Fall 2013 Vol 59, Issue 4

See PlaneContinued on page 2

Serving Idaho’s Aviation Community for over 65 Years

AERONA U T I C S

Most pilots in the Northwest areaccustomed to seeing agricultural aircraftgoing about their daily work, flying lowpasses over crops and fields to spreadseed and crop protection products tomaximize our food, fiber and biofuelsupplies. Non-pilots, however, often arestartled by what looks like daring ordangerous flying without realizing thoseactivities are necessary to keep ourgrocery stores and restaurants suppliedwith a wide variety of quality, fresh andhealthy foods. Our ample food cropsrely upon the tireless efforts of farmersand the invaluable services of cropdusters, or agricultural aviators, as theyare known today.

Idaho’s agricultural aviators areprofessional pilots and businessmenwho make sizeable investments in high-performance aircraft, equipment andtraining to support high-yieldagriculture, protect forests, rehabilitatewild-lands, and protect the public fromdisease-carrying pests.

Pilots devote countless hours to thescience and practice of precise aerialapplications. The high elevations and

It’s a Bird, It’s a Plane, It’s a . . .By Rebecca Burghy

and much more effective than they oncewere, requiring less of each whileincreasing crop yields. Superior pilottechnique and improved aircraftequipment and avionics have vastlyimproved a pilot’s ability to apply theexact quantity of material when andwhere needed, thus minimizing wasteand runoff.

Agricultural aviation plays a significantrole in large-scale farming and ever-increasing crop yields in the UnitedStates. Our farms not only feed the U.S.,but a good portion of the world, andag pilots take their part of thatresponsibility very seriously.

pilots and engineers at McCook Fieldin Ohio fashioned a crude metalhopper, attached it to a Curtiss Jenny,and loaded it with powdered leadarsenic. Lt. John Macready spread itover a nearby fruit grove infested withCatalpa sphinx moths.

The experiment was a completesuccess, and farmers were soonclamoring to have their cotton fields,corn fields and fruit groves “dusted”to kill pests and increase plant growthand yield. Pilots of that era rushed toconvert aircraft to meet agriculturaldemand, often flying as both cropdusters and air mail pilots. As theindustry evolved and farm sizeincreased, those aircraft gave way tothe surplus Cubs and Stearman Kaydetsof WWII. Soon after, Grumman, LelandSnow and others began designing andbuilding aircraft for the sole purposeof aerial application.

heavy loads createunique challenges,and crop-friendlycritters such asbees, necessitatenight applicationflights to ensurethey are notharmed by appliedsubstances.

Today’s herbicides,fertilizers andfungicides aremuch less toxic

I N S I D E

Looking back inhistory, airplanesplayed anintegral militaryrole in WorldWar I, but theaviation industrywas still a noveltyto most civiliansin 1921 when

Photograph courtesy of Katie Baker

Photograph courtesy of Katie Baker

Page 2 Rudder Flutter

on the strip in the heart of town awakensthe sleeping residents.

As he ferries to his first job, Kenprograms his GPS for the field he plansto spray. A triangular field of 40 acrestakes about as much time as arectangular field of 80 acres because of

Ken grins about his greatest puckerfactor moments and says, “Oh, I brokea prop bolt and one prop blade wentflat while the other stayed at pitch, andI broke an elevator servo, and I hadtwo cylinders bust, and a turbineplenum split … but that’s about it.”

About the future of aerial crop dusting,Ken says the challenges constantlychange. Endless judgment calls:Balancing the farmer’s urgency againstthe pilot’s safety, protecting peonies fromdrift at a dream home built on the edgeof wheat fields, dodging the new celltower erected under the minimum heightfor FAA-required lighting, keeping upwith the latest chemicals. Fuel costs rise.Improved equipment must bepurchased. Aircraft repairs must be made.He pauses, and quietly says, “But I lovemy job. Flying’s my life.”

PlaneContinued from page 1

Today’s Air Tractors and Thrushes arerugged and dependable, with largeengines and hoppers, and modernavionics to accurately apply the requiredcrop protections and enhancements,seeding and weed control. Many ofthose substances now are in liquid formrather than powder (or dust), and themoniker has evolved to better reflectnot only the items applied, but also thelevel of professionalism of the men andwomen involved in this small, but vitalsegment of aviation.

By Jim Freeman

Any traveler in Idaho farm country hasseen them – crop duster planes thatseem to rise out of the earth as theyreach the end of a field and pirouettefor another pass. Their vital service toagriculture begins in the early springwith the application of dry fertilizer. Asthe crops become established, the planesreturn with herbicide. Later on, theyspray fungicide to crops that need it.Next, they apply insecticide. In thewinter, they sometimes seed grass ontop of the snow.

Some farmers use ground applicatorswith their enormous booms. Those whofavor aerial application say it avoidscrushing the crops and compacting thewet soil, as often happens with the useof ground rigs. Farmers make theirindividual choices based on cost, timeand convenience.

Crop Dusting: An Agricultural Balletbegins loading theplane withmaterial and fuelfor the first job,while Kencarefully checkswind, weather,field locations andfield dimensionsfor the day. Heplans on a fuelburn of Jet A at 37to 40 gal/hr. By 5a.m. near springsolstice, the soundof the big Garrett

the turnaroundtime. His ferry speedis around 130 mph,and his applicationspeed varies from100 to 115 mph. Heeats small frequentmeals and drinkscoffee to remain alertthrough a flying daythat extends to 9p.m. during thepeak of the season.He takes advantage

A Camas Prairie farm boy who dreamedof flying, Ken Kuther hung aroundlegendary Grangeville airman, FrankHill, until he earned his private pilot’slicense under the tutelage of TomGehring of Cottonwood. He watchedFrank’s crop dusting technique andeventually purchased a Cessna 188 AgWagon. He progressed to a radial-powered Ag Cat and finally to hispresent plane. Ken now makes his livingflying the rolling wheat fields of theCamas Prairie in his Super Ag Cat witha Garrett-1 turbine.

In the spring, his ritual begins at 4 a.m.with the essential preparation of a potof coffee for himself, his helper, DaveDenson, and their frequent visitors.Dave consults the day’s schedule and

of windy days by working on an exerciseroutine to combat the endless hours ofsitting in the cockpit.

