It definitely feels like fall out there. I am now going through my seasonal bout with the sniffles and wearing the appropriate layers of clothing. However for all of that, fall and winter bring some enjoyable features to fly in.

1. You may get some actual IFR; if you are not rated, then you should consider training for your IFR rating.
2. When the days are clear, you have spectacular visibility.
3. The sunrises are awesome.

From time to time, I still get applicants who have not been wholly prepared by their CFIs using the Practical Test Standards (PTS).

Remember that the Designated Pilot Examiner (DPE) must operate totally within the guidelines of the PTS. You and your instructor must be satisfied that you have covered each relevant task in the PTS before you are ready to take the Practical Test.

I think my tests are pretty straightforward. For the Private Pilot Practical Test, I start with Area of Operation I. If you look in your copy of the PTS, you will see section 1 of Task A has three subsections: a, b, and c. The DPE must test each task in its entirety; so I must include all three subsections in my questions.

Task A, Section 1, Subsection a addresses private pilot privileges, limitations, and recent flight experience. I might propose a scenario wherein the applicant as private pilot was selling airplanes for a commission. Could he/she carry passengers on a demonstration flight? The applicant might never have thought or cared about such a scenario. That is understandable. However, I expect the applicant to know approximately where to find the answer. Since he/she wants to be a private pilot, he/she should know that FAR Part 61 Subpart E explains the specific conditions under which a private pilot is required to operate.

Surprisingly, many applicants will say "I don't know" when I ask such a question. They will stop there. What they should say, is "I don't know, but may I look it up?" I will always answer "yes." (The only areas I expect to be committed to memory are airspace and emergency procedures.) When I have to suggest that the applicant might want to look up the answer, the result is often a random shuffling through the pages of the FAR/AIM.

Many professional CFIs will have the applicant tab certain pages of his/her FAR/AIM. One of the pages tabbed should be the one containing FAR Part 61.113: Private pilot privileges and limitations. If the section is not tabbed, the next place to go is the table of contents. That usually works better than the index.

Subsection b is usually not a problem. Most people know when their medical will expire for private pilot purposes.

Subsection c is often a problem. I might ask what flight time must be logged or recorded by a private pilot. If the applicant and his/her CFI have never discussed this, the applicant usually responds "pilot in command time." If the CFI did address this subsection, the applicant usually gives the right answer. If in doubt, he/she should reference 61.51: Pilot logbooks. The answer is right at the beginning.

Don't forget that another document has been added recently. Now 61.3 requires that a pilot carry a photo identification. If that ID is your driver's license, it must be valid. I had a helicopter pilot applicant present a driver's license that had expired. He said he could not renew it because of "issues" with the DMV. He was not happy when I explained that he was not able to act as pilot in command and was therefore not qualified to take the test.

Section 2 of Task A is usually tested as part of the preflight inspection. Be sure you know where the documents are located in the airplane.

Task B, Section 1 is about required and non-required equipment. Most applicants have no trouble with the fact that non-required inoperative equipment needs to be deactivated and placarded. Many do not know about Subsection c: requirements and procedures for obtaining a special [ferry] flight permit. That is covered in 91.213 (e). I am not sure why applicants do not discuss subsection c with their CFIs.

Section 2 of Task B requires the applicant to show the DPE that the airplane has been properly maintained and is airworthy according to its maintenance records. At this point, during many tests, the applicant produces the aircraft logs and AD compliance record. When I ask if the airplane is airworthy in terms of the records, it often seems that the applicant begins researching the answer then. A preferred method is for the applicant to carefully study the records before the test begins. He may then tab the relevant entries with post-it notes. In fact, if the airplane is found to be un-airworthy based on the documents after the test has begun, the San Jose FSDO expects me to issue a Notice of Disapproval or "pink slip" on the spot. If, on the other hand, the applicant finds a discrepancy prior to the test, we can change planes or reschedule.

Area of Operation I is the beginning of the test. CFIs and applicants, please ensure that you have covered all elements of this and all other Areas of Operation. It is really not adequate when an applicant says "we never covered this before."

Last month, we started the water discussion by addressing fog and the gaseous form of water. This month, we'll dive into the wet stuff.

Much of the water we worry about comes in the form of rain (which, as it turns out, is dumping outside as I'm writing). Rain, of course, comes from clouds, especially from cumulus, and especially from cumulonimbus clouds. But a word about cunims before the rest of the water conversation.

There is an unusual self-feeding mechanism that goes on in a cumulonimbus that pretty well explains the violence and power. As air rises from a thermal, for example, it cools and approaches the dewpoint. As water condenses from vapor, the heat of vaporization is released into the air, increasing its energy into the air, causing it to rise even faster. This, of course, generates stronger lift within the cloud and below it. It also causes the cloud to build rapidly in size, and because the rising air is continuing to release energy from the condensation, the cloud will build even in otherwise stable air. Unstable air only makes the cumulonimbus build faster.

