C-180 w/Snow Vortex courtesy Mike Todd

Welcome New Members! Shannon Kruse, Boise, ID

Gayland Edwards, Jerome, ID Thank you Contributors!

Miles K. Reece, Bayfield, CO, Johnson Creek Level! Bob Howell, Washoe Valley, NV, Big Creek Level!

FUEL DISCOUNTS AVAILABLE TO IAA MEMBERS! Print your IAA membership card for your wallet, and call: Western Aviation Boise 338-1833 Turbo Air Boise 343-3300 Jackson Jet Boise 383-3300 Arnold Aviation Cascade 382-4844 Aero Mark Idaho Falls 524-1202 Atlantic Aviation Hailey 788-7511 Back Country Fuel Emmett 861-9055 AvCenter Nampa/Pocatello 866-3740 Reeder Flying Service Twin Falls 733-5920 Rapid Refueling Caldwell 454-1669 More information available at www.IdahoAviation.com Tell our sponsors “thanks!” when you stop by!

Instructor Listing Now Available Instructors can now list their services on the IAA website by going to the "Aviation Resources" page; at the left click on "Instructor Application". If you are looking for an instructor, click on "Aviation Instructors". This list is provided as a service to our members. The IAA does not specifically endorse those on the list and cannot make any recommendations. www.IdahoAviation.com

See a problem at an Idaho airstrip? Tell us! 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 keep Idaho’s backcountry airstrips as they are: second to none!

Please send calendar and editorial submissions to:

editor@idahoaviation.com Deadline is the 20

th of the month

The Flyline is in FULL COLOR online! Just log on to

www.IdahoAviation.com Click on “IAA Newsletters”

for past and present newsletters

January 2014

Events Calendar

Feb 8 Washington Flying Farmers (WFF) Safety Event: Big Bend Community College Flight Training Ctr, Bldg 3000; 7400 Andrews St, Moses Lake, WA. Grant County Int’l Airport (KMWH). Weather permitting; a Fly-in event! No charge; sponsored by the WFF and BBCC. Instructors Bob Clarke and John Swedburg bring over four decades of flying experience. Topics: Annual Proficiency Training, Special Use Airspace and TFR’s, Changes to the AIM and FARS, Sport Pilot and Light Sport Aircraft, GA security, Runway Safety, and Cold Weather Ops. Three seminars that together qualify for the ground school portion of the flying farmer pilots’ APT program. Each seminar earns 1 FAA Wings credit. Attend all three for 3 FAA Wings credits PLUS you will complete the ground requirements for Basic Wings and be halfway toward your BFR! The 3 seminars will be individually posted on www.FAASafety.gov and available for online registration in Jan. Online registration is helpful, but not necessary. Registration onsite begins 9:30 a.m. Seminars begin at 10 a.m, go to3:30 p.m. For info call Jerry or Nina Richardson at 509-765-9735 or e-mail jnrichardson@centurylink.net. Mar 6–7 Mission Safety Int’l & Moody Aviation Annual Safety Event: This 2-day safety event is held at the Moody Aviation facility, Spokane, Felts Field (KSFF). Weather permitting; this is a Fly-in event! Seminars cover human factors, maintenance, cultural issues and security, airmanship. Details and online pre-registration info at www.FAASafety.gov early Feb. Several FAA Wings credits available. For info contact Allison Pfening (509) 535-4051. Mar 8 Moody Aviation Annual IA Renewal Seminars: Moody Aviation facility, Spokane, Felts Field (KSFF). Weather permitting, this is a Fly-in event! Seminars cover topics necessary for FAA IA Renewal. Details and pre-registration info will be posted at www.FAASafety.gov early Feb. FAA AMT credits avail. FAA Wings credits may be avail. It is necessary to attend all the seminars to renew your IA. For info contact Allison Pfening (509) 535-4051. May 16–17 Idaho Aviation Expo KIDA Idaho Falls: Aircraft displays, booths, seminars, IAA General Member’s Meeting & luncheon.

MORE FLY-INS AND EVENTS ON WEBSITE CALENDAR

www.IdahoAviation.com

Div. of Aeronautics News Gary McElheney

Reed Ranch Airport is closed Nov. 1 through May 31

in accordance with the USFS Special Use Permit for Animal Habitat.

Thank you for your support. CARETAKER NEEDED AT SMILEY

CREEK AIRPORT SUMMER 2014 For more information, please contact

Gary McElheney Airport Manager at

(208) 334-8893 or gary.mcelheney@itd.gov.