Ken cites weather and natural- and man-made obstructions as his biggestheadaches. Unlighted cell towers andmeteorological test towers are especiallyhazardous. He says Nez Perce Tribeofficials have been great to work with,in regard to their towers. He praiseslocal chemical representatives forkeeping him abreast of the characteristicsof the newest materials. His list of “don’tmiss” events is annual seminars andconventions with PAASS (Personal AerialApplicator Support System), PNWAAA(Pacific Northwest Aerial ApplicatorAlliance) and IAAA (Idaho AgriculturalApplicator Association).

Courtesy of Jeff Zenner Photography, www.jeffzenner.com

Courtesy of Jeff Zenner Photography, www.jeffzenner.com

AERONA U T ICS

Fall 2013 Page 3

From theAdministrator:

The Drones areComing!

Aviationentrepreneurs arelooking to hireemployees whowill fly withoutpay, can stareahead for 30

straight hours without blinking, neverutter a complaint and are easily replacedif they crash. That, my friends, is apilotless aircraft – one that likely will besharing airspace with you soon.

Over the past ten years, military UAS(unmanned aircraft system) use hasgrown from a few experimental aircraftto more than 10,000 flights annually.They are currently training more UASpilots than traditional ones. The sametechnology explosion the military hasseen is about to transform the civilaviation industry to support agriculture,law enforcement, forest fire management,pipeline patrols, search and rescue, andhundreds of other applications.

The 2012 Congressional reauthorizationof the FAA budget tasked the FAA withsafely integrating drones into the U.S.airspace by 2015. To study this process,the FAA will select and monitor sixnational test sites to provide the datarequired to accommodate both mannedand unmanned aircraft into the nationalairspace system. I am happy to announcethat Idaho is on its way to becoming aplayer in this inevitable UAS industry.

Last year, the governor’s office asked theIdaho Department of Commerce to leada task force that would ensure our stateis given serious consideration. Directorof Commerce, Jeff Sayer commissioneda working group comprised ofrepresentatives from the Division ofAeronautics, private UAS businesses, thestate universities, and local aviation andaerospace companies.

The national UAS industry will see aneconomic impact of $82 billion between2015 and 2025 creating more than100,000 high paying jobs. A Texas studydetermined that a single FAA test sitewould have an economic value of $802million and more than 8,000 jobs.

Buckle up and hang on, we’re in for anexciting flight … with or without a pilot!

Tailwinds-

Our group developed a foundation thatcould prove pivotal in building aUAS/Aerospace industry in Idaho. Weworked around the clock, identifyingthe advantages of locating an FAA testsite in our state. The advantagesidentified include: available airspace,favorable weather, a strong militarypresence, UAS experience at IdahoNational Laboratory and a wealth ofretired military personnel with theknowledge and skill in UAS technology.

Also, combining all the engineeringresearch under way at our stateuniversities will result in a synergy ofaerospace excellence.

In May 2013, Idaho was one of 24 statesthat applied to become a coveted FAAUAS test site. We flew to WashingtonD.C. to promote Idaho to the FAA andthe industry at the annual Associationfor Unmanned Vehicle SystemsInternational (AUVSI) conference.

We emphasized Idaho’s favorablebusiness climate, our history ofpromoting a strong aviation industryand the fact that we currently housethe largest UAS test area in operation.However, what I really believe couldwin them over is the “can-do” attitudeand teamwork displayed by the aviationbusiness professionals in Idaho; onethat is poised to stand out nationally.

When I hear pilots communicate howthreatened they feel by UAS presence,I remind them of the two ways we canreact to technology; we can eitherembrace and integrate it, or we get runover by it.

It’s encouraging that once again, Idahoaviation is preparing for the future.We proudly hosted the nation’s firstcommercial airmail flight in 1926;and likewise, I believe we have a goodshot at hosting the first UAS test flightsnext year.

Mike PapeITD Aeronautics Administrator

Page 4 Rudder Flutter

Wind flows over and around obstaclesin a consistent and predictable manner.The ability to predict the flow of windis the result of understanding andpracticing wind and terrain analysis(WTA) principles, rules andmethodologies that have beendeveloped through research andexperimentation, in both the laboratoryand field.

The first requirement to achieve thisskill is to believe it can be accomplished.Pilots may dismiss the notion asunnecessary or believe it’s far toocomplicated to understand, especiallywhen it comes to Idaho’s mountainousterrain. However, airflow responds tothe same laws of fluid dynamics aswater or any other gas. While we oftencannot see the movement, we canalways detect it directly or indirectly.It is this ability that allows us to developthe skill to predict, and ultimately, “see”the wind.

Air flows much like water, and hascharacteristics that aviators should noteand test while flying in the backcountry.Air follows the path of least resistance,just like water in one of our Idahostreams. Air will always take the shortestand/or least-obstructed route to fill anylows created by high winds over ruggedterrain. In canyons and drainages, thewind accelerates in the resultant venturibecause of increased pressuredifferentials. In winding turns, the windaccelerates to the outside of the turn,just like water in a stream, leavingeddies on the inside of the turns. Whencolliding with an equal and opposingforce, pilots can expect an opposite andturbulent flow. This opposite reactioncan take the shape of the face of a cliffor another air current.

In order to understand and apply thecornerstone of mountain-windpredictions, it’s important to combinethe principles above with thecharacteristics of stability and themechanics of prevailing and valley winds.

The five zones are updraft, downdraft,turbulent, dispersal and stable zones(diagram 1).The demarcation line is theline that separates the updraft and

Wind and Terrain AnalysisSafety Wire

must use great caution and have intimateunderstanding of the environment andtheir airplane’s capabilities. Powerfulrotational patterns are trapped betweenthe downdrafts and the upwind ridges(diagram 3).

In this diagram, the point where thedowndraft descends and impactssubsequent terrain is known as the

downdraft zones; and the curl, or lowpressure, is created by the wind passingover or around an obstacle. Thedemarcation line’s angle and height isestablished by three factors: the velocityof the wind, steepness of the slope andangle at which the wind strikes the slope.It is often considered the extension ofthe slope as it rises above and beyondthe obstacle. The demarcation line bendsdownward and horizontally as it interactswith winds aloft. Its actual locationbecomes important in cross-countryoperations (diagram 2).

