passengers weren‘t any more illegal than I am but what the hey? We had a morning first flight to attend to. Brent obligingly got a spray can of LPS, crawled under the cowling and after a couple quick squirts and a little swearing we were ―good to go.‖
The morning air was smooth as a school marm‘s thigh. Everyone was impressed with how little the houses and cars became as they slipped beneath us. With no particular place to go, I headed over Galena to Smiley Creek. I knew the lodge wasn‘t open but I wanted everyone to get out and feel the solid ground before getting back in.
On our return to Hailey, Karina (previously incorrectly spelled Carrina) asked how much it would cost to fly to Guatemala to pick up her family. Hmmm, interesting question. I‘ve never been to Guatemala. I asked her how long it takes to fly commercially. She wasn‘t sure. She‘d always taken the bus. I asked her how long it takes on the bus and she replied that it takes 7 or 8 days. I did some off the cuff calculations and figured that under good conditions, I could probably make it in 4 to 5 days each way. She didn‘t know how that was possible because she had heard it only takes 8-9 hours in an airplane.
There are airplanes and there are airplanes. I explained that my airplane only flew about 120 mph. (For simplicity, I didn‘t want to go into mph vs knots) and airlines flew 500 mph. ―O-o-o-h, now I understand.‖
After crossing Galena, I let Karina take the controls of Two One Mike. She couldn‘t see over the instrument
panel, wouldn‘t turn her head and kind of seized up. (I‘ve experienced that syndrome myself.) After a couple minutes she exclaimed, ―My hands are leaking water.‖ (I‘ve experienced that syndrome too.)
Figuring that she had straight and level pretty well figured out, I asked her if she wanted to make a turn now. ―No!‖ was her prompt and emphatic reply. Well, OK. ―How are you going to turn if you have to?‖ No response. I figured that this was enough flying for Karina and offered to take back the controls.
Meanwhile, Patty was a little too quiet in the backseat. Karina later told me that Patty had tequila the night before to brace herself for this flight. And after the flight, Patty had more tequila and wasn‘t able to go in to work for a week. Three weeks later, Patty was back to her normal self and said that she no longer drinks tequila but has switched to Buccaneer whiskey. Karina made me a special flan the size of a large pizza and Diego wants to go flying again.
… ah, the joys of sharing the flying experience. From Donald W. Lojek; an aviation attorney in Boise, Idaho who has been practicing law for forty years: FAA LEGAL ENFORCEMENT ACTIONS: Following is a quick review of three similar but legally very different letters you might receive from our friends at the FAA.
The first is a Letter of Investigation (LOI) from an FAA inspector. Although the airman feels compelled to respond, there is no legal duty to respond. Any response may be used in evidence against the airman. If remedial training is offered in the LOI, then a response is required if remedial training is wanted by the airman. The decision if, how and who responds to an LOI should be considered carefully. Note that tower or ATC tapes are not always preserved. If there is a question about the transmissions between the airman and the tower or ATC, you should ask the FAA to preserve the tapes as soon as you know that there may be a problem.
Notice of Proposed Certificate Action. This will offer a series of options. Typically there will be an informal conference either via telephone or in person. A good presentation in person is the best approach. In response to the Notice, you should ask the FAA for ―the releasable portions of the EIR‖ to prepare for the informal conference. The EIR is the Enforcement Investigative Report prepared by the FAA. The airman cannot get the complete EIR until responding to an Order.
Order of Suspension, Reprobation, or Civil Penalty. Bad news. But now you can get the full EIR. There is an appeal deadline which is twenty days from the time of ―service‖ on the airman. Service begins on the date the FAA mails the Order. Filing an appeal will stay the effectiveness of the Order unless there is an emergency Order.
If no appeal is taken to the NTSB, the Certificate must be surrendered in accordance with the FAA Order. Failure to surrender will lead to a civil penalty action which could be
up to $5,000. Subsequent Articles will review NTSG Appeal Procedures; NASA Strip; Emergency Certificate Actions; Equal Access to Justice Act.
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District 6 – Idaho Falls/Salmon
Mike Hart
Highlighting the value of GA to community leaders: I was at a community event recently that included the Idaho Falls Mayor and several City Council folk as well as the head of the Idaho Falls Chamber of Commerce. Each of them knew I was a pilot and was involved in the
Tradeshow and each told me how impressed they were with what goes on at the airport. They all said they didn't realize how important and how significant GA was to the community until visiting the tradeshow. I don't think it really occurred to them because most Idaho Falls residents see the airport from the terminal building.