President’s Corner Jim Davies

Happy New Year, everyone. It seems like things are already shaping up to be an interesting year for general aviation and of course the IAA.

One only has to stay abreast of the news to see that there is a difference of opinion between the FAA and the Congress on how to help general aviation to prosper. For example, the FAA has proposed an extensive Airworthiness Directive (AD) requiring approximately 6,000 big bore Continental engines with ECI Titan cylinders to have the cylinders replaced. This action is proposed in direct opposition to recommendations from the NTSB for a less stringent approach. Other influential groups like AOPA, EAA, and Aeronautical Repair Station Association (ARSA) have also protested the AD, to no avail. The FAA has not been able or willing to show safety evidence requiring such dramatic action, but appears to be proceeding anyway.

At the same time, the medical arm of the FAA has declared war on overweight pilots by requiring sleep apnea testing for anyone with a body mass index over 40. This step has been taken without any public or aeronautical medical examiner (AME) input and the FAA has advised those objecting that they, the FAA, intend to proceed without the processes normally expected.

These two actions are quite interesting when you consider that Congress is calling for more incentives for general aviation to thrive. The House has even introduced legislation waiving Class 3 medical requirements for any non-commercial operations in aircraft under 6,000 pounds with fewer than five passengers and operating VFR. The pilot’s driver’s license is considered adequate proof of fitness along with the continued requirement of FAR 61.53, making pilots responsible to not fly when unfit.

I realize there are many similar examples of regulatory actions that boggle the mind, but these few are going to have a direct impact on most of us. It would seem that, even with Congress’s approval rating at an all-time low, they are trying to help general aviation and are being stymied by our own agency. If you are so inclined, it is time to stand up and be counted by writing to your legislators to voice your opinions.

Meanwhile, closer to home, we are planning to have our quarterly Board of Directors meeting on January 11. The work party schedule for next year should be available soon, and, amazing as it might seem, spring is not far off. Be sure to check the next Flyline for a report on the

meeting. Stay Warm Jim

District 1 – Sandpoint/ Coeur d’ Alene

Don McIntosh

Here it is the middle of December already and I am watching it snow outside instead of doing airplane things. Those 2 or 3 days of near zero temperatures were kind of a winter wakeup call, but at least it has warmed back up and I got a short flight in yesterday, flying down the Pend O’reille River. I am also glad the Winter Solstice is just around the

corner since the days will start getting longer again. Right now the sun doesn’t come up until after 7:30 a.m. and sets well before 4p.m. Other than complaining about things I can’t change much, life isn’t too bad up here in North Idaho. The finishing touches are being done now for the new FBO in Sandpoint to be up and running soon. The steel structure is complete and siding is nearly complete on Tamarack’s new hangar. The ramp upgrade is all finished and has been in use for some time now. The best news is that we have been in discussions with Dave Parker and we now have a new IAA Benefit Provider in Northern Air, Inc. at Boundary County Airport, Bonners Ferry, ID. Even though Northern Air has always had some of the most competitively priced 100LL, Dave will now be giving an additional 10 cent per gallon discount for current IAA members who pay with cash!

The progress on Horseheaven is slow but I am still staying with that project for now. I am also looking for input and volunteers to formalize the IAA chapter for North Idaho. Gene Soper, George Barnhart and Dan have been maintaining the Magee airstrip for years without much support and I thought maybe it was time to get more people involved and help prove there is a north end to this state! Let me know your thoughts and willingness to help or at least be a part.

Also, don’t forget our EAA meetings are on the 3rd

Wednesday of each month at 5:30 p.m. and we start every meeting with a potluck dinner, with the club furnishing the main course. Where else can you get a locally raised rib-eye steak for a $5 donation? Many of our attendees are from Washington and Montana, so don’t be bashful about dropping in.

Page 2

Don McIntosh photos

MISSION STATEMENT

“The Idaho Aviation Association’s mission is to represent its members in forums where decisions are

made that affect general aviation; to keep its members informed about aviation issues; to work with public and private entities for the preservation, maintenance and

enhancement of aviation facilities; and to promote safety, education and public understanding of general aviation

in Idaho.” We invite everyone interested in aviation to join us in our

efforts. Thank you for your support!

District 2 – Lewiston/Moscow

Bill Ables

When you see snow on the floor of Hells Canyon from Rogersburg to Hells Canyon Dam, you can say it is officially winter. Take precautions for winter flying and stock your airplane with your survival gear.

