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2014 Q4 Newsletter

Steve Blonstein, General Manager WVFC

As 2014 draws to a close…

As 2014 draws to a close, it gives me an opportunity to review how the club performed compared to our plans for the year.  There were 4 main objectives for the year:

1. Membership marketing and member retention

2. Finding different ways to expand our fleet

3. Setting up the new Safety Office

4. Integrating the Palo Alto Fuel Service (PAFS) into the flying club.

Membership marketing and member retention

Since about 2011, the club really hadn't made any distinct efforts to change or update what we did to market the club.  For 2014, we made several changes to improve our outbound marketing.  We started by overhauling our Google AdWords campaign to better target our likely audience and to link them directly to appropriate pages and not just to our home page.  We also doubled our online advertising budget and got significantly more than double the clicks in return.  Until about March of this year, a good day was 20 clicks and a slow day was 10 clicks.  Since the changes, we have seen as high as 70 clicks per day and a low of around 40 clicks per day.  Additionally, we started a low-cost intro flight program where prospective members get an intro flight for as low as $99 (in a Skycatcher) and we are able to carefully control the entire experience and have had a high conversion rate (70%) from the flights  to becoming members.  Finally, we added a new part-time contract role known as the Member Advisor.  What we found in 2013 is that many new student pilots never make it to solo (80%) and that we needed to more diligently follow-up with each and every student to make sure that their needs are being met and to try and help more if they are not.  It is the job of our Member Advisor to keep these students engaged and moving along.

New Ways to expand our fleet

2013 was a frustrating year for fleet management because we lost a plane for each new one that came along.  We started and ended 2013 at about 40 planes when our goal was about 50 planes.  We made some changes in 2014 to help with recruiting and in particular took the novel step of acquiring our first club plane - an 8KCAB Super Decathlon.   It is not our goal to get into the aircraft ownership business but to simply be the catalyst to enable various planes to come onto our flight line.  We would ultimately like to sell the 8KCAB to a club member who will commit to keeping the plane on the flight line for a period of time.  This would free up some capital to go acquire the next "difficult" plane that the club feels it should have to maintain our diversity.  We will get close to 50 planes (currently 47) this year and continue our plan to get there in the early part of 2015.

Safety Office

By late 2013, we had come to the conclusion that the role of a part-time Chief Pilot wasn't working well for the club and decided to pursue a new strategy.  In February 2014, we launched the new Safety Office managed by Ashley Porath.  We introduced 2 new roles: Standards Officer (Mike May) and Safety Pilot (Don Styles).  The team of three has been very effective at keeping things moving along, especially when one of the team is out of the office.  Checkout paperwork has generally moved through the system more consistently and more quickly.  Exceptions to club rules are handled in a coherent and co-ordinated fashion and any remediations have been processed efficiently and with good effect.  I want to thank the team for their efforts to date and we look forward to continuing with the same team in 2015.

Integrating Palo Alto Fuel Service into WVFC

We started operating the Fuel Service in October 2013.  From the very beginning, it became quite obvious that we could be a whole lot more efficient than the way the service was run in the past.  We quickly went paperless with the fuel team running the entire business from a couple of iPhones and some credit card readers.  The bigger step was to leverage their downtime (i.e. between fuel calls and other quiet times of the day) and utilize their services in various maintenance roles.  The fuel team members are now working on mechanic skills under the supervision of both Jasper and David in Maintenance.  They are able to help with aircraft washes and other tasks in maintenance so that the whole operation can become more efficient and productive.  We look forward to continuing this trend in 2015 as we further integrate the fuel team into our maintenance organization.

So that's the club goals, but we shouldn't forget some of the other achievements too.  Zero insurance claims for the past insurance year!  A huge thanks should go to every member in the club for such an incredible achievement after about 14,000 flight hours.  We added a keypad entry system to the PAO facility, something members had been wanting for a while.   We significantly increased the number of fly-outs thanks to CFI Sue Ballew and all of her efforts.  We continued improving our facilities in Palo Alto, including replacing all of the laptops for member use.  We acquired several new Oxygen tanks, and now have 3 parachutes available for acro work.  We made a multitude of changes to Schedule Master to make it more user-friendly, and replaced our old (and tired) phone system in Palo Alto with a state of the art VoIP virtual PBX system.  Around August of this year, we finally shut down our old server room in Palo Alto and truly became a club "in the cloud".  The list goes on, but I think I have used up all of my space!

