The summer months are finally upon us, and so will be the increase in flying hours. With this please take the appropriate time to get checked out in some of the new equipment online, or at least make sure you are fully current in what you already fly.

Last month we brought up safety as a topic of discussion. The Chief’s office has been working hard to research commonalities between the incidents in order to develop appropriate training documentation. The first stage of the deployment of this data will be through the flight instructors. All of the flight instructors are required to do an annual line check. We are requiring that all CFIs to go through this process within in the next 90 days. Included in this process is the log of incidents and material both on obvious causes and the not-so-obvious stuff. The information will then be forwarded to pilots through training re-currency. In addition, I will be adding information to subsequent newsletters and to the BBS to create discussions within the BBS site. Please see the chiefs corner for the first of many articles.

I would like to remind everyone to pay attention to the board elections. The group that we vote on has a lot of responsibility for the direction of this organization and as such we should make sure to put time into reading the candidates’ statements and vote accordingly.

I look forward to seeing you out on the ramp, flying the aircraft and enjoying the beautiful wx.

Stay Current and stay safe.
Your GM

The Diamond Star (DA-40) announced in our January newsletter is one of the newcomers to our fleet this month. This 4-seat, fuel-injected, single-engine aircraft comes equipped with a Garmin 1000. The glass cockpit surely makes the instrument panel appear very clean and slick and the all-transparent canopy provides great visibility. A very nice airplane to fly with a center stick and a good platform to start training on advanced avionics. We are in the process of getting our instructors checked out and will soon be available to start instruction in the airplane.

In the Cessna corner, and for those of you loyal to Cessna, we have a new C-172SP on line, also with the Garmin 1000. A brand new airplane, it is also a very good trainer and will allow you to get your hands on and extensive experience with the new Garmin. Last but not least, a C-182S is also coming on board this month.

We have spent much of this month talking/brainstorming about ways to eradicate incidents that we believe are definitely avoidable. Through our analysis of the recent spike of incidents we have experienced, we have uncovered another common thread: fatigue. For some of us, fatigue may be difficult to identify as we are inclined to brush off the effect of lack of sleep or stress, but the results are alarming: increased reaction time, sloppy flying, poor decision making, decreased visual perception, complacency and get-there-itis.

It is important that not only the airplane be airworthy before taking to the air but that the pilot also feel “airworthy.” Pilots should not fail to assess on the ground whether they are ready to fly. After a long day at work or a short night before a morning flight, the stress level and fatigue play a big part in how well the pilot will fare. The more fatigued the pilot the more likely he/she is to want to get to the destination as fast as possible, thus creating more stress and more fatigue which may lead to a loss of good decision making. It is a vicious circle that should be avoided.

On a last note, it has come to our attention that many of the GPS screens are being damaged by repeatedly wiping off fingerprints with inadequate material. We would like to remind everyone using Garmin/Avedyne and all other electronic devices to refrain from touching the screens. We understand that you might inadvertently touch them and in that case we would rather you did not try to wipe the prints off. Even though the screens look bad when switched off, they do not show the fingerprints when being used in flight. The maintenance department will clean the screens every 50 hours thus allowing for longer useful life of these expensive avionics.

The first time a pilot departs using Instrument Flight Rules (IFR) from San Carlos Airport, he is greeted by a pretty intimidating set of instructions. A little understanding of what lies underneath these instructions can go a long way to simplifying a pilot's life. Here is some of that background, and some tips for how to comply without feeling like you need three more hands to do it.

The problem facing air traffic controllers (ATC) is that there isn't much room to squeeze departures out of SQL. Departing from runway 30, there are three choices: turn left, go straight, or turn right. Turning left is ruled out by rapidly rising terrain and noise sensitive areas. Going straight quickly runs into San Francisco International (SFO) airport, just 9 nautical miles upwind. That's not going to work! Turning right takes the departure over the bay, but still right under the arrival path for SFO. Those jets are too low to have legal IFR separation northwest of SQL, and even directly overhead of SQL. However, at the southeast end of SQL (near the 30 numbers), the jets are far enough out (and thus high enough up) that the airliners trundling down final and light planes flying under them can be worked together.

ATC's solution is to have the SQL departures stay VFR until they are far enough out from under SFO's final to fit into the IFR system.

First, the easy case. If you're lucky enough to be departing from runway 12, then life is good. You'll be able to be fully IFR from the beginning. You're taking off heading away from SFO and will be in the clear (relatively speaking) all the time. The usual clearance is "… fly runway heading, radar vectors [first navaid], … climb and maintain 2,000', expect [final altitude] after 5 minutes…" That's pretty easy IFR.

