AER O N A U TIC SWinter 2013Serving Idaho’s Aviation Community for over 65 YearsVol 59, Issue 1Bound for the BackcountryBookwormBy Laura Adams with excerpts fromthe Lewiston Tribune’s article titled“Author chronicles Idaho’s remoteairstrips” on Monday, Jan. 14, 2013.If you haven’t picked up a copy of“Bound For The Backcountry” yet, thenprepare yourself for a real treat. AuthorRichard Holm Jr. just published thisfascinating 557-page history bookchronicling the pioneers and aircraftassociated with the development ofIdaho’s backcountry airstrips. Additionalchapters document Backcountry FlyingIn Film, World War II Military AirplaneCrashes In The Backcountry, Travel Air6000s, and Ford Tri-Motors In TheIdaho Backcountry. Demand has beenhigh and Holm is working hard toproduce a second edition, which willalso be available in paperback soon.1930’s fire suppression;the shift of backcountryhomesteads from servingminers to attractinghunters and angler; theexplosion of whitewatersports; and TheWilderness Act of 1964.But the bulk of this thickvolume is devoted toheavily researchedaccounts of individualairstrips: how and whythey were built, who wasinvolved and anyinteresting tales, funny ortragic, attached to them.In my recent interview withHolm, he warned me that thisis neither a “guide book,” nora “how-to book.” “While thebook covers a vast amount ofbackcountry history relatedto homesteaders, firefighters,outfitters and guides, rafters,hunters, fisherman, and pilots; theprimary focus of the publication is thehistory of each airstrip,” stated Holm.He offered the following disclaimer aswell, “The book does include someairplane crashes that are consideredhistorically important and interestingairstrips; but hundreds, if not thousandsof incidents and accidents that haveoccurred in the backcountry wereomitted. Also, many of the airstripsincluded in the publication are privateand not open to public use.”tale involving a blown cylinder onDC-3 148Z’s right engine near MooseCreek in 1979. Hutchins offered asummary of the book’s synopsis of thecrash, as well as an account of one ofthe many heros.One of the accidents described in thebook, highlighted by Hutchins in theLewiston Tribune article, retold the tragicSee BackcountryMedical Matters . 7Color of Aviation . 10Radio Chatter . 13Big Creek Lodge . 8Calendar .12Compass Rose .16The copy in our office, alreadycareworn, has been enjoyed by pilotsand non-pilots alike. Admittedly, I havenot made my way through its entirety;but rather, I am methodically savoringmy slow journey from beginning to end.Nearly everyone who visits us has heardabout it. In fact, some of you may haveread the article featuring Holm and hisbook in the Lewiston Tribune and theIdaho Statesman last month. ReporterVirginia Hutchins of the LewistonTribune wove together a description ofthe most thrilling events highlighted byHolm, and began by providing thefollowing overview:The book’s early chapters put Idaho’sremote flying into the context ofThe flaming engine tore away fromthe wing, and the right landing geardropped. The pilots maneuvered thewounded aircraft through the wallsof the Selway canyon, Holm writes,but when the left wing struck a treeContinued on page 3INSIDE

On The FlyNew Staff at Division of AeronauticsBy Laura Adams, EditorI was tickled withthe abundance ofsubmissions forthis issue. Theaviationcommunity hasspoken! In orderto make morespace, I willsimply say “ThankYou!” Please keep sending your articlesmy way. With that, I’ll step aside andlet the newest member of ourAeronautics’ team introduce himself. Ipresent to you, Cade Preston . . .It’s funny how we end up in the placeswe do. One day my wife, Natalie, andI are talking about how we are tiredof living on the smoggy and crowdedWasatch Front, in Utah; and a monthlater, we are buying a house near Boise.When we moved from Salt Lake Cityto Boise, I was flying for SkyWestAirlines. A couple months after movinghere, I was driving to the Boise airportto catch my weekly commute to workin Denver. As I took the airport exit,I saw the green Idaho Division ofAeronautics sign. “Hmm”, I wonderwhat that’s all about,” I thought. Imade a call to the Division and wasput in touch with Mike Pape. We spokefor a while and when we were through,I was intrigued. I thought