So why were they at the Tradeshow? Bob Hoff at Aeromark had reached out to each of them. He gave them personal tours, showing them airplanes and introducing them to vendors. Basically, he shared GA with them. It left a big impression. Each of them told me how they had no idea that so much went on at the airport.
While not all airports in Idaho have scheduled airline service, in those that do, GA often seems eclipsed by the prominence and visibility of airline service. In Idaho Falls, the airport is also the hub of other businesses: cargo flights that come and go daily, medical fights, business trips, fixed wing and helicopter students, and avionics and maintenance shops. There are plenty of pilots, many missions, and we all share the same facilities.
The take-home message for me was that folks in our communities won't know what goes on at our airports unless we pilots take the time to show them. So, if you have a chance, take a community leader to your hangar, show them around your field, and if you can, take them flying. One day, you may need their help to secure airport funding, approval to expand hangars, or, in the worst case scenario, just to keep the airport open.
Thank you to Bob Hoff for sharing the Tradeshow with some of the non-aviation community. My only regret is that
I wish it would have been my idea. FUEL DISCOUNTS AVAILABLE TO ALL IAA MEMBERS Print your IAA membership card for your wallet, and call: Western Aviation Boise 338-1833 Turbo Air Boise 343-3300 Arnold Aviation Cascade 382-4844 Jackson Jet Boise 383-3300 Aero Mark Idaho Falls 524-12-2 Atlantic Aviation Hailey 788-7511 Back Country Fuel Emmett 861-9055 AvCenter Nampa/Pocatello 866-3740 Reeder Flying Service Twin Falls 733-5920 More information available at www.idahoaviation.com Tell our sponsors “thanks!” when you stop by!
Bill Miller VP, Government Affairs
IAMA CONFERENCE The Idaho Airport Management Association (IAMA) had their annual conference in McCall May 21–22, hosted by McCall Airport Manager John Anderson. Some highlights: IAMA will work for passage of ‗aviation safety act‘ in 2013. Membership is up from 69 to 95; attendance from 80 to 92. Our airports will soon be working through the Helena ADO (FAA Airports Div. Office) instead of the Seattle ADO. The federal share of airport grants drops from 95% to 90% (93.75% for ‗Commercial Service‘ airports). FAA‘s ‗thru-the-fence‘ regulations have been loosened. Excellent presentation and discussion by PR consultant Rick Bryant on airport public relations. Aeronautics‘ airport grant program is only $475,000. Two ‗scholarships‘ were given, by ‗drawing from hat‘. IAA will continue its membership in and participation in IAMA. IAMA is very aware of IAA and our strong support. The IAMA can be a strong supporter of future IAA projects. AIRPORT LAND USE LEGISLATION On June 15 the Idaho Transportation Board heard from Aeronautics Advisory Board Chairman Rodger Sorensen saying the Division of Aeronautics will push again the airport land use legislation that failed to pass last year. Transportation Board members Lee Gagner and Julie DeLorenzo are realtors and pledged to work with Aeronautics and our coalition to get support from the Idaho Association of Realtors and the Idaho Association of Commerce and Industry. These two organizations last year voiced non-support for our draft airport land use legislation. Sorensen recommended the Board get the Governor‘s Office to include our proposal in the Governor‘s 2013 legislative package. Recently appointed Chairman of the Board, Jerry Whitehead, is also a strong aviation supporter. Watch for more news throughout the summer... CASCADE AIRPORT RESURFACING PROJECT Cascade Mayor Richard Carter and the City Council on 19 June held a meeting soliciting public input on the proposed runway resurfacing project at Cascade Airport. Cascade, like many airport sponsors, is having difficulty finding enough funds to match the FAA‘s increased federal/local match ratio. The previous ratio was 95%/5%, but with last year‘s FAA funding bill, Congress raised the match ratio to 90/10, essentially doubling the amount airport sponsors such as Cascade need to come up with to receive FAA project funding. The Council was given good pilot testimony and support by, among others, John Reeder, Nadine Burak, JV DeThomas, Walt Smith, George Dorris, John Anderson, Christian ―Ben‖ Zimmermann, Bill Miller, and of course, airport manager Ray Arnold. The Council next held a working session to explore whether and how to get the matching funds. IAA member John Anderson reports, ―The Cascade City Council approved the funding scenario and voted to sign the contract with T-O engineers. The meeting became somewhat dramatic, but in the end they voted unanimously to go forward. The project will probably go out to bid in late July with some work done this fall and very likely the remainder being completed in the spring.‖ Page 6
A Dixie Town Story From Member ―Sparky‖ Parker