Departing 30, though, you're likely to get a clearance something like this:

"…fly runway heading to the diamond shaped waterway, then turn right heading 120° within 2 miles of the airport, radar vectors [first navaid], … maintain VFR at or below 1,100’ until crossing the Oakland 165 degree radial, then climb and maintain 2,000’, expect [final altitude] after 5 minutes

To fly this can be a real workload enhancer. Here are some ways to make it easier:

• If you fly Visual Flight Rules (VFR) from SQL, you may notice that the IFR departure is exactly the same as the regular VFR (noise abatement) downwind departure until you get to that OAK 165° radial. In fact, it's almost like they're saying, “just depart VFR downwind, and then you can start your IFR from there.”
• Even when you set it up on the ground, it can be tough to get that OAK 165° radial identified while you're departing, turning, climbing, making sure you don't blow through 1,100', talking to ATC, and wishing your instructor would stop harping at you for forgetting to start your timer. So here's the big trick: you cross the OAK 165° radial on downwind abeam the 30 runway numbers. Since you have to be VFR until then anyway, you don't even need to tune the OAK VOR to comply with the clearance. Just do a downwind departure staying away from the clouds below 1,100' until you're abeam the 30 numbers.
• Set your navigation equipment for your first navaid (not the OAK 165° radial), and your heading bug to 120° (not runway heading). Again, since you're VFR until you're on heading 120° and past the runway numbers, that's the earliest you'll really need electronic navigation and the heading bug anyway, unless you are a very eager autopilot user!

As a pilot examiner, I am fortunate to learn a lot about flying from applicants and their CFI’s. Last month’s column about logging ground training was an example.

As a Flight Instructor (my first job) I get to learn more from my students. Last week I learned a way to avoid the landing accident/incidents that hurt WVFC and General Aviation.

My recently soloed student had just turned final and was preparing for a normal landing at Palo Alto. We saw that the plane which preceded us was taking longer than expected to exit the runway. As we continued our approach, it became clear to me that we would probably have to go around. Then the tower controller instructed “8SP go around.” My student did not immediately respond. A second later, he read back “go around, 8SP” and then either he or I or both of us added power to stop the descent and began the go-around procedure.

I lost my cool. “Never do that again!” I screamed over the intercom. “You firewall the throttle, pitch up, begin reducing flaps immediately, then talk to the tower.”

We landed on the next approach. After parking, my student, who does not like being screamed at (who does?), told me “you guys teach approaches wrong.”

The reason he had hesitated and read-back before going around was that he was not expecting it.

He explained that he had been taught that landing the airplane was the expected conclusion of every approach. Go-arounds are taught as the exception. They are sort of an un-expected emergency procedure required when the normal approach or landing fails.

He said that we CFI’s should teach that landings are the exception. A go-around should be the expected result of each approach. Landings occur only when a list of conditions have all been satisfied. That way he and other learning pilots would always be ready to go around.

The conditions that would be required for landing include:
    1) Pre-landing checklist complete
    2) Winds within personal minimums
    3) Approach stabilized:
          Flaps
          Glideslope
          Airspeed
          Centerline
    4) Runway Clear
    5) Touchdown normal (no bounce or balloon)

I know one instructor who teaches that each approach is expected to result in a go-around. He is Don Styles. There are probably others but he is the only one I know. I believe Don teaches that the go-around is a pilot’s most important tool.

Other instructors at WVFC have taught that a bad approach or “landing error” can be salvaged by such nuances as a touch of power in the flare.

My problem with the latter approach is that trainee pilots are made to believe that they should always be able to land. If they “fail” to land, then they don’t have the right stuff.

We instructors err, I think, when we demonstrate our skill at salvaging bad approaches. We are teaching the wrong lesson.

A CFI who flies every day can often finesse a smooth landing at the end of an unstable approach. A private pilot who flies once a week is asking for trouble if he tries to do the same.

As a result of what my student taught me, I intend to begin teaching go-arounds to basic trainees on the first lesson. I will demonstrate it on the Discovery Flight.

On checkrides, I will continue to allow as many go-arounds as needed. An aborted landing demonstrates two things: high personal standards and good judgment. Both attributes give pilot examiners a warm feeling.

Airlines and the military require a go-around except when the approach meets stringent requirements. We all know that the navy requires that turbine engines be spooled up for the abort prior to tail-hook engagement.

