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A NOTE FROM OPERATIONS by Shannon Doyle Greetings West Valley-ites! Allow me to introduce myself; I am your new Operations Manager, Shannon Doyle. I have been with West Valley since January 23 and have been working closely with Joel Harris to learn the ropes. I am extremely grateful for Joel, and I am confident we will make a great team. If anybody has questions about the transition, please don't hesitate to contact us in Palo Alto; we will be happy to fill you in. Now, about myself, I have a background in sales management; over the past five years I have been directly responsible for over two hundred accounts and approximately four times that number in actual clients. Customer service, management, and multi-tasking are my strengths. Prior to sales, I managed a very busy restaurant on the Peninsula; my favorite part of the job was the high energy and excitement that prevailed in this environment. I believe a positive attitude is one's most valuable asset, and I work hard to maintain this philosophy on a consistent basis. Most importantly, I am studying to be a pilot, which is the reason I am here in the first place! When I was young, my father worked for Flying Tigers, and we always used to go to the hangar and look at the planes. Unbeknownst to me, this would later turn into a passion that I am motivated to fulfill. I am thrilled to be part of the West Valley team and am looking forward to meeting all of the owners, members, and staff in the very near future.
ACHIEVEMENTS
Solo
Instrument Checkride
The Proud CFIs:
NEW MEMBERS
Ronald Hamburger
FLEET UPDATES
Aircraft arriving:
We have a Pitts S2C, N136PS, which will be located at KHWD. This will be a key aircraft in revamping the aerobatics program at West Valley Flying Club. The rental rate is $235/hr.
A T-6 N555Q will be also arriving later this month and located at KHWD. This will be available for dual flights shortly after its arrival; rental rate will be $295/hr.
An aircraft to highlight, the second most requested aircraft in the survey, was a Piper Dakota. Ironically, this is an aircraft that we already have online at the KSQL airport. N8309X, is equipped with a Garmin 530, HSI, Shadin fuel flow, and a century 21 2 Axis autopilot. This is a great set-up for cross country flying. The initial checkout rate is only $125/hr, and you keep yourself current on all Archers and Warriors when you fly this plane. Please check it out. Based on the results from the survey, it seems to be the best kept secret at WVFC. Please let me know if you have any questions or comments.
Aircraft we need:
With the ongoing escalation in fuel prices, the little 152 has become a real bargain trainer. We are looking for 152s to ramp up our inventory at all of our locations. With a decent model going for the high $20K, this is a great way to get into the aircraft rental market.
A 172RG for South County. Currently, American Aircraft Sales has a 172RG for sale that would be a great addition to our rental fleet in this growing market. There is a nice supply of 172RGs on the market, and this is a consistent flyer.
An Archer III at KPAO. This aircraft is in very high demand. A second one on the flight line, with 945DB leaving, would be an excellent opportunity.
The most requested aircraft is a twin. There will be a brand new Twin Seminole available for test drives by the middle of February. If you would like to schedule a test flight, please let me know. We would love to get a new Seminole on the flight line. The numbers indicate this would be a very active aircraft.
Aircraft in the near future:
One of our members is number 20 on the list to receive a DA-42 diesel twin. More on this later as we receive updated information.
Aircraft up for Sale:
N4319Y a very nicely equipped Archer II is for sale. Discounts are available for those who would keep the aircraft online.
A 2003 Centennial at Hayward is for sale, and the owner is willing to commit to renting it for 100 hours in the first year as an incentive to keep the plane on WVFC's flight line. For more information, please call Peter Kendall about N8140V at (925) 330-2218.
Aircraft Leaving:
945DB, an Archer III at PAO, is going to be sold; anyone interested in purchasing can contact the owner Dan Baggett.
2204Q, an Archer II, was sold.
1957Y, a little M20C, received very little love; hence the member who owned the aircraft is selling it as well. See Larry Shapiro if you are interested in purchasing.
Volunteers Needed:
Finally, we have two committees currently in need of chairpersons:
The Activities Committee
This is a once a month commitment and is very helpful to the organization of the club's future. If you would like to participate, please let me know.
SUGGESTION BOX
Do you have a suggestion or a bit of feedback for the club? Send it to whatsup@wvfc.org.
THE FLYER
The Flyer is the monthly newsletter of the West Valley Flying Club. For more information about the club, please call our Palo Alto office at (650) 856-2030, our San Carlos office at (650) 595-5912, our Hayward office at (510) 781-0101, or our South County office at (408) 683-4102. For information about the newsletter, or to submit an article, contact the Editor at whatsup@wvfc.org.