The low-pressure area is created on theleeward side of the obstacle by the verypassage of that wind, and it is the “engine”that drives the ensuing turbulence. Thewind will attempt, via the path of leastresistance, to fill the low. The wind mustcome back from the downdraft zone toattack the low-pressure areas. This initiatesa pattern of turbulence rotating on ahorizontal axis, which extends leewarduntil frictional interaction with other airmolecules slows the swirling pattern,allowing the air currents to sort themselvesout (dispersal zone) and return to a stableflow/stable zone (diagram 3).

See WindContinued on page 5

Diagram 2

Diagram 1

The updraft and downdraft zones are aresult of the intervening obstacle. Theremaining three zones are a result of thecreation of low pressure leeward of theobstacle. If the obstacle has sharp drop-offs on either side, then the movementto fill the low is lateral, or “wrap-around,”and the rotational plane of eddies andensuing turbulence changes to reflectthis direction. The rotational axis movesfrom horizontal to vertical and all points

By Dan EtterITD Division of Aeronautics

in between. This is particularlynoticeable around isolated, sharp peaks,shoulders (abrupt change in terrainrelief) or buildings.

The zones expand with an increaseof velocity, slope angle or impactangle, and they contract when theaforementioned decrease.

Knowing this is important for tworeasons. First, if the upper wind’sdirection and velocity are known, pilotswith a little experience can judge theeffects of the wind by simply studyinga topographical map. To avoid the worstof the zones, they can plan safe routes.Second, while en route, the pilot canjudge the severity of the zones by howfar leeward of the obstacle, the dispersalzone (light turbulence) is encountered.The farther the dispersal zone is fromthe obstacle, the greater the severity ofthe turbulence and downdraft zones.

When additional obstacles followimmediately after the initial obstacle,then some zones may be eliminatedaltogether. This is often the case in aseries of peaks or ridgelines(diagram 3). In this situation, theturbulent, dispersal and stable zones

can be eliminated on the initial andmiddle ridges since most of theturbulent zones are abbreviated orabsent. The key is discovering if andwhere the downdraft zone impacts thesubsequent obstacle. The ensuingupdraft zones can be compressed dueto the strength of the downdrafts.

Because of compression, the ensuingupdrafts become very powerful. Thishas serious implications for aircrafttransitioning narrow valleys. In highwinds, there is minimal safe maneuverroom in narrow valleys, except within

the narrow confines of the updraftzones, or the “curl,” or low pressure.Pilots who need to execute or tomaneuver in this confined airspace

Wind Zone

Demarcation Lines and Resultant Low Pressure Areas

Abbreviated Wind Zones and Strike Zones

Diagram 3

Idaho Airport Aid Program (IAAP)

Fall 2013 Page 5

During state fiscal year 2014, whichcorresponds to federal FY-13, airportsreceived the following funding assistance:• Primary Service airports received

$15,108,607 in FAA grants, whicheach airport owner matched, for atotal investment of $16,115,847

• General Aviation airports received$8,852,423 in FAA grants and$467,213 in state grants, which eachairport owner matched, for a totalinvestment of $9,836,026

• An additional $7,787 was identifiedfor Small (Emergency) Projects

• The total statewide investment is$25,959,660, of which the stateprovided $475,000.

• There are insufficient funds toprovide State funding to primaryand community airports andplanning studies.

During the pastyear, Idahoairports investednearly $26

matching funds to municipal governmentsfor public airport improvements.

Allocations must meet high-priority needsand achieve maximum benefit and use ofavailable funds. The allocation programis designed to provide the greatest andbest use of limited Idaho Airport Aid fundsand maximize availability of federal funds.

The primary goal of the allocationprogram is to further the properdevelopment of the statewide airportsystem and facilitate fair distribution ofaviation tax money. It is a modestprogram with a budget that varies fromyear to year. There are five airport typeswhere assistance can be provided:• Primary (Commercial Service)• General Aviation (Federally assisted)• General Aviation Community• Small (Emergency) Projects• Small Airport Planning Studies

By Bill Statham,ProjectManager, ITDDivision ofAeronautics

Your Tax Dollars at Work

million to maintain and improvefacilities. The Division of Aeronautics,through the IAAP, contributed to thateffort. The IAAP provides for thediscretionary allocation of grant fundsto Idaho airport owners. Only publicentities are eligible to participate in theIdaho Airport Aid Program.

The funds are derived from Idaho’sAviation fuel tax. The IAAP is a “trusteeand benefit” program that provides

WindContinued from page 4

above the strike point, then a pilotneeds to fly at altitudes equal to theridge tops. When the updraft zone iscompressed as indicated in theprevious paragraph, then the pilotneeds to fly laterally, as close to theterrain as safety permits, to remain inthe updraft. In these conditions, theroute and altitude are dictated byobserved or suspected conditions.

Having an understanding of the wind andits interaction with terrain can mean thedifference between success and failure.

Note: The information in this article waspresented as part of the HAATs curriculumat the High-Altitude Army AviationTraining Site held in Gypsum, Colo. in2003 and 2009.

strike point. Because of the lateralresistance of other air molecules, theairflow at this point can only go up ordown. In freshly fallen snow, this areais visible. If there are no visualindications and the goal is to remain

Page 6 Rudder Flutter

Night Flightto the category, class, and type (if a typerating is required) of aircraft to beflown. Just because you are current inyour multi-engine C-310 does notmake you current in your C-182. Youmust fulfill the night takeoff andlanding requirements in the class ofairplane in which you will be carryingpassengers. If you have not flown atnight for some time, I recommendcontacting your local flight school toarrange for a night-currency flight witha certified flight instructor.

Aircraft lighting- The subject ofaircraft lighting is much simpler thancurrency. FAR 91.209 (a) addresses therequirements for aircraft position lights.Position lights (also called navigationor nav lights) are required to be turnedon from sunset to sunrise. That’s it!Easy, right? OK, maybe not so easy ifyou have overcast skies. In that case,use the official sunrise/sunset times forthe location in which you are operating.During overcast conditions, leavingposition lights on past official sunriseor turning them on before official sunsetis good operating practice, as reducedsunlight conditions exist on these days.

