The statements made by the five candidates for the Board can be read by following [This Link]. The statements will open in a separate window. As a recap, there are three seats up for election: 1 Owner seat and 2 At-Large seats.

Board Elections Timeline
• May 4, 1300-1500 at PAO - 1st Meet The Candidates session
• May 8, 1800-2100 at PAO - 2nd and final Meet The Candidates session
• May 11 through midnight, May 31 - voting via web site or PAO and SQL ballot boxes
• June 8, 1300-1400 at PAO - Election Results Meeting

**BFR: Free Hour of Ground Schedule your BFR with CFII Francis Vo in the month of May and the 1st hour of ground is free. FAR 61.56 requires a minimum of 1 hour of flight and 1 hour of ground instruction. Why wait? Get current now! Email Francis at: francis_vo@yahoo.com.

**Archer III Checkout in N343MM: Free CFI Upgrade to one of the most advanced Archer IIIs in the Bay area, and the Owners will take care of the CFI. For the month of May, the owners of N343MM are sponsoring a 2-hour checkout program. All you need to do is schedule N343MM and CFI Dave Zittin together. You'll be responsible for N343MM at the standard club rate. The instructor is included at no charge. This is a great opportunity to try out WVFC's only Archer III with TCAS. This offer is limited to 2 hours per pilot and 20 upgrades. Flights must be completed by 5/31/02.

**Mooney M20K 231EE: For qualified pilots, a special checkout incentive is available through the end of Spring. Further, a special incentive rate applies to week-day pilots who have already been checked out, also through the end of Spring. For details, contact Paul Brunemeier at paul_brunemeier@yahoo.com.

First I'd like to announce Martin Michaud as our CFI of the Year. Martin's dedication to the Club has been evident over the past many years. Martin exemplifies the highest ideals of the Club's CFI corps in many ways, including respect for his students, for the Club, and for his profession. We are particularly grateful to him for taking on the unpaid role of Interim Director of Flight Safety for several months, which helped the Club get back on its feet financially after 9/11. As a flight instructor, Martin consistently turns out solid, safe pilots, and represents the Club personally and professionally through his association with organizations like the Commemorative Air Force. We want to thank Martin for his years of service to the Club on the Board, as a CFI, as an owner, and as a member.

Otherwise, it has been another relatively quiet month for the club. As far as incidents we had a taxiway incursion between a 172SP and the San Carlos fire truck. The truck won; the 172SP wingtip lost. The plane was repaired and put back into service on the same day. This does bring up an excellent point, however, regarding the taxiing of aircraft. The club rules regarding taxiing of club aircraft are as follows:

1. Members cannot taxi through tie-downs.
2. You cannot swing the plane into parking spots; you are expected to taxi perpendicular to your taxi spot and push the plane back in.
3. Taxiing must be at a very slow place.

As the weather improves more of our fellow pilots are finding their way back to the airport and into the sky. That's good news. Bad news is that we all seem to want to fly on Saturday afternoon. Even worse news is that piloting skills that have lain dormant through the winter often needs lots of polishing during the spring.

As pilots we all know that the Bay Area presents some of the most complicated and operationally demanding airspace to be found anywhere. Most of us take pride in our ability to cope with the challenges that this airspace presents and we try to fly in such a way as to reduce risk for ourselves and other pilots. But there are some folks flying around out there who are less than well prepared for the challenges of a busy Saturday afternoon in the traffic pattern at PAO. You need to watch out for them and to make sure that you are not one of them.

I flew with three of our members on a recent Saturday on aircraft checkout and currency flights. Each lesson included at least a few takeoffs and landings at PAO. The pattern was somewhat busy, but not exceedingly so, at least by our local standards. I was never more than number six to land, and never had to extend past the amphitheater. The controllers were managing the traffic well enough. Not perfectly, but well enough. Their job was made tougher than it had to be, though, because of the poor performance exhibited by several pilots.

Cases in point: One of our members reported that he was at Stanford and inbound for landing. He was told to make left traffic for runway 31. He read back the clearance correctly and then proceeded to cross to the other side of the airport by cutting across the upwind leg, creating a conflict with outbound traffic that the controller had to resolve. You can kill yourself and other people if you do not thoroughly understand and comply with basic airport traffic control procedures.

