This year has proven to be an interesting one for the club. As always, we need to work hard to stay ahead with the latest and the greatest and at the same time remain true to the old technology. On the new side we are adding on a couple of DA-42 aircraft, otherwise known as the Diamond Twin Stars. These are a step forward in aviation technology. Gone are the traditional mixture and prop controls. Instead, you have the ECU for complete engine control. I just got back from ferrying 430TS and 928TS back from London, Canada. In order to avoid the big storm in the mid-west we basically circumnavigated the entire US. 2300 miles later we were home. In that time one learns to appreciate both the performance and the handling of an aircraft. The DA-42 excels in both areas. I look forward to getting both planes on the flight line.

We are still in hot pursuit of LSA aircraft. We see the new LSAs as providing multiple solutions:

1. They will be some of the only “new” aircraft that have the potential to rent in the $90-$100/hr price range.
2. They will allow us to offer LSA primary training and ratings.

There are a couple of very important issues we need to take care of.

As you know, we have added G1000 aircraft to the flight line. We are having an issue with the batteries getting drained from people running the G1000 panel without the engine running. In general, we should always view the electrical system on all aircraft as essential and time limited. All of the power we use on the ground may affect us in the air if we are not able to fully recharge the system. The problem has been worse in the G1000 aircraft as people have been learning to use the product without the engine running. When the battery is run down on the G1000 equipment, it corrupts the software. This requires a re-boot with a system disc to get it back up and running. This whole process costs several hundred dollars. We are asking that Pre-flight use of the electrical equipment be kept to a minimum, and use of the avionics other than for engine start procedures is prohibited. Those found to have run down the battery will be financially responsible for the battery recharge, software reboot, and potential loss of revenue.

The best possible way to learn to use the G1000 avionics is the G1000 sim at Palo Alto. This sim rents at $65 per hour. One of its best features is the pause key. This key allows the CFI to stop the action and explain what is going on. Having used the sim myself, I can tell you personally that it actually sped up the learning process, as I could focus on the specific tasks that were required of me by the CFI. Having ferried the DA-42 across the US, and in a lot of actual, the Frasca simulator was an invaluable training aid.

Additionally, I would recommend Max Trescott’s G1000 book. Copies are available at our front counters. Max breaks down the use of the G1000 into simple terms. He takes the detail of the system use into real life application far beyond the manufacturer’s manual. It is not only a great resource to start up your training, but is also makes a great reference beyond your initial instruction.

Other electrical issues:
Another scenario that we are seeing, is the long pre-flight with electrical on followed by a no flight. What ends up happening is the next pilot goes to use the aircraft after the first pilot cancels, the second pilot does another long pre-flight with the electrical on, and then cannot get the plane started. We queried this issue with a Gil battery representative. Gil manufactures aircraft batteries. We found that four to five minutes with electrical systems on is equivalent to 20 engine starts or 20% of the battery. So what does this exactly mean? As Pilot in Command, all pilots are required to determine the airworthiness of the aircraft prior to flight. We would like all pilots to check all systems that are required for the flight that they are about to take. Performing electrical systems checks in an expeditious fashion will help conserve the battery’s life and use for other critical functions.

Taxi operations:
We are seeing numerous pilots swinging planes into the tie-down. Specifically, this happens when the pilot taxies past the tie-down and then does a hard turn to position the plane in such a way that one is basically pushing the plane straight back. This is a no-no with WVFC and will cause loss of flight privileges. This seems like a relatively harmless maneuver however, we have already had one tail crunched in the last month from a pilot swinging into a tie-down. In order to keep us from having any further tail crunching incidents, please do not “swing” aircraft into their tie-downs.

Finally, I would like to thank Dominique for her time in service as Chief Pilot of West Valley Flying Club. Dominique has moved on to pursue brighter pastures. As a result, we are looking for a new Chief Pilot. If you know of someone who would like to become a part of the WVFC operation, look under the title of Job Openings at WVFC for more detail on this and other positions within in the club.

CHIEF PILOT
The Chief Pilot is a full time position within WVFC, managing safe flight operations practices while maintaining cooperation between CFIs, Owners, Maintenance and Operations departments.

