Friday, October 31, 2008

Four-peat!

Pilots,

I'm pretty sure this is some sort of record. 4 checkrides in 4 days!

Please join me in congratulating newly-minted US Private Pilot Nick K., who earned his wings this afternoon in (deep breath) Cessna 1ES with DPE Ken Earl.



Way to go, Nick!

Blue Skies,

- Mike

Thursday, October 30, 2008

Blindfolds for all...

Pilots,

Scoring a hat trick, please join me in congratulating the newest Instrument-rated Pilot in the world, new IFR pilot John R. who said "look, no eyes!" to the world as he soared to victory in his TR182, Cessna 47T, with DPE Ken Earl.



Nice work, John!

Blue Skies,

- Mike

Wednesday, October 29, 2008

Good juju

...it seems to be flowing!

Please join me in congratulating newly-minted Private Pilot Larry B., who earned his wings today in (wait for it...) Cessna 1ES with DPE Ken Earl.



Nice work, Larry!

Blue Skies,

- Mike

New wings!

Pilots!

Please join me in congratulating newly-minted Private Pilot Arnoldo M., who earned his wings yesterday afternoon with DPE Ken Earl and Cessna 1ES.



The phrase "flying colors" was overheard at the ranch. Sweet.

Nice work, Arnoldo!

Blue Skies,

- Mike

Thursday, October 23, 2008

Boy, did I jinx us or what?

Pilots,

Never sneer at the Santa Anas when you think they're gone, and certainly don't laugh into your sleeve and then post a news item about their quick departure. The Santa Anas have returned, and are forecast to continue into tomorrow!

At least they've been mild this time around... although runway 7 is indeed the active. Roll up your sleeves for some interesting landings!

D'oh. Sorry, everyone.





In some other news:

Cessna 17J has completed her 100hr.

Cessna 25R has a new aileron control rod.

Cessna 1ES has a new flap motor.

Cessna 20U is down for repairs to her CFI-side door, and her flap motor.

Cessna 68U's detailed annual continues.

Piper 85Y test-flew for 4.7 hours yesterday, with a few squawks we still wish to address before freeing her into the wild.

Cessna 04H is delayed for paint on her nose cowl until the other girls shape up.

Cessna 630 is flying just fine. Thanks, 630!

==

We are contemplating trading in 17J on a 2008 or 2009 Skyhawk SP.



I was sitting around the airport yesterday and telling lies in the hangar, which is one of our best pastimes, and it occurred to me that in the past 4 years, the pilots, instructors, aircraft and crew of Fly Corona! have generated some remarkable, nail-biting, and often downright hilarious stories. It would be a shame to lose these as time marches ever on, and we continue to make new stories. I'd like to collect some of the best yarns that you pilots and friends of the school may know.

For the best stories, I promise not to hold it against any staff or instructor, if it should involve, ahem, questionable decision-making.

This could be a solo adventure, an unfortunate squawk, an amusing tale, or something scary from the traffic pattern.

If you have something excellent to share from our past or present, I'd love it if you could drop me a line. I don't want these excellent tales to go to waste -- they're all worth preserving!

(And my thanks to everyone for making this a home for excellent folks, excellent tales, and just an all-around great place to hang out!)

==

This coming week, there are no less than 4 checkrides scheduled. I expect Cessna 1ES will be in short supply for flights, as she is the noted checkride mule.

==

Not much else around the ranch. Fly Safe!

Blue Skies,

- Mike

Monday, October 20, 2008

Sunny and nice!

Pilots,

What a great weekend for flying! Cool enough, sunny, and generally great weather -- coming off of the brief Santa Anas, it was shangri-la around here.



Some news:

Cessna 630 is chugging along on her new engine.

Cessna 68U is down for an extended Annual Inspection. We expect her to be down for the remainder of the week.

Cessna 20U is cruising.

Cessna 04H was postponed for her paint shop appointment due to some moodiness from 1ES.

Cessna 1ES is down for a new flap actuator motor. We hope to have her back up this afternoon.

Cessna 17J will be down for 100hr tomorrow.