Thank you for your continued support and we will work to make 2015 another exciting year for the club and all of its members.  A happy and prosperous holiday season to you and your family.


Michael May, Standards Officer WVFC


The Benefits of a Final Walk-around

Several years ago, when I was a First Officer at a fractional corporate jet operator, I flew with a Captain who had a routine of walking around the airplane just before we would close the door for departure. Not to be confused with a preflight inspection, this was done long after a thorough preflight had been accomplished, and generally after we had loaded our passengers, stowed the luggage, and pulled the chocks from the wheels. It took him roughly 30 seconds to accomplish this walk-around, and he did it just to be sure he hadn’t forgotten to secure a door (there were 7 exterior doors that opened various compartments on that particular aircraft) or pull the chocks. He did this on every leg without exception and at a deliberate pace, and it was always the last thing he would do before he would close the main cabin door and sit down in his seat. 

No other Captain I’d flown with had done this before. At first, I dismissed this as a random habit that he had picked up somewhere along the way and never let go of. As time went on, I began to notice that every now and then he would take a little longer than normal to accomplish his task, and it dawned on me that when that happened it was because he had found something that needed to be corrected (for those of you that have never tried to taxi an airplane when it’s still chocked or tied down, I can assure you that it is quite embarrassing). I began to realize that maybe Captain Neilson knew a thing or two about what he was doing, and that maybe I should reconsider my position on this habit.

By the time I upgraded to Captain a few years later, I had long since adopted this technique. It has served me well and prevented many embarrassing moments, but I discovered that there was a secondary, even more important benefit to it. If done correctly, it is a moment to take a breath and slow down. If I was in a hurry, distracted, or being rushed, it was an opportunity to deliberately slow down, clear my mind, and focus. From that point on I would set a new, slower, safer pace and take that into the airplane with me for the flight.

Here at WVFC, we fly very different aircraft for a very different purpose. Life’s distractions and human nature remain the same however, and at the Safety Office some of the most common mishaps we routinely see by members can be attributed to inattention, distraction, or being in a hurry. This comes as no surprise, since we all make mistakes every day because of these things. It’s virtually impossible for someone to simply not allow themselves to be affected by these external factors, so pilots must use other techniques to combat them. Taking a short walk around the airplane is one such technique, and I would encourage every member to give it a try. When you do, there are a few guidelines that will maximize its effectiveness.

1. DO NOT RUSH! I cannot emphasize this enough. This should be at the pace of a stroll on the beach. Remember, you are intentionally making yourself slow down, so scurrying around the airplane defeats the purpose. Even at this pace it should take less than a minute to complete.

2. The primary purpose of this walk-around is to check covers, tie downs, chocks, and fuel caps. Take your time and deliberately look at each of these. Do not just go through the motions. If you catch yourself doing so, start over.

3. This is a solo activity. Remember, no distractions. This means no cell phone either.

             4. If you forget to do your walk-around, don’t give up! Like any habit, this will take time to develop. You won’t remember to do it every time right away, but keep at it. You will get better at remembering it as time goes on.

To summarize, this is a quick way to verify the airplane is ready, and can also act as a mental reset if you are under the influence of external pressures. Fuel caps left off, tie-downs not removed, and baggage doors not secured are all things that can be prevented easily with a final walk-around. More importantly, entering the airplane with a focused mind and an unhurried, deliberate pace will help prevent the far more serious errors that might occur after the engine is started and the airplane leaves the ramp. 

Lloyd Stephens, Aircraft Owner and Board Member WVFC


Maximizing your options

It was about 9:00 a.m.  I was at the flight service station at the North Bend, Oregon, airport getting a briefing for the flight back to San Jose with my brother and aunt.  The ceiling was indefinite 100 feet, sky obscured, and the visibility below instrument approach minimums, but it was expected to clear up by early afternoon.  The briefer said that most of southern Oregon was covered by a layer of low clouds and almost all of the Oregon airports were below IFR minimums, but that it should be no problem to depart IFR and that, once we were above 500 feet, it would be clear above and that, once we got down to California, the low level clouds would disappear.  I was IFR capable, and there were planes departing, but I just didn’t like that option.  If I had a problem after departure I couldn’t get back into North Bend, and the closest airport I could get into was in California.  I decided to wait.  It worked out well.  We ended up departing about noon in VFR conditions and crystal clear skies for an uneventful flight back to San Jose.