With the rapidly rising air comes good news and bad. Frequently, thermal-spawned cumulus clouds form long lines in the direction the wind is blowing. These provide an excellent source of lift for the glider pilot or the knowledgeable power pilot. The things to note if you wish to use this lift (a great way to travel faster without adding power) include the shape of the cloud bottom. If it's flat or even a bit concave, there is strong lift under the cloud.

Now the bad news. It starts with the fact that when you're under the cloud, you can't see what's going on above you, though it may become obvious soon. A well-developed cumulonimbus can have an amazing amount of lift and turbulence under it, as well as microbursts, heavy rain, and even hail.

But back to water. We see loads of it starting this time of year, often in the form of rain. Flying in rain is actually kind of fun if it isn't too hard and if the temp is not too close to freezing. One night while I was flying from PAO to Monterey, there was some light rain, so I had filed an IFR plan. As it turned out, the night was so clear that despite the landing light picking up rain for the entire flight, I could see Palo Alto as I descended into Monterey well past Salinas. On other occasions, the rain has been so hard that it seemed to leak into the plane from just about every opening I'd seen on the preflight and a few hundred I'd missed. The plane did come back clean.

Aside from visibility, there are two major issues relating to liquid water and flying. The first is water in the fuel. We've all taken fuel samples, and many of us have occasionally found water in the sample. Mostly this is a result of condensation in a less than full tank when there is cold fuel and high humidity in the air. Usually, one sample with the water removed by the GATS jar, and everything is back to normal. It's a good idea, however, to consider that some of the water in the tanks didn't make it all the way to the sample port. Many pilots like to wiggle the wings up and down, as well as fore and aft a few times after the first sample. If the second sample is free of water after this procedure, it's a good bet that all the water is out of the tanks. Sometimes, the water is the result of a bad seal at the gas cap. When this happens, there can be a lot of water in the tank. I had one occasion in which it took two complete sample cups before the cup contained ANY fuel. The first one had been all water, and the second was about 90% water. The other tank was nothing but fuel. Even after doing the wing shake and taking two completely pure samples, guess which tank I took off on?

The second major effect of liquid water is on your ground operations. Everyone knows about hydroplaning, but did you know that the speed at which you'll hydroplane is dependent upon the tire pressure? Dynamic hydroplaning occurs when the ground speed (not airspeed) exceeds 8.73 times the square root of the tire pressure in PSI. If the tire pressure is about 60 PSI, the dynamic hydroplaning speed will be about 68 knots. So, if you touch down hot, you're going for a ride. Unfortunately, hydroplaning can actually occur at a lower speed. Viscous hydroplaning occurs at much lower speeds than dynamic hydroplaning. You experience it on the city streets when your tires slip on the painted stripes at an intersection. In addition, there's reverted rubber hydroplaning in which the tire is actually held off the runway by steam caused when runway water is vaporized by braking. In this case, the harder you brake, the longer you slide down the runway. The correct technique is to touch down slower than the hydroplane speed, then use aerodynamic braking and minimal foot braking until slow enough to steer with nosewheel steering rather than rudders. And if you want really poor braking action, land at Frasier Lake (preferably on the grass runway) immediately after a rain.

In addition to hydroplaning, water on the runway also changes the takeoff distance. As I recall, 1/4 inch of standing water on a runway will double your takeoff distance. With lesser amounts of water on the runway, remember that the performance tables in your POH specify that the numbers apply to a dry runway. A conservative approach to takeoff distance computations is to assume a 50% increase if there is any water on the runway at all.

Next time, the topic is ice.

Dear readers, I am about to embark upon a topic that might cause giggles and chortles, but I am steadfast in believing that we have reached a point in our relationship in which I feel comfortable that I can share such experiences with you and not gain some unfortunate nickname that will stick with me for the remainder of my days. This is a very mundane and frequent human function but, I believe, one that still has the capacity to occasionally cause even the victim to laugh.

I know we've all had this problem. You're somewhere in the middle of nowhere (aviators call such places "November Foxtrot Whiskey" - you do the math), and suddenly it hits. You REALLY have to pee. But you've laughed at that stupid in-flight pee gadget they sell at Sporty's. Ironic, because now you're trying not to laugh at anything. Making another stupid, yet common, Sierra Papa mistake, I was trying to act cool around my instructor and not tell him that my bladder should have been taken into account in the weight and balance check. While I'm all about keeping up personal images, there are certain bodily functions that will not be ignored, and any attempt to do so proves quite futile (same goes for trying to hide a green and sweaty face when you're quickly getting airsick).