Experience/Skill Requirements:

• 1000 + hours flying experience
• Current CFI rating
• 3 years previous management experience
• Investigative and analytical skills
• General computer knowledge (Internet based programs and Microsoft Office suite)
• Exceptional interpersonal, communication and management skills
• Strong conceptual, strategic planning and problem solving skills
• Proven ability to manage multiple projects and priorities in a dynamic environment
• Ability to communicate effectively at all levels within an organization and across functional lines
• Proven leadership, vendor management, negotiation and consultative skills able to garner colleague respect
• Excellent verbal and written communication skills strong counseling skills

Happy New Year Everyone! I hope all of you had a safe new year and are planning for the year ahead by setting lots of tangible goals! Most importantly, we hope you are making happiness and good health a part of your year so you are able to enjoy every moment. We are excited to make 2007 a record year here at West Valley and are looking forward to your participation. If there is any way we can help to get you back in the air, especially for those who haven’t flown in awhile let us know.

As we begin the New Year here at West Valley, we are thinking about how where to focus the activities for the upcoming year and would love some input from the members. Participation in the committee meetings has been consistent with the same group of people and we would love to get more of you involved to make it a really fun year in ’07! Generally, the meetings are once a month on a weeknight. Not only are we looking for people who are interested in leading, volunteering and coordinating events, we are also looking for different kinds of ideas to help us increase flying hours and overall presence of the club. If you have the time and are willing to devote some energy to the club we will love to have you here.

Many of you have already heard the sad news via e-mail but for those who haven’t, recently, one of our front desk employees, Gabe Rice out of Hayward, was killed in a plane crash along with another pilot. If you would like to know the details you can go to the NTSB website. The ID number is LAX07FA060. His body was shipped back to New York and the funeral was Thursday, December 28. We sent flowers from everyone at West Valley and received a gracious phone call from his father in the afternoon. For those of you who knew him and would like to send a personal note to his family, please contact me for the address of his family. We are all very saddened by this loss as Gabe was an amazing person with a very promising future. If you have any further questions please let us know.

Melissa Klippel came up with a fantastic idea to have a scholarship fund in Gabe’s name for those students who would like to become CFIs, as Gabe was about to sign up with us as a CFI. We will either have a scholarship fund or take up a contribution for his family if you are interested in helping please notify me at PAO, ext 304 or e-mail me at shannon@wvfc.org. If giving is on your list of resolutions, this would be a perfect way to help an aspiring pilot gain wings and help a really great cause at the same time.

On a lighter note, we are very excited about the New Year and look forward to seeing all of you. Have a safe and happy 2007!

The American aviation system is amazing. As complex and busy as it is, it continues to be one of the safest of any country on Earth. The current ATC controllers union complains of too few personnel in towers and of antique equipment. But the system works.

Other countries point disparagingly to our training. American instructors often begin instructing just after receiving their commercial certificate. Often, they may have had no flying experience outside of flight school. In fact, it is by instructing that they build the flight time necessary to be hired into commercial jobs.

Still we remain safer than the vast majority of other countries in terms of accidents v. hours flown. How do we do it? Well, one of the key players in the system is the often low-time flight instructor. He or she is able to systematically apply proven training principles to mold good safe pilots. In order to get these excellent young flight instructors, there needs to be a good standard of flight instructor training. This is where the CFIs who train the new instructors and the examiners (Aviation Safety Inspectors or Designated Pilot Examiners) come in.

It is essential, I believe, that aspiring flight instructors be exposed to every aspect of flying that is specified by the FAA’s Practical Test Standards. Most recommending flight instructors ensure that this happens. But sometimes important items are missed. Recently, I have done a number flight instructor practical tests for a flight school (not WVFC) that trains out of a non-towered airfield. Most of the applicants I tested had done all of their training at that school. Unfortunately, their experience at towered airports was minimal.

My test of flight instructors usually includes both towered and non-towered airports. In the case of this school’s applicants, the results have been interesting. Typically, the ground portion has gone well. The knowledge and understanding of the tasks outlined in the Practical Test Standard has been good.

Now comes the fun. Several of the initial flight instructor certificate applicants were for instrument instructor. That may seem strange. You might think that the first instructor rating would be VFR. However, it is legal to begin as an instrument instructor. For its own reasons, the flight school sent several applicants who had just received their commercial/instrument tickets to take the CFII test.