As many of you know, the approach into the Dixie Town airstrip is up Crooked Creek, and it is blind until you are over the south end of the strip. Colleen Back ―Colls‖ and I had flown in for breakfast at the lodge. Colls had just landed in her 182 and I was on the last dogleg of that blind approach in my Super Cub. Unbeknownst to me, at that same time Chester and Roscoe (not their real names) were out looking for Dixie Chicks or varmints to shoot, whichever showed up first. In the quest for their quarry Chester and Roscoe decided to take a drive down the center of the Dixie airstrip. They were driving out onto the end of the runway when I heard an unfamiliar voice come through on my headset, ―Airplane landing at Dixie, there‘s a truck pulling out onto the runway!‖ Colls heard the call as well, spotted Chester and Roscoe, and transmitted, ―Balls to the wall Sparky; do a go-around!‖ (Colls has a potty mouth). That initial warning voice belongs to Art Kinskie, a local resident of Dixie. Art is not a pilot but he flies RC models. Loving airplanes, Art has a handheld transceiver and likes to listen and watch airplanes coming in and out of Dixie. Art did a wonderful thing warning me about the truck on the runway. Fortunately my Cub and the approach had enough left in them to do a go-around. Walking to the Silver Spur Lodge, Colls and I met up with Art and invited him to join us for breakfast. He‘s a wonderful man; matched only by our wonderful breakfast, fixed by Debbie Koesel, co-owner at the Silver Spur. If you have never flown in to Dixie Town or eaten at the Silver Spur you owe it to yourself to give it a try. It is a beautiful lodge and location and Debbie is a great host. To tell her you are coming in, just email her at [email protected] or call at 208-842-2417. When you do go in, look up Art
Kinskie and tell him Sparky and Colls say Hello.
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Classified
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WINGMAN by Don Pischner My day with Denny Hague: He's a former Air Force
Officer, aviator, fighter pilot, and hero with an outstanding career and has participated in several astounding exploits. During Vietnam, Air Force Captain Denny Hague flew 189 combat missions. He and two fellow airmen flew cover for military pilot Bernie Fisher, whose life-saving bravery earned him the Air Force Medal of Honor.
It's been my good fortune to have maintained a friendship with Denny Hague since Coeur d'Alene High School days in the 1950's. Now entering a new era of life, Denny has recently been diagnosed with beginning stages of Alzheimer‘s. Still, he recalls earlier times reasonably well. Today, I looked forward to hear what past tales he might recall and share, especially his role in war time flying the day that Bernie Fisher took a ―one-in-a-million chance‖ – landing his airplane and rescuing a downed fellow pilot while under heavy enemy fire.
On Tuesday, May 1, 2012, my long-time friend Denny Hague joined me as passenger in my little red Chevy pickup for a day‘s outing. Buckling his seat belt Denny spoke, ―I'll be the 'wingman.' Where are we going?‖
―Doctor Forrest Bird's Aviation Museum,‖ I answered. ―Burt Rutan, famed aircraft designer, is speaking there today and perhaps you can meet them both.‖
Forty-six years ago, Captain Dennis B. Hague was awarded the Distinguished Flying Cross for his brave role in the Battle of A Shau Valley, Vietnam. He retired from military service as Major General Dennis B. Hague, Commander of the Washington State Air Guard. Denny is recognized as one of Coeur d'Alene's outstanding citizens. He is of strong faith. A gentle and humble person, Denny loves his family, and he loves Idaho. Denny and his wife Carolyn live in their home on Lake Coeur d'Alene. They enjoy spending time with their children and their grandchildren.
Denny learned to fly at the Moscow-Pullman airport in the late fifties while a student at the University of Idaho. Three years ago, he made his first return visit to the home field of his aviator beginnings. Together we flew there in my Cessna 172. Of course, I insisted that he take complete control of my small plane. Initially the flight proved a bit ―shaky,‖ given that Denny had been commanding the heavy-weight KC-135 Tankers. We had fun. Unfortunately, that flight and that day now appeared somewhat vague to him.
Even so, Denny remembered earlier times and he spoke about them in detail. He reminisced about his Air Force flight training experiences in Florida. He told me of his arrival in Vietnam on Christmas Eve. ―I was just in time for the Bob Hope Show,‖ he remarked. The next day he joined his assigned Air Force flight group – the 1st Air Commando Squadron at Pleiku.
On March 10, 1966, Captain Jon T. ―Luke‖ Lucas and his wingman, Captain Dennis Hague, took-off from Pleiku in their A-1E Skyraider attack aircraft. Lucas and Hague, call signs ―Hobo 27‖ and ―Hobo 28‖ respectively, joined numerous other aircraft above the weather obscured narrow A Shau Valley. Their Hobo flight mission was to provide air support in response to the following military report: ―Seventeen US Special Forces and 368 South
Vietnamese irregulars were being overrun by some 2,000 North Viet Nam regulars.‖
Denny described the day, the narrow valley, the steep high mountain sides, and the overcast weather. He explained that a single file strafing attack with bomb and machine gun fire power was the method used to hit the ―bad guys,‖ who were positioned alongside the valley airstrip.