One of our members reported at Leslie Salt. He was told to make right traffic and at an appropriate time was cleared to land. He correctly read back the landing clearance. The next we heard of this pilot was when he was on right crosswind in conflict with a Baron on the right 45. When the controller told our member that he (the controller) had missed the go-around call, our member replied "Oh, we wanted to do some touch-and-go's." You can kill yourself and other people if you do not thoroughly understand the meaning of each clearance you receive and either comply with it or request an amendment.

A member of another club at PAO was discovered by the controller to be on the left downwind leg in close proximity to other traffic. When asked by the tower how he happened to be in the PAO Class D airspace prior to establishing radio communication with ATC the pilot responded that he had tried to, but that the frequency was busy. You can kill yourself and other people if you do not understand and comply with the rules and regulations that govern our activity.

A transient pilot reported that he was inbound from Hayward. He was told to enter right traffic and report the 45. He failed to make the report and was not at pattern altitude when entering downwind. He was next noticed by the controller as he was descending through 1200 feet on the downwind directly above another aircraft. He was in a low-wing airplane and was descending toward a high-wing airplane. You can kill yourself and other people if you do not understand and comply with basic air traffic control procedures.

The operating procedures we learned as student pilots were not created merely as elitist testing criteria to separate those who would be anointed as pilots from those who must slink away to pursue other less demanding pastimes. We cannot abandon the procedures simply because we have passed our checkrides and now hold pilot certificates. Pilots should not be mindless automatons rigidly applying book procedures to every conceivable circumstance, but we should remember that the procedures and rules that we fly by were developed over the years as the result of many painful lessons learned the hard way. People have gotten killed developing these rules for us. Let's not pay the same price for lessons we should have already learned.

There is a difference between being a pilot and flying an airplane, a difference that mirrors one's philosophy in life. I've found that the best pilots are those who pay meticulous attention to detail, and do so without overloading their capacity to fly. I differentiate between fixation on nits, and a comprehensive awareness of all the steps in a process. Flying is repetitive and it's tempting to memorize some things - and that's the starting edge of the slippery slope. Not all of the steps in flying are intuitive or obvious, and thus we cannot rely on instinct. I recall vividly a trip to the flight deck on a B747-400. The pilots were gracious hosts, enjoyed hearing about flying in California, and were excited to point out all the neat navigation toys they had on board. On the top of the panel are two slots where they keep the hardcopy checklists. Even with a digital link to the factory, capable of getting any checklist, anywhere, anytime - they still had and used the laminated paper version. They aviate a lot more than me, and actively work to avoid the trap of false confidence in memory. That's good advice.

Further, not all aircraft are the same, and even between flights our favorite plane may change. Ever seen the autopilot or electric trim INOP placard? If you fly Archers often, did you know that the Cherokee 160 requires that you use one magneto during start? Do you know which one? (Left.) For a professional pilot (professional in the sense of a metric of attitude and philosophy, not employment or credentialing), each flight is a unique and complete process. Each trip is undertaken with full awareness of the skills necessary, the outcome desired, and acceptance of the responsibility incurred by those who are trained and trusted as pilots.

I'd like to share some observations and recommendations for our club members that will enhance our organization and raise our collective professionalism. These derive from my few years of flying, from my observations of others, and from a philosophy of personal responsibility. Please accept them in the spirit intended, to make our hobby and passion as safe and enjoyable as possible for everyone involved. These comments are mainly directed at those of us who rent airplanes, but owners benefit from the same philosophy and awareness of the issues.

1. Checklists work, please use them. They are also subject to additions and extensions. I have added "close flight plan" to my checklists - having once failed to close a plan at a non-towered airport. ATC had gotten me to my destination, and they were satisfied with my reporting "field in sight" so no alarm bells were rung. They got my attention when I called in to open the return plan. No harm, no foul, but that was a missed detail.

I have added "Alternator Failure" to my checklist, having twice experienced total electrical failures without correct indications. It's a simple thing, takes 5 additional runup seconds, but it's important to me.

I have added "return keys to office" having once kept the keys in my pocket on my way to work after a flight. I also had a checkride canceled because someone else had done the same and could not be reached. A missed detail.

2. You're responsible for the airplane up until the next person checks it out. That means if you've left it uncovered, the storm window open, or the door unlocked, you are still flying the plane. Of late I've found a number of unlocked cabin and cargo doors. On planes with very expensive and appealing avionics inside. That's not just a detail, that's irresponsible. To put yourself into one of our owner's shoes - the next time you go on an overnight or all-day flight, leave your car doors unlocked, your removable stereo in place, and your cell phone on the dashboard. Doesn't sound very wise, does it? That's what you do when you leave a plane unlocked after a flight.