I am a firm believer in maximizing your options on flights.  This also is called risk management.  It doesn’t mean that I only fly VFR on crystal clear days where there is no wind, because I have flown in the clouds, over mountains, in windy conditions, and at night (though, preferably, not all at the same time), but it does mean that I consider the risks of a particular flight and think about available options to minimize those risks.  This doesn’t just apply to weather; it applies to route selection, fuel reserves, and equipment you might carry in the plane, as well.  I’ve learned a lot about this from my own experiences, listening to the experiences of others, and reading accident reports in the several aviation magazines to which I subscribe. 

So, let’s see how this works in practice.  As an example, let’s take a flight from Palo Alto to Bishop, which is a route that I have flown frequently.  I know that weather conditions can be much more of a problem over the Sierra than they are in the Bay Area, so I will check the weather forecasts several days in advance of when I want to depart to see if it is likely that the flight can be made, as well as checking it on the day of departure.  Winds aloft are critical both in direction and speed.  Strong southwesterly or westerly winds can mean mountain waves, rotors, considerable turbulence, and strong up and down drafts on the eastern side of the Sierra.  Northwesterly winds are more benign, because they parallel the mountains, though also can cause significant turbulence.  When the Reno zone forecasts for Mammoth include wind gusts over the crest above 50 mph it gets my attention.  I also know that surface winds in that area pick up in the afternoon and, especially in the summertime, it will be clear in the morning, and then thunderstorms will develop over the mountains in the afternoon, so I generally plan my flights in the morning.  (The trick often is to get out of here after the low clouds and/or fog burn off, but before the winds or clouds build up in the Sierra.)

When I plan my flights, I try to select routes that provide me with as many options as possible for airports or potential emergency landing fields en route.  I also try to fly routes that keep me close to highways and populated areas, rather than extensive flight over wilderness areas.  For our flight to Bishop, in VFR conditions, I usually go via Tracy, Modesto, then 60 nautical miles east of Modesto, then directly toward Mammoth Mountain.  If IFR: SJC, Vinco, V-107 Cathe, direct Friant, then cancel the IFR and go via V-230 direct toward Mammoth mountain.  Both of those routes pass by a number of airports.  Usually I don’t go IFR over the mountains because the minimum altitude they will give me over the mountains is 15,000 feet.  If there are clouds, that is frequently above the freezing level and that can result in icing in the clouds.  The route from Friant north on V-230 to Mammoth Mountain follows the upper San Joaquin river valley and the terrain is much lower than the surrounding mountains.  Although the terrain is mostly mountainous, there are a few good sized meadows that would be potential emergency fields crossing the mountains.  I know from experience that this route is frequently cloud free, even when there are considerable clouds over the mountains.  If I can’t go VFR over the mountains, then I have to decide if I can go IFR safely, should divert to Fresno, or take an alternate route. 

There are other potential routes that I could take, as well, though they are somewhat longer.  If there are weather problems to the north, it may be possible to go south via either Lake Isabella, or Tehachapi pass, although sometimes winds in the Owens valley preclude these routes.  Or, if there is weather to the south, you may be able to go further north along highway 50, or possibly over Yosemite.  I don’t recommend extended flights over the high mountains or wilderness areas, particularly in the winter, simply because you don’t have a lot of options if you have problems over those areas.  I once flew an aircraft starter from Bishop to Bakersfield for a fellow pilot from Bishop.  I flew down the Owens valley and crossed the mountains by Lake Isabella both coming and going.  I was rather surprised to find out that, when he left Bakersfield, he had flown GPS direct to Bishop, a flight path that took him over some of the highest and most remote terrain in California.  Probably a great view, but not something I would have done.  Planes have disappeared in that area and have only been found years later.

I don’t really need to tell you to have enough fuel on board to cover contingencies.  You never know what might happen.  I remember a flight we had from Jackson Hole to Sun Valley (Hailey), Idaho, in my Archer.  We had left Jackson with fuel to the tabs because we were carrying a lot of camping equipment with us, even though there were only two of us in the plane.  I was getting flight advisories en route and, when I checked in with the next sector the controller told me that now I wasn’t going to Sun Valley.  He said that the airport had closed due to a Bonanza landing gear up on the only runway.  I decided we didn’t have a lot of fuel to go there and hold for a while and then go somewhere else, so we diverted to Pocatello, got some more fuel, had lunch, and by that time the airport at Sun Valley had reopened and we completed the flight without problems.

