tag:blogger.com,1999:blog-27310216469095209372024-02-19T07:18:26.382-08:00Flight Training BlogIf you are one of my students, then this is YOUR BLOG. Let's use it as a forum to post news, tips, stories, links, study suggestions, etc.Pattihttp://www.blogger.com/profile/10879956882411568142noreply@blogger.comBlogger195125tag:blogger.com,1999:blog-2731021646909520937.post-22013078464434045372014-10-03T10:00:00.001-07:002014-10-03T10:00:03.869-07:00Knowledge Test Supplement - Watch the Scale!<div class="MsoNormal" style="margin: 0in 0in 8pt;">
<span style="font-family: Calibri;">Earlier this year the FAA updated the Private Pilot Test
Supplement. This is the book that contains all the figures and charts that are
referenced in the Private Pilot Knowledge Test. This introduced a number of
issues. One issue is that the scale on the sectional chart excerpts does not
match the scale on a real chart and consequentially your plotter can’t be used
to directly measure distance. The previous test supplement, although it didn’t
match perfectly, was relatively close. On the new test supplement, figure 21 is
significantly different than the normal scale. You can see in this picture that
if you used your plotter, a distance of 10 NM on the figure would be measured
as only 7 NM as shown on a plotter. This would be enough to throw any calculations
off and lead to answering the test question incorrectly. Each figure has a
unique scale on the side of the chart that must be carefully checked in order
to determine the accurate distance.<o:p></o:p></span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEijnkYUriff-8baJTz-HTwXka8ksTX3QJLn28SZ5HBnIETu6Pznzue2KVxzD5aUQExFUyghfgFg2eInqmGvjoXWiQjya628V5qWKuIv8_esVPIZS6LBm8HL1bmGZJeK533ftzqEKtU3WqGr/s1600/Figure+21+Scale+snip.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEijnkYUriff-8baJTz-HTwXka8ksTX3QJLn28SZ5HBnIETu6Pznzue2KVxzD5aUQExFUyghfgFg2eInqmGvjoXWiQjya628V5qWKuIv8_esVPIZS6LBm8HL1bmGZJeK533ftzqEKtU3WqGr/s1600/Figure+21+Scale+snip.JPG" height="457" width="640" /></a></div>
<br />Herbhttp://www.blogger.com/profile/12097331859948144501noreply@blogger.com1tag:blogger.com,1999:blog-2731021646909520937.post-63592379068816409662014-09-26T10:00:00.000-07:002014-09-26T10:00:04.661-07:00Letter "L"<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjhmYsff0Y9Nlox2gajKpHmQqoMv_vXe63CXryl5mQx77HwLO2saBtJ0aMmtHVuab2nR4E-TgNaDpyz4ibDYRZIbzhV-P-e2yuA0kGn7ly_VBzCUXqcwYJvpVHodQY9Yd2ibAIcr-18dLJa/s1600/Letter+L+Chart.JPG" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjhmYsff0Y9Nlox2gajKpHmQqoMv_vXe63CXryl5mQx77HwLO2saBtJ0aMmtHVuab2nR4E-TgNaDpyz4ibDYRZIbzhV-P-e2yuA0kGn7ly_VBzCUXqcwYJvpVHodQY9Yd2ibAIcr-18dLJa/s1600/Letter+L+Chart.JPG" height="192" width="320" /></a></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjhmYsff0Y9Nlox2gajKpHmQqoMv_vXe63CXryl5mQx77HwLO2saBtJ0aMmtHVuab2nR4E-TgNaDpyz4ibDYRZIbzhV-P-e2yuA0kGn7ly_VBzCUXqcwYJvpVHodQY9Yd2ibAIcr-18dLJa/s1600/Letter+L+Chart.JPG" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"></a><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjhmYsff0Y9Nlox2gajKpHmQqoMv_vXe63CXryl5mQx77HwLO2saBtJ0aMmtHVuab2nR4E-TgNaDpyz4ibDYRZIbzhV-P-e2yuA0kGn7ly_VBzCUXqcwYJvpVHodQY9Yd2ibAIcr-18dLJa/s1600/Letter+L+Chart.JPG" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"> </a><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjhmYsff0Y9Nlox2gajKpHmQqoMv_vXe63CXryl5mQx77HwLO2saBtJ0aMmtHVuab2nR4E-TgNaDpyz4ibDYRZIbzhV-P-e2yuA0kGn7ly_VBzCUXqcwYJvpVHodQY9Yd2ibAIcr-18dLJa/s1600/Letter+L+Chart.JPG" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"> </a></div>