3. Fly the plane in all phases of flight. After clearing the active there is a natural come-down period of "safe flight complete" and then a quick taxi back and wrap up. The hard work is still in progress, although our attention to detail is lacking. Do you find aircraft with the transponder still on altitude response? How about light switches left on? Carb heat left on? Pitot heat left on? All of the checklists that I've seen have a "Clear of Active" phase - where you attend to these details. "Carb heat off", "strobes off", "pitot heat off", "transponder to standby", "flaps up". Some of these are on the checklist because they are easily overlooked, but don't pose a safety hazard (transponder). Some are there because it's potentially damaging to the plane to leave them on during ground operations (carb heat, flaps). Others are courtesies for other pilots (strobes off). What about "avionics master off" after engine shutdown?

4. Exercise due care and consideration of the plane as if you own it, because ultimately you do. When you park during the day, put the sunshades in place. Be gentle in closing the doors and retracting seatbelts. Insert and remove headset plugs firmly but gently. Don't kneel in the seats when putting equipment in the back (N81034 has "cushion blowout" because of this).

5. Schedule recurring training with an instructor more frequently than demanded by the 2-year BFR (imagine getting your teeth cleaned once every two years). Specifically ask them to evaluate your use of checklists, attention to detail and professionalism. Ask them to always raise your standards and hold you to the level. Every 6 months I go out with an instructor and ask them to "break me of my bad habits".

Finally, please use the member observation forms when you uncover any of these "detail" situations. It's easy to see the obvious things like worn tires and dented wings, but it's the smallish details that lead to the largish incidents. The forms are not weapons, they are tools. Every corrective guidance you receive as a pilot will reduce your cost of flying, increase overall safety, and just possibly, give you a few more years of life to enjoy our wonderful hobby.

I wish I had started 20 years ago. That was my first thought when I finally took to the air this year at the age of 46. When I decided to take flying lessons, I was pretty concerned about my "advancing" age, but was assured that I was not "over the hill" for flying. Still, I wish I had started 20 years ago. While I am doing fairly well, I just know some of this would have come easier to my younger mind and body. There is also the realization that I have been wasting an entire dimension. A full third of the dimensions we can navigate in has been wasted up until now. Not any longer.

My journey started with the selection of a flying club and instructor. I knew that PAO was the best location for sneaking away from my Sunnyvale job for a "nooner," so I set out to find the right club. WVFC had the best website and a distinctively funky feel about it. It appealed to me. I pre-screened a couple of CFIs on the website and met with two of them. Chuck Hellweg, CFI extraordinaire, became the unfortunate soul to lead me on my journey and WVFC was my new playground.

The very first flight resulted in an unfortunate nickname that later found it's way onto my solo "tail feathers." As I was rotating Warrior 4252G off the runway, I also pointed it directly at the windsock. As we approached the sock at what seemed like a thousand miles per hour, I squeaked out "help me" and that is how I became Rick "Help Me" Whitacre. I really felt like Tutor Turtle of the old cartoons. "Help me, Mr. Wizard! I don't want to be a pilot anymore!"

Things improved and I actually got pretty good at some maneuvers. I was steep-turning, slow flighting, and responding to alternator failures with the best of them. I was on top of the world. I owned the sky. Then came landing. Arriving. Ceasing flight. Crashing, in a barely controlled fashion. Whatever you want to call it, I did it. There is nothing more humbling, in my experience, than learning to land. Throughout it all, Chuck was patient, supportive, and never once kissed the ground after parking. At least not that I saw...

Finally it started coming together. I threw an old shirt into my flight bag. I was prepared. Bring it on.

It happened on April 4th, 2002 at 0800. I was "arriving" fairly well that morning when Chuck radioed the tower that we would be stopping momentarily to let the CFI out. Part of me was hoping there was another CFI hiding in the back seat, but alas, it was just the two of us and one was getting out. Naturally, I forgot all about the old shirt in my flight bag. A mistake that cost me dearly later that morning.

Chuck was gone and I was alone. Chuck had asked me to do another run-up before taking off. A cheap trick that allowed him to run to his car and get a radio and camera. When the run-up was complete and I had clearance to take off, my training kicked in and I was airborne before I knew it. I was amazed at how quickly the plane leapt in the air with only one occupant. I was amazed at how quiet and lonely it was. As I executed the pattern, solely by rote, I couldn't help but smile and scream "yeehaa" a couple of times. What an enabling experience. To single-handedly guide a machine into the air for the first time is an amazing experience that I will never forget.