According to FAR 91.209 (b), anytime(day and night) an aircraft is operating,the pilot must turn on the anti-collisionlights. Aircraft not equipped with anti-collision lights are exempt from thisrule. However, if the pilot determinesthat, because of the operatingconditions, it would be in the interestof safety to turn the lights off, he/shemay do so. Night taxi operations are aclassic example of an operatingcondition that would justify turning off

preparing for our next day’s trip byreviewing our itinerary and ensuringall our bases were covered. Airplanefueled…checked. Flight plansfiled…checked. Passengers anddestination confirmed…checked. As Ireviewed the departure and arrivaltimes one more time, I developed afunny feeling in the pit of my stomach.Pilots current for night flight…Oh snap!NOT checked!

“How did I overlook that?” I thought.The long days of summer had caughtme off-guard. Daylight during Idaho’ssummer lasts more than 16 hours,giving most pilots little opportunity tomaintain night currency. Now that weare in the fall flying season, and rapidlyapproaching winter, let’s review someconsiderations for night flight.

Federal Aviation Regulations (FARs)define night as “the time between theend of evening civil twilight and thebeginning of morning civil twilight, aspublished in the American AirAlmanac, converted to local time.”Umm, okay. How does this help me?Really, it doesn’t. Thankfully for pilots,the FARs do not base night-flightcurrency, or aircraft lighting

Night currency- FAR 61.57 (b) states,“…no person may act as pilot incommand of an aircraft carryingpassengers during the period beginning1 hour after sunset and ending 1 hourbefore sunrise, unless within thepreceding 90 days that person has madeat least three takeoffs and three landingsto a full stop during the periodbeginning 1 hour after sunset andending 1 hour before sunrise.” So forthe purposes of pilot currency, nightflight is from one hour after sunset toone hour before sunrise. Official sunriseand sunset times can be easily lookedup online. I suggest sticking to officialgovernment websites. I like the USNaval Observatory website,http://aa.usno.navy.mil/.

As a pilot, are you allowed to fly at nightwithout being night current? Yes, youare! The benefit of being night currentis that you are allowed to carrypassengers during the period startingone hour after sunset and ending onehour before sunrise. Let’s suppose I amnot night current and am on a flightcarrying passengers. Official sunset formy destination is 6:52 p.m. By whattime am I legally required to be on theground? The answer is 7:51 p.m.

If you are not night current, then youmust obtain night currency beforecarrying passengers. A solo night flightthat includes three takeoffs and threefull-stop landings will fulfill thisrequirement. These landings can bestop-and-gos, but not touch-and-gos.Another note here; currency is specific

Cockpit Conversation

By CadePreston,ITD Division ofAeronautics

Recently, here atthe Division ofAeronautics, a co-worker and I were

Night FlightContinued on page 8

requirements on thetechnical definition ofnight. Let’s take aminute and reviewboth of these.

Fall 2013 Page 7

Medical MattersContinued on page 11

We all get tired, and sleep is the onlyreal treatment for this. Yes, there arethings you can do to prolong theinevitable, like drinking coffee, but inthe end, you have to sleep. For somepeople, even when they fall asleep, theydo not get the rest they need becauseof obstruction to their breathing.Consider trying to sleep under waterand having to wake up to go to thesurface to breathe – hard to get realsleep! This is what happens withobstructive sleep apnea. Up to 7 percentof all middle-aged people, 70 percentof clinically obese people, up to 50percent of people with heart diseaseand 60 percent of people who have hadstrokes suffer from sleep apnea.

So, what actually is sleep apnea? Theword “apnea” means “being withoutrespiration.” Obstructive sleep apneameans one suffers repetitive upperairway obstruction during sleep as aresult of narrow airway passages. Inmost cases, the cause of this is additionalfatty tissue in the neck and around theairways because of obesity. The addedfatty tissue blocks the airway enoughto literally close the breathing passages.This is especially true when overweightpeople sleep on their back instead ofon their side. Gravity pulls the fattytissue down into the air passages, andbreathing is blocked.

A person with obstructive sleep apneagets partial obstruction (Hypopnea) ortotal obstruction (Apnea) hundreds oftimes each night. The net effect is thatthe brain does not receive enoughoxygen. There are multiple problemsthat can arise from this condition,including high blood pressure,cardiovascular system strain, increasedrisk of heart attack and increased riskof stroke.

Sleep apnea is the equivalent of havinga blood alcohol of 0.08! In many states,this is the same as being legally drunk!If you add time zone changes andperhaps a glass of alcohol in theevening, you have a very seriouscombination.

Usually, we get a “wake-up” call fromour brain after we have not breathedfor 10 seconds, but people with sleepapnea might go 30 seconds before theystart gasping for breath.

How do you recognize ObstructiveSleep Apnea? Here are some things tolook for:• Loud and excessive snoring• Difficulty concentrating, thinking

or remembering• Daytime sleepiness, fatigue or

frequent naps• Headaches• Irritability (crankiness)• Short attention span• Large neck circumference (15 inches

or greater)

What can you do?• If you are overweight, get the

pounds off. This is very importantas this can correct the problems inthe neck. A 10 percent weight losswill decrease Obstructive SleepApnea by 25 percent.

• Change sleeping position to the sideor the stomach.

• Change the sleeping environmentwith perhaps a different mattress,temperature, etc.

• A dental appliance that thrusts thelower jaw forward can help thosewith mild to moderate ObstructiveSleep Apnea. This helps about 75percent of those affected.

• Consider a Continuous PositiveAirway Pressure (CPAP) machine.The machines are very effectivenon-surgical treatments for any levelof Obstructive Sleep Apnea andhold the tissues open by increasedair pressure.

If none of these work, and the weightis gone, then consider surgery, butunderstand the surgical results are notconsistent. The best and easiest

alternative for most people is pushingaway from the table!

The most important thing isrecognizing the symptoms. Thetreatments can be very effective, andif the treatment is documented, youcan maintain your medical certificate.

Sleep well.

Obstructive Sleep ApneaAviation Medical Matters

By: Paul Collins, MD, AME andMike Weiss, MD, MPH, AME, CFII

strobe-type, anti-collision lights. Notdoing so may present a blinding hazardor distraction to oneself and others.Just make sure to turn them on whentaxiing on to the runway for takeoff. Iwould also recommend turning allaircraft lights on when crossing anyrunway, day or night.