The IFR equivalent to a go-around is the missed approach. Ken Frank teaches the briefing mnemonic MARTHA:
    MA= Missed Approach
    R= Radio frequencies
    T= Time
    H= Headings
    A= Altitudes.

Notice that Missed Approach is the first thing item addressed in Ken’s approach briefing. It is normal, expected and often required. No IFR pilot in IMC would dream of shooting the approach without at least memorizing the initial climb and turn of the missed approach.

As a pilot examiner no applicant I test will fail for a bad approach if he/she makes a timely and proper missed approach.

To drastically reduce or eliminate landing accidents and incidents, we need to treat the go-around just as a missed approach. They are both normal and expected.

To read most of the statistics in the U.S. on flying safety, you’d come to believe that the greatest threats you face as a pilot are maneuvering accidents. While poorly named, they essentially mean accidents that occur while flying close to the ground, whether in the traffic pattern or buzzing a farmer’s field (which I hope you don’t do!). While the latter may indeed be unsafe, analysis shows that we have relatively few maneuvering accidents in this area—perhaps because Bay Area pilots are smarter!

Last year, I sorted through all fatal accidents that occurred to planes flying to or from a Bay Area airports (though they may have crashed elsewhere) over the past 10 years, and analyzed the data. The results were rather quite different than the national statistics you’d find in the Air Safety Foundation’s Nall Report and elsewhere.

Night and VFR-into-IMC accidents, which are a relatively small portion of accidents nationwide, are by far the greatest risks faced by Bay Area pilots. The research showed that, over the past 10 years, 43 percent of the fatal accidents that occurred while flying to or from a Bay Area airport were at night. But if you looked at just those accidents that occurred in the local Bay Area -- as opposed to those that crashed outside the immediate area – 55 percent occurred at night!

When you take out the homebuilt fatal accidents, the statistics for those of us flying certified aircraft in the Bay Area get even worse. None of the fatal accidents involving homebuilt aircraft, were at night, and when you remove these accidents from the data, fully 64 percent of fatal accidents in certified aircraft in the immediate Bay Area occurred at night! This is more than triple the national statistic, and points to the much greater danger of flying at night in the Bay Area versus the rest of the country.

VFR into IMC, which was cited as the cause of only 5.4 percent of the fatal accidents in the Nall report, was a factor in 33 percent of the fatal accidents in the Bay Area, about six times the national statistics. Surprisingly, about half of the VFR-IMC accidents occur during the daytime, when it should be much easier to avoid entering a cloud. And entering a cloud inadvertently happens far more than you'd guess. I've asked the audience at several recent presentations how many of them have accidentally entered a cloud depending upon the audience, anywhere from 10 to 50 percent raised their hand to indicate that they've had accidental encounters with a cloud, and around 60 percent of these encounters were at night.

But the encounters with a cloud at night are much more deadly. When asked, only a small percentage of the audiences flew more than 5 percent of their total flying hours at night. However, half of the fatal VFR into IMC accidents occurred at night. That suggests that you're about 10 times more likely to have a fatal VFR into IMC accident at night than in the daytime. This probably shouldn't be surprising, since clouds are so much harder to spot at night and pilot performance is probably poorer due to fatigue.

Since collecting the data, I’ve been on a campaign to spread the word to Bay Area pilots by presenting safety seminars and writing articles, and starting a newsletter. You can find details of the research in an avweb.com article at www.avweb.com/news/safety/189630-1.html

I’ve also started a free monthly online safety newsletter called Pilot Safety News, which you can find at my www.pilotsafetynews.com website. My goal is to keep the focus relatively local to Northern California, so that pilot can get quality, local information. In addition to sharing data on the unique local risk factors we face, I also summarize recent accidents and how they are relevant to flying in the Bay area.

For example, the May issue tells about the seasonal shift in accidents in our area. Moving into the summer months, there are fewer fatal night accidents, but your risk of a VFR into IMC accident—particularly in the daytime—goes up. It also talks about the night takeoff accidents, and a couple of crashes that occurred recently in Northern California. I’ve also included data on the breakout of pilot certificates and ratings for pilots involved in Bay area accidents. While having an instrument rating helps, a high percentage of the night accidents were by instrument rated pilots. You can find the May issue at www.pilotsafetynews.com/PSN0505.htm

If you’d like to get a monthly email notification, summarizing the topics that appear in each newsletter, you can subscribe at www.pilotsafetynews.com/feedback.htm

Fly safely and have fun!

(Note, the following two paragraphs complete last month’s article on Best Glide.)