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by Josh Smith, General Manager
As you may remember, we sent out a member survey last year. This is something that as a non-profit we are required to do annually. In addition, as an organization that tries to remain constantly in touch with the needs of its members, surveys allow us to remain consistent with those needs and wrap those into the constantly evolving strategic plan. Last year, we did both a face to face survey with members and an online survey. The following is a quick summary of the results:
Overall impression of the club:
Front Desk Service:
The quality of our flight instruction:
Choice and availability of aircraft:
Quality of aircraft:
The most requested aircraft were:
The comments were plentiful and varied. Some people seem to love MX and an equally balanced number of people are very frustrated with the MX department. The rising costs of fuel and the fuel surcharge came up quite a bit. A lot of people used the comments section to further compliment the club on its improving levels of service. Over the next few months, I will use this forum as well as the membership page to communicate when changes are coming down the pipe that will help alleviate frustrations noted on the survey. At the end of the day, this is the members' club, and as always it will be our effort to make it the best possible place to enjoy and live your aviation experience.
Finally, I would like to welcome Shannon Doyle as the new Director of Operations. Shannon, who joined WVFC prior to interviewing for this job, comes to WVFC with sales management and customer service experience. It will be Shannon's job to oversee all front desk operations, events, and volunteer activities and partner with me on our marketing campaigns during the coming year. She has a fresh and enthusiastic outlook for WVFC, and, as have many of us, she to has been bitten by the flying bug. Please welcome Shannon; she can be reached by email at Shannon@wvfc.org or 650-856-2030, ext. 304.
Thanks as always for your input and support of WVFC.
97% of the membership feels that the club is either Good or Excellent. The majority (over 60%) said its overall impression is excellent.
99% feel that Front Desk service is either Good or Excellent, with at least 62% finding that our Front Desk service is excellent.
At least 70% feel that the flight instruction is either Good or Excellent, with 50% of the responders finding our instructors Excellent.
At least 87% score the club as either Good or Excellent with the Excellent scoring 30% in face to face surveys and 50% in the online survey. This question had the most variation between surveys.
At least 91% feel that we are either Good or Excellent, with a 31% scoring Excellent in the face to face surveys and again 52% in the online surveyors scoring the club Excellent. This question again had a large discrepancy between the scores.
Twins, 6 Seaters, Diamond twin, More HP, a Dakota, more Acro aircraft, and finally more Cirrus. Oddly enough, most of these requests will be taken care of in the coming months; please look to the Fleet Update section of the newsletter for more information.
THE CHIEF'S CORNER
by Dominique Marais, Assistant Chief Pilot
This month, there are a few things the Chief Pilot's office would like to bring to your attention. First on the list is scheduling airplanes. What might sound like a detail for you, the renter, can in fact be the source of some angst and additional workload for us in the office. If for any reason you are not able to return an airplane on time or the day you have scheduled it for, we would appreciate it if you gave the club a call. Even outside of working hours, you can always leave a message on the answering machine, and the change can be made in CASSi by the front desk staff the following morning. If another member has scheduled the airplane after it is due back, with enough lead time we can substitute another airplane or at least give ample notice that the flight needs to be cancelled because the airplane will not make it on time. Without this information, what ends up happening is the airplane shows as overdue. The front desk starts the research, tries to get hold of the renter (most of the time unsuccessfully), calls the flight service station, and, without a clear answer as to where the airplane is, the Chief Pilot's office gets involved. There ensues a series of phone calls to TRACON or Approach/Center facilities, airports (when we know where the flight was supposed to go), and any other location we can think of. In the end, we are most often left with the only alternative being to wait for the airplane to be back hoping that all goes well. In the meantime, another renter has missed a flight, and the owner has lost revenue. The chief pilot's office, in coordination with front desk staff, is trying to come up with solutions to avoid these types of situations in the future, and we will make a point of keeping you updated. Until we have a clear new set of procedures, we would like to remind you to give us a call.
April Gafford, founder of Jato Aviation (www.jatoaviation.com), is highly involved in Technically Advanced Aircraft and flying flat panel equipment. April has developed a series of seminars that she will be giving each month about glass cockpits, or flat panels as they are commonly known. Here is what we have in store for you:
On another note, you might remember that following the series of incidents/accidents the club experienced last year, the GM came up with a document, closely updated by the Chief Pilot's office, which was a description of these accidents, what we believe caused them, and what could be done in the future to avoid reproducing them. During a recent Member Steering Committee meeting, we were asked to make this document available to the membership - not only the instructors. The Chief Pilot's office will make this document available for reading in-house to any member who is interested in doing so. Just send an email to me at dominm@wvfc.org, and I will be happy to set up a time for you to read it and will make myself available to answer questions or listen to your comments.