One of our last projects on the west side of Hells Canyon was to spread 80 lbs of mixed native grass seed on the Lord Flat airstrip just

after it got a good layer of snow. In theory this grass seed will be onsite and dormant over the winter and then be worked into the soil by Mother Nature. As the winter snows melt this should result in a more successful seeding process.

When the first snow fell in this area, elk season was still on and there still was some air traffic using the strip. I gambled that this first snow would melt. Well, as you all know winter hit with a blanket of snow everywhere and then the temperatures plummeted into the zero and minus zero range, but the skies were blue and winds were light. Not knowing exactly how much snow was on the ground at Lord Flat, I asked good friend and pilot, Brad Stephens, if he would accompany me to the area and act as the safety aircraft in case something happened on the ground upon my landing. Steve Davidson, an excellent pilot, an IA, and a CFI, was in the plane with me to give me my BFR. On December 5

th, with the temperature around -10°F, we

departed 8S4 and headed northeast. After a couple of passes the soft field landing went well. Soon after, Brad and his Scout joined us at the south end of the strip under gorgeous sunny skies, calm wind and -4°F weather.

The three bundled up gardeners got the grass seed onto the airstrip and decided it was time to head to Temperance Creek and join Shelly for a hot cup of coffee. During my first takeoff attempt and being 80 lbs lighter, due to having left the grass seed on the strip, I couldn’t get the ground speed to lift off. Trying to execute a good soft field takeoff and at the same time trying to stay in my previous ruts in wind-drifted snow tested my abilities and just didn’t happen on the first attempt. Steve was kind enough to change planes and get into Brad’s Scout, to help lighten me up even more. Then both airplanes got off the ground OK, but I must say that the second takeoff, successful as it was, taxed my skills to the limit. Down at Temperance Creek and with our hands wrapped around a warm cup of coffee, where it was a balmy +10°F, we agreed the conditions at Lord Flat that day maxed out what a wheeled aircraft could or should do in the snow.

Next time I attempt to do something like that, I’m going to get in touch with some of you with skis on your airplane and buy your gas. All of you have a Merry Christmas with your Family &

Friends and Best Wishes in 2014

Page 3

Lord Flat in early December photos by Bill Ables

Contacts

State President: Jim Davies 859-5537 First Vice President Kerry Requa 221-7417 Vice Presidents: Bill Miller—Gov’t Affairs/Scholarships 853-8585 Larry Taylor—Agency Liaison 855-0261 Jerry Terlisner—Activities 859-7959 Doug Culley—Membership 861-6926 Joe Corlett—Communications 336-1097 Dave Rigby—Awards 343-1985 Nadine Burak—Secretary/Treasurer 861-9056 Directors: Dist #1 Don McIntosh 691-9839 Dist #2 Bill Ables (541) 263-1327 Dist #3 Wayne Thiel 890-8866 Dist #4 Kerry Requa 221-7417 Dist #5 Dist #6 Mike Hart 528-7672 FLYLINE Crista Worthy (310) 560-7324

editor@idahoaviation.com

District 3 - Boise/McCall Wayne Thiel

My flying this past month has been

limited by weather and my own schedule! On November 30

th, Jim

Davies and I dropped 79D off in Cascade so Jim could have his skis installed. We then headed for McCall in 75B to attend the memorial service for Dan Wilson, the pilot that lost his life on November 6

th near Donnelly, ID.

We made it to within six miles of McCall before poor visibility due to

snow forced us to turn back to Cascade. After a couple of phone calls to fellow pilots in McCall, we decided that, unless we wanted to drive a vehicle, we could be stuck in McCall until the weather improved. We decided to head back to Caldwell.

On December 1st tragedy struck again in the Central Idaho Mountains when a Beechcraft Bonanza with a family of five on board enroute from Baker, OR to Butte, MT reported engine trouble near Johnson Creek landing strip. Bad weather has hampered the search in the rugged mountain area. Unfortunately, there was never a 406 ELT signal received to help pinpoint the crash site. To date the aircraft has not been found.

Suggestion….if you have not invested in a 406 ELT that can be remotely activated, you need to invest. It could save your life.