Some of the higher performance airplanes in our club have retractable gear, and most have relatively normal glide ratios with the gear up. In the case of some of the older Arrows, for example, the gear up glide ratio is about the same as a newer Cessna or Archer – somewhere between 8 and 10 to 1 depending upon what you believe. Even the relatively sleek Mooney only gets 11 to 1. Some newer airplanes have gear up glide ratios as good as 15 to 1 (Malibu, Pilatus, …), but it’s rare to find a published glide ratio with the gear down. Let’s start with the fact that it will be worse. The Arrow POH does say that the glide ratio is cut in half with the gear down. In HALF! That makes 4 or 5 to 1. That’s pretty close to the glide ratios of bowling balls, bricks, safes, helicopters, and your better pianos. Note that this really isn’t a bad thing – once the field is made, you lower the gear and you’re in. There’s nothing like a steep approach angle to help you hit your spot with accuracy. However, in many ca

The sink rate at best glide will differ significantly from airplane to airplane, even when the glide ratio is pretty close to the same. Take the case of the Cessna P-210. The best glide is almost the same as the Cessna 152 in terms of glide ratio, around 8 or 9 to 1. However, at gross weight, the P-210 best glide occurs at about 90 KIAS, and the C-152’s occurs around 60. The path to the ground is pretty much the same, but you get there a lot faster in the P-210. What’s worse, there is a lot more to do (because the plane is more complex and has more systems), and less time in which to do it. It’s very easy to run out of time in a complex airplane when the spaghetti hits the fan.

NOW, THIS MONTH’S ARTICLE

Saving a landing is the process of converting an otherwise unacceptable landing into one that is acceptable. It’s a skill we’ve all see demonstrated repeatedly by our instructors. We even have a portion of our phase checks addressing it (Landing Error Recoveries).

There are only two conditions under which a landing can’t be saved: 1) a bad approach with the engine out, 2) a bad approach or flare in which the pilot doesn’t make the decision to save the landing in time. The chances are significantly greater that you will be involved in case number two than in the first one – but they shouldn’t be. Decisions don’t have to be made at the last second in fact, it’s better to make some of the decisions before takeoff. Then all you have to do is to note that the decision criteria have occurred, and execute your decision.

Let’s say, for example that you decide that if you aren’t stabilized within +10 knots, -0 knots of the correct airspeed, on centerline, and on glide path by the time you’re at 200 feet on final (or at any time thereafter), you’re going to execute a go-around. When you get to 200 feet and you find you’re not within these criteria, execute the go-around – no second guessing, no equivocating, no trying to make it better within the remaining 200 feet. You’ve actually saved the landing by going around and setting up for another (one hopes better) attempt. Besides, it’s almost impossible to bend a prop or any other part of the airplane during a go-around executed in a timely manner.

In addition to the above criteria (or something similar), one should have made a second decision before takeoff if things are within the acceptable limits but diverging from the desired profile against positive corrective action – go around. Lots of times we see the plane diverge from what we want. After all, that’s what initiates the corrective process in nearly all of our flying. But if you’re near the ground, have taken corrective action, and things are getting worse, it’s time to put some padding between yourself and the ground.

There is a tremendous temptation, especially when combined with get-home-itis and fatigue, to try overly hard to get the plane down. “I can land this sucker, and I’m going to get it DOWN.” This has historically caused loads of prop-strikes, even in tricycle gear airplanes.

Some airplanes are more susceptible than others to prop strikes. Mooneys and Cirruses, for example have low prop clearances, land flat, and are easy for the unwary to porpoise, leading to a dinged prop. This is so true that the official policy is that a bounce in a Cirrus is an automatic go-around.

So, what about the concept of turning a botched landing or approach into a good landing without the go-around? You see it all the time in flight training. You’ve probably even done a few yourself. There are actually some pretty good criteria for when to attempt those. First, if there would be no adverse consequences if no action is taken, feel free to take corrective action. For example, you’ve flared a couple of feet high, and if you do nothing, you’ll still be on the centerline, in the touchdown region, and yep, you’ll bounce, but it’ll be on the mains, and nothing will be damaged, take whatever corrective action seems to be in order. It could be simply waiting a second then continuing the flare, or it could be adding a bit of power. But, let’s go back to the other rules – if things start to get worse after the application of corrective actions, go around IMMEDIATELY!

Think of a landing save in the same manner as a save in baseball. If you’re ahead of the game, and things don’t get worse, you can score the save. If you’re losing when the coach puts you in as the reliever, you can’t get a save. You can win, but you’ll need a lot of help, and in the case of landings, you can help the cause by going around and trying again.

