Well, this has been an interesting start to a year. One of the most difficult parts has been dealing with a recent spike in aircraft incidents. To a certain extent, one is willing to right these off to the ebb and flow of the flying business as normal. Others might say we should make drastic changes to all of our procedures or make immediate and strong reactions. I personally feel that both arguments have very credible elements in them.

One of the main bullet points of this job is to constantly analyze all aspects of this operation and evolve and improve procedures as situations arise that seem to dictate that necessity. Wednesday of last week, I met with several key people in this organization to discuss this very thought and aircraft safety in general. Also, we looked at both reactions and made action items we thought were concise and measured. I believe we have found some areas that with some substantial focus could provide for an increased awareness and should lead to an even safer flying organization.

One of the items that will directly impact the membership is the education campaign that will help shed light on some of the known problems that led up to or significantly contributed to all or part of the problems. It will be important as members to study these insights and ask questions of your flight instructors to ascertain more knowledge or set-up curricula to hone your skills so as a pilot you do not fall prey to the same situations.

The most common statements I hear after an aircraft gets scratched up are:

1. I tried to save the landing… (in fact, 80% of incidents are landing errors)
2. I knew better than to do that…
3. I never thought this would happen to me

Recently, WVFC has incurred a spike in aircraft incidents. As commented by the GM, several key people within the organization are going to be working hard to develop training that will be available for all members. Some thoughts are to make accident awareness a part of every recurrency, BFR, new member checkout or new model checkout flight.

In addition to education, several key procedures will be tightened-up, including phase checks and some type specific checkouts.

Finally, we have pushed forward some upgrades in CASSi to create some additional visibility and monitoring of flight and training operations.

On some early analysis something is very apparent; the most common error is the attempt to save a bad landing. If we could instill one condition into everyone's flying philosophy it would be the following: "when in doubt, go around." If as a pilot you are not stabilized on an approach (airspeed, decent rate, extended centerline, aircraft configuration) or on the touchdown near the centerline, touching down in the first 1/3 of the runway, in a moderate flare, or for any reason something in the back of your head is saying "this ain't right," you should without hesitation go around. The reason this has been particularly alarming is the number of landing errors which involved a second or third bounce before the pilot instituted a go around.

There is a very subtle hazardous attitude that is apparent in the "not wanting to go around syndrome" which is that of Machismo, or it will never happen to me "because I can save it."

Next time you are working with a CFI, have them initiate some landing errors and then give you the control of the aircraft; if this exercise resolves in you stabilizing the aircraft and initiating a go around pat yourself on the back, because you exhibited a safe flying behavior. Trust me, it is always easier on the pride to go around than it is to bring back a bent aircraft.

Safety is not an accident; it involves a lot of planning and total self awareness.

Your POH says the best glide speed is 60 KIAS or 65, 68, 70 - 75, or some other speed or range. However, under some circumstances, it may not be the appropriate speed to fly with an engine failure.

Let's start with the simple cases of a single speed shown in the POH. It clearly states that this is the speed that will give the best glide ratio under the following circumstances: 1) gross weight, 2) windmilling prop, and 3) no flaps. Some even go so far as to say no wind. Each of these involves its own discussion.

If you're operating well under gross weight, the best glide ratio will be the same as at gross, but it will occur at a lower airspeed. The typical range of speeds is from about 8-10% below the single speed given if only one is shown in the POH. So, if you're flying a C-152 with a best glide speed of 60 KIAS and the weight is well under gross, the actual best glide speed will probably be closer to 55 KIAS. I say "probably" because the manufacturer doesn't give us enough information to make an accurate determination. In many of our aircraft, the best glide is shown as a range of airspeeds with a specific value corresponding to each of two or three different weights. This is a much better arrangement, and if one assumes a linear change between the values shown, it can actually give the pilot some useful information. This assumes, of course that you have an accurate idea of the aircraft weight at various points during your flight.

Remember also that the effects of weight can be the result of more than the amount of people, fuel, and junk you have in the plane. You can accomplish the same thing with G forces. Let's say you're in a descending spiral over your intended landing point. If your bank hits 45 degrees, the load factor increases to about 1.4 times the weight of the plane, and the stall speed increases to about 1.2 times the level flight stall speed. Now a 45 degree bank will give you the lowest altitude loss per 360 degree turn, but the best glide speed goes up beyond the number in the POH.