On a more positive note, the Treasure Valley Chapter’s annual Christmas party was a huge success with 138 in attendance which is eight more than last year, according to my notes. As pointed out by Chapter President, Steve Burak, credit goes to the board of Directors! The speaker was Major Patrick Williams, the son of Dick Williams (our speaker last year). Patrick was also our feature member on the website this month if you want to read his bio. His talk was centered on his U.S. Air Force flying career and the F-22 Raptor. His enthusiasm was contagious as he spoke at upwards of 250 words per minute with “gusts” up to 400, and he received a standing ovation. It was a great evening with lots of hangar flying, visiting with old and new friends, and of course raffle prizes.

Weather permitting, we are planning another New Year’s Day trip to Dug Bar about 35 miles north of Hells Canyon Dam in Hells Canyon. Show up at Dug Bar around 10 a.m. MST; bring 6 or 8 pieces of firewood and something to cook over the open fire. I will bring my coffee pot!

Hopefully the weather will be more cooperative than last

year.

Fly safe, fly often! Happy New Year, Wayne Thiel N4775B 208-890-8866 wthiel@idahoflyer.com

Page 4

District 4 – Magic Valley

Kerry Requa

As we move through the holidays I would like to remind everyone to think ahead and be safe this winter. Too often, we read about the unfortunate pilot who flew into deteriorating weather and never made it out—an all-too common occurrence this time of year and one that in most cases can be

avoided. The question is always: How and why did this happen? I think most of us have a good idea and I believe the common thread is a bit of overconfidence in ourselves and the equipment and aircraft we fly. I think the number of pilots that have knocked on the door of disaster but never knew how close they were is much higher than we would like to believe. How many times have we said to ourselves let’s launch and see if it is really as bad as the briefer said, or the radar shows. We say to ourselves heck if it gets too bad I can always perform the 180 degree turn and go back. The problem is a great deal of pilots should never have launched in the first place, or they wait too long to make the turn. Do you really want to shake hands with danger as it relates to weather this time of year? Are you proficient; is you aircraft really as capable as you think? Are you prepared for an off-airport landing and the prospect of spending a frigid night while waiting for rescue? I have looked at the temperatures we are having in the high country and I really doubt that survival is possible if I put down in a desolate area and had to wait to be rescued. I have some of the best cold weather gear available—I hope I never need to use it. Fly smart and be prepared as best as you can for the weather and terrain you are flying over. I think we can improve our safety record in general aviation by asking ourselves some hard questions before we commit to a cross country flight this time of year. If you have that little voice or a gut feeling telling you that something is wrong take immediate and decisive action. Have a plan, be prepared, and ask an experienced pilot what their opinion is if you really need to make the flight. Plan your route and think ahead where you can divert to if you run into unexpected problems of any kind. If you are planning to fly, take time to make sure you have what you need to survive if you had to spend the night somewhere. We can reduce the possibility of having a mechanical problem but never eliminate it entirely. Do a thorough preflight on yourself and your aircraft. Have a

great holiday season and fly smart.

District 5 – Pocatello/Blackfoot ?

In the next few months, the Board of Directors will be

appointing an interim director for District 5. This action is in accordance with IAA Bylaw 4.04.

If you are interested in serving in that capacity, please contact Kerry Requa, kerryr@cableone.net, or Jim Davies,

jdavies@idahoflyer.com, by 1 January 2014.

District 6 – Idaho Falls/Salmon Mike Hart

It’s been quiet in District 6 unless you like flying in freezing fog or just freezing cold. Socially, the Eastern Idaho Chapter will be conducting its meetings in 2014 in tandem with the EAA Chapter 407. If you are interested in participating, you can find the chapter calendar at www.407.EAAChapter.org.

It has been awhile since I have made the deadline for a contribution so I want to pass along a story about my closing season flight into the Wilderness. It was in October. My brother decided to visit for some fly fishing. I flew to Bozeman to meet him. I was lucky enough to know John McKenna who offered a space in his hangar for the 180 while my brother and I teased trout on the Madison River. We had okay luck the first day, and then the snow storm came in for day two. It was cold and nasty. Winds were 20-30 and visibility was down to nothing and we picked up a load of ice…on the oars. It was a tough day on the river, but it would have been tougher flying.

After trying our hand on the local waters of Montana, I decided to treat my brother to a trip into Schafer Meadow. We have it lucky in Idaho with lots of wilderness strips. Schafer Meadow is one of the few, if not the only Montana airstrip in a designated Wilderness Area. We loaded up the 180 with a pile of gear and took off from Bozeman for the Bob Marshall, enjoyed the stay, and had the place to ourselves. The challenge came the next morning when it was time to leave. I still had 100 weight summer oil in the plane and temperatures were in the teens. My brother had a plane to catch the next day, so we needed to get out of the woods.