Many approaches will result smoothly and directly in landings. Some approaches are candidates for a “save.” EVERY approach is a candidate for a go-around.

Bwooop Bwooooop Bwooooop… culture alert! Dive under your tables and between the door jams. It comes at great sadness to me the I have to alert the membership at WVFC, all the ships at sea, or the three people who actually might actually read this article - my mom being one - that there is a cultural death taking place among us. This is the death of the American restaurant.

Now this is by no means an attempt to stir political feelings or rally the troops however, it may create hysteria. Along with drive-in movie theaters and a good Italian Joe’s, so goes the domicile of the meat and potatoes, the brick and mortar of American cuisine, the typical American food family restaurant. My dinning partner “Killer” and I, along with our new sidekick “Samurai,” were aghast at the closing of Café Alfredos. Don’t let the name fool you this was one of the last bastions of “Sirloin Plate,” a $12.00 dinner which included a 10 oz. steak, broccoli, mashed potatoes and a trip to the salad bar. Finish this off with a glass beer, let out a mighty roar, and this diner was totally in bliss. The menu was simple and square the meals lacked in fanfare and came with mismatched silverware and barely white plates. There were paper table cloths and the sweet smell of burning grease but it was like having a home cooked meal without having to clean the dishes.

I should have recognized the fact that this type of restaurant is dying out by the large number of “blue hairs” that Killer, Samurai and I ate with however, I was hoping that with help from the AARP crowd we could keep the torch going until the rest of my generation caught nostalgia fever and started coming around again. I have had my share of Tex-Mex, Fusion, California whatever… a salmon enchilada with peach chutney and organic black beans mixed with polenta… ehhck! I want a big peace of meat cooked medium rare (yeah that’s right, rare), a heap of potatoes, some vegetables for my mom’s sake, delivered by a waitress who gets to know your name, a trip to a salad bar unscathed by low fat blue cheese, with no less than six buckets to choose from, and wash it down with a Miller.

If you and yours have been frequenting such a place that fits this bill then send out the call, let Roger know. We will rally the troops and keep the family restaurant going. Be afraid people, be very afraid. I cry every time I go by the Redwood City UA12 rat trap that replaced the drive-ins. Oh how I miss that crappy little speaker and poor visibility. What better place to view a movie than the front seat of your car. On a quick note, Tops, home of the leanest hamburger, avoid at all cost. I have never tasted a burger like this, not even a veggie burger tastes this bad. Dingle berries between two rotten bagels would be better. Roger says stay the H#$#W# away.

Ciao Mein, over and out.

FRIDAY BBQs ARE BACK FOR THE SUMMER!
Friday, June 10, PAO
Start your weekend with a burger and a beer with your friends at the airport. Join us any time from 4:00 to 7:00 in the courtyard behind the club office at PAO. RSVP not required, but appreciated… email Tammy at ttran@wvfc.org.

REMAINING MEET-THE-CANDIDATES SESSIONS
* Session II - Thursday, June 9th at 6:30 PM at WVFC in San Carlos
* Session III - Saturday, June 11th at 10:00 AM at WVFC in Palo Alto

FATHER’S DAY WEEKEND @ THE AIRPORT
What better way to share Father’s Day with your dad than by bringing him into your aviation world? The club has three events to choose from on Saturday, June 18.

VERTICAL CHALLENGE
Hiller’s annual helicopter airshow will be going on all day June 18 at SQL. The club will have a booth at this year’s show so be sure to stop by, hang out or help out as much as you like. This is an easy intro to aviation for the dad who isn’t sure he likes leaving the ground.

HARRIS RANCH DINNER FLY-IN
Join other club members for a meat fest at the famous Harris Ranch. Wheels up by 4:00 pm June 18 means you can make it a day or night return flight. Perfect for the dad who’s willing to take to the skies but still not sure what all the fuss is about. Contact organizer Terry Slocum at ad777@mindspring.com.

STEARMAN DAYS continue June 18 at PAO. Once again, Nick Ulman and Andy Geosits are hosting a day of Stearman flights. If you missed the first Stearman Day, here’s your chance to try out a piece of aviation history. As for Dad, he must be a club member to fly the Stearman, but if he is… imagine him in an open cockpit, wind blowing through his hair and excitement pulsing through his veins. Contact Tammy Tran to schedule a flight ttran@wvfc.org.