Luckily, on the day in question and unbeknownst to me, my instructor was having the exact same problem. I was still trying to be the cool Sierra Papa and not say anything about my escalating problem. I guess that last cup of coffee in the airport before we left was the culprit. Damn that always-stocked coffee pot. And of course the seatbelt in the plane puts an ample amount of pressure right on your bladder. And to top it all off, I'm already going to be seriously late for work (read jeopardizing even having a job by the time I stroll in); another reason I was not saying anything about it because I knew we didn't have time to land someplace before we got back. I was thinking of how long it would take once we landed to secure the plane (never seemed like a long time before) and run closed-legged to the facilities when, to my delight, my instructor informs me that he is in the same predicament and even uses a choice simile comparing his feeling to that of a racehorse (a simile I have never really understood, by the way, but I digress). Damn that coffee twice. We agree there is no way we will make it back to SQL. By now, we're over a few runways in the East Bay, but we were doing simulated instrument stuff up at 12,500 feet. We're WAY above the runways, but we're above them nonetheless. I would have been doing the infamous "pee dance" had I not been strapped into my seat. I'm telling you, it was getting painful.

Let us now all join hands and say hallelujah and sing our praise for forward slips. New Jerusalem (1Q4) will forever be remembered fondly as my bladder's savior and apparently ditto for my instructor. I was laughing so hard about our plight behind my chosen bush that the pair of shoes in question was promptly relegated to the washing machine upon my return home. Let's not mention the state of disheveledness in which I showed up so grossly late for work. And, Sporty's, I think you'll be receiving an order from me in the near future. Do you have an extra large size to accommodate that inevitable blasted last cup of coffee before departure?

To fly farther than the $100 hamburger is quite a challenge. This involves a step beyond economics and reason. I am alluding to the flight beyond 2.0 Hobbs, the true cross-country. For the first several years after receiving my Private ticket, I hardly left the familiarity of the airports within 100nm. This not only provides for easy retreat and navigation, but it also left my monthly aviation budget within sane limits. However, now I find the challenge of truly leaving the Bay region and flying to another sectional is truly rewarding. The only limitation is that once one arrives, one is hopefully rewarded with a good meal and pleasurable wait staff.

Down at San Luis Obispo, they offer the Spirit of San Luis Restaurant. This particular restaurant offers both the "I'm in a hurry snack bar" or the full on "sit down and listen to your CFI drone on about flying stories" restaurant. They have a wide range on the menu. I have gone full upscale when a student was paying and on the cheap when Roger was paying on a flying date. In both cases, you will not be disappointed. As to those airport restaurants that are trying to be upscale (Napa, I am still in lower GI pain), the "Spirit" is one of the best. Make sure to tell the ground controller that you would like restaurant parking as this is not the typical transient area. If enjoying the full bar, their Martinis are on the back side of the power curve, what I would typically call the "diet" martini; however, if you are the PIC, you will then have to make time to stay in the local area. San Luis Obispo is basically a college town, with "toney" little shopping areas and nice hotels. Not really Roger's idea of a wild night on the town, but cool, particularly if you like to re-live your college days with the young and beautiful crowd. Also for those of you aspiring IFR pilots, SBP makes a great long cross-country IFR destination complete with an ILS that has a nice procedure turn to entry. All in all, Roger gives it a hardy thumbs up.

BTW, Roger thanks you for the suggestions of eateries to look at. I am on my way to many of your suggestions.

Roger Wilco over and out.

GPS for VFR and IFR Operations
by Kent Krizman, ATP:SEL/SES/MEL/MES, B-737/DC-8/DC-10/LEARJET/CITATION, CFII:ASEL/AMEL/GLIDER, GROUND INSTRUCTOR, A&P MECHANIC
November 10, 7:00pm - 8:30 pm, PAO
At this seminar, we'll look at the features on modern GPS receivers such as the Garmin 430 and King KLN94 and discuss the need to know aspects of using these for both VFR and IFR operations.

Kent Krizman is a Gold Seal WVFC instructor, with over 15 years instruction experience, and professional airline pilot. He holds all four ATP ratings, numerous type ratings, and has flown as PIC to over 30 countries, on six continents, crossed seven oceans, and has flown in one war.

Mountain Flying in Winter
by Scott Stauter, CFI, CFII, MEI
November 17, 7:00pm - 8:30 pm, SQL
In the world of general aviation, there's not much that can beat the shear breathtaking awe of flying in and around tall mountains. The proximity of the Sierra Nevada mountain range creates a big draw for bay area pilots. The pilot's understanding a few basic concepts goes a long way towards making mountain flight a safe activity. This seminar covers topics that deal with pilot and aircraft performance, pilot judgment, the flight plan, weather, mountain navigation, the alpine airport environment, and the importance of a survival kit.

