January 2004 starts off with one of the most aggressive weather fronts we have seen in quite some time. As a reminder, please remember to use secure knots on all of the PAO aircraft; the stormy winds can literally pick a plane up and move it a few parking spots. We averted the potential high tides in late December. For those who do not know, Palo Alto Airport was hit with the highest tides in 40 years around December 25th. The waters did end up coming over the levee, but not at a rate that flooded the field. Thanks to everyone who helped move aircraft around.

With the cold winter temperatures, we need to pay special attention to starting aircraft. Here are some tips from the G.M.

1. Right out of the fence, the batteries are not going to perform as efficiently as they do during more moderate temperatures. Try to keep use of lights during pre-flight to a minimum. Once you have verified their operation please be sure to turn them off. For starting the aircraft, please minimize the use of electrical equipment to only the anti-collision lights.
2. Prime correctly. Cold starts generally require more fuel than warm starts. For example, on an Archer or Warrior, I will use 5-7 strokes of the primer. On a 172, 152, or 7ECA I will use 3 strokes. For fuel injected aircraft, please read the POH. Mooney aircraft can take up to 12 seconds to prime on cold morning starts.
3. Let the fuel atomize for a few seconds. Liquid fuel does not burn; it's the fuel vapor that provides the combustible material required for engine ignition. Hence, once you have primed the aircraft, let the fuel that you have injected into the motor sit for a few seconds. Then crank it over. This will give you a much better chance of starting.
4. If the engine does not start, do not keep cranking and cranking. If your aircraft does not start in a few turns of the prop, something is probably missing. Probably not enough gas. In any case, with the diminished battery efficiency continued cranking will just kill the battery more quickly.
5. Once started, please be sure to let the engine warm up prior to significant power being applied, or completing the power check portion of the run-up. Be sure to review the P.O.H. for minimum oil temp prior to power application.
6. If you are unable to get the engine going, please alert the front desk staff. If they do not know, they may let the plane go out again, just to find the next member frustrated as well.

Well, the year is ending and we are still alive and well. We have not seen a significant increase in our insurance losses, and our member observations are down.

We have flown about the same amount of time in the last year, and had a great holiday party. We have added a large amount of new airplanes to our fleet, and many new ratings.

Life is good, and West Valley is the best place to fly from. We have had some exciting excursions this year due to some of our members, and my hope that we have many more in the coming year. Please call the Chief's office for information.

West Valley has Peter Del Vecchio in charge of the West Valley safety seminars and he has an exciting line up for the year. Attend if you can and we will dazzle you with the line up.

Atta person numbers for December:
6 solos; 6 private pilots; 2 instrument ratings; 1 commercial pilot; 1 commercial multi seaplane pilot, 1 helicopter pilot and 1 CFI. What a great range of accomplishments. Congratulations all!

Any day you pass is a great day for a checkride, but for my student, Dan Cornell, the scheduled date of his Private Pilot checkride had an even more profound significance.

Dan, like the rest of us has embraced a passion for flight for as long as he can remember. School, career and family being his first priorities, he only recently (in the last year) was able to take time from his busy schedule as an attorney to begin flight training. While the path he took was the same as anyone who has ever earned the license - weather / maintenance / family issues intervened - he persevered, and earned his license in Archer 343MM on December 17th, the 100th anniversary of powered flight.

I flew Dan's lovely wife Yvonne, and their two sons Cooper and Bennie, down to Salinas to meet him as he completed his test. His sons were wearing little fighter pilot jackets, and they looked awfully cute as they congratulated their daddy! Dan was overjoyed, both that he had passed, and that his wife and sons were there to share this significant accomplishment with him. He was also honored to have celebrated aviation's most important anniversary by achieving his own private piece of aviation history. Congratulations, Dan!

Pictured in photo L-R Chuck Hellweg, CFI; Dan Cornell; Dan George, Designated Examiner.

Not counting instructor renewals by way of flights with Designated Examiners, I just took my thirteenth checkride. Not suffering from triskaidekaphobia, this didn't really worry me, but since it was something so totally foreign to my normal flying, I was a bit apprehensive. This one was for Private Pilot, Rotorcraft - Helicopter, and all my previous checkrides and previous flying had involved aircraft with wings, not rotors. Some would question why an otherwise sane fixed-wing pilot would learn to fly helicopters. Some could even question whether I'm entirely sane, anyway, since I teach people to fly. I do things like this for humility. There are times I begin to think I'm a pretty good pilot. I've demonstrated the occasional traffic pattern with the altitude NAILED at 800 ft for the entire downwind, and rolled on a landing or two exactly on the centerline and on the numbers. Or even once (with a witness!) flown a lazy eight exactly as shown in the maneuvers manual and the PTS.