I would like to announce two new and exciting additions to our fleet this month: a Pitts S2C (designed primarily for aerobatics) and a Texan T6, which at some point will be available for demo flights. Both of these are really fun and interesting aircraft that we are proud to have online. They are also a good balance with the newer, more conservative type of airplanes.
Until next time, happy flying!
In the same line of TAA, we are working closely with Heike Larson, Divisional Director at Cirrus Aircraft, and will set up a seminar (date and location to be announced) on the "Truths and Myths" about the Cirrus. This should be a two hour presentation and discussion that we believe should be quite interesting, not only for current Cirrus pilots but also for all of you interested in aviation and the new breed of aircraft hitting the market. Also, Heike would like to inform you Cirri pilots/aficionados or just potential pilots that Cirrus will organize a weekend fly-in to Mammoth 16-19 March. As soon as we get more information about the event, we will make sure to keep you informed.
CHECKRIDE SUCCESS: HOW TO GIVE A CHECKRIDE
by John Pyle, Designated Examiner
When you go to an interview for a job, a loan, or romance, you do better if you can put yourself in the interviewer's shoes. If you know the features the interviewers are looking for, you will have a much better chance of helping them find those features. So it seems reasonable that putting yourself in the Designated Pilot Examiner's (DPE's) shoes will similarly help you pass your checkride.
The Examiner's Job
The Examiner's Concerns
The applicant meets the eligibility requirements listed in FAR 61.103:
Is the Applicant Likely to Say Out of Trouble Once the Private Pilot Certificate is Issued?
But it is difficult for the examiner to determine the applicant's judgment. I have had many applicants tell me that they are conservative. No applicant has ever told me that he or she is a high risk-taker.
In the introduction to the Private Pilot Practical Test Standards, satisfactory performance is listed as the applicant's ability to safely:
The DPE's job is to ensure that you, the applicant, meet the requirements of the relevant subpart of 14 CFR part 61. In the case of the private pilot, that is Subpart E. His or her standard is FAA-S-8081-14S The Private Pilot Practical Test Standards for Airplanes. Examiners write and use "plans of action" to guide them through the test.
The DPE's major concerns while testing an applicant are:
Is the applicant qualified to take the test?
In order to answer this question, the DPE will look at the application and the pilot log book. The DPE needs to know that:
Can the Applicant Actually Do the Required PTS Tasks?
The Practical Test is the DPE's means of finding the answer.
One of the worst things that can happen to a pilot examiner is for the applicant to pass his or her practical test and then have an accident or violate a regulation. Usually an accident or a violation is the result of bad judgment by the pilot. So the examiner is very much concerned about the applicant's judgment or "Aeronautical Decision Making."
Next month, I want to analyze how applicants demonstrate or fail to demonstrate sound judgment.
THE SECOND LEMMING
by Dave Fry, Aviation Safety Counselor.
We're keeping with the wildlife theme from last month but expanding into warm-blooded critters. Most of us have wondered about lemmings; hoards of these little beasts fling themselves off cliffs into the waters far below. It's bad enough imagining the first one off the cliff, but why is the second one following it? Perhaps because, unlike the lead dog on the sled team (the only on with a scenery change), the ones in the back are too focused on what's immediately in front of them to do any strategic thinking.
An extreme case of this occurred several years ago when a precision flying team followed the leader into the ground during a practice session. But that's not where I'm going with this article. We see a slightly different form of lemmings at most airports when the weather gets bad. And there is a great analogy from a pretty cool movie - "Riding Giants." This is a (mostly) documentary of the history of big-wave riding. One of the original Hawaii Kahunas was describing the first time a group of them went to the northshore of Oahu and saw the winter waves up there. Fifty feet and higher.
They're watching these gorgeous waves romping in, they know the height is caused by the coral under them, and they are probably even feeling the waves crash into the beach. They're comparing the size of the waves to the size of their surfboards and the size of what they've ridden in the past. They know people are going to die out there, and nobody is going out to surf. Finally, the narrator decides (he really doesn't explain the decision making process, but it's a fair bet that he'd never heard of Aeronautical Decision Making), "What the heck?!" Again, I'm pretty sure that wasn't what he actually said, but this IS a family publication. So he grabs his board and starts out into the surf. Before he's up on the return trip everyone else is in the water to join him. Did they know any more about the conditions than before he went out? Did they even see him make a successful run and live through it? They're just following that first lemming over the cliff. The good news is that they all survived (that day).