to myself,“That has got to be a great job!” Andso, here I am!I was not the kid growing up that knewhe wanted to be a pilot; rather, Ithought I wanted to be an engineer.But while taking some engineeringclasses in college, I realized this wasundoubtedly not the career path forme. In the midst of exploring fourother majors at Utah Valley University,I stumbled across the AviationDepartment. The next step was toconvince my wife that being an airlinepilot was the best career choice.Shortly thereafter, I enrolled in myprivate pilot ground and flight courses:that was the summer of 1999. Aftergraduating with a Bachelor’s Degreein Aviation, I worked as a CFI for theuniversity, then as a flight instructorin California and at Embry-RiddleAeronautical University, in Prescott,AZ. In September 2005, I was offereda pilot position at SkyWest Airlines,and we movedback to Utah.EMB-120 Brasilia First Officer. Whilea First Officer, I also accepted aninstructor position in the SkyWestground school. As a ground schoolinstructor, I taught FAA and companyregulations and Brasilia aircraftsystems to new hires and captainupgrade pilots. After nearly four yearsin this position, the opportunity tobecome a CRJ First Officer came myway. I then left the ground schooldepartment to “fly the line” full-timein the right seat of the CRJ. It wasabout this time, my wife and I decidedto move from Salt Lake City to Boise,and give commuting a try. A yearlater I found myself back in theBrasilia, upgrading to Captain. Thepinnacle of my SkyWest career camewhen I was offered the position ofBrasilia Check Airman. This was themost rewarding position at SkyWest;as it gave me the opportunity to returnto my CFI days, training new hiresand captain upgrade pilots, one-onone, while actually flying.Now I am excited to be the Directorof Flight Operations for the IdahoDivision of Aeronautics. It’s beennearly three years since my wife, ourfour children, and I moved to Idaho.We love living here and plan to stayfor a long time, if not forever.–Cade PrestonDuring myseven and ahalf years atSkyWest Iworked up theranks and hadtheopportunity toserve in manycapacities. Istarted as anPage 2Rudder Flutter

From theAdministrator:What is the valueof an airport?Few people wouldgive muchthought to such aquestion. Sinceairports are publicinfrastructure, wewould never see abillboard boasting of their importance.Here at the Division of Aeronautics,those many non-descript runways takeon a whole new meaning.A pilot in Idaho has access to 126 publicuse airports, making Idaho a nationalleader in the ratio of population toairports. We rank fifth per capita. Theeconomic impact of these airportsexceeds 2 billion dollars and boastsover 23,000 jobs. Statistically, a typicalvisitor to a public airport spends over 700 during their stay. How did Idahogrow into such an airport friendly state?Simple; there was really no othercomparable transportation.Over 150 years ago, during the massivemigration to the West, the territory thatlater became Idaho was surprisingly noton anyone’s destination list. It was anafterthought state, hewn from itsneighbors. The geography was notconducive to future roadways. This leftIdaho’s population base, which wasconcentrated in the far corners, separatedBackcountryContinued from page 1they lost control. The images capturedby a newspaper photographer showthe outline of the DC-3 and smoketrailing from the falling engine belowit. The crash killed both pilots andeight of the 10 passengers.But the history has its heroes, too.Among them, helicopter pilot RodSnider, who descended through thicksmoke, flames, airborne embers andintense heat –over and over- to rescueWinter 2013by nine million roadless acres. Do yourealize that Idaho is the ninth largestand sixth “longest state?” (The firstperson to email me with the five longerstates gets a cool airplane hat!).As Idaho developed into a state with alow mileage of freeways and fewresidents to pay for them, and a lot ofinhospitable terrain in between, it wasairports that connected the many isolatedcommunities and provided access to thestate’s mines, forests and homesteads.Aircraft became the only reasonable wayto travel in a day from Bonners Ferry toPreston (a distance greater than NewYork to Chicago). So, what became theone