When I fly across the mountains, or on an extended flight, I generally take a warm jacket with me and also I have some lightweight blankets inside the plane.  Especially in winter, I take hiking boots (unless I’m wearing them), a sleeping bag and a lightweight tent in the baggage compartment.  When I fly across the desert, I usually take a jug of water with me.  I also carry a “space blanket,” silver on one side and red on the other, for use as a conspicuity panel.  Other than the jacket, I’ve never used any of those as a result of a problem with a flight, but I carry them just in case--because it increases my options if I did have a problem. 

As to the departure from North Bend that started this article, I’m “almost positive” that we could have departed considerably earlier without incident on our flight to San Jose.  After all, other planes were departing without incident, and what are the chances that I would have had a problem?  When I read the accident reports, though, many of those accidents are cases where the pilot just didn’t consider all of the factors and ended up running out of options.  Two cases in point are the crash of the twin Cessna carrying Tesla executives in Palo Alto in February 2010, which departed in zero visibility conditions, and the crash of the Bonanza in Idaho last December, with a San Jose pilot, that flew into forecast icing conditions and iced up to the extent that the engine quit.  If we had departed from North Bend and did have a problem with the plane and needed to get back on the ground as soon as possible, California was a long way off, and there wouldn’t have been many other options.  It was wise to wait.  It gave us a lot more options.


Lindell Wilson, WVFC CFI

Expect the Unexpected!

Today was an average busy Sunday at PAO with several aircraft waiting in the 31 run-up area for takeoff. While waiting, I noticed that many pilots when cleared for takeoff would take a quick look at the runway 31 approach to verify that no aircraft was landing. This is especially important at non-towered airports, but is also a good practice at tower controlled airports. My flight instructor (and hopefully yours) instilled the habit of “look BOTH WAYS before taxing onto the runway”.

Now the story…. Several years ago, I took a friend to Charles Schulz – Sonoma County Airport (STS) where we had a great lunch. We returned to the aircraft for our preflight walk around and I noticed numerous aircraft in the pattern overhead. We listened to the ATIS, and then called STS ground for taxi. The wind favored runway 19, and we received instructions to taxi from terminal parking via taxiway B, then right on taxiway Y to runway 19. The run-up area is located adjacent to the approach end of both runways 14 and 19. STS is unusual because runways 14 and 19 actually intersect at the runway threshold. Our run-up was complete, so I requested takeoff on runway 19 for a straight-out back to SQL. The tower controller cleared us to cross runway 14 and cleared us for takeoff on runway 19.  As I approached runway 14, I took a quick look both ways, but particularly at the approach to 14 for possible landing traffic. No traffic! Then I looked further to my right to look for traffic landing runway 19. I suddenly noticed a Cessna on short final (300 feet out) for runway 19. I immediately stopped on the hold bars for 14/19 and was about to press the mic button to contact the tower, when the tower control shouted “GO-AROUND Cessna xyz…!!!”. The Cessna quickly executed a go-around. I asked myself, what just happened?

The tower controller was obviously steaming MAD, and the story unfolded.  Apparently the Cessna had been cleared to land runway 19 immediately prior to my call to the tower for a runway 19 takeoff clearance. The tower controller, who was trying to space landing and takeoff traffic, had given the Cessna clearance to land runway 19 and had advised the Cessna that there was one departure (us) runway 19. Why was the controller fired-up? The Cessna decided to make a very short approach to runway 19 and did not advise the tower. The controller had assumed that the Cessna would make a normal size pattern and approach.

Many years of looking both ways before taxing onto the runway finally saved my bacon…)

Expect the Unexpected!

Student and New Pilot Group

Bay Area Student and New Pilot Support Group – August, September, October and November Meeting Report

The Bay Area Student and New Pilot Support Group has reached its third year anniversary. Our group started back in December of 2011 not knowing that it would provide a much needed forum for student and new pilots to share their knowledge of aviation with other likeminded pilots. We have had a large influx of new pilots join our meetings along with a core group that have been around since the first meeting. For the latest news and announcements we encourage anyone interested in participating in this group to register as described at the end of this article.

August Meeting

The August meeting included a presentation on various in-flight video recording systems. We had two experienced pilots that shared their knowledge of the leading products. This included GoPro, Nflightcam and the latest entrant into this field the Garmin VIRB. All of these products offer some great features. They are great for recording a flight simply to share it with others as well as they can be used to record flight details that can aid in reviewing a flight performance for educational or flight training benefits.