So, now it's a typical winter day, the visibility is flaky (that, of course, is a technical term), and the clouds are high enough that ducks are flying but the geese and pelicans are still walking. You're meditating about what to do. IFR sounds pretty good, but you see one of our local high-timers heading out and hear the call to ground requesting a Leslie Salt departure. He's going out VFR!! Suddenly swarms of other pilots are calling for Leslie Salt departures. Even if they wait to see if the first lemming gets a frequency change, do they know any more about the conditions than they did before? Do they know if the first lemming is even still alive? NO!
Does this stop them or even slow them down? Unfortunately, no.
This same scenario is played out with turbulence, icing, crosswinds, etc.
Setting personal minimums will keep you from being the second lemming. If the weather is below your personal minimums, it won't make any difference how many folks have gone out; you won't go, and you won't be the second lemming.
BAY AREA LANDMARKS: BRAGGING RIGHTS
by Robert French, CFI
Anyone who has flown into Palo Alto or who learned to fly here knows that there is something special (and very busy!) about the airport. It's possible to be number 13 for landing, to extend all the way to the other side of Moffett, and to see planes 10 deep waiting for takeoff. We've all heard the shaky voice on the radio of the non-local pilot trying to work his way into the busiest traffic he's ever experienced. Through it all, the tower controllers do an incredible job of keeping the airplanes moving, sometimes allowing two or three planes to take off in a gap that a lesser airport would leave completely unfilled. We've all heard that PAO is one of the busiest training airports around and that this is one reason it takes more time than the national average to learn to fly here. But just how busy is it, really? And how does it compare to WVFC's other locations in SQL, HWD, and E16?
To answer this question, I tracked down the most recent operational statistics data from the FAA (I think this is 2004, but it wasn't explicitly labeled). An "operation" is defined as either a takeoff or a landing. A touch-and-go is considered two operations. Operational data are not available for all airports, but they are available for the majority of airports that actually have a significant number of operations. I then correlated the information with the number of runways, maximum runway length, and number of based aircraft at the more than 3,400 civil, public-use airports in the lower 48 states for which data are available. The answers may surprise you.
First of all, let's look at single-runway airports. PAO is the busiest single-runway airport in the country, with 213,000 operations per year (about 583 per day). We beat out San Diego International (a class B airport!) by 7,000 operations, followed by Camarillo, CA, and Scottsdale, AZ. The number five position is held by San Carlos at 170,000 operations. This is out of more than 1,900 single-runway airports in the study.
How about our rank with respect to all airports, not just those with a single runway? PAO is ranked #71, behind such behemoths as Atlanta, Chicago, and Boston. SQL is #104, HWD is #120, and E16 comes in way last at #629.
In terms of runway length, PAO pulls off these feats with a single 2,443 foot long runway, considered very short by most people, who learn to fly at airports with 5,000 foot or longer runways. Just looking at runway length, PAO is the busiest airport with a longest runway length of less than 3,100 feet. If we removed Reid-Hillview from the comparison, PAO would be the busiest with a longest runway length of less than 4,500 feet.
We all know there are a huge number of airplanes based here. PAO ranks #27 of all airports in number of based aircraft (527), SQL ranks right behind at #28 (503), HWD is at #36 (472), and E16 is #610 (90). Many of the airports with the largest number of based aircraft are right here in the Bay Area. Reid-Hillview is #11 (697), Livermore is #15 (604), and Concord is #19 (591). In fact, if you look at all of the airports on the San Francisco Terminal Chart, there are more than 4,600 based aircraft in the area.
Sadly, PAO may have lost its place as the busiest single-runway airport in 2005. According to the most recent figures (which I have for PAO but not for any other airport), there were only 183,000 operations in 2005, down about 15%. If all other data stayed the same, that would make us #5.
It should come as no surprise that WVFC contributes a tremendous amount to PAO's status as the busiest airport. In 2005, WVFC had approximately 18,000 flight hours at PAO. Of these, about 50% were dual instruction, and I'm going to guess, conservatively, that about 50% of all dual instruction is pattern work. That means we contributed 4,500 hours of pattern work. At 6 takeoffs and landings (12 operations) per hour, that converts to 54,000 operations per year, or about a quarter of all PAO operations! Without WVFC, PAO would drop precipitously from its #1 spot to around #13 among single-runway airports.