It is intriguing what landmarks are charted on our sectional charts. On the San Francisco sectional chart in the northern area toward the coast, I found this interesting landmark. Normally you will see notes like settlement, ranch, sawmill, etc. But I haven't seen anything like this before.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjlbC-R-uOGJF-O2j2SGCVlxHyJ24PomVK3W43SOzKggpXpNR2WjROrb_fLEQkrzB3hEb_yY990GHEewEd3cVCtYV0ZzFe43Qn_BBthMukPiNdzxMP_MaBNV3TT1POH7DjMerdhS3siEkr-/s1600/Letter+L.JPG" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjlbC-R-uOGJF-O2j2SGCVlxHyJ24PomVK3W43SOzKggpXpNR2WjROrb_fLEQkrzB3hEb_yY990GHEewEd3cVCtYV0ZzFe43Qn_BBthMukPiNdzxMP_MaBNV3TT1POH7DjMerdhS3siEkr-/s1600/Letter+L.JPG" height="198" width="320" /></a></div>
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This is what is found at this location.... Yep, that is an "L" marked on the ground. Now the mystery is why is it there. Well that is another story.</div>
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Herbhttp://www.blogger.com/profile/12097331859948144501noreply@blogger.com0tag:blogger.com,1999:blog-2731021646909520937.post-81923863455889320292014-09-19T10:00:00.000-07:002014-09-19T10:00:04.650-07:00Interesting class B airspaceI ran across an interesting notation for the floor of a class B airspace. It is common to see notation that use "-" to indicate that a class D airspace goes up to but does not include an altitude. An example of this is KSQL class D airspace on the east side of the airport. It has a designation of [-15] which indicates that the Delta airspace goes up from the surface up to but not including 1500 MSL. It is also common to see "T" used for the ceiling of class C airport to indicate that the ceiling extends to the top of the overlying airspace. This is used in the KOAK class C airspace. <br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi4Pu0YTfy17GrDkvlM3SQdc6kjBYbu9Kbblw6AebTah8L1aDM_8XkBE9EEBYoetbEo26jZBsy2bZYFUffdPmQ1wyS8xjpVGxVvaMVZ_akPA8IfFpQIvSMHFQVgqQgFTaBa63uMRAci_Xj2/s1600/class+B.JPG" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi4Pu0YTfy17GrDkvlM3SQdc6kjBYbu9Kbblw6AebTah8L1aDM_8XkBE9EEBYoetbEo26jZBsy2bZYFUffdPmQ1wyS8xjpVGxVvaMVZ_akPA8IfFpQIvSMHFQVgqQgFTaBa63uMRAci_Xj2/s1600/class+B.JPG" height="320" width="296" /></a>In the New York area, I ran across a unique notation that I hadn't seen before. One of the shelves of the class B had a notation of "+" for floor of the airspace. In the chart to the right, you can see the +05. This indicates that the floor of this airspace starts "above" 500 MSL but does not include 500 MSL.<br />
Herbhttp://www.blogger.com/profile/12097331859948144501noreply@blogger.com0tag:blogger.com,1999:blog-2731021646909520937.post-91464486854105913222014-06-06T10:00:00.000-07:002014-06-06T10:00:00.897-07:00PIREPS Remarks<br />
<div class="MsoNormal" style="line-height: normal; margin: 0in 0in 0pt; page-break-after: avoid;">
<a href="https://www.blogger.com/" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"></a><span style="color: black; mso-bidi-font-family: Calibri; mso-bidi-font-size: 10.0pt; mso-bidi-theme-font: minor-latin; mso-fareast-font-family: "Times New Roman";"><span style="font-family: Calibri;">If you are checking PIREPS on a
regular basis you might notice some interesting text in the RM portions of a
PIREP. Here is an example:</span></span><br />
<span style="color: black; mso-bidi-font-family: Calibri; mso-bidi-font-size: 10.0pt; mso-bidi-theme-font: minor-latin; mso-fareast-font-family: "Times New Roman";"><span style="font-family: Calibri;"><o:p></o:p></span></span> </div>
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<code><span style="font-size: 10pt; mso-fareast-font-family: Calibri; mso-fareast-theme-font: minor-latin;">FAT UA /OV CZQ040017/TM
1745/FL330/TP B737/TB LGT CHOP/RM AWC-WEB/SWA</span></code><span style="color: black; mso-bidi-font-family: Calibri; mso-bidi-font-size: 10.0pt; mso-bidi-theme-font: minor-latin; mso-fareast-font-family: "Times New Roman";"><o:p><span style="font-family: Calibri;"> </span></o:p></span></div>
