What’s Up


Chinmay Patel earned his Private Pilot Certificate this month and will soon be seen flying the 152 without the weight of his instructor, Peter Sturdza sitting next to him.


Aga Goodsell took the written examination for the Instrument rating and scored a perfect 100%!!!  We often hear of those who achieve a perfect score, but to really meet one…


Janice Odell soloed in 8256E recently.  Howard Foster, her CFI, watched her achieve this important milestone in her training.


Jerry Fang also soloed since our last writing and discovered how much better the C-152 performs without the weight of his instructor, Richard Dawson.


What’s Happening?


For all of the members who fly the Cutlass, 172RG, we expect it to be back on line shortly (hopefully before the end of November).  It had been experiencing high oil temperature and the owner decided to have the engine overhauled.  As we have discovered in aviation, nothing is done overnight—certainly not engine overhauls.


The trip to Willits has been postponed.  The original date was cancelled due to a lack of trains (can you believe that?).  Since the weather was changing, it was decided to try again in the Spring.  So, keep a trip to Willits and a ride on the Skunk Train on your list of things to do/see in 2006.


Bonanza Pilots and those wanting to learn to fly a Bonanza--One of the great advantages offered by the Bonanza society is its depth of technical support. When one of our members attended a BPPP course recently, 01N was inspected by one of the most respected names in the Bonanza world, Dave Monti. Dave gave 01N a thorough inspection at our request, as it was due a 100 hr inspection immediately after the course.
Dave was very happy with the mechanical condition of the airplane.  His major squawk was the nose wheel, specifically flat spots on the nose wheel tire. He remarked that these flat spots generally occur when pilots hold the nose down during the take-off roll, causing the tire to scrub because of the left turning tendency.
The tire has been replaced; however, in order to ensure that the nose wheel tire does not meet the fate of its predecessor, please lighten the nose at 55 kt so that the airplane will fly itself off the runway. This is best achieved by suitable nose-up trim. If you are uncertain of the technique, or have questions, please discuss it with one of the Sundance instructors.



What’s Going On?


The days are short and therefore the hours of night flying begin earlier.  Keep in mind the “currency” requirements if you want to carry passengers during the period beginning one hour after sunset to one hour before sunrise.  If it has been some time since last landing at night or you feel a “refresher” is needed, contact your favorite CFI or call the office and we’ll make arrangements for you.


The FARs aside, it’s important to stay proficient, demonstrate good judgment,  and understand there is no shame in going-around if the landing “picture” doesn’t look right—too fast, too low, too high, too long, too slow.  Recently, an airplane ran off the end of runway 31 and although the pilot and passengers suffered little, the airplane was severely damaged.  A witness said the airplane, a charter from Santa Monica, was fast on final and touched down beyond the half-way point of the runway.  Apparently the pilot decided to go-around but it was too late.


Similarly, a pilot from Palo Alto, made a landing at Blue Canyon (Emigrant Gap) last winter.  The pilot decided to try a “soft field” landing in snow.  Unfortunately the pilot failed to read in the A/F D a note stating the airport closes in the winter due to snow.  Although the pilot survived with minor injuries, the airplane was essentially destroyed.


If you are feeling a little rusty, need assistance with cross country planning, or want help with any other part of your flying, talk with one the Club’s CFIs.