steadfast investment that made anIdaho community viable? You got it:The local airport.I remind my highway engineer friendsthat we can build a mile of highway forabout the same cost as a mile of runway.That extended highway will get a travelerone more mile down the road, while anairport runway will offer a traveler theworld. The most important main streetin an Idaho town is the airport runway,and everybody wins when business andGA aircraft are assured access to allcorners of our state.At the Division of Aeronautics weespecially value the importance of airaccess to the backcountry, air ambulanceservice to small communities, andtrapped smoke jumpers four at a timein 1961 near Grangeville. Holm tellsthe story with enough technical detailfor aircraft-savvy readers toappreciate the difficulty of the feat,but with all the humanity that anotherreader might crave.I love the description of Idahobackcountry pilots that Holm offered toHutchins, “as humble, understated folks.”And after sitting down to talk with him,I’d say Richard Holm Jr. certainly fitsthat description. A recent University ofIdaho graduate and pilot, his interest inthe history of the Central IdahoAER O N A U TICSbusiness aircraft flying executives toinvest much-needed dollars into localindustries. Airport Planners Bill Stathamand Melissa Kaplan earn their wingsevery day by assisting Idaho airportsin planning, projects, and grantassurances. Their teamwork with Idahoairport sponsors enables our state toreceive as much as 30 million infederal funding annually, and weencourage even the smallest airport inthe state to tap into their expertise.Melissa KaplanBill StathamThe Idaho system of airports meansaccess, economic opportunity,commerce, tourism, safe transportation,and mobility for our 1.6 millionresidents. What’s the value of an Idahoairport? Simply put: priceless.Mike PapeITD Aeronautics Administratorwilderness inspired him to explore “howaviation shaped what we think of aswilderness areas.” On behalf of theDivision of Aeronautics and the pilotsof Idaho, we applaud you, Richard.Furthermore, we’d like to express ourgratitude for offering us the mostcomprehensive, one-of-a-kind book onIdaho backcountry aviation yet.Bound for the Backcountry, A Historyof Idaho’s Remote Airstrips can be foundat select local bookstores Pleasecomment on facebook [email protected] 3

Attention Aircraft Owners!Do you own an approved FAA-certificatedaircraft with STC4 automotive fuel? Weare concerned you may not besubmitting the Idaho Tax CommissionForm 75 to report the use of ethanolfree automotive fuel utilized in anaircraft. Submitting this form returns18 per gallon to the purchaser, andtransfers 7 per gallon from the highwayfuel tax account to the aviation fuel taxaccount. Currently, filing this form isnecessary (though not required)regardless of whether the fuel ispurchased at one of the two on-fieldmo-gas pumps (Payette or BuhlAirports) in the State, or if fuel ispurchased off airport and transportedin portable containers to the aircraft.This also applies to home-built,experimental, and light sport aircraft.Simply put, if mo-gas is burned in theair, then the taxes on the fuel need tobe collected at the lower rate and theproceeds directed to the Division ofAeronautics to support airports andaviation in the State of Idaho.We are concerned that many ownersfind the Form 75 and associated recordkeeping to be cumbersome and may notbother with it, and may also assume fuelfrom on-field mo-gas pumps is taxed foraviation use, which is not already thecase. The EAA and Peterson AviationInc. have reported over 800 STC’s forauto fuel have been sold to aircraft inIdaho. The Idaho Tax Commissionreported less than 25 Form 75’s werereturned in 2011.We request users of mo-gas, regardlessof aircraft type to contact the Division ofAeronautics and let us know how manygallons of mo-gas you use in your aircraftduring the year, and whether you filedthe form with the tax commission.We will use this information todetermine if some change in the taxcollection process is worth pursuing.The Division feels that tax revenuerightly due to airports and aviation inIdaho is being inadvertently directedto support highways. Please help usgrasp the scope of this problem.Please contact:Mark Lessor,AviationTechnician208-334-8895(leave a messageif I’m out) or byemail [email protected] Avionics Company Helps Grow Aviation in IdahoBy Kasey BakerIn October, Western Aircraft constructedand donated a cockpit simulator to beused as a learning tool at Idaho StateUniversity’s (ISU) College of Technology.Western Aircraft has a history ofsupporting ISU’s Aircraft MaintenanceProgram financially, as well as hiringAirframe and Powerplant (A&P)technician graduates from the program.The cockpit, which is valued atapproximately 83,000, was built byten employees and took about 650 hoursof engineering to design and construct.