Additional night considerations-Idaho is a vast and sparsely populatedstate. It is amazing how dark it gets inremote areas. If you are not instrumentrated, I recommend avoiding nightflight in remote unlit areas. Spatialdisorientation has taken the lives ofmany VFR pilots operating on a clearmoonless night. In addition, night flightover mountainous terrain brings addedrisks. I do not recommend night flightover mountainous terrain in any single-engine aircraft. A mechanical failure inthose conditions spells almost certaindisaster. Risks run higher for multi-engine aircraft as well. The single-engine service ceiling on many multi-engine airplanes is lower than muchof Idaho’s terrain. Avoiding that terrainmay be impossible in the dark. Forthese reasons I recommend sticking tonight flight over flatter areas, such asthe Snake River Plain.

Night flight can be a fun and rewardingexperience. The more knowledge youhave on the subject, the moreempowered you will be in undertakingit. Take some time to review theaeromedical factors associated withnight flight, such as anatomy of the eyeand visual illusions associated withnight flight.

Night FlightContinued from page 7

Page 8 Rudder Flutter

Fall 2013 Page 9

See LandingsContinued on page 12

This does notmean youneed to travelto the highcountry. Itwould be abenefit for youto experience,firsthand, aneye-opening“densityaltitude effect.”The amazingbeauty of God’scountry andthe first timeyou dropbelow the

Learning to fly, and the thought of mountainflying, may not seem to fit well in the samesentence. But, I urge you to think twice. Asthe owner and operator of a flight schoolthat teaches both primary flight instructionand mountain and canyon flight instruction,it has been my privilege to teach and interactwith more than a thousand pilots andparticipants. I am here to tell you there isa common thread that weaves mountainand canyon flight training perfectly intoyour primary flight lessons. You might be thinking; wait a minute, Ithought mountain and canyon flying wasan advanced form of flight training. I amtoo overloaded with just the tasks andrequirements of getting my “Private Pilot’sLicense,” let alone mountain flying! Yes,you do have your hands full as a studentpilot. But, I encourage you to seek just afew hours of flight instruction with aqualified mountain flight instructor. 

The Common Thread of Perfect Landings 

mountain rim, descend into the canyon,and negotiate your first dirt-strip landingalong a lazy mountain steam, is probablyworth the price of admission. Flight-training enthusiasm and excitement doesn’tget much better than this. A perfect landing is the common threadin all flight training. Never mind that it’snever perfect. Never mind that the landing

The Fundamentals of Mountainand Canyon Flying - Part 1

By Lori MacNichol – McCall Mountainand Canyon Flying Seminars LLC

Lori MacNichol

process is a complicated combination ofmany small decisions. All this preparationis what you focus on in primary instruction.You will always remember your instructorsaying “A good landing is ninety percentpattern and approach.” 

Page 10 Rudder Flutter

his high school sweetheart, Debra Jean,and started working as an aircraftmechanic, which he did for three years.However, he never stopped talkingabout flying.

He hung out at the airport and flew withanyone who would take him along. In1975, he took up skydiving andcompleted his training for hiscommercial license. Through hard work,and a little help from his dad, Garylanded a job flying for Clarks Air Serviceas a crop duster. He sprayed his firstfield on his 21st birthday and workedon his instrument and instructor ratings.In his off-season he flew a Beech-18,and eventually a DC-3, hauling the mail.He loved flying the DC-3 and took asmany friends as possible with him sothey could also experience a flight inthe airplane.

Gary Hubler

Gary Hubler could honestly say aviationwas his life.

He logged more than 21,000 hours offlight time, was type-rated in manydifferent aircraft, raced a number ofdifferent warbirds, won five consecutiveNational Formula One Championships,competed in aerobatic competition,jumped out of a perfectly good plane,instructed too many students and pilotsto count and helped with countlessairplane projects and annual inspections.

Gary always wanted to be a pilot likehis father and mother. With instructionfrom his father and family friend DickMiller, Gary soloed at age 16 and gothis private pilot’s license in 1973 at theage of 18. That same year, Gary married

Go Fast, Turn LeftThe Color of Aviation:

Contributions from:Lamar and Debbie Harris

Sharing his loveof flying wassomething Garydid wheneverpossible, teachingfriends, his twobrothers, and histwo sons. Gary’smiddle son, Jon,16, was workingtoward his licensewhen he waskilled in a planecrash with one ofGary’s friends. Ofthe risky flyingGary did, DebraJean says, “Peoplealways asked whyI didn’t make himstop flying. I justtold them thatflying is his life, Icould never takethat away fromhim; he lives tofly and shareflying withothers.”

When Debra Jeancame to him andtold him she

wanted to have a third child, hoping fora girl, Gary made her a deal; if she earnedher pilot’s license, he would agree to tryfor a daughter, to add to the two boysthey already had. She began instructionthe next day. Eighty hours later, shereceived her private license. DaughterRebecca arrived soon afterward.

To sign off on the work he and his dadwere doing installing turbine conversionson spray planes, Gary pursued hismechanic’s license in 1987 and laterreceived his airline transport pilot (ATP)and certified flight instrument instructorratings. In 1989 he received his multi-engine instructor certificate.

Emergency procedures, being on thecenterline and cross-wind landings, werea focus while receiving instruction fromGary. If you were his student, he wouldmake sure to stop your prop during aflight. He wanted to be sure your firstemergency was a controlled one. If heheard of a safety issue, he would do allhe could to help correct the problem.He also was an excellent crop-dustinginstructor and even taught several pilotshow to fly a float plane. The lastcertificate he earned was his commercialglider rating.

In the summer of 1984, Gary was offereda chance to fly a race plane in the RenoAir Races. It was the start of his 23-year

See Go FastContinued on page 11

Fall 2013 Page 11

have passed, inevitably, the time youspend with him seems to end too soon.

It’s hard to believe that this natural-born teacher didn’t begin his aviationcareer as an instructor. Bob is from theWorld War II era, when transitioningfrom high school to cadet school withthe Army Air Corps seemed like thething to do. Commissioned as an officerin 1944 at the age of 19, Bob learnedto fly T-6s at Luke Air Force Base inArizona. Because the war ended shortlyafter he enlisted, he never shipped outfor overseas combat. After the war, hereturned home to southeast Idahobecause he anticipated being able to logmore flight time as a civilian. His busyflight schedule as a full-time engineerat the National Engineering Laboratoryproved this to be the case.