Of the first four A-1E Skyraiders to dive below the clouds and to fly in-tandem down the valley, two were hit by enemy ground fire. One escaped to fly home safely. The second, piloted by Major Dafford W. ―Jump‖ Myers, call sign ―Surf 41,‖ was hit and crash-landed at the end of the remote valley airstrip. Returning for a second run were A-1E Skyraider pilots Major Bernie Fisher, ―Hobo 51‖ and his wingman Capt. Francisco ―Paco‖ Vazquez, ―Hobo 52.‖
At this point, Denny recounts, ―Bernie Fisher embarks upon a most incredible heroic aviation feat. He elects to land and rescue Myers.‖ Bernie calls for the air support of Lucas ―Hobo 27‖ and Hague ―Hobo 28.‖ Bernie Fisher's story has been reported, documented, and celebrated. For those of you who do not know the details, two web sites that tell the fascinating story: Google: ―Major Bernie Fisher's Page‖ and ―Air Force Magazine, October 2004.‖ A radio communication transcript adds real life drama to the action. ―It all happened quickly,‖ said Denny.
Under heavy enemy fire, Fisher and Myers had become extremely vulnerable targets while the aircraft taxied on the steel-plated runway. Their chance of survival was slim. Lucas and Hague joined Vazquez and boldly provided fire power cover and protection for their pilot friends, both down. The trio made multiple strafing passes, including ―dry runs.‖ Each had gone ―winchester‖ (out of ammo). They were willing to hold-off the enemy by any means available, even choosing to simply momentarily scare them with engine screaming low level flybys. A post incident interview by a major national magazine reporter, quotes Hague, ―It was like flying inside Yankee Stadium with the people in the bleachers shooting at you with machine guns.‖
Denny explained, ―Bernie's aircraft -- bullet riddled -- barely took-off and headed for home with Jump on-board. Paco was without radio; his plane hit by two-dozen bullets. Luke's aircraft was hit by enemy ground fire and he had flight instrumentation loss and hydraulic system damage.‖ Denny continued, ―Now Luke became my wingman. I guided him and ensured his safe landing at Da Nang airstrip twenty miles distant.‖
First to land and upon disembarking their respective A-1E Skyraiders, they were met by questioning military leaders of air-flight operations. Hobo pilots, Lucas and Hague chimed, ―You are not going to believe what we are about to tell you.‖
Denny Hague has clear memories of that day, some not so pretty, such as bullet and bomb hits. On a lighter side, he managed to repeat one of his quips to those who teased, why his airplane had no bullet holes. He replied to them, ―Oh yeah, while it was all going on, I was over the hill having a cup of coffee!‖ Denny spoke highly of Bernie Fisher: ―A great man; a fellow Idahoan. Bernie has
always included Luke, Paco, and me in any recognition or tributes that he has received.‖
Denny's conversation with me shifted back to stories of our youth. He laughed aloud with me when I credited him with my learning the meaning of the word ambidextrous. ―I was playing third base. And Denny, you were the shortstop. You miss-fielded a batted ground ball, and displaying disgust you switched the glove to your other hand. Without error you played the rest of the game, throwing left handed!‖
―By the way, Denny,‖ I continued, ―Thanks again for letting me borrow your black forties-ford sedan car. You had switched the gear shift to the left side of the steering column which meant first gear was up, second gear was down, or some sort...‖ (Supposedly it was done so the driver could without interruption keep his right arm around a gal). ―When I returned your car it was stuck in second gear. Along with the keys, I handed you the gear shift handle.‖ Today, he laughed aloud.
We didn't speak of more current times. Doctor Bird was not at the museum for Denny to meet. Burt Rutan graciously obliged for a picture. A model of the ―Voyager‖ (first airplane to circle the world non-stop without refueling designed by Burt) held little interest for Denny. Instead, he searched the displays for an A1-E Skyraider replica.
Memory loss seems to impact most of us as we age. Even so, I look forward to Denny again, being my
wingman.
Denny Hague Burt Rutan Don Pischner
EDO 2425 straight floats
New Peck Aero bottoms
$12,000 - Oregon Contact
John Chlopek 503-678-0205
Idaho Aviation Association PO Box 963 Nampa ID 83653
The FLYLINE July 2012
The Monthly Newsletter
of the
Idaho Aviation Association