“We are committed to growing theaviation industry in Idaho,” said WesternAircraft Avionics Manager JohnSchnefke. “We feel the practicalexperience gainedthrough the trainingcockpit will give ISUstudents an edge inthe marketplacewhile competing fora job, and makethem more preparedand productive afterthey start.”“It’s an amazingpiece ofequipment,” said Aircraft MaintenanceProgram Coordinator and AirframeInstructor Gary Shipley. “I can nowprovide entry-level training to a wholeclassroom at once versus just onestudent at a time. And because thebackside of the cockpit is open, thestudents have the rare opportunity tosee all the wiring,which you never getto see in an actualaircraft.”Shipley added thatwith the fullyfunctional cockpitthey can alsointroduce faults.Students will learnhow to troubleshootPage 4the faults and repair the discrepancies,giving them a practical sense of whatit’s like to actually work on avionicsequipment installed on an aircraft.Western Aircraft began as the corporateflight department for MorrisonKnudson, but is now owned byGreenwich AeroGroup and boasts beingthe largest aircraft service company inthe Pacific Northwest and world’s largestPC-12 dealer. The full-service FBO andFAA certified repair station is locatedat the Boise Air Terminal. Their servicesinclude maintenance, avionics andinterior refurbishments, aircraft sales,charter and management, partsdistribution, and fixed base operations.For a virtual tour go Flutter

Safety WireMeet Dan, Your New Safety GuyHi! I am Dan Etter, the Idaho Divisionof Aeronautics’ new safety guy. Mycurrent mission is to manage both theinternal and external aviation safetyprograms, serve as the Senior SARCoordinator for the Division, and pilotthe Division’s King Air and Cessnas.My background includes 21 years inthe U.S. Army and Army NationalGuard with experience flying the C-12King Air, C-23 Sherpa, UH-60Blackhawk and UH-1 Huey. I haveserved as an Aviation Safety Officer,Tactical Operations Officer and SafetyProgram Inspector.About a year and a half ago, my trainingand assistance team was assigned toinspect the Blackhawk and ApacheSafety Programs in Boise. Previously,I had been stationed in Georgia; butin anticipation of my 2011 retirement,my wife and I dreamed of moving outwest, near the mountains.Unexpectedly, I discovered Boise asthe ideal place to raise our two smallboys. Within a couple of months ourdecision was made to relocate and settlehere, and then, in October 2012,I accepted the job with Aeronautics.Safety SpeakI’d like to offer my thoughts aroundthe word “complacency.”Complacency happens when weperform many functions on a continualbasis. Many of our jobs are repetitivein nature, and the more we repeat atask, the greater the chance we haveof becoming complacent with respectto the details of that task.How many times have you heardsomeone say, “We’ve always done itthat way,” when questioned about whythey performed a task a certain way?Since it has stood the test of time, thenit must be the correct way to completethe task properly, right? Well, that’snot necessarily true. The very fact thatthe task is repeated often can draw usinto the complacency trap. We learnto expect proven results until one daythe outcome changes for the worse.Always be willing to re-examine, refine,and learn from others. Stay alert, stayWinter 2013alive, and remain diligent in youraccident prevention efforts.I look forward to meeting many of youthis year at our pilot safety briefings andoutreach programs.Save the DatesThe following events are part of myagenda moving forward; and I anticipatemeeting as many Idaho pilots as I canalong the way. In May, I’ll be attendingthe