Bob Jones continues to expand hisgenerous contribution to women inaviation. His contagious love of flightis reflected in the countless number ofpilots he has influenced. Introducingso many people to the gift of flight ishis legacy.

By Sandra Storhok,Eastern Idaho 99

As Amelia Earhart’s publicist, publisherand widower, George Palmer Putnamproposed an award as a means ofhonoring anyone who supports anindividual member of the group(known as a “49 1/2”), a Chapter orSection, or the organization as a whole.The George Palmer Putnam 49 1/2

Award was established by the 99s in2006 to recognize exceptional supportof the 99s.

The Eastern Idaho 99s nominated BobJones for the George Palmer PutnamAward, which was awarded to him onJuly 13, 2013. Bob personifies the valuesand contributions of the George PalmerPutnam Award with the high level ofsupport he has given the 99s. Skills,the gift of teaching and wisdom – BobJones has them all. Surely, instructingmore than 1,000 people to fly must besome kind of record! He taught OnitaHoff, a charter member of the IdahoChapter, how to fly, as he did her son,daughter and grandson.

George Palmer Putnam AwardCOMPASS ROSE

Bob has been loved and revered by the99s as far back as I can remember. Hehas been the Eastern Idaho 99s’ residentinstructor for our annual mountain-flying clinic at the Flying B Resort Ranchon the Salmon River in central Idaho.Backcountry students will do just aboutanything to get the opportunity to learnfrom this war-trained, mountain aviatorbecause of his reputation for being socalm and steady. His calm naturepromotes self-confidence and makeslearning fun.

When we offer our Flying CompanionSeminars, Bob is always eager to helpout. We especially appreciate howarticulate he is in his presentation on“How Airplanes Fly” as he de-mystifiesthe gift of flight. Even the most white-knuckled flying companions areconvinced that flying can be both safeand fun.

Although Bob is now in his 80s, he stillis the same guy many of us knew whenwe were younger. Every encounter isenjoyment intertwined with teachingmoments. Regardless of how many hours

racing career. In 1988, he decided tobuild his own race plane. During a testflight, as he reached higher speeds, heexperienced elevator flutter severeenough to break the bell crank linkageto the elevator, making the planecompletely uncontrollable. Good thinghe had a parachute as he bailed out ofthe plane and made it safely to theground. The plane was a total loss. Thenext plane, #95 Mariah, was built byGary and his father. Mariah still holdsthe title of “Fastest Formula One everbuilt,” winning five consecutive NationalFormula One championships. Garyabsolutely loved racing – “GO FAST,TURN LEFT!”

know and a very devoted family manand good friend. He always said, “Treatpeople as if this might be the last timeyou will ever see them.”

It was a sad day in September 2007when Gary was tragically killed in anaccident at the Reno Air Races. He wasone of the best pilots you could ever

Go FastContinued from page 10

Page 12 Rudder Flutter

I’ll never forget my first solo trip into thebackcountry. I didn’t even have 60 hoursof total PIC flight time. But, I figured nobig deal. I live here. I learned to fly andreceived my private pilot’s certificate inMcCall, Idaho, at a field elevation of 5,020feet and had just purchased a C-182 andplanned to go fishing in the backcountry,which is the reason I learned to fly, andI was sure I knew everything. (It tookme 30 years of flying to realize I’m notas smart as I used to be.) I was like a kidwaiting for Christmas morning. I wasfilled with excitement and could hardlysleep a wink in anticipation of the early-morning flight to the Chamberlain BasinAirstrip located in the Frank ChurchWilderness. I flew there that crisp earlymorning, in a direct line of flight at about10,000 feet MSL. I used dead reckoningas there was no GPS back then. Iremember being so pleased that I foundthe airstrip. I descended to what seemedlike a reasonable traffic-pattern altitudeand realized after circling multiple times,

I was in way over my head. I was not sureabout the landing, the aim-point, or whatspeeds to use. I questioned whether Icould get stopped before the end of therunway. I wondered if I could apply whatmy instructors called a “go-around” tothis landing. And, then I wondered aboutthe departure. Where do I go? Thequestions in my mind kept coming. Imade the best decision considering myexperience and flew back home. It didn’ttake long to find a qualified mountainand canyon flight instructor to give me afew hours of dual instruction.

The first day’s flight with a basic mountain-flight instructor was a revelation of thingsI knew and things I thought I knew. Itconsisted of getting to know my aircraftintimately, in every phase of flight. I usedthat first common thread of airspeed andattitude to develop a speed andconfiguration worksheet. This was tobecome the basis of a good mountaincheckout, which we use every day in myschool. It’s a form that I developed in theprocess of learning about my specificairplane. The work goes something likethis: We take the aircraft to an altitude thatsimulates a density altitude we want. We

fly the aircraft at slow flight in differentconfigurations and flap settings at levelflight and descending and turning flight.We note power settings, rates of descentand speeds. We expand this to includeimminent and actual stalls. Again, we noteand record the indicated speeds in thesesphases of flight. Then we test the stallinformation while turning, descending andclimbing. This gives us enough informationto configure the aircraft in a steep stabilizedapproach of approximately 4.5 degree glideslope. This is a surprisingly big descentrate but it gives excellent energymanagement control. All those scribblesand notations of speed and flap settingsbecame that common thread you exploredwhen you first learned to fly. Sometimeswe clarified words that seemed to workbetter in the mountains. For example, wecalled our downwind entry speed canyonspeed. We replaced the go-around pointon the runway with a more descriptiveidea called “abort point.” Is this beginningto sound familiar with what you’ve learned?

LandingsContinued from page 9

See LandingsContinued on page 15

Fresh Mountain AirBy Randy Quigley, GAFA

The weather was severe clear and therunway was in excellent condition, thesmoothest ever. The restrooms wereclean and the camp area tidy, kudosto Gordon, the Airport Manager, andthe Division of Aeronautics. As wesigned the guest book, it becameapparent that we weren’t the only oneswho had traveled to this greatmountain getaway. The commentssection was full of appreciation for thisgreat location and facility.

As coincidence would have it, we weregreeted by some old acquaintances whoflew in from California the last time wewere there. GAFA has no shortages ofchefs, and after a delicious eveningmeal, there’s nothing like hangar flyingaround the campfire roastingmarshmallows and eating s’mores.Smiley Creek has truly become one ofGAFA’s favorite overnight destinations.