Cessna 25R has a new aileron rod. We were alarmed to find her right-side aileron pushrod bent, with a straight one on the left side. We initially suspected wind damage from earlier in the week, but now we think someone was doing pull-ups on the right aileron while the control lock was in place. The aileron has not been damaged. We're honestly baffled, and would appreciate any information anyone can provide on this. The aileron rod has been replaced and appears to be flying fine.

Piper 85Y has new right-engine spark plugs, and we are re-marking her fuel selector detents to be more accurate. Her new engine is fantastic, and we expect to complete the break-in process this week.



Fuel prices are on the decline! Our fuel surcharge has fallen one notch, and we are hoping for another notch down in November! Huzzah!

We are toying with the idea of offering a Private Pilot ground school for the written exam.



October brings the cooler temperatures we prefer, but the fair weather we require! Morning gloom may set in, but should burn off early this month and next. Grab some sky!

Blue Skies!

- Mike

Monday, October 13, 2008

Santa Anas!

Pilots,

And here, I looked outside this morning thinking it would be a nice day to go putter around in the sky... until I checked out the METAR in the area...

KONT 131500Z 05029G53KT 1 3/4SM HZ BLDU CLR 17/M11 A3018 RMK AO2 PK WND 06053/1458 VIS 3/4V4 (5 NM E)

Since most of our aircraft stall somewhere between 29 and 53 kts, it is possible to land, stop, and then have a gust pick you right back up into the air! Unless you have found a way to bring a half-ton anchor with you, this is no-fly wind!

ADDS has these 1,000 words to say about the turbulence risk as well:



Ouch. As they say, "it's better to be on the ground wishing you were in the air, than to be in the air wishing you were on the ground"

So what do you do if you are flying into an area which hosts such a maelstrom? Obviously, the time to reflect on your preflight briefing is for when you're on the ground -- it's bacon-saving time.

The following are my opinions. I believe this is more an art than a science, so here goes -- feel free to add to, disagree with, or raspberry the whole thing. Your CFI will have more specific advice based on your flying strengths and weaknesses.



Like all bone-headed pilot tricks, it is easiest to return to better conditions. Ask SoCal approach where there are reasonable winds. Here in SoCal, you might find conditions downright serene at Fullerton or John Wayne. The saddleback and chino hills do a good job of throwing those weird winds upward -- of course you get to fly through that mess, and it won't be pretty, but this morning Fullerton is showing 14kts steady, and Hawthorne is calm. Safe havens, both with cafe's so you can wash your nerves down with an Iced Tea. (Neither serve alcohol, sorry pilots :) )

If you wanna give it a shot, you're in for an exciting landing. You can also pick a longer and wider runway for the attempt. Chino and Riverside both have bigger strips than we offer, and if you're really in the soup, you can't miss San Bernardino's runway.

However, I believe turbulence is 75% psychological. If you can think about the inherent dangers, you might realize that the wind won't hurt you if you prepare for it, and act rationally. Let's break down the risk factors a bit:



The dangers of turbulence come in a few different flavors. Generally, they are:

1. Structural Failure

For our stout and slow Cessnas, this is seldom a problem. As you know, the speed of air over our wings generates lift -- in 17J, for instance, this lift in straight and level flight is about 2,450 pounds -- or ~1.25 tons. With a 3.8G design limit, wings level would take 9,310 pounds of force to even begin damaging the wings, and the FAA requires a 50% margin over that, or a whopping 13,965 pounds of force (7 tons). In level flight, you will need something on the order of a 200kt gust to exceed design specs, and probably more like 300kt to begin structural damage. Hopefully you would notice this on your airspeed indicator and pull up (gently) to keep airspeed down. However, I have never heard of even 100kt winds in the southland, so this is a fantasy. I think my house would blow over before an airplane would get damaged in 100kt winds..

Outside of a thunderstorm, and as long as you diligently stay away from Vne speeds, this is a non-issue.

Remember also that updrafts have a way of catching your airplane on one wing only, creating a roll effect. You'll want to be lively on the controls to keep the airplane upright. If you are spending time fighting the airplane, remember to hold basic Attitude, which is to say, the plane upright. Worry about altitude and heading later, in fact, unless you're near terrain, I'd only hold heading to within 30 degrees, and altitude to within 1,000' if I was in severe turbulence. Tell SoCal what's going on after you get things under control. Remember, Aviate, Navigate, Communicate. Fly the plane first!