The battery was able to turn the prop a few times and quit, the jump start battery I hastily threw into the plane on my way out of the hangar had a bit of juice, but only enough for a few more turns. No juice, in the middle of the Wilderness with winter coming on, not a good situation, though I did have a SPOT I could have used to summon the cavalry.

Fortunately, Mother Nature and owning a Cub with no electrics came to my rescue. At about 10 a.m. an upstream breeze started moving the windsock and in 5 minutes the frost covered grass was wet from a sultry 50 degree Chinook wind. I pointed the plane into the breeze and let the cold soaked engine warm up as much as possible. My brother and I went for a walk. When we came back, I had my brother in the front with brakes set and engine primed. It took a lot of tries—I wore myself out hand propping. Eventually, the engine caught and kept going. In no time it was warmed up and we departed.

The lessons I learned: Change to winter oil in the fall, keep the battery and spare battery good and charged and know how to safely hand prop an airplane. I know hand propping isn’t for everyone, but knowing how to do it can get you out of a pickle. Just remember, not knowing how to

do it safely can get you killed. Page 5

My Idaho Story—Memories

Berry Bunch, Jr. I'm a member of IAA and just moved from Hayden, ID to

Reno, NV. Subject: A Sad Day Nothing is forever, except memories and friends.....As I

watched my back country Idaho airplane fly away this week, I thought of all the good times with 7371S. She may be gone, but my memories will never be lost.....I could not help but remember seeing Bob Hope with the USO and Brooke Shields at DaNang, Viet Nam and the crew singing "Thanks For The Memories."

71Sierra...thanks for the memories: Five trips to Alaska—on one leg, the engine quit due to carb ice!!! We were flying along at 1,000 ft in very light rain....Heart stopper or check your drawers!! At the time, I was talking to a Canadian flight service station, relaying a message for a Super Cub that had landed at an Indian village (Ft Ware) to extend his flight plan! At that point in time there was absolutely no place to land except in the trees.....Not an option....I was able to restart after getting my voice back to a normal octave and continue up the trench to Alaska....

The following year, I was flying north to Alaska with my first flying Labrador, Chester. I was way ahead of schedule and decided to stop at Ft. Ware Indian Reservation. I told the Chief I was flying to Alaska for fishing and moose hunting. The Chief offered to take me fishing. Since I was a week ahead of schedule and the weather was good, Chester and I took him up on his offer. We caught a lot of arctic grayling and Dolly Varden. As I prepared to leave, the Chief said, “Berry, I want your dog”. I said, “You can't have my dog because I sleep with him camping”. I told him I would be doing a breeding with Chester and if he could get to Vancouver BC, I would bring him a pup. The Chief said he winters in Vancouver and that would work. The following year, I flew to Vancouver with his pup. The Chief and I developed a strong relationship. He named the puppy “Bear”. The Chief had a very funny personality and I received a Christmas cards from him every year where he told me "Bear is better than Squaw! Haha!” Six years later I received a sad Christmas card in which the Chief wrote, “A bear got Bear."

Other memories: Airplane camping under the wing with my next Lab, Jet Jock, growling at all the critters at one o'clock in the morning.....Jet Jock in the back seat with his head on my shoulder breathing dog breath on me and him playing like it was his leg to fly....Going into a one-way airstrip at Cabin Creek or Soldier Bar for fantastic cutthroat fishing and departing as if I was on the catapult of the Lady Lexington in my F-9 Cougar as a Marine cadet. Yep, the memories will never be gone, even if I do not own her any more. She will be taken care of by her new owners, a mighty fine young couple.