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<span style="color: black; mso-bidi-font-family: Calibri; mso-bidi-font-size: 10.0pt; mso-bidi-theme-font: minor-latin; mso-fareast-font-family: "Times New Roman";"><span style="font-family: Calibri;">In this case the RM section has
the text “AWC”. This is an indication that the PIREP was reported by a pilot
that has taken the SkySpotter training. The following comes from the FAA: <o:p></o:p></span></span></div>
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"SKYSPOTTER" program is a result of a recommendation from the Safer
Skies FAA/INDUSTRY Joint Safety Analysis and Implementation Teams. The term
"SKYSPOTTER" indicates that a pilot has received specialized training
in observing and reporting inflight weather phenomenon, pilot weather reports,
or PIREPs. When a PIREP from a pilot identifying themselves as a
"SKYSPOTTER" aircraft is received, the additional comment
"/AWC" must be added at the end of the remarks section of the PIREP.<o:p></o:p></span></span></div>
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiO-Ta1SsOYoCGcbI0Quwt94COD2DcudduyQewrfVxjwmWbnft-Ipp57pbx9Bv4zpBBQu65ufgfctYErfJaV_NGXMhw9Bh5uXTQFiwmBvy51OlItaptmhUTuS_xN-4x3puG24dgKwfUK86u/s1600/skyspotter.JPG" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiO-Ta1SsOYoCGcbI0Quwt94COD2DcudduyQewrfVxjwmWbnft-Ipp57pbx9Bv4zpBBQu65ufgfctYErfJaV_NGXMhw9Bh5uXTQFiwmBvy51OlItaptmhUTuS_xN-4x3puG24dgKwfUK86u/s1600/skyspotter.JPG" height="116" width="320" /></a><br />
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<span style="color: black; mso-bidi-font-family: Calibri; mso-bidi-font-size: 10.0pt; mso-bidi-theme-font: minor-latin; mso-fareast-font-family: "Times New Roman";"><span style="font-family: Calibri;">You can find the AOPA SkySpotter
course here: </span><a href="http://flash.aopa.org/asf/skyspotter/"><span style="color: #de7008; font-family: Calibri;">http://flash.aopa.org/asf/skyspotter/</span></a><o:p></o:p></span></div>
Herbhttp://www.blogger.com/profile/12097331859948144501noreply@blogger.com0tag:blogger.com,1999:blog-2731021646909520937.post-90466475220757875272013-11-01T10:00:00.000-07:002013-11-01T10:00:06.482-07:00Windy out there<br />
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A windy evening this last Sunday. Winds at KSQL were 20+KTS and KSFO were 27G40. These high winds were due to a strong pressure gradient in the area as observed by very closely spaced isobar lines on this surface analysis chart.Each line represents a 4 mb difference in pressure. ATIS reports between KSFO and KSAC were confirming that large difference in pressure. KSFO 29.75 vs KSAC 29.58. Converting that to millibar (mbar) yields a 5.8 mbar difference. The delta between KHAF and KSAC was even larger at 7.5 mbar. The NWS aviation forecaster had this to say: <span style="color: blue;"><i>IMPRESSIVE SURFACE GRADIENTS LOCALLY SFO-SAC RANGING FROM 5 TO 5.7 MB AND HAF-SFO 2.7 MB THIS EVE. SLIGHTLY LARGER SCALE PRESSURE GRADIENTS ACROSS THE AREA ARE NOT SUPPORTIVE OF PRESENT MEASURED WIND SPEEDS SO THE TREND HAS BEEN FOR LOW TO MID LEVEL WINDS TO LINK UP TO SURFACE WINDS BRINGING STRONG WIND GUSTS DOWN TO THE SURFACE. VICINITY OF KSFO...IMPRESSIVE WIND GUSTS PEAKING NEAR 50 MPH THIS EVE.</i></span><br />
Herbhttp://www.blogger.com/profile/12097331859948144501noreply@blogger.com0tag:blogger.com,1999:blog-2731021646909520937.post-67950547914116216402013-10-18T10:00:00.000-07:002013-10-18T10:00:07.385-07:00Antennas - VOR in particular<div style="text-align: left;">
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I have flown mostly in 172s that all have two communication