In an actual engine failure the prop may or may not be windmilling initially. In the case of a fuel system problem, it probably will be. If there is an oil system problem (frequently resulting in total oil pressure failure), the prop will be stopped. But is that bad? Well, neither case is good, of course, but a stopped prop has less drag than a windmilling prop. Therefore, the plane has a better glide ratio with a stopped prop. Your instructor can simulate this for you by adding just a little throttle to give a "zero thrust" configuration. In airplanes with constant speed props, you can simulate this effect by pulling the prop control all the way to the low RPM position. Getting the plane into a configuration with a stopped prop in training risks turning a simulated emergency into a real one. In the case of a real engine failure, if you're above about 2,000 feet AGL, it might be worth raising the nose to stop the prop and get a better glide ratio if one is needed. Do this only AFTER completing the emergency flow and the restart checklist.

Although the POH specifies no flaps as a condition of best glide, you may or may not want to muck with the flaps. Pretty clearly, if you're at altitude practicing landing stall recoveries and your engine quits, getting the nose down and pulling the flaps up is going to give you a lot more time and a lot more options than leaving flaps down. On the other hand, immediately after a partial flap takeoff, you'd be foolish to raise the flaps and put yourself closer to the stall speed when you're close to the ground.

Now, about that no wind part…this is where things really get interesting. There isn't a lot of difference between no wind best glide and with the wind best glide. Worse, since we don't have the power off performance polar to look at, we couldn't even approximate what speed we should fly. It will be lower than best glide and could be as low as the minimum sink speed, but we don't know what that is from the POH. Since it's probably only a bit lower than best glide, using best glide probably won't hurt.

Flying into the wind is another matter entirely. If you take the extreme case of a C-152 and a 60 knot headwind, the effective glide ratio is zero because you'll descend vertically (I've actually done this twice). (A vertical descent at best glide isn't all that bad, as there is no ground roll, and unless the ground is REALLY steep, you're not going to hurt the plane or its occupants.) Obviously, if you do need to penetrate into a headwind, you'll need to fly faster than "best glide." Again, without the actual performance polar, we can't find the exact speed to fly, but a pretty good rule of thumb is to fly the best glide speed plus half the headwind (you did get the winds aloft data before you took off, didn't you?).

And it just gets worse - wind doesn't just blow horizontally. Sometimes the winds (or thermals) blow vertically, too. Without trying to condense an entire glider license ground school lesson into this article (without the manufacturers data to give real numbers), let's just get the essence of the technique. Slow down in rising air, and speed up in descending air. This concept (with numbers attached) is the lifeblood of the glider pilot, but the glider pilot also has some pretty cool equipment that we don't have in our airplanes. So what do we do?

As we establish our blest glide, we also log in the sink rate. It should stay constant in still air. If we see a change of 50 percent or more of that value, we should take the appropriate action. In rising air, slow down by 5 to 10 percent. In sinking air, increase the airspeed by as much as 25 percent. In both cases, watch for the VSI to stabilize, and when it changes from the new baseline, re-evaluate and change speeds accordingly. If all that sounds complicated, it is, and may be too difficult unless you have a bunch of sailplane time.

An alternative technique that can be done independently or simultaneously with the above is to be aware of where air is rising and where it's descending. Air typically rises under streets of clouds, so if one is going where you've going, follow it as long as you can. Air rises on the windward side of mountains. Thermals form over the side of mountains that face the sun. Waves form downwind of mountains (but not immediately next to them where the wind goes down). Air sinks over lakes and other bodies of water. Air is more likely to sink over a forest than over a freshly plowed field. And there are millions more examples that one can learn from soaring. Even if you don't slow down to take maximum advantage of the rising air, your glide ratio will be better while you're in it.

Two final thoughts about best glide: First, even though you CAN optimize your glide ratio through these techniques, it's far better not to get into a situation that requires your best glide. Staying high enough to get to your pre-selected field easily is the best insurance. Second, the best glide ratio of any airplane in the club is significantly less than the slope of the VASI, which is around 3 degrees, or about 19 to 1. This should make you feel at least a little nervous when you're below glide path in a single engine airplane.

The April 2005 Designee Update is available on line. I recommend that CFIIs and pilots training for the instrument rating or an IPC (instrument proficiency check) download it. The site is http://afs600.faa.gov.