EAA Chapter 1441 meeting inSandpoint where I plan to cover Idahoaviation accident statistics and nationaltrends. In 2012, Idaho had 39 generalaviation accidents with 5 fatalities. Overthe past several years Idaho’s annualnumbers have ranged between 34-39accidents with 5-14 fatalities. Let’scollectively work towards reducing thesenumbers for 2013.We’ve built a solid base of Search andRescue Pilot Volunteers and Observersin Idaho and now have a SearchVolunteer Lead Pilot in all 6 ITDDistricts. Last year was the third yearwe participated in the Montana SearchClinic obtaining the necessary skills tobecome Search Volunteer Leads. InSeptember we plan to send anadditional four pilots. Please call meif you have an interest in becoming asearch volunteer pilot or observer. Ineed your help!I’ll also be participating with the IdahoCAP during two of their exercises thisyear, in addition to the Division ofAeronautics conducting two externalSAR exercises per year: Districts 3 and4 (Southwest Idaho) are scheduled for2013, and districts 1 and 2 (NorthernIdaho) are scheduled for 2014.Also mark your calendars for: The Idaho Aviation Expo being heldin Idaho Falls May 17-18, 2013.Please stop by our booth to say hello. Boise’s 5-day Inland SAR Course onOctober 21-25. Let me know if you’dlike to attend. There is no fee for thistraining.Dan Etter(208) 334-8777Summer ACE AcademyBy Laura Adams, EditorFor years, Frank Lester spearheaded oursummer ACE Academy at the Divisionof Aeronautics. When he retired, webegan to wonder how to continue thiscommunity outreach. Tammy Schoen,who assisted Frank over the last 11years, has volunteered to be our newACE Academy Coordinator.The academy is capped off with flightsto nearby airports, including Idaho City,Garden Valley, and Prairie. Each studentwill have the opportunity to experiencea flight under the guidance of a veteranpilot. Upon return to the TreasureValley, students will tour the WarhawkAir Museum in Nampa.On June 24-26, thirty high schoolstudents (ages 14-18) will have theopportunity to participate in theacademy. The deadline for submittingapplications is May 31, 2013.For moreinformation, callthe Division ofAeronautics at(208) 334-8775or [email protected] application isavailable (click on Aeronautics, calendar, and“application” under ACE Academy).During the three-day academy, studentswill hear from experts in various aviationrelated fields, as well as representativesof regional and national aeronauticalschools. Tours of the Boise Airport, localaviation businesses and flight operations,and the Idaho Army and Air NationalGuard are also scheduled.Page 5

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Aviation Medical MattersYou Don’t Have to be Crazy to be a PilotBy: Paul Collins, MD, AME andMike Weiss, MD, MPG, AME, CFIIMaybe it is because some people havean irrational fear of flying in small planesthat the idea of a pilot with apsychological problem makes themquiver. In the past, the FAA respondedto this by making it mandatory todisqualify any class of medical certificatefor diagnoses of personality disordermanifested by overt acts or psychosis(mental condition that affects one’s senseof reality). This included depression,which occurs in about 10% of thepopulation, but often resolves over timeor treatment with counseling and/ormedications. Yet, use of any of themedications, no matter how effectiveor free of side effects, was disqualifyingfor U.S. pilots. No doubt this may havediscouraged some pilots from seekingappropriate and timely care. Andironically, this type of FAA policy is notthe case in other countries or theInternational Civil AviationOrganization (ICAO). Internationalpilots are allowed to fly in U.S. airspacelegally using these same medicationsRecently, the FAA changed their policy,and now allows consideration forSpecial Issuance for these specificmental health diagnoses: Single or recurrent, mild tomoderate major depressivedisorders: at least two weeks ofconstant hopelessness and despairwith loss of interest in relationshipsand normal activities. Dysthymic disorders: severe upand down moods. Adjustment disorders: inability tocope with stress with depressed mood.Special issuance may be granted oncethe symptoms have resolved withWinter 2013treatment, which can include