71Sierra always took care of me in some very tight airstrips.... Thanks for the Memories!!!!!!!!!!! P.S. Jet Jock and I are not giving up flying.....(see photo

on the next page)

www.IdahoAviation.com

Jet Jock keeps an eye on the pilot—the perfect flying buddy

New Book Recommendation Richard Holm

Editor’s Note: Richard Holm is the author of the highly acclaimed and comprehensive book about Idaho’s backcountry airstrips, Bound for the Backcountry, 2

nd

edition now available at www.ColdMountainPress.com Hi All - Through my various writing and researching ventures I have come in contact with a variety of wonderful people who helped me collect, record, and preserve Idaho backcountry history. It seems most of us have a common passion for the subject. As result, I thought I would pass along information on a great new book by Doug and Phyllis Tims, Merciless Eden. Doug and Phyllis, along with a few other friends, own Campbell's Ferry on the Main Salmon River. Since purchasing the historic property in 1990, the Tims’ have collected every ounce of history they could find about the place. The book is a product of their seven-year quest to gather history on the Ferry. Similar to other backcountry topics that tend to cast a web of links, the Ferry creates an impressive hub of connections to many subjects beyond the property's characters. The Tims cover subjects like the Thunder Mountain Gold Rush, ranching, farming, homesteading, outfitting, wildfire, aviation, rafting, and wilderness. If you haven’t picked up a copy, it’s a must have for your backcountry library.

Available from Amazon, www.CascadeOutfitters.com, or direct from Doug Tims doug@rivertraveler.com or 208-344-7119. Merciless Eden is 400 pages and sells for $19.95. Best Regards,

Richard Holm

Page 6

Shell Announces New Unleaded Avgas Excerpted from: AvWeb

Shell Oil has announced it has developed an unleaded

100-octane piston-engine fuel to replace 100LL and hopes to achieve certification of the product within 2–3 years. Although the company has no hard numbers on pump price, it predicts that its new product will be comparable in price to 100LL.

Tim Shea, Shell’s VP for aviation fuels development, told AVweb the fuel is the culmination of a 10-year internal research project to find an unleaded 100-octane fuel, a problem that has dogged the industry for more than three decades. Although Shell currently doesn’t directly refine piston avgas in North America, Shea said it intends to make the new fuel widely available, but he declined to describe any specific licensing terms. “Our plan is to make this fuel, once approved, widely available on a global basis. Whether that’s through Shell refineries or licensing, the plan is to make it available,” Shea said.

Shell will embark upon an intensive program that will include submission to ASTM International for a new piston-engine fuel spec. Following ASTM approval, Shell will submit its fuel to the FAA’s Piston Aviation Fuels Initiative program that emerged for the FAA Aviation Rulemaking Committee for unleaded fuel last year. Last summer, the FAA asked for fuel candidate submissions from the industry and Shell’s new product represents the first major oil company to announce a candidate fuel. GAMI and Swift Fuels are already well along in testing, but haven’t formally submitted to the FAA yet.

Lycoming is contracted with Shell; the company has tested the fuel in its most octane-demanding engine, the TIO-540-J2BD. Piper has flown the fuel in a Piper Saratoga. For Lycoming to certify fuel usage on its engines, it will need an ASTM spec for a basis. With an ASTM spec in hand, engine approvals are relatively straightforward for Lycoming, but the issue isn’t as simple as that. Hundreds of airframe models will also have to be approved and everyone in the industry is hoping for some kind of blanket approval.

Shea said configuring refineries to make the new fuel is essentially an overnight process. “Then the question becomes does FAA grant blanket, fleet-wide certification that would allow everyone to essentially switch overnight?” he adds. To get as close to that as possible, Shea said Shell wants to make its replacement fuel look at much like

a D-910 avgas as possible.

Be Kind to Your Mechanic Crista Worthy and Excerpted from: AvWeb

Last month I read a blog on AvWeb by Paul Bertorelli.

The entire comment is available online at: http://www.avweb.com/blogs/insider/Are-You-a-Deadbeat-Owner-221043-1.html

It reminded me of something I used to see occasionally when I was based in Santa Monica, California (SMO). At the time, I had a personal business hand-waxing and detailing aircraft. Many of my customers were also customers of Bill’s Air Center, a mechanic shop on the field for decades. About half the time, I worked inside Bill’s hangar, detailing aircraft that were in for annuals or other work. It was enjoyable to be out of the weather, but doubly enjoyable to work among a small crew of excellent mechanics who were also exceptionally nice people. I’d also spend a week or so in the hangar each year “helping” when our 210 was in for its annual.

Unfortunately, sometimes I’d overhear customers haggling with the owner over their bill. I knew Bill’s prices to be extremely fair and his service excellent. It pained me to hear these conversations. Often the aircraft owner had no idea what the staff had gone through to get his airplane ready on time, and now he was late in paying and complaining about the price.