Scott Stauter is a flight instructor at West Valley Flying Club. He holds CFI, CFII, MEI, and AGII certificates. He has done extensive mountain flying in both the Sierras and Rocky Mountains. Among many other achievements, Scott has successfully landed at "North America's Highest Airport", Leadville, CO, at an elevation of 9,927 feet.

Technically Advanced Aircraft
by Dave Schoebel, CFI, CFII, MEI
November 24, 7:00pm - 8:30 pm, HWD
New display, navigation, and aircraft monitoring technologies are beginning to make a major impact on general aviation. The most well-known implementation of the new "glass cockpit" is the Avidyne system included in the new Cirrus aircraft. This seminar will take an in-depth look at this system and show how it is used in VFR and IFR flight.

Dave Schoebel holds CFI, CFII, and MEI ratings. He has extensive experience flying technically advanced aircraft and is an expert on the Cirrus product.

**SQL Private Pilot Ground School meets Tuesdays from 6:30 pm with instructors Justin Warren and Peter Long. The cost is $200. Current session started September 7 and runs through November 9. The next session will commence Jan 11. For information, contact Justin Warren at justinwarren@sbcglobal.net or Peter Long at plong@outback-aviation.com.

**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. Current session runs November 4 through December 30. Contact Kyp at lkypta@earthlink.net.

**TAX ADVANTAGES OF AIRCRAFT OWNERSHIP
November 18, 7:00 pm @ WVFC PAO
Before the tax law changes, get all of the information that you can. Steve Roth, a local tax attorney and CPA who specializes in aviation finance will be at West Valley Flying Club to discuss the changes in tax laws and bonus depreciation, and how you can take advantage. Also in attendance will be Joshua Smith, General Manager of West Valley Flying Club, and representatives of aircraft manufacturers. Refreshments will be available.

**GOOD PILOTS NEVER GAMBLE...
Never. Unless they're bound for Vegas! Join us as West Valley goes on a wild escapade to KLAS. This is a three-day trip Friday - Sunday (26-28 November), leaving the day after Thanksgiving. We'll have a late start on the Friday (so you can recover from over-eating the day before). From PAO, we'll cross the Sierras heading towards Mono Lake (KO24), then head South along the Sierras to Lone Pine (KO26) for fuel. From Lone Pine, we will travel onto the aptly named Furnace Creek in Death Valley. The strip there appears fairly uninspiring, but it gives you a chance to land below sea level (MINUS 210 feet)!

From there, we'll skirt carefully around the infamous Area 51 (keep your eyes peeled for UFOs) and onto Vegas McCarran International Airport (Yes, KLAS - the one with the Bravo). The aim here is to arrive after dark - the main VFR approach to runways 19L and 19R take you right over the center of Vegas at 2,000' - and boy, are the lights there impressive! We'll stay in Vegas two nights. On Saturday, there is an optional trip to the Grand Canyon, and a classic Vegas show in the evening.

For variety, on the return trip, we can head back from Vegas via Bakersfield (KBFL), stopping at lunch-time at Harris Ranch (K3O8) for one of its famous steaks. Of course, those who aren't comfortable crossing the Sierras could go via Bakersfield in both directions.

For the Grand Canyon trip, we have a couple of options. We could fly our WV planes there and back or consider taking a tourist flight. If enough members went, we could try for a discount rate on the tour flight - perhaps even having the plane to ourselves (can you imagine the poor tour pilot coping with an entire plane-load of backseat-pilots ?!). The big advantage of taking a tour flight is that those operators are specially licensed to fly WITHIN the canyon - we can only overfly it.

Thinking of starting Instrument training but need to build cross-country hours? This trip will help you clock up a few. Already working on rating? This could be a fun way to do your long cross-country. The one-way trip to LAS is just under 400NM (either route); the optional Grand Canyon trip is further 300NM round trip. For a trip this long, there is a fair chance that owners will be prepared to give discount rates.

If you think you are interested in coming, please let Craig.Eldershaw@parc.com know (you're not committing yet). Tell him:

• how many people in your party ?
• type plane preference ?
• do you think you'd like to do the Grand Canyon trip, too ?
• if yes, by WV plane or tour flight ?
• do you want to share a plane ? (Craig'll help coordinate matching people up)

Want to get more involved with your flying club? Think about joining the club's Activities or Member Steering Committees. Contact Patti Andrews at whatsup@wvfc.org if you are interested. In addition, the San Francisco Bay Area chapter of Women in Aviation meets at the club's PAO location on the third Monday of each month at 6:30 pm… open to both women and men.