Gooding

KamiahKamiah Airport ‘Hitsthe spot’

Labor Day Weekendsaw the KamiahAirport (S73) busywith activities. Spotlanding and flourbombing competitionsran all day and adelicious countrybreakfast prepared byClearwater Valley AeroClub (CVAC) members

Ron Funnemark and his wife Mary Ann.Young Eagle flights were conducted for37 area youngsters, sponsored by theExperimental Aircraft Association andpiloted by veteran pilots Al Betz, GeorgeHunt, Dick Monaghan, Jim Otey, EdRadke, Scott Rives, Johnny Stewart andIrv Wade.

It’s hard to contain one’s enthusiasmwith an overnight campout on thedocket for the Smiley Creek Airport.The chance to exchange the valley’s heatfor some fresh mountain air was theonly draw needed for members of theGooding Airport Flyers Association(GAFA) to depart Gooding airport withthe scenic Sawtooth mountains andSmiley Creek airport in their sights.

Fall 2013 Page 13

Reed Ranch airstrip is closed fromNovember 1 to May 31 due to a specialuse permit for animal habitat. Pleasedo not land there during this time.

Smiley Creek Caretaker position isavailable for next summer. ContactGary McElheney at 208-334-8893 orgary.mcelheney@itd.idaho.gov.

Airport News

See Radio ChatterContinued on page 14

customer experience that supportsstudent pilots and their entry into allaspects of the aviation community” saidShannon Yeager, vice president ofAOPA’s Center to Advance the PilotCommunity. Glass Cockpit Aviationwas the only Idaho school chosen, andone of only three schools awarded inthe Pacific Northwest.

Glass Cockpit Aviation has been trainingstudents at the Boise Airport since 2005.www.glasscockpitaviation.com

Glass Cockpit Aviation earns spoton Flight Training Honor RollBy Cammie Patch, PresidentGlass Cockpit Aviation

Glass Cockpit Aviation has beenrecognized for its high standard ofaccomplishment in flight training byThe Aircraft Owners and PilotsAssociation (AOPA). The flight schoolhas been awarded a spot on the FlightTraining Excellence Awards Honor Roll,a title given to high scoring flightschools from AOPA’s flight training poll.

The Flight Training Excellence awardswere created to highlight the best theflight training industry has to offer.“We feel it’s important to recognizeflight training providers, like GlassCockpit Aviation, who create a quality

Boise

Ontario, ORThanks from ONOBy Tommy Frazier,Frazier Aviation, LLC

Frazier Aviation at the Ontario, OregonAirport (KONO) would like to thankeveryone for their patronage andannounce we now have a very uniquecrew and courtesy car, a nice Cadillac6 passenger Limo affectionately calledthe AIRPORTER. We also haveEnterprise Rental Car service available,making it easy to fly in for breakfast,lunch or dinner to enjoy the restaurantof choice or perhaps spend the night. There is even a very nice IFR CertifiedCessna 182 for rent to qualified pilots.The next time you are in Ontario, pleasestop in and introduce yourself!

Radio Chatter

Page 14 Rudder Flutter

See Ninety-NinesContinued on page 18

Radio ChatterContinued from page 13

See Radio ChatterContinued on page 16

Kamiah, continued

This beautiful 1999 Maule M-8-235 ontundra tires belongs to Paul Nemeth ofOrofino, who together with his daughterKatie won both the spot landing andthe flour bombing competition.

This Sonex Waiex owned by Larry Engert of Coeur d’Alene, ID was one of a numberof planes to participate in the Clearwater Valley Aero Club’s annual Fly-In.

In all, eighteen planes attended the fly-in including a 1940’s-era AeroncaChamp, a vee-tailed Sonex Waiex, a

Cubcrafter’s Super Sports replica anda home-built 260 horsepower MurphyMoose. Clearwater Valley Aero ClubPresident, Jim Freeman thanked all

pilots and volunteers for making theannual fly-in a great event. 

Fall 2013 Page 15

a wealthy, well-known pilot who tookher jet off-roading at an airport throughsome ditches. Ultimately she ends upwith critical fuel situations andconvective weather impacts, as well asa fatality.  

Another point that was illustrated withexceptional clarity was why it is criticalto not treat flying our planes with thesame attitude as driving vehicles. Flyingrequires much more attention, planningand decision-making. Many of theaccidents resulted from pilots who failedto prepare or to take many of the properitems into consideration.  

Regardless of how much flying you do,this book should be moved to the topof your reading list. I promise, it willmake a difference.

Bookworm

The Best of Safety PilotLandmark Accidents (Vol. 1)Publisher: AOPAReview by Kelly Householder

Before my last flying trip, I took thetime to read “The Best of Safety PilotLandmark Accidents.” This short andsimple read definitely made animpact, and I approached my tripwith a new mindset. 

This book was one of the better case-study books that I’ve read, addressingpilot errors and highlighting issuesthat pilots may encounter during manytypes of flights. It also included someseriously bad aeronautical decision-making moments. The studies ondistractions that can lead to a chainof events ending with death wereparticularly fascinating to me. Thestory that stands out the most depicts

The final key to success in the mountainsis the ability to control your speed. Aim-point on the runway is also an importantpart of the landing. You must be the masterof airspeed control and aim-point. We’reexpecting control of attitude within twoknots of a targeted airspeed. After my first day of mountain and canyonflight in 1982 with “Idaho Aviation Hall ofFamer” and mountain flight instructor LynClark, I remember thinking, “Why wasn’tI taught to fly like this during my primaryflight training?” It was apparent howimportant concepts like the steep stabilizedapproach were to controlling the outcomeof a flight. Picking and holding the aim-point opened a whole new approach tolandings anywhere. 

LandingsContinued from page 12

See LandingsContinued on page 17

Page 16 Rudder Flutter

Busy Sandpoint Airport

It has been a busy year at SandpointAirport (KSZT).

Quest Aircraft Company has weatheredthe recent economic downturn and ishiring new employees to supportincreasing sales of its KODIAK single-engine turboprop STOL aircraft. Oneof the sales contracts includes fiveKODIAKS sold to a new dealer in China.

Tamarack Aerospace Group (TAG) isramping up as well and is building a7,000-square-foot hangar next to themain terminal ramp. TAG designs andmanufactures winglets and holds apatent on its active winglet technology.TAG should be in their new facilityin January.