So the next time you're up doing pattern work at PAO or SQL, take pride in the fact that you are learning at one of the busiest airports around and that you are helping to keep PAO in its position of honor. And when you tell people where you learned to fly, you can honestly say it is one of the busiest training airports in the country.
THE FLIGHT BAG: PART 1
by Wesley Irish, WVFC Member
This article is the first in a series about "the flight bag" - that bag of tricks that every pilot carries. It can take many years of experience and experimentation to select, outfit, and organize a well-equipped flight bag. In this series, I will share my experiences, as well as those of other pilots, to help streamline this process for you. I will also try to help you separate the hype from the truly useful and offer practical, low-cost ideas or alternatives whenever possible. Whether you are a new pilot or an experienced aviator, I hope that you will be able to take away something useful from each article in this series.
Many years ago, one of my flight instructors taught me a maxim that has served me well many times. It is simply to apply the old adage, "A place for everything and everything in its place," to the contents of your flight bag. When you need something from your bag, you should be able to access it within seconds without diverting your eyes from another task. The importance of accessing something in your bag is usually directly proportional to the urgency of the situation at hand - the more you need something, the less time or attention you can afford to devote to the search! So, before starting the engine, make sure to place and orient your flight bag so that it can be easily accessed from the pilot's seat.
Let's consider the selection of a flight bag. Although most pilot shops are quick to promote the prototypical "flight bag" with a dual-zipper central flap and multiple separate external pockets or pouches, there are actually many alternatives. These include backpack designs, hard case units, and even computer laptop bags. The latter can often be an excellent value. They are relatively inexpensive, yet they offer a means to organize supplies, gadgets, and paperwork all in one compact and durable unit.
In making your selection, consider how you will separate and organize the following items: 1) office supplies, such as pens, rulers, calculator, flight computer, and note pad; 2) paperwork, such as charts, AFD, airport guides, checklists, and flight plans; 3) gadgets, such as handheld radio, GPS, flashlights, and batteries; and 4) miscellaneous items, such as medications, eyeglasses, and first aid supplies. You will also need to decide if you want room for your headset in your flight bag.
There is no one best flight bag choice; everyone has a slightly different set of needs. Just remember to apply the flight bag maxim when shopping for a new one. This does not necessarily imply that a bag must have a zillion compartments, only that you must have a reasonable way to organize the contents so that you can find anything quickly by touch alone. For example, you might choose to use unique containers, separators, or an ordering system, in addition to any pockets or dividers that are part of the bag.
Next month, we will begin to explore the contents of a well-equipped flight bag. While I have a number of suggestions, I welcome your ideas as well. If you carry something in your flight bag that you have found valuable and you would like to share your idea with others, please send me an email telling me about your experience. I will incorporate your ideas into future articles as content, time, and space permit.
EVENTS & ACTIVITIES
OPEN HOUSE AT SOUTH COUNTY AIRPORT
West Valley Flying Club and Magnum Aviation, with NorCal Piper and Cirrus designs, will be having an Open House at South County airport on February 11. Refreshments and live entertainment will be provided.
NorCal Piper will be showcasing the new Avidyne Equipped Glass Panel Piper 6X, 6XT, and Saratoga TC, just a fraction of the versatility that Piper has to offer. If you would like to schedule a demonstration flight in one of these beautiful aircraft, please contact NorCal Piper immediately to schedule a flight! (650) 354-1399 www.NorCalPiper.com
What a great reason to take a little flight.
Saturday, February 11, 3:00-6:00 pm
GROUND SCHOOLS
SQL Private Pilot Ground School meets Tuesdays 6:30-9:00 pm with instructor Dan Dyer. The cost is a $200 one-time fee, after which you may re-attend as often as you like. For information, contact Dan Dyer at dan@dkdyer.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. You may begin the course at any time. Contact Kyp at lkypta@earthlink.net.
HWD Private Pilot Ground School meets Tuesday nights from 6:30-9:30 pm. The 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 evenings from 6:30 - 9:00 with instructors Ali Ashayer and Lindsay Dillon. The cost is $200. Contact Ali Ashayer at aashayer@aol.com or Lindsay Dillon at linsgrins@hotmail.com for more information.
© 1998, 2006 West Valley Flying Club. All rights reserved.
Reproduction in whole or in part in any form without the express written permission
of an officer of the club is strictly prohibited.