Stuart shared his experience with using all three cameras. He currently favors the Garmin VIRB. He shared that you can’t record audio and power the VIRB camera at the same time. He indicated that he gets about three hours of life from the battery.

We also had a ForeFlight tips and tricks session presented by a former employee of ForeFlight. We have had previous meetings on flight planning tools but this one was focused on some special features that may not be widely used by pilots.  Kate demonstrated some of the tricks she learned while working with one of the founders of ForeFlight. This included the ability to turn on the extended runway centerline feature, as well as how to customize the navigation log font size by eliminating some of the columns. Everyone in attendance learned something new. It was a great meeting for all those that attended.

September Meeting

During the September meeting we had two trip reports. The first one was a trip report from a flight to San Diego.

Ian shared with the group his experience with a trip to San Diego. This trip was in a Cessna 172 and was his longest trip. The purpose of the trip was to take his daughter to college. Ian reviewed with the group his route planning and in particular his experience with navigating the LAX airspace. He opted for the LAX Costal VFR transition route. This gave him the opportunity to fly directly over KLAX.

One aspect of his flight that he paid a lot of attention to was weight and balance for his aircraft. The purpose of the trip

was to take his daughter and her belongings back to college in San Diego. He shared a picture of what he packed into the plane. It was within the W&B but more surprisingly was that it all fit into a 172. It just goes to show you that the 172 is quite the utility aircraft!

His choice of airports was Montgomery Field, KMYF, and he used the Gibbs Flying Service FBO. He had great services from Gibbs and recommends it if you are planning a trip to Montgomery Field.

The second trip report was about a flight to Spokane, WA for the AOPA Fly-In at Felts Field, KSFF. Herb shared details about this trip including navigating through some weather enroute as well as the specific Fly-In procedures that were posted for the event. The Fly-In attracted approximately 1,500 AOPA members and guests and there were about 240 aircraft that flew in for the event. If you like unique old aircraft, this was a great event. The static display included a Laird LC 1B-300, Boeing 40, 1934 Jee Bee replica, as well as a number of Stearman aircraft. This was one of several AOPA Regional Fly-Ins and included a number of educational sessions, vendor booths as well as a session with Mark Baker, the AOPA president.

One tip that was shared with the group was that on the flight to KSFF, the group stopped at Sunriver, OR (S21) for fuel and lunch. This is a fabulous little airport that is associated with the Sunriver Resort. For outdoor enthusiasts, Sunriver Resort provides a large number of activities including kayaking, rock climbing, fly fishing, biking as well as golf and tennis. It was so attractive that the group can’t wait to go back just to explore the many features Sunriver resort offers. If you just need to stop for fuel and food, the airport has a shuttle that will take you to the lodge for dining.

These trip reports are often very valuable information that allows pilots to share their knowledge about destinations as well as their experiences with real cross country flying.

October Meeting

Our October meeting included a trip report from a fly out to visit Edwards Air Force Base. A group of pilots flew to Mojave then traveled to Edwards Air Force Base for a tour of the museum located there. This is a unique experience since the museum has limited tours available. Stuart shared his experience with navigating to Mojave as well as what was on display during the flight museum tour.

A link to all the pictures from the tour can be found here:

The second topic for the meeting was a firsthand report from two pilots that just completed their private pilot checkride. Mark and Dave both recently took their checkrides and are now private pilots. They shared with the group their experience, observations and tips. Mark took his checkride at Castle airport. One of his suggestions was to bring copies of the weather briefing material so that you are familiar with what is on the charts otherwise you may be asked to interpret something you hadn’t seen before. He had a lot of questions about airspace during his oral and was also asked to recalculate his navigation log using different winds aloft. Thankfully he was well prepared for that task. It was a long day for him, about 11 hours from when he got up to when he got home. 

Dave also said he had a long day as well. He took his checkride at Chico. Dave’s oral portion of the checkride was two to three hours. His recommendation was to make sure you use your checklists and don’t talk too much. He felt his examiner was really focusing on his decision making ability, and wanted to make sure he would be a safe pilot.

Both Mark and Dave answered lots of question from the group, including several student pilots that were planning to take a checkride soon. It was a great session.