One reader, an aircraft mechanic for over 20 years, said, “There's a way to avoid to this whole discussion in the first place: Don't leave the shop without paying your bill. Period. Could you leave a car dealer service area without paying a $6 or $600 charge for work performed on your BMW? You couldn't even try, because you wouldn't get your keys. It's arrogant for an aircraft owner to think it should happen any differently at his maintenance and avionics shop. As a tech for over 20 years, there wasn't a month that went by where someone wouldn’t show up to pick up an aircraft without having payment. Want to alienate yourself from your shop? Tell them you ‘forgot your checkbook’ or that your ‘partner has the aircraft checkbook’ or ‘I'll send you a check’. That could be the difference between a shop being able to make payroll or not…”

As Bertorelli says in his column, I’m sure our readers are not what he labels “deadbeat owners”, but Christmas seems like a good time to remind everyone to be kind to their mechanic—after all, he’s got a family too, and your life is in his hands!—Editor

Searching for a Missing Bonanza Bill Miller

MISSING AIRCRAFT—A Bonanza B36 pilot was flying

from Baker City to Butte midday on 01 December. His flight was filed and conducted IFR; Salt Lake Center last observed his aircraft about a mile east of Johnson Creek airstrip. Near Johnson Creek the pilot reported aircraft icing, then began descending, and next reported power failure. He had just passed over the airstrip on an easterly heading, and requested a turn back toward Johnson Creek. He began the turn, but was then lost from radar at around 9,000’. The cloud bases in that area were approximately 7,500’. There was no further radar or radio contact with the aircraft, and no ELT signal was received. As of this writing (18 Dec), the aircraft, its 5 occupants, or further clues have not been discovered, and the official search was recently suspended.

THE SEARCH—Using my aircraft, observer Wally Glass and I flew two sorties in a Division of Aeronautics-directed search. We were just one of several fixed-wing and helicopter crews who flew missions searching for the missing Bonanza. Much of the terrain we searched—between Stibnite and Johnson Creek--was steep, rocky and snow covered. Much of the higher terrain was over 8,000’, a mixture of forest and fire-burned areas, with a few meadows. The higher terrain was covered by several feet of snow. Wally and I looked for tell-tale signs of a forced landing: geometric objects, broken trees, skid marks on snow, unusual color--anything that looked unnatural. We’d been well briefed on details of the flight, and as we searched, we asked ourselves why did this pilot plan and undertake such a long flight in known icing conditions? And over so much mountainous terrain? Why did the pilot remove all his survival equipment to make room for Christmas gifts? Why hadn’t the aircraft owner upgraded to the new and more dependable 406 ELT? Why did the Bonanza lose power? Where could they have gone? Did they break out (unlikely) and aim for a clearing? Will they survive down there in the snow in this sub-zero temperature? I’ve personally conducted many prior searches, and these are the usual and distressing

questions that we always ask.

QUESTIONS FOR FLYLINE READERS—How would you conduct a wintertime flight from Baker City to Butte? Would you be better prepared? Would you fly in the clouds with low

cloud bases over mountains? Please think about it. Last month, Flyline Editor Crista Worthy wrote an aircraft icing article that gave us much needed and useful facts on aircraft icing. Hers was a great article. But, Dear Reader, all the icing facts are of no use to us if we decide to put our aircraft, our passengers, and ourselves into a box-canyon situation. Let’s all discuss this subject around the hangar or bar to see if we or our wingmen can learn from this

tragedy.

New T-Shirts Help Support the IAA Cavanaugh Bay & Johnson Creek

Sooner than you think, it will be t-shirt weather again,

and you’ll be planning trips to Johnson Creek and Cavanaugh Bay. I recall a conversation I had with an elegant British Airways Captain. He was sitting in the left seat of a Boeing 747-400, and I was lucky enough to occupy the jump seat for a short visit. After explaining to me how he knew when to flare, being up so high, (“I just hold up my left hand and use four fingers”, he joked), he said his absolute favorite aviation-related thing to do was rent a small airplane and fly to Johnson Creek and camp. The BA Captain would undoubtedly love one of these t-shirts, and now they’re yours for just $20 at the IAA online

store: www.IdahoAviation.com/store.php.—Editor

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Please support our Sponsors! After all, they support the IAA!

1951 Cessna L-19 Bird Dog See this plane and more Idaho and Montana aircraft.

www.AircraftExchangeNetwork.com Call Steve 406 529-1601

Classified

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Idaho Aviation Association PO Box 2016 Eagle, ID 83616

The FLYLINE January 2014

The Monthly Newsletter

of the

Idaho Aviation Association