IPC
The current Instrument Rating PTS is addressed. All CFIIs need to be aware that the PTS prescribes the minimum content of the IPC (instrument proficiency check). An IPC has not been legally accomplished unless all the items in the IPC column of the matrix on page 16 of the PTS introduction have been tested. The tasks include circling approach (unless it is a helicopter IPC) and landing from an approach. Since no FTD's (flight training devices - we call them "sims" at WVFC) are approved for circling approaches or landings, at least part of the IPC must be flown in an airplane. This is pretty important if you need to stay legal and insured for IFR flight.

Be sure to read the paragraph at the bottom of page 16 of the PTS if you are going to give or take an IPC.

Logging Ground Instruction per Mr. John Lynch
A month ago, I gave a private pilot checkride to a gentleman at another flying club. Checking his logbook, I noticed that there was no record of ground training other than a statement to the effect that the training required by FAR 61.107 had been accomplished. I asked where the record of ground training was. His instructor said he does not usually record ground training sessions. I referred the instructor to the text of FAR 61.107 which states that "A person….must receive and log ground and flight training…" Another CFI at the club pointed out that John Lynch's FAQ (frequently asked questions) states that a single endorsement in the log book would suffice for the ground training. We fired up a computer, downloaded the Part 61 FAQ and found that I was wrong. The CFIs were right.

Among the readily available sources of flight training information, Mr. John Lynch's internet FAQ stands high. This source is available through the FAA web site: www.faa.gov/avr/afs/afs800/docs/pt61faq.doc. DPEs have been instructed that the answers to these FAQs are FAA policy.

Mr. Lynch answers the above question about logging individual ground training sessions: "no." He says the FAA is not looking for a "James Mitchner [sic] style novel." The following endorsement will suffice in preparation for the practical test:

I certify that I have given (First name, MI, last name) the ground and flight training required by FAR 61.107(b)(1), and find him/her proficient to perform each area of operation safely as a private pilot, and that he/she is prepared for the required practical test. S/S [date] J.J. Jones 987654321CFI Exp. 12-31-2006.

That's it! As a CFI, I like to log each session individually. If you, as CFI, prefer to simply endorse the applicant's logbook with the above statement, you have met the requirement according to FAA policy.

Mr. Lynch's FAQ is pretty big; but it is arranged logically by Part 61 section and paragraph. So it is not hard to use. I am learning to use it more and more to help me in my teaching and testing.

By the way, John Lynch's answers are not "legal interpretations" since he is not an FAA attorney. However, as mentioned, they constitute FAA policy. It is also worth noting that Mr. Lynch is the person who writes and amends FAR 61 and 141.

I put this in the Sierra Papa monthly with mixed emotions. It's one of those places that's an absolute jewel partially because no one else knows about it. So if you go there, don't tell anyone there that I ruined it, and don't tell any of your friends. They won't know where it is anyway.

For my long solo cross-country, my first stop was at Eckert Field (where is that?). That's the response I got every time I talked to a new controller along the way. "…on a VFR flight plan from San Carlos to Eckert Field." Long pause. "Where is that?" "It's near Strathmore, California." Longer pause. "Where is that?" I finally had to figure out what radial it was on from the nearest VOR so I could be prepared for that question the next time it came up…and the next time. And, by the way, if you do go, use the GPS to find it. It's so small, it looks like any other country road. Fellow Sierra Papas, get out your San Francisco sectional and turn to the 339 radial from the Tule VOR (can't you hear your elementary school teacher say "Now, class, take out your textbook and turn to Chapter 11"?). There you will find Eckert Field, otherwise known as the shortest, paved, public-use runway in California. You know all those short field landings you've been practicing? Totally different when you're doing them for keeps. Nailed it on my third approach (luckily, my instructor said I wasn't the only student he's had who didn't make it the first time). Meanwhile, there's a guy in a pickup truck (I kid you not; this city girl was starting to hear the sounds of the Deliverance theme song running through her head) on the runway watching in amusement (I'm sure) as I made my passes. Once we did get on the ground, he asked my instructor, "That was your landing, wasn't it?" Excuse me?? Just because I didn't make it the first two times doesn't mean that I couldn't make it (and nail it, I might add) on the third time. I get no respect.