one of thefour favored Serotonin Specific ReuptakeInhibitors (SSRI) drugs: Prozac, Zoloft,Celexa, and Lexapro. However, otherdrugs or a history of treatment withmore than one drug, a diagnosis ofpsychosis, suicidal ideation, or treatmentwith electro-shock therapy are stilldisqualifying. Completing the specialissuance process is still fairlycomplicated and can be expensive.Under the old rule for depression, whichis still applied in many cases, theapplicant’s physician is required tosubmit a statement indicating fullresolution of symptoms after themedication has been discontinued forthree months.The new requirements includesubmission of two statements, the rawdata results from specific psychologicaltesting, and an evaluation andrecommendation by a specialized AME,with a Human Intervention MotivationStudy (HIMS) certification.submits their evaluation to the SpecialIssuance Federal Air Surgeon (FAS), theFAS will either make a determinationor request additional information.One last point: Depression and dysthymiamay be casually diagnosed by a wellmeaning family physician who may notunderstand the implications for a pilot.If you have any questions or concerns,call your AME immediately because onceeither of these diagnoses is on your record,you will be grounded for at least threemonths. Counseling could be an adequatealternative treatment that will not groundyou for the summer. However, if you doneed further treatment, then by all meansget it! Major depression interferes withevery aspect of your life, not just flying.Suicide is the ninth leading cause of deathin the US. Medications and counselingdo help and are necessary for any otherserious medical condition. If you want tocontinue flying with a medical certificate,please know that your AME can help youwork through the process.The applicant’sstatement must reflectno change orexacerbations on astable dose of one ofthe four approvedmedicines withoutany side effects for afull year prior to theapplication. Adescription of thehistory ofantidepressantmedication usage andmental health statusalso must be included.The secondstatement, from thetreating psychiatrist,must describe thediagnosis, length andcourse of treatment,dosage ofantidepressantmedication and anycurrent or past sideeffects. Once the AMEPage 7

Beloved Big Creek LodgeIn 2014-2015, the Idaho AviationFoundation (IAF) is planning to rebuildthe historic Big Creek Lodge, part of atiny settlement area in the PayetteNational Forest, just outside Idaho’sfamous Frank Church River of NoReturn Wilderness. The lodge wasoriginally built in the early 1930’s andserved backcountry pilots, hunters,fishermen and other recreationists untilit, and an adjacent cabin, burned to theground in October 2008. The IAF hasapplied for a Special Use Permit fromthe Payette National Forest and intendsto operate the new Big Creek Lodge forthe public after it is built. Public servicefunctions will be hosted at the existingfacilities at the lodge site between nowand completion of the construction. TheIAF has already developed an executionplan, acquired the remaining buildings,and improvements on the Big Creeksite, started fundraising efforts, and willlaunch a website to get the publicinvolved. By late January 2013, IAF hasraised over 50% of the 800,000budgeted for the project.“There are thousands of pilots andoutdoor recreationists who have happymemories at Big Creek Lodge,” said IAFPresident Jim Davies. “When this projectis complete, the public can begin tomake new memories at this historic siteso many of us love.” Yet, the project isfull of challenges. The lodge sits at nearly6,000’ elevation in rugged terrain withlimited access by road—which is snowPage 8free for only fourmonths of the year.Adjacent to thelodge site is achallenging statemanaged airstripwhich necessitatesa pilot to have theappropriate aircraftand mountainflying skills.