But when I learn new things, I explore entire new realms and vistas of klutzmanship. This is when I relearn what all my own students are going through. On my first helicopter lesson, while we were flying straight and level, things weren't too bad, and some of the kinesthetic sense learned as a fixed-wing pilot actually helped. Then we started to hover. In degree of difficulty this is roughly akin to balancing three bowling balls on top of each other. The Laws of Physics say it's possible, and I watched my instructor do it, but I couldn't hold position, altitude, or heading. In fact, on the average, I was lucky to hold us in the same county. The pedals aren't rudders, and mostly have nothing to do with rolling into and out of turns, since there aren't any ailerons, and therefore, no adverse yaw to overcome. The stick controls pitch and bank but there are some major-league gotchas. If you push the stick forward to initiate a level-off, as you might in a fixed-wing, the helicopter pitches nose down, but it also rolls to the right, which can't be fixed by using left stick or left pedal. Also, in the planes we fly, a stall can easily be recovered from (with sufficient altitude), but a stalled rotor cannot. Once it's stalled, you're going to crash. The result of these differences is that the only fixed-wing skill that transfers well to helicopters is the radio work. It is humbling to work for three or four consecutive lessons on something as fundamental as hovering, and still not be anywhere near rock-throwing distance of the PTS. To still need to get out of the helicopter and stretch out sore muscles after each one-hour flight. To push both pedals at the same time so hard you wonder if the control tubes are getting bent. To have no desire to check either blood pressure or pulse rate after the flight - these are things you REALLY don't want to know, since they're probably both pegged. Sounds remarkably like what most students experience on each pre-solo flight (I remember that I did).

Then there's the checkride. I flew mine with John Pyle. If there's another Designated Examiner for Robinson R-22s in the Bay Area, I have no idea who it would be. He has nearly as many hours in R-22s as I have total hours. And I'm supposed to dazzle him with my freshly gained prowess. Right! Actually, the ground part of the oral went pretty well, since airspace, FARs, and such tend to be pretty much the same as fixed wing. Clearly there are aircraft unique things like emergency procedures, weight and balance, etc. Oh, and the aerodynamics of a helicopter is to fixed-wing aerodynamics as Aussie Rules football is to American football. They are played on approximately the same kind of field, each has about the same vocabulary, but some of the words don't mean the same thing. In fact, I have it on excellent authority that the real reason helicopters fly is that they are so ugly the earth repels them.

Then, during the flight, when 100% of my remaining mental energy is focused on holding altitude, heading and airspeed, the questions begin again. Examiners ask questions while you're flying. They probably have other vices, but this is one vise we all get to experience. This is called "offering realistic distractions." I've never been quite sure how realistic those distractions are, but while the candidate is trying simultaneously to fly, navigate, and answer the question, the examiner has loads of time to muck with the circuit breakers, radios, power, governor…. Is it possible that an examiner could resist the temptation to do so? Certainly not in my experience.

In fixed-wing checkrides, there will be a power failure of some type. Usually at the most inconvenient time (i.e., when you don't have a field already in mind and a plan of how to get there). The same principle applies to helicopters, except that a really good glide ratio for a helicopter is about 4:1. The bad news is that you can't glide very far from where the engine "fails." The good news is that you can park a helicopter in a REALLY small field, so it kind of evens out. But when you have to do the autorotation (as the power failure scenario is called) to the runway, or a spot, you have to hit it within 100 feet. My demonstration of this maneuver was embarrassingly bad. I brought the power in for the recovery (as required in the PTS) somewhere about a week and a half earlier than I should have. My left arm and hand had betrayed me and gone into autopilot, pulling the collective and twisting the throttle independent of any desire on my part. It was as if they were being controlled by someone else. I mean, I COULDN'T have been that stupid! Could I?? This is the bane of every instructor's existence - students doing things during checkrides that they've NEVER done with the instructor. It's the "Where did THAT come from?" factor.

This was the point of the ride (and I've had them on almost all my checkrides) at which I was glad that you don't have to be perfect, or even stay within the PTS tolerance, to be successful. If you muck it up so badly that the examiner has to take over, if you violate a FAR, or if you consistently exceed the PTS standards, yes, it's a bust. But if you exceed standards only briefly, and are fixing it, you're still OK. Speaking of error recoveries - when you find the aircraft somewhere you don't want it to be, the best bet is to recover smoothly. The half-G flinch that gets you back to altitude will score a lot fewer points than a positive but smooth recovery that a normal passenger wouldn't even notice. And this may sound strange, but you can even tell the examiner what you're doing. If he (or she) knows that you recognize the deviation, and that you are doing something about it, it actually helps. Besides, there's virtually no chance the examiner hasn't already noticed that you're off altitude, airspeed, or outside any of the other parameters in the standard, and is simply waiting to see if you are going to take action.