For those of you flying autopilot-equipped aircraft (1ES, 17J, 85Y), remember that in severe turbulence, the Autopilot will disengage as a safety measure. Otto is a fair-weather friend only!

2. Injury in the cockpit.

After you've navigated your 300kt winds like a fighter ace, wouldn't you feel silly to bang your head on the headliner, forcing your poor passengers to land the plane hollywood-style? It is common safety practice to tighten your seatbelt and shoulder harness, if equipped, anytime you encounter turbulence. Don't strangle yourself, but you will want these straps to be very firm, pressing you into the seat slightly. This will keep you "in command". Ask your passengers to do the same. Inertial-reel seatbelts (1ES, 17J) will tighten automatically in response to a gust force.



3. Altitude loss near the ground.

Here's a doozy. Since the up and downdrafts in turbulence interact with the aerodynamics of your aircraft, you will find it more difficult to hold an altitude. That's fine for buzzing around at 5,500 feet -- but when you're trying to land an aircraft, this is trouble. You're being pitched up and down at 500fpm on final approach. So what now?

Well, it is necessary when encountering a downdraft close to the ground -- to climb. Simple enough. This is immediately done with a pitch up, but if you're over the fence at 1.2 Vs0 airspeed, you don't have much to trade for that altitude. So come in a little faster.

The rule of thumb I have always heard, especially in gusty conditions, is to add 1/2 of the gust spread to your approach speed. At Ontario this morning, the winds are 29kts gusting to 53kt. A whopping 24kt spread. That's going to be a wild ride -- add about 12 kts to your approach speed. This will give you both the ability to counter downdrafts, as well as make rudder and ailerons more effective to keep you down centerline and ready to touch tarmac in style.

What you do not want to do is scream down final approach at cruise speed, and then float the full length of the runway, ending up in the weeds. That's bad form, and totally unnecessary. You will find even 12 knots will be enough to tame the gusting beast. You just want the ability to make small, instantaneous corrections.



So that's not all so bad -- let's discuss the practical aspects of landing Runway 7 at Corona.

Due to the trees on approach to runway 7, landing in santa ana conditions over 25kts is very turbulent. It requires an iron will, an active throttle, and knowledge that trees are soft. Our training tells us that this is no different than any other landing -- just bumpier -- sometimes a LOT bumpier.

Many pilots will land without flaps, or with reduced flaps. Probably not a bad idea, as you gain additional airspeed, firming the controls and giving you instant altitude if you need it -- just remember that your landing roll will increase.

Runway 7 does not have a VASI. Since downdrafts are possible, do not "drag your butt" in on final. Maintain good separation with the trees until the landing is assured.

Remember, as long as you have fuel, you have options. If you cannot stick the landing, go around! -- head to CNO or RAL. If those don't work, head west, the wind doesn't make it that far over. We would rather have you safe and driving back, than to have you trying to land a plane in conditions that are too difficult.

At the end of the day -- be safe, decide the best course of action, and execute it. If it doesn't work, have plans B and C in your back pocket. And if you're in doubt about flying at all, call up one of our CFIs, see what their thoughts are. If you can hear the wind in the telephone, chances are good, you'd do better to pick up a book and comfy slippers today.

For more depictions:

NOAA Turbulence: http://adds.aviationweather.noaa.gov/turbulence/

NOAA PIREPS: PIREPs

By the way, here are the last 2 hours' worth of PIREPs -- I don't think anyone is having fun flying today:


POC UUA /OV CCB /TM 1530 /FL100 /TP LNC4 /TB MOD-SEV 100-040 /RM DURD
PRB UA /OV AVE/TM 1537/FL322/TP B737/WV 001061KT/TB MOD CHOP/RM F.400 MOD CHOP ALSO AWC-WEBSWA
BFL UA /OV EHF/TM 1541/FL300/TP B737/TA M40/TB 360067/IC NEG/RM SNA-SEA DURGC MDT TURB SFC-150 AWC-WEBASA
SNA UA /OV SNA /TM 1546 /FLUNKN /TP B752 /TB MOD BLO 160 /RM DURC
SNA UA /OV KSNA/TM 1550/FL001/TP B734/WV 030035KT/RM ON FINAL RWY01L WIND 030/35G45, +/-10KTS AWC-WEBASA
SAN UA /OV KSAN/TM 1555/FLUNKN/TP B739/RM DURGC PEBLE3 LGT CHOP SFC-300. AWC-WEBASA
BUR UA /OV KBUR/TM 1605/FL350/TP B738/TB MDT/RM OCNL-CONT MDT TURB FROM FRIANT THRU DESCENT TO 2000AGL AWC-WEBASA
BFL UA /OV EHF/TM 1615/FL300/TP B739/WV 34856KT/TB NEG/RM AWC-WEBASA
SMO UUA /OV SMO210001 /TM 1619 /FL003 /TP H25B /RM LLWS + - 10KTS
OXR UA /OV VTU305025 /TM 1630 /FL055 /TP C210 /TB LGT CHOP
WHP UUA /OV BUR360005 /TM 1630 /FL080 /TP C56X /TB SEV
SNA UUA /OV SNA /TM 1645 /FLUNKN /TP C750 /TB MOD BLO 010 /RM LLWS + - 15 KTS FINAL RWY 1L
ONT UA /OV KONT/TM 1653/FL070/TP B737/TB CONT MOD 070/RM CONT MOD TURB FL030-070 ON DEPT AWC-WEBSWA
SDB UA /OV GMN/TM 1659/FL280/TP B737/WV 009053KT/TB MOD CHOP/RM FL260
TRM UUA /OV TRM /TM 1659 /FL025 /TP BE36 /WX BLSN E CAN NOT SEE SALTON SEA /TB SEV /RM CAME OUT OF SEATS, HAD TO LND UDD
ONT UA /OV KONT/TM 1700/FLUNKN/TP B734/TB CONT LGT UNKN/RM DURGD OCNL MODT. NEG LLWS. APPCH END RWY 8 WINDS PRETTY MUCH CALM BUT DEPT END WINDS INCRS TO 50KTS AWC-WEBASA
SDB UA /OV GMN /TM 1701 /FL135 /TP AA5 /TB NEG
SNA UUA /OV SNA /TM 1719 /FL002 /TP E135 /RM LLWS -20 RWY 1L
MHV UA /OV MHV /TM 1720 /FL105 /TP M20P /TB NEG /RM LGT CHOP BLW 095 1000 FPM UDDFTS
ONT UA /OV PDZ360005 /TM 1721 /FL050 /TP CRJ7 /TB MOD /RM MOD TUB BTN 5000-6000

Yikes.

Blue Skies -- calmer winds.

- Mike

Friday, October 10, 2008

New wings!

Pilots,

Please join me in congratulating the newest pilot in the world! U.S. Private Pilot Samuel H. earned his wings today in Cessna 1ES, alongside DPE Ken Earl.



Nice work, Samuel!

Blue Skies,

- Mike

Wednesday, October 08, 2008

Goodies

Pilots,

Thanks for joining us at the Cessna BBQ -- that was a lot of fun, and everyone remarked that we should do it more often. I think that's a capital idea.

Our thanks to Matt from Tom's Aircraft and Emily from Cessna for bringing the Cessna 400s for everyone to ogle and fly. What a treat!



Some maintenance news:

We discovered some metal particles in Cessna 630's oil screen during a routine oil change. While this may have something to do with the thrashed alternator from last week, we decided not to take chances with it. We had a fresh engine ready to go, and so we are installing that in 630. Downtime should be significantly less than what we've been suffering for this sort of deal -- expect her to return to the line this week.

Cessna 04H has been scheduled for paint on her new nosebowl work next week. She will not be winning any beauty pageants between now and then, and expect appx 4 days of downtime.

Cessna 1ES is in for 100hr.

Piper 85Y's new boost pump arrives tomorrow, and she may fly this weekend. We lost a week in trying to overhaul the old one, which was a lost cause.



I am on an aircraft "cosmetic condition" witch-hunt this week. Feel free to drop me a line if there is something I should be aware of in this regard.

Not much else to report. It is typical that the weather cools down in October and we get a ton of flying done -- but.. well, it's at least a little cooler today. :)

Blue Skies,

- Mike