radios and two navigation radios. I have been accustomed to noting that there
were two communication radio antennas on top of the aircraft and what I thought
were two navigation radio antennas in a V-shape on the vertical stabilizer,
i.e. one antenna for each Nav radio. A few weeks back I was looking at a 152
and its antennas. The 152 had one comm radio and one nav radio. Correspondingly
it had only one comm antenna mounted on top of the aircraft but it still had
the two antennas on the vertical stabilizer in a V-shape. I originally thought
that maybe these antennas were installed in the case that an additional nav
radio might be installed. After doing some additional research I found that the
V shaped antenna is actually not two separate antennas but one antenna called a
dipole. The dipole is a specific design for an antenna that consists of two
identical elements that are joined in the center and feed a single radio or in
the case of the 172s with two nav radios the antenna feeds both nav radios.</div>
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<![endif]--><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjzElXEOuvimxpnOZdZRcsgmjHdImb2j0arS9FKnmmqw3QP3SjgwNvcRLa4_qRmzgf1hYZPRatKT7ZD8SdkQFMui_pDhKUqbhdIyQNaejb-Tb7A9nzLJMR0aMV-ID9ae1vUZ25p7mtABpbq/s1600/nav.jpg" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"> </a></div>
<div class="separator" style="clear: both; text-align: center;">
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="clear: right; float: left; margin-bottom: 1em; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgHAVbTvSxM1ac902pG6ZgrPoaQBT11bQcUf-5qf08skK9ZTO609K1hvITVp95YpPdWh0VWQnZlDHs5vKrxY_ygEb7X2Y__DQ77Mew9jvJDoSgsM6Z3Fspwt8AODpzvBf-H5mtrWjj_-qHp/s1600/comm.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img alt="" border="0" height="133" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgHAVbTvSxM1ac902pG6ZgrPoaQBT11bQcUf-5qf08skK9ZTO609K1hvITVp95YpPdWh0VWQnZlDHs5vKrxY_ygEb7X2Y__DQ77Mew9jvJDoSgsM6Z3Fspwt8AODpzvBf-H5mtrWjj_-qHp/s200/comm.jpg" title="" width="200" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Comm Antennas</td></tr>
</tbody></table>
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="clear: right; float: left; margin-bottom: 1em; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjzElXEOuvimxpnOZdZRcsgmjHdImb2j0arS9FKnmmqw3QP3SjgwNvcRLa4_qRmzgf1hYZPRatKT7ZD8SdkQFMui_pDhKUqbhdIyQNaejb-Tb7A9nzLJMR0aMV-ID9ae1vUZ25p7mtABpbq/s1600/nav.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="134" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjzElXEOuvimxpnOZdZRcsgmjHdImb2j0arS9FKnmmqw3QP3SjgwNvcRLa4_qRmzgf1hYZPRatKT7ZD8SdkQFMui_pDhKUqbhdIyQNaejb-Tb7A9nzLJMR0aMV-ID9ae1vUZ25p7mtABpbq/s200/nav.jpg" width="200" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Nav Antennas</td></tr>
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Herbhttp://www.blogger.com/profile/12097331859948144501noreply@blogger.com0tag:blogger.com,1999:blog-2731021646909520937.post-22782376521316826452013-10-11T10:00:00.000-07:002013-10-11T10:00:05.084-07:00What is missing?<!--[if gte mso 9]><xml>
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<![endif]--><span style="font-family: "Calibri","sans-serif"; font-size: 11.0pt; line-height: 115%; mso-ansi-language: EN-US; mso-ascii-theme-font: minor-latin; mso-bidi-font-family: "Times New Roman"; mso-bidi-language: AR-SA; mso-bidi-theme-font: minor-bidi; mso-fareast-font-family: Calibri; mso-fareast-language: EN-US; mso-fareast-theme-font: minor-latin; mso-hansi-theme-font: minor-latin;">As
part of the pre-flight you open the access door in the engine cowling to check
the oil quantity and quality. As you glance in to the engine compartment you
see this picture. Is there something wrong