November Meeting

We wrapped up the fall quarter with our monthly meeting in November. This month we had a demo of the Lockheed Martin online briefing tool. The tool is accessed via and provides what Lockheed Martin calls “Next Generation Briefings”, NGB. Compared to the other official online briefing sites, the NGB content is easier to understand and it is easier to recognize information relevant to your flight. It incorporates tailored graphics that are specific to your route of flight.

One of the tailored graphics shows the forecasted conditions along the route of flight based on the available TAFs.

The graphical portion of the NGB TAF presentation is powerful in terms of giving the pilot a quick overview of forecast conditions along the route.

The TAF symbols are color-coded using the METAR conventions, for the time the aircraft will pass the location. The route is also annotated with time references (departure, arrival, and top of the hour points along the route) to support further analysis. In essence, this single graphic is the overall summary pilots must construct through manual analysis today.

During the second half of our meeting we discussed instrument currency. The group shared their approaches to maintaining instrument currency including how often they practice instrument approaches, how they use safety pilots, the types of approaches that they include in their instrument currency regime, and how they incorporate a CFII into their currency plans. It was a great discussion.

Coming Up

A key benefit to this group is the opportunity to share information and meet other pilots.  We invite any interested pilot to attend our next meeting.  We meet on the first Monday of the month at 7:00 p.m. The group meets in various locations between the San Carlos and Palo Alto airports so please subscribe as detailed below so you will get the latest information.

We have a number of great topics lined up for the next three months. We will be expanding our topics to include areas on instrument flying. Look for the following topics and more in the coming months:

·        The instrument rating – what to think about and when to consider it

·        Private pilot aeronautical knowledge test taking tips

·        Instrument charts – Jeppesen vs. NACO – what are the differences? Advantages and disadvantages?

·        Aviation fuel – a discussion led by a local subject matter expert on aviation fuel and what alternatives for 100LL are on the horizon

·        Aircraft ownership – things to know about purchasing an aircraft from members that are owners

Everyone, whatever and wherever they fly is welcome. In addition to some tasty pizza and beverages, you will have a great chance to meet your fellow pilots in an informal setting.

To subscribe to this group, please email: The presentations from past sessions are posted on this group site.

Please contact Herb Patten at if you would like additional information.

WOW – Women of West Valley Flying Club

Paso Robles Flyout – The Olive Festival August, 2014

There were four airplanes and eleven pilots arriving for the flyout out to Paso Robles for the Annual Olive Festival in August.  After a taxi ride into town with a very personable and chatty driver we made our way towards the Olive Festival and discovered a wonderful French restaurant on the corner called Bistro Laurent.  We all enjoyed a delicious French lunch and then off to the festival.

At the festival, we were surrounded by amazing local olives and olive oil and we even found some olive ice cream.  After stocking up on unique flavors and different shaped bottles of olive oil, we then had to make our requisite stop at Starbucks for who else but Sue. Then back to the airport with our speedy taxi driver and off for a beautiful flight home.

WOW – Women of West Valley Flying Club

Boonville Flyout – September 2014

Five Cessna aircraft gathered in Boonville for lunch for this September flyout.  Attendees included John and Bogdan in a C182 G1000, Brittany Sabol in a C172, Judy and Dennis Stark in a C182, and Sue Ballew with two of her students – Glenn and Jean, along with Sue's newest graduate, Steve, in a C172S. Steve passed his check ride just the day before. Way to GO!!

We all contended with the challenge of the landing. Do you land 13 into the wind but over a hill? Or, do you land 31 where it is more open but you have a slight tailwind?  A few of us needed to do go arounds but I won't say who. Steve was the last to arrive, so we were all on the ground waiting for his arrival and rooting for a great landing. No pressure here for the newly minted private pilot.

Sue in particular was watching closely. She pulled out her handheld radio so we could all monitor the CTAF. At lunch Steve was telling us how he was hearing Sue's voice coaching him all along his flight, so it was a bit of a surprise when Sue's voice actually came over the frequency telling him to chop the power on final!

It was a toasty walk into town, but we enjoyed a delicious lunch at Lauren's and smooth flights home.

Upcoming Flyouts:

Watts-Woodland – December 6th

Whale Watching - January

(Dates and locations subject to Change.  Contact Sue Ballew for further information:


Save $60.00 a year on regular dues or on regular family dues

Prepay your dues for 2015 by January 31st (first 125 members only!)  

  • Regular $600
  • Regular Family $240

Email to ensure your spot!

 *6 Month Minimum Commitment.  Early termination will result in charge for the discounted difference.  Safety incentives still apply.