Granite Aviation is building a new FBO(fixed base operator) facility at theairport, offering a full line of services,

operates pressurized, multi-engineaircraft capable of accommodating upto five passengers in comfort. AirIdaho also can arrange jet andturboprop charters if a larger aircraftsuits your needs.

The airport has received some much-needed attention as well. The mainterminal ramp was rebuilt this pastsummer. There is an update to theairport master plan under way, andnew snow removal equipment has beenpurchased just in time for the comingsnow season.

The airport’s $30 million annualeconomic impact is being bolstered by

these investments, and airport staff isquick to thank the FAA, Bonner County,Sandpoint Urban Renewal Agency andprivate investment for realizing the valuethe airport offers to the surroundingcommunity and for supporting theairport as a vital economic engine.

If you have questions about theSandpoint airport or any of thebusinesses mentioned, please contactairport manager Dave Schuck atSandpointAirport@gmail.com.

Radio ChatterContinued from page 14

Sandpoint

including automobileand aircraft rental, flightinstruction, catering,charter flights and fuel.Granite Aviation’s FBOwill be open for businessin January.

Air Idaho Charters isbased at the airport andprovides on-demandcharter flights todestinations throughoutthe lower 48 states. It

See Radio ChatterContinued on page 19

Fall 2013 Page 17

I now know my power setting for everyphase of the flight. I could fly a steepapproach to a precise aim-point, whichalso gave me the ability to land closer tomy aim-point and took away the floatdown the runway. The bottom line is, Iknow what my aircraft can do for me and,more importantly, I could make my aircraftdo what I wanted it to do consistently. Itook my C-182 back to that airstrip withmy new tools, new speeds and had notonly the knowledge, but the confidence,to know the outcome of the landing, takeoffand departure. This training changed myflying forever. When we fly with a student pilot or acertificated pilot here at McCall Mountainand Canyon Flying Seminars, these arejust a few of the tools we give them: amethod and a worksheet that will allowthem to find the speeds and power settingsfor their aircraft, a steep stabilized approach,

and the ability to pickan aim-point and landthe aircraft where theywant to, successfully andconsistently every time.That’s possible in just thefirst day’s flight lessonwith the right instructor.If you can take it furtherand fly a few more times,you’re in for the nextflight training treat. Westretch the commonthread to drainagenavigation, canyon turnsand emergency canyonturns. As most pilotsknow, there is a pure joyand pleasure indesigning approachesand departures in the

landing in the backcountry to meet fellowpilots for camping, fishing and flying.You will be confident and comfortablethat you are equipped to meet thechallenges of a very demanding andadvanced flight environment.

If you hear a distress signal or radio call:Note your altitude, location and time

• ATC or FSS• FSS: 800-WXBRIEF (800-992-7433)• Idaho State Communications (800-632-8000)• Local FBO• Local County Sheriff

MONITOR GUARD FREQUENCY1 2 1 . 5 !

andPASS IT ON . . . IMMEDIA TEL Y!!

LandingsContinued from page 15

challenging environment of new andconfined areas. I encourage you to get some mountainand canyon flight instruction. It willchange the way you fly your aircraft andhow you look at an airstrip forever. Nextthing you know, you will find yourself

Page 19Fall 2013

Hearts of Courage Exhibition –Museum of Idaho

The Hearts of Courage exhibition iscurrently on display at the Museum ofIdaho to commemorate the 70th

Anniversary of the Gillam plane crash.The Hearts of Courage exhibition isbased on a book of the same namewritten by John Tippets, son of Idahonative, Joseph Tippets who was one ofthe four survivors of the plane crashthat happened in Alaska during WWII.

Hearts of Courage is not only Tippets’account of his father’s ordeal andultimate survival against seeminglyinsurmountable odds, but is also aninspirational story of courage,determination, and strength of thehuman spirit.

Why Drive when you can Fly!

Scheduled flight service began October8 from Pocatello and Idaho Falls toNampa. Flights depart Tuesday throughFriday from Pocatello AvCenter at 6:30a.m. to Idaho Falls. Then depart Idaho

Radio ChatterContinued from page 16

Hearts of Courage exhibition

Idaho Falls

7:00 p.m. Price per seat is $450 one wayor $650 round trip.

Contact AvCenter for additionalinformation: 208-234-2141 orwww.avcenter.com

Call Idaho State Communications

208-846-7600 or 800-632-8000

Worried? Aircraft late?

The Museum ofIdaho is dedicated topreserving thenatural and culturalhistory of Idaho andthe IntermountainWest. The museumis located at 200 N.Eastern Ave. in IdahoFalls. For moreinformation pleasecontact Laura Cooleyat 208-522-1400ext. 3012.

Falls at 7:00 a.m. andland in Nampa at 8:00a.m. Evening returndeparts Nampa at 5:30p.m. landing in IdahoFalls at 6:30 p.m. andback to Pocatello at

Fall 2013

Name This Airfield Contest!

Name This Airfield . . . The first correct response totammy.schoen@itd.idaho.gov will receive a prize, and the first fivecorrect responses will be published with the right answer in the next“Rudder Flutter” issue.

Contact the Division ofAeronautics at

208-334-8775 or emaillaura.adams@itd.idaho.gov

Do you want a FREEsubscription to the

Rudder Flutter?

And the winner for the last issueis…..Joe Corlett! We obviously need tomake this a little easier as we only hadtwo guesses for the last photo, withonly one being correct.

The photo was of the first Carey airport,lovingly known as Coats Field by thelocals. Coats Field was built in 1948and dedicated by President Harry S.Truman during his “whistle-stop”

campaign that same year. With truecommunity spirit, this small settlementof 600 inhabitants declared an “airportdevelopment day.” A beef-barbecue wasarranged and everyone including thefarmer, baker and candlestick-makerturned out. Although the scheduleddate, March 25, 1948 was stormy, noless than 36 donated tractors showedup for the leveling job. The next daybrought forth clear skies and equally asmany tractors with townspeople galore”.

Due to strong frequent crosswinds, anumber of accidents, substandardapproaches and a narrow runwaysurface, a new location was proposedin 1951. Once the new Carey airport(U65) was dedicated in May of 1955,Coats Field was officially closed.