Anyway, back on the topic at hand. Strathmore, California, happens to be home to acres upon acres of orange groves. The thing is, you have to time it just right. We went there right after the farmers had picked them, but they were only about 90% picked. Bring along someone small and limber who wouldn't mind risking a broken neck for some yummy oranges. The airport is tiny, and you just walk across a small road and you're surrounded by orange trees. Apparently the farmers pick the easy to reach ones, so I had to climb a tree for the first time since I was a kid (forgot how much fun that is). For a change, my height (or lack thereof) was actually helpful since I could squeeze through the branches to get to the top. Had I known that there were such treasures to be had on my cross-country, I would have brought along something to carry them home in. As it was, we brought as many oranges back to the plane as we could carry. Once we had a first bite, we decided we should go back for a second load. They were the sweetest, juiciest oranges I'd ever had. I wanted to go back the next weekend to get more before they fell off the trees and rotted, but the weather turned nasty. Even if you can't get any oranges, it's still worth it just to practice your short field landings for real.

Of course, this gave me the perfect opportunity to show up at work with excuses to talk about my flying adventures. I passed oranges around to all my coworkers explaining that these would be the freshest oranges they'd ever had since I just flew them in from Strathmore. "Where is that?? Mmm, good oranges, though."

For those of you who have missed my entries, and it seems from the lack of complaints there has not been any, I am back for the spring/summer flying season. So the two of you who read this, and one is me, and I think the other is my mom, you can rest easy 'cause Roger is going to be explaining the greasy side of aviation.

I am going to start the season by reminding the crew of a best kept secret at PAO which is the Bay Café, otherwise known at the golf course food place. It has great snacks and a big greasy egg and bacon filled burrito to get you started in the AM; with a coffee, it is only $4.99. For lunch and a great way to continue the clog, get the double burger with fountain drink and choice of side for $5.95. Please make sure to loosen the belt as I sometimes forget, which leads to much discomfort in the afternoon hours. There are a lot of healthy salads and a great selection of deli sandwiches. This is the place to go when you do not want to pay an abundant price and actually would like to choose from more than 3 items and you're sick of panini for lunch. For the late evening crowd, sorry no dinner; however, since it is spring, Bay Café has happy hour from 5:30 - 7:00PM, and well, if a you like buffalo wings and celery, there is no better place.

Roger says check it out.

NEW MEMBER ORIENTATION
Saturday, May 14, 10:00 a.m., PAO Classroom
If you've joined the club recently, plan to attend this get-together put on by board member Torea Rodriguez. CFIs and other club representatives will be on hand to present information and answer questions. If you're interested contact Torea at globug@mac.com.

BAY TO BREAKERS
Sunday, May 15, San Francisco
Join your fellow club members at the 2005 Bay to Breakers on the 15th of May! We're making this one a club event for runners and non-runners alike, so grab a pair of comfortable sneakers and your loved ones and come join us for the best street party you have ever attended. You can run, walk, crawl, whatever, and you can also come in costume and compete in the Southwest Airlines Costume Contest. For more information and to register, check out: http://www.baytobreakers.com. To sign up, call or email Sandy at Hayward, either by email or phone (syzygy2002@mac.com, 510-781-0101). And don't forget to bring tortillas.

HAYWARD TOWER TOUR
Thursday, May 19, 6:30 pm, Hayward
Eric Jewell will be leading a tour of the Hayward air traffic control tower. Members should contact Eric at eric@flywitheric.com if interested.

SKYDIVE!!!
Saturday, May 21, Lodi
Ever been cruising along at 13,000' and wondered what it would be like to simply step from the aircraft and fly like a real bird (except without wings, vertically, and a whole lot faster)? Well, here's your chance! On Saturday, May 21st, staff, members, and CFIs from WVFC are going to do just that. We will be flying into the Lodi Airport (1O3) and jumping from nearly perfect aircraft. The cost of a tandem skydive is $100, and a video of your jump (highly recommended) is just $35 more. The whole process can take as little as two hours from the time you land your airplane to the time you land under canopy. If you are not interested in skydiving, there are shade trees right next to the parachute landing area, just right for a picnic. Or for $15, you can ride along in the airplane as an observer and watch your loved ones as they exit the plane--pretty cool!

We are organizing a pre fly-in safety seminar to be held in late April--date to be announced. At this seminar, we will talk about all the elements related to the tandem skydive as well as the ins-n-outs of flying into an active drop zone--we will even be pulling apart a parachute (rig). Oh, and this seminar will also count towards the "Wings" program! If you have any further questions, please contact CFI Logan Frasier at freeflyguy66@yahoo.com. Yeeeeeeeehaaaaaaw, and blue skies!