“Although the ‘bigtown’ of McCall (population 2,900) isonly a 15-minute flight to the southwest,it takes 3-4 hours to drive there. Thelogistics alone are challenging, but thechallenge is part of why itis so special—if it wereeasily accessible, itwouldn’t be Big Creek.We’ve planned for thedifficulties and consultedwith experienced buildersand backcountryoperators on our budgetand timeline,” said Davies.The fundraising effortshave already raised 410,000, led by a 250,000 commitmentfrom the IAF and otherpublic donations of 160,000 thus far. The 800,000 objective includes provisionsfor designing, engineering, meetingpermit requirements, transportingmaterials, constructing and opening thelodge plus funding to operate the lodgelonger term. Should donations exceedthe 800,000 goal, they will be appliedto future lodge operations.The old lodge at Big Creek was apremier destination for visitors fromIdaho, the US and around the world.“The plans for the new lodge call fora two-story log structure that will havea comfortable seating area for servingmeals, big windows to take advantageof the mountain views, a few rooms torent, caretakers’ quarters, and spacefor small retreats or training sessions,all of which will be built to fit into thenear-wilderness scenic environment”Davies explained. A future phase mayinclude small cabins for rental adjacentto the lodge.The IAF will host several open houseor breakfast events in 2013 at the BigCreek Airstrip. “Between now and theend of 2013, a great deal of work willbe going on in the background thatmost people won’t see or realize ishappening,” stated Colleen Back. “Fourcommittees run by IAF Directors arefocused on the project, and a timelineand budget are in place,” she added.Everyone’s input and help is needed.The Big Creek website will launchsoon, including a blog to keep sitevisitors up to date on the project, ahistory section, and interactive areasfor people to share their favorite BigCreek memories, photos and stories.It will also include donation andvolunteer information.The Idaho Aviation Foundation’s (IAF)mission is to fund projects that maintain,improve and develop airstrips and theirfacilities, improve access and promotesafety at backcountry airstrips andrecreational airports in Idaho. The IAFconsists of a 9-member volunteer Boardof Directors and maintains productiverelationships with the state Division ofAeronautics, the US Forest Service,Idaho Aviation Association, plus manyother agencies and organizations. Fundsfor the IAF’s projects, like rebuildingBig Creek Lodge, come from publicdonations and various incomeproducing initiatives. The IAF is a taxexempt 501(c)(3) buildBigCreek.comRudder Flutter

1920-2012Remembering William Robert ParishAt Aeronautics, we were sad to hear ofthe passing of Bill Parish who was apivotal figure in Idaho aviation as wellas our Idaho community at large.Corps as a flight instructor. Hemarried Magdalene (McGee) Carnsin 1943, and they celebrated their69th anniversary just prior to hisdeath. Bill and his wife, McGee, havebeen fixtures in their belovedcommunity of Moscow and served theUniversity of Idaho and Moscow inmany capacities for the past 60 years.The following excerpts and photosare from the “Lewiston Tribune”obituary on Jan. 1, 2013.Bill was chairman of the IdahoDivision of Aeronautics advisoryboard for 16 years and was amember of the Moscow-PullmanRegional Airport Board for manyyears. His love of aviation was wellknown to all, especially his childrenand grandchildren. He was neverhappier than behind the controls ofan airplane.Almost as important as his love ofaviation was his passion for skiing.He and wife, McGee, skied well intoWinter 2013their 80s, and they cherished spendingtime at their cabin in McCall andskiing on Brundage Mountain.Bill was born in Grinnell, Iowa, in1920 and attended high school inGrinnell and college at Iowa StateUniversity. He graduated with adegree in electrical engineering in1942. Bill learned to fly in collegeand spent time prior to and duringWorld War II in the U.S. Army AirBill and McGee moved to Moscow in1947, where he became a professor ofelectrical engineering. Bill was afounding member of the historicUniversity Heights housingdevelopment, where he and McGeebuilt their home and resided for 62years. Bill retired from the Universityof Idaho in 1983, and since then,devoted his time to family, theUniversity and community.Page 9

The Color of Avi

Lewiston Tribune article, retold the tragic Bound for the Backcountry By Laura Adams with excerpts from the Lewiston Tribune’s article titled “Author chronicles Idaho’s remote airstrips” on Monday, Jan. 14, 2013. tale involving a blown cylinder on DC-3 148Z’s