TAILWHEEL CLINIC
Saturday, June 25, ground session starting 10:00 a.m., PAO
Wondering what to do with your Summer 2005 flying season? Looking to improve your skills or just try something new? Why not try out a tailwheel airplane? The club’s Tailwheel Clinic is designed to give aviators an overview of the differences between nosewheel and tailwheel aircraft, as well as a taste of what it’s like to fly a tailwheel. You’ll also meet some of the club’s tailwheel instructors and have the opportunity to talk about what it would take to get a tailwheel endorsement this summer. Ground session starts at 10:00, with flights following throughout the day. The ground session is free, but members are responsible for hobbs and CFI time for the flights. Contact Patti Andrews to sign up for the clinic, whatsup@wvfc.org.

COLUMBIA CAMPOUT
Saturday-Sunday, July 9-10
Join fellow aviators under the stars at Columbia Airport’s pilots-only campground, nestled in the Sierra foothills. Mark your calendar, book your airplane, and stay tuned for details. Contact Patti Andrews at whatsup@wvfc.org.

FLYING SAFELY AT NIGHT – WHAT YOUR CFI DIDN’T’ TEACH
Thursday, June 9, 7:00 pm, PAO
Flying at night can be fun, but pilots should know the pitfalls and plan accordingly. The risks at night are different and higher, but they can be quantified and mitigated by cautious pilots who are well versed in night flying safety techniques. Learn ways to fly safely at night and avoid some of the pitfalls that continue to claim even experienced pilots in avoidable night flying accidents. Presented by CFI Max Trescott.

ACRO FLYING: DARE TO DARE. IT’S EASIER THAN YOU MIGHT THINK
Wednesday, June 15, 7:00 pm, SQL
The often forgotten sports side of aviation, acro flying is one of the most impressive aspects of aviation in general as well as one of the most useful aviation survival skills/training tools. Acro driven presenter Alex Hansen will also explain how an average rookie pilot can go acro. Every pilot can use an acro flying reality check. Alex Hansen, acro enthusiast, West Valley Flying Club member and staff, has flown Champion/Bellanca Super Decathlon, Decathlon, Citabria, Aviat Oitts S-2B, Yak 52, and L-29 “Delfin,” an Eastern Block jet trainer.

OFF TO OSHKOSH WE GO!
Wednesday, June 22, 7:00 pm, HWD
Thinking of going to Oshkosh? Want to ask questions from a CFI who has been there? June 22 at KHWD, Josh Smith, a WVFC CFI, will discuss route planning, arrival, and general procedures for those who are planning on going to KOSH this year.

Is someone in your family a fearful flyer? Would you be able to fly more often and have more fun if a family member were more comfortable flying? Here is the help you’ve been waiting for!

Faith Mason, Marriage and Family Therapist, and Ann Elsbach, flight instructor, are offering a 4-session Fear of Flying Workshop for those who are uncomfortable flying.

The workshop will offer both relaxation and desensitization exercises as well as an opportunity to share similar stories with others. Participants will learn about how an airplane flies and what keeps it up in the sky. Each person will have three opportunities to fly with Ann and to practice what they have learned.

     When: Mondays, August 1 - 22, 2005, 7:30-9:30 p.m.
     Cost:
           $400 for the ground workshop
           $50 for WVFC dues **
           $250 approximately for aircraft rental fees
     Place: 1061A El Monte Ave, Mountain View

This workshop is limited to 10 participants. For more information or to register, contact Ann Elsbach at flyae@tds.net.

**Dues waived if a family member is already a WVFC member

SQL Private Pilot Ground School meets Tuesdays 6:30-9:00 pm with instructors Peter Long and Dan Dyer. The cost is a $200 one-time fee, after which you may re-attend as often as you like. For information, contact Peter Long at plong@outback-aviation.com or Dan Dyer dan@dkdyer.com - the next class starts June 14, 6:30 at San Carlos.

PAO Private Pilot Ground School starts over with session #1 on July 7. Meanwhile, all are encouraged to join us any Thursday evening for continuation of the current set of eight sessions. Course 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. Contact Kyp at lkypta@earthlink.net.

HWD Private Pilot Ground School meets Tuesday nights from 6:30-9:30pm. Cost is $200 per student. Contact instructors Sandy Wiedemann at syzygy2002@mac.com, or Eric Jewell at eric@flywitheric.com.

PAO Instrument Ground School meets Tuesday nights 6:30 to 9:00. Cost is a one time fee of $200. For more information, please contact Ali Ashayer aashayer@aol.com or Lindsay Dillon at linsgrins@hotmail.com.