BRUNCH FLY-IN TO MATTHEW'S @ PASO ROBLES
Sunday, May 22
Matthew's at the Airport, www.matthewsattheairport.com, is a highly rated restaurant at Paso Robles Airport. Join us for the easy 80 minute flight to breakfast. http://www.airnav.com/airport/KPRB Meet at base airports @ 9:00 am for final weather check. A preflight meeting will be held on Wednesday, May 18 from 7:00 to 7:45 at PAO. Contact Terry Slocum, terry_slocum@mindspring.com.

MEMBER STEERING COMMITTEE MEETING
Tuesday, May 24, 6:00 pm, Palo Alto
Have a question, suggestion, compliment, or complaint? Bring it up at the club's bi-monthly Member Steering Committee meeting. Contact Patti Andrews at whatsup@wvfc.org if you'd like to put an item on the agenda.

FLYING THE SAN FRANCISCO BAY TOUR
Wednesday, May 18, 7:00 pm, San Carlos
The San Francisco Bay area has some of the most scenic flying available in the world, and it takes only about an hour to show family and friends the many attractions. Careful preparation before you go will ensure that you can fly the route with confidence and safety. The West Valley Flying Club and Master CFI Max Trescott invite you to this presentation where you'll learn the ins and outs of flying the Bay Tour. Max will share with you the landmarks that Air Traffic Controllers use, the altitudes to fly, the flight routes commonly used and what you need to know to prepare for the tour. Emphasis will be upon proper Class B and C airspace transitions. Speaker Max Trescott is a Gold Seal CFI, FAA Aviation Safety Counselor, and designated by the National Association of Flight Instructors as a Master CFI. He produces the "Bay Tour Map," available in local pilot shops, and writes an online safety newsletter at http://www.pilotsafetynews.com He was first licensed as a teenager, and has flown for more than 30 years of which the last 17 years have been out of Bay area airports. A former Cessna T210 owner, he specializes in high performance Cessna training and instrument training. Flight Instructors are encouraged to attend this seminar with their students.

ROUND ENGINES
Wednesday, May 25, 7:00 pm, Hayward
Round engines were once thought to be the most effective way to power an aircraft and were used from the rotary engines of WWI to the radial engines used by early commercial airlines and WWII aircraft. Sandra daMotta is flight instructor with West Valley Flying Club. Sandra is a type-rated DC-3 captain and has flown a variety of radial engine equipped airplanes.

SQL Private Pilot Ground School meets Tuesdays 6:30-9:00 pm with instructors Justin Warren and Peter Long. The cost is a $200 one-time fee, after which you may re-attend as often as you like. 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 Linton S. 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 Linton at lkypta@earthlink.net.

HWD Private Pilot Ground School meets Tuesday nights from 6:30-9:30 pm. 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 starting May 10. 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.

Initial CFI & Commercial Pilot Airplane Course
Begins May 23, running two weeks, Monday through Friday, 9am to 5pm, PAO.
This course is in two sections: The first week is attended by both Initial CFI Students and Commercial Pilot Students. The second week is attended by Initial CFI Students ONLY.

This course prepares you with the core knowledge for teaching people how to fly, and for the commercial pilots, it covers all aeronautical knowledge areas for certification. Week one covers Principles of Flight, Navigation, Weather Theory, Practical Weather, FAR 61, 91, AIM, Systems, Aeronautical Decision Making, Cockpit Resourse Management, and more. Week two covers The Fundamentals of Instructing - Theory and Practice, a systematic way to teach flying (a method to teach a student from 0 to Private Pilot), developing lesson plans, and presenting material in a classroom setting as well as a one to one setting.

The course was designed by Mike Shiflett, DPE, and has been run for over nine years with a first time pass rate of about 85% for initial CFI. About 60% of the course is multi media. At the end of the course, you will have covered all required aeronautical knowledge areas for both Commercial and Flight Instructor and may begin your flight training! The course includes all books, handouts, reprints, etc. This is NOT a written prep course for the knowledge test. It IS a course for the practical aspects of flying. Call Mike Shiflett at 408-666-3133 for more information, or you can log on to http://www.checkrides.com and check out the complete syllabus under Ground Schools.