I had read all the articles in the flying magazines that said you can still hear your CFI in your ear when you solo. It's true. Chuck was physically down on the ground, but I could hear him clearly cueing me: "carb heat on, throttle to 1500, white arc, flaps down, pitch down". On the downwind to runway 31, the tower came on to inform me that the wind had shifted such that I would have an 8kt tailwind on 31 and asked if I was comfortable with that. Being a sport, I said I would give it a try. Needless to say, my first landing attempt resulted in a go-around as I sailed cleanly past my landing spot. Back on the down wind, the tower instructed me to do a 180 and come back to do a landing on runway 13.

Well, like a lot of low hour students at PAO, I had about a 100 landings on runway 31 and exactly 2 on runway 13 up until my solo. What? Me worry? Nah. A quick check of the cabin revealed no parachute, so I resolved myself to landing on RW13. Carb heat on, throttle to 1500, white arc, flaps down, pitch down… My first landing was great. No, I mean it. It was great. It was all mine and it was great! I taxied past Chuck with a grin that must have swallowed my face. He was smiling and giving me 2 thumbs up. Another landing. Then a third. I own this runway!!! But, I was lonely. I wanted Chuck to share the moment with, so I contacted the tower to tell them I was going to pick up my CFI. We did another couple of laps. I let Chuck fly and just enjoyed the ride. What a day.

Back at the club, the scissors came out and I realized my mistake in not changing shirts. It was a really nice shirt. It was also black, which makes it REALLY difficult to write on. It's ok. At this point, I could not have cared less. Rod took my picture for the bulletin board and I felt the cold breeze on my bare back. I will never forget that feeling for as long as I live. Many thanks to my incredible CFI, Chuck Hellweg, and the outstanding staff, owners, and members of WVFC. You've opened up a new dimension for me that I intend to take incredible advantage of.

With spring here and the weather warming up, I recently went up to Calaveras County to get my sea plane rating. I can't explain how enjoyable this was. The lakes and reservoirs were full with water so there are long long runways. The hills now are covered with wild flowers and you couldn't ask for a better place to learn.

Terry Campbell, examiner-instructor, owns a Piper Super Cub on floats and she keeps it at a small pond near Angels Camp. Her enthusiasm shows in all her teaching. It's a great way to get your BFR done and have a vacation up in the Gold Country at the same time. Email me and I will provide Terry's contact information.

Recently we have noticed a large demand for foreign pilots visiting New Zealand to hire both aircraft and instructor to experience our country's flying conditions and scenery. Due to the exchange rate, flying in New Zealand is an affordable option to see most of the country and log flight time.

We can provide licence conversions for foreign pilots, but for an additional instructor fee of only $10.00 NZ per flying hour, flying dual allows you to fly the aircraft and not have to worry about local knowledge of weather and rules etc. Also our Instructor can suggest the best scenic route to take and any other tourist attractions you may wish to experience on your visit.

For example, for around $75.00 US per flying hour you can hire a PA-28 181 and instructor to fly throughout the country. To fly the length of New Zealand will take anywhere between 6-8 hours involving various water crossings and mountain flying.

To obtain more information on our club and aircraft rates please visit our website at www.webwings.co.nz/cac.

* Wednesday, May 8, 7-8:30 PM, PAO. Meet the FSDO for an FAR help period. Send in your questions early, because we will discuss the exciting world of Federal Aviation Regulations. Pre-send your questions to francis_vo@yahoo.com.

* Wednesday, May 15, 7-8:30PM, SQL. Working with the FSS. Meet a local FSS representative and discuss preferred FSS procedures. James Upton, Oakland FSS.

* INSTRUMENT GROUND SCHOOL starts May 2 at SQL. Thursday nights 1830 - 2100, running for 8 weeks, taught by Lisa Dyball.

* SINGLE PILOT IFR SEMINARS, presented by the Air Safety Foundation. May 7, 8, 9 & 10 in Sacramento, Oakland, Novato and Santa Rosa respectively. All Seminars start at 7:00 PM. See website for details: http://www.aopa.org/asf.

* HAYWARD AIR RACE, May 16-19. At least three WVFC teams are participating… look for a report on the results next month. For more info see website at http://members.aol.com/hwdairrace/race.htm.