Since they already had their instrument tickets, I asked them to file and fly part of the test under IFR. It became apparent that some of the CFII applicants had never received a departure clearance from a tower. One applicant simply said, after receiving a relatively simple IFR departure clearance, “I can’t do this.” This was a person who had applied to be a teacher of instrument pilots!

The recommending instructor had not ensured that the applicant had met the requirement to be able to instruct (and fly) ATC departure clearances. How did they get their instrument ratings? Could a DPE have been part of the problem?

Instructors at the West Valley Flying Club know that their students must be able to fly to and from any airport in the country. That is why the Bay Area and its surroundings is such a good training ground. We have a pretty representative variety of conditions and airports. West Valley instructors have been trained and are prepared to train their students to operate in all those conditions and airports.

You are not going to get an instructor at WVFC who has not had extensive training in the type of flying you want to learn, no matter how young or old that instructor is. They have met the standards. That is the way it should be and is.

When protesting the difficulty of a maneuver and the (apparent) ease with which I demonstrated it, a student recently said, "Yeah, but you're a natural pilot."

Now, I'd been called a lot of things (some accurately, some not) but never a natural pilot, so it got me thinking: What is it that makes one a natural pilot? I've put together a tentative list.

How about great eyesight? OK, I guess I qualify, but what about glasses and contacts? Perhaps everyone qualifies on that count.

Fitting comfortably into any airplane? I can do that, too, if you don't take the comfortable part too far. It takes a contortionist to get into a Husky, and there really isn't a graceful way into or out of most of the planes in our fleet. Besides, seats are adjustable, so perhaps everyone qualifies here, too.

Being comfortable in any flight maneuver or situation? Boy, do I bust big time on that one! I do pretty well now, but I can't begin to describe the amount of adrenalin I was pumping on my first several flights (and it wasn't created by excitement). I've been pretty green around the gills more times than I can count and have been put into situations in which the pucker factor was so far off the scale that the needle was pegged and bent around the post. If I reacted calmly, it's just that all the circuits were so overloaded that my statement, "My controls, I've got this one" had to come out calmly. There wasn't anything left in me to add emphasis to it. That and instructors are some of the best actors on the planet. Also, when you've done a maneuver often enough, even if it's a spin, you do become comfortable with it; so maybe everyone can qualify.

How about the ability to pick up new maneuvers, airplanes, or ratings easily? Busted again. Anyone who has taught me a new rating, a new aircraft category, or a new maneuver will attest that I (as virtually everyone I've ever flown with) am a real klutz on the first few attempts. My first hack at hovering helicopters started in San Diego and was so bad that I was lucky there were no international incidents or border violations. I mentioned a few months ago that I had done six perfect landings (out of over 22,000 now); I didn't tell you how many were bouncers that you could have driven a truck under. Maneuvers, aircraft, and ratings that involve small changes in what we already know and are proficient at ARE pretty easy, but since that applies to everyone I've flown with, maybe everyone is a natural pilot (or none of us is).

OK, a high degree of positional awareness? Again, I do pretty well now. I can fly past a runway in a plane with no visibility out the right side and know when I'm abeam the numbers and when to turn base without being able to see the runway. It wasn't always that way; I almost got lost in Kansas! That's pretty difficult, considering the state is laid out like a sheet of graph paper with section lines one mile apart, oriented North-South and East-West. Positional awareness is a part of situational awareness and is a skill that has taken years to develop; I'm still working on it. That applies to all other forms of situational awareness. So with enough practice, perhaps everyone is a natural pilot.

Finally, we get to the real crux of being a "natural pilot": making the maneuvers look easy. Anyone can do that with enough practice. Take any maneuver of the rating you're working on or the one you've most recently finished. Compare your performance now with that of your first attempt, and my bet is it looks easier to an observer and probably feels easier to you as well.

Actors and politicians (is there a difference?) know that impromptu performances and spontaneous remarks take lots of work and lots of practice. So does flying. It takes hard work to make it look easy.

Anyone you think of as a natural pilot is one, not because he or she flew that way on the first attempt, but because of lots of very hard (if really enjoyable) work.