After the flight, John talked with me about the maneuvers that went very well, and those that passed but had points that I should watch for. He also was happy with how smoothly I flew throughout the entire flight. It probably didn't hurt that I did the three best touch-downs of my brief helicopter career, and of course nodded sagely as if they were all like that. Probably didn't fake John out for a microsecond - I'm certain he knows luck when he sees it.

But on a checkride, as in life, luck counts.

Introduction
This is the first in a proposed series of columns designed to help WVFC members and instructors increase their safety of flight and pass rate.

My credentials are that I am in my eleventh year as an FAA Designated Pilot Examiner. Before that I was designated as a pilot examiner by the New Zealand Ministry of Transport, Civil Aviation Division. This is my second year giving airplane pilot tests. Previously I was rotorcraft-helicopter only.

PTS
You know what is going to be on your checkride before you ever take it. Not just the destination and weight that the DPE gives you a few days prior. You have the whole test in the written form of the Practical Test Standard. Your examiner cannot legally depart from the PTS. The world of aviation is huge. No-one can begin to know everything. Thankfully, you can check on that small fraction of skill and knowledge you have to demonstrate with this helpful document.

From the beginning of your training, you can and should review the Areas of Operation that you will be responsible for. "But that's up to my CFI," you might say. "He or she has to make sure that I know all the stuff, right?" Right. It is your CFI's responsibility to be sure you are ready for the test. But, funny thing, if you don't pass the first time, it's you who has to pay for the extra flight time, instruction, and the re-test fee. The CFI gets to do more flying and instructing.

Now no CFI wants to have the reputation of a low pass rate. But no CFI wants the reputation of grossly over-training his/her students, either. You can help by keeping up with the PTS to monitor your progress.

What is the PTS?
In the good old days, examiners and inspectors pretty much went by the seat of the pants. Their guide was a tiny booklet that allowed them huge latitude in giving the checkride. It came to pass that more than a few applicants cried foul. "How come my pal didn't have to do spins on his checkride? If it hadn't been for spin recovery I would have passed with flying colors."

So the FAA in its wisdom created the Practical Test Standard. The idea was that everyone would get the same test. Only fair. As time goes on the FAA modifies the PTS as the result of input from the NTSB, AOPA and all the other alphabets. It does not always get tougher, but it rarely gets easier.

Actually, it seems to me that the Practical Test Standard actually is practical. There is some legalese and some bureaucratic stuff, especially in the ground portion. But that is some of what pilots have to deal with. I think the flight portion is a good compromise between what you will be faced with in normal flight and what you need to be prepared for in emergencies.

As it stands, the PTS is divided into Areas of Operation (AOs). The AOs are divided into Tasks. Each appropriate Task must be successfully demonstrated by the "applicant."

How Do I Use the PTS?
As you receive your training, check off the Tasks in the PTS that you cover. Those tasks that don't get checked are subjects for you to discuss with your CFI. It may turn out that you don't really need to know how to do a rough water landing, but don't assume anything. Really.

It is especially important for you to have this pre-test checklist (the PTS) if you change CFIs. I often get told by the new CFI that he/she thought surely that the old CFI would have covered spin awareness in early training. CFIs shouldn't assume either. The ultimate use of the PTS is when you are counting down to the FAA checkride. Hopefully your Phase Check CFI will have religiously followed the PTS during your final Phase Check. But he/she can't cover each possible element in the four hours the WVFC allows. Only you and your primary CFI have the time to adequately cover all 14 system malfunctions in X Area of Operation, B Task.

Where do I get the PTS?
You can pick up a copy of your relevant PTS from the Airport Shoppe at Palo Alto or the Pilot Shop at San Carlos. You can also print it free of charge from www2.faa.gov.

It is essential to your training for every certificate and rating.

The club currently has three ground schools in process or starting soon. You may join any ground school mid-session. These courses are open to anyone. Membership at WVFC is not required, so feel free to invite along a non-member friend or acquaintance who is also interested in learning how to fly.

PAO Private Pilot Ground School meets Thursdays from 6:30 pm with instructor Kyp Kypta. The cost for the course is a once-only charge of $100, after which you may attend any and all sessions as often as you like. Next session begins January 8. Contact Kyp by email at lkypta@earthlink.net.

SQL Private Pilot Ground School meets Tuesdays from 6:30 to 9:00 pm with instructors Molly Davis and Lindsay Hanson. The cost is $200. Next session runs January 20 through March 23, 2004. For information, contact Molly Davis at molly_s_davis@hotmail.com; or Lindsay Hanson at linsgrins@hotmail.com.

Instrument Ground School meets Tuesday evenings from 6:30 to 9:00 pm at PAO with instructor Linda Monahan. The cost is a $200, one-time fee; you may then re-attend this Instrument Ground School as often as you like. Next session starts January 6, 2004. Contact Linda at lindajmonahan@hotmail.com.

Logan and Rachel Frasier went to Hawaii in December to tie the knot. As they say, a picture is worth a thousand words (photo in web version only). Congratulations to the newlyweds!

Cruising the Flight Levels
Presented by Barbara Mock, CFII, MEI; and Mary Ellen Carlin, CFII, MEI
Wednesday, January 14th, 7:00pm, Palo Alto
Learn about high altitude physiology, pressurization systems, and the effects of thin air on aircraft performance. This seminar will cover all of the ground work required for a High Altitude Endorsement. Ms. Mock and Ms. Carlin have been instructing in the Bay Area for many years and have a combined total of over 30,000 hours of flight time. Following the ground instruction provided by this seminar, they can provide flight experience needed to complete a High Altitude Endorsement.

Precision Landings (and Other Secrets)
Presented by Joshua Smith, CFII (and WVFC General Manager)
Thursday, January 22nd, 7:00pm, San Carlos
Learn how to make perfect spot, short, and soft field landings. This seminar will also include other tips on how to improve your aircraft control. Mr. Smith is the current General Manager of West Valley Flying Club and was previously the club's Chief Pilot.

**Maneuvering Flight - Hazardous to your Health? - 9 Jan 19:00**
The AOPA Air Safety Foundation is bringing its latest free Seminar to the Bay Area. January 9 in San Jose. Registration is not required. For more information call (800) 638-3101 or go to www.asf.org.

**Game Night (PAO) - 16 Jan 19:00**
"Hold Short" and "Squadron Scramble" are the games of choice this evening. Please join us for a fun night of gaming, hot cider, hot chocolate and snacks. The Hold Short game is a trivia based game where each player waits in sequence on the taxiway. The pilot in position holds for his release which is obtained by answering the question correctly. Departed traffic flies along the actual enroute chart game board toward their destination; circumnavigating thunderstorms, holding at fixes or climbing and descending to meet MEAs. Fly through controlled airspace and ATC issues traffic alerts and new clearances to you or one of your opponents. Caught not following the rules and the "inspector" may ramp check your knowledge. Whether you're a student or an ATP, appropriate knowledge and trivia is tested throughout your trip. 2-9 players. Squadron Scramble is a classic rummy-style game complete with wild cards. Players form complete sets of cards, which are comprised of the front, side and top view of a specific plane. But look out - sets of fighter planes can shoot down another opponent's set of bomber planes! Illustrated with authentic silhouette drawings of military planes and features aircraft of the USA, Britain, Germany and Japan. 2-4 players. RSVP to Torea Rodriguez (for snack counts) at globug@mac.com.

**IFR Approach Challenge! (PAO) - 24 Jan at 12:00**
Interested in what it's like to fly an instrument approach? Or do you think you can do this partial panel approach in moderate turbulence!? Come test your skills in instrument approaches on Saturday the 24th at noon. To compete for great prizes, please RSVP to Torea Rodriguez (globug@mac.com). Competitors will be handicapped based on their level of Certification or Ratings held. You will be given the assigned approach on the day of and will have time to brief the approach. AST3 at PAO has a plotter to graph accuracy and the approaches will be judged by CFI Dave Fry. Prizes will be given to the best accuracy in each level of handicap. Competitors will only need to pay split charges for the AST use during the competition.

**Activities Committee - 13 January 18:00**
We are looking for more people to help with events. If you have time to coordinate one event this year, we would love to see you at the meeting! Meets every second Tuesday of the month at PAO.

**Marketing Committee - 21 January 18:00**
Marketing Committee meets every third Wednesday of the month at PAO.

**BOD Quarterly Meeting - 21 January 19:00**
Quarterly Board of Directors meeting open to WVFC members. Meets in the back classroom at PAO.

**Member Steering Committee - 28 January 18:00**
Member Steering Committee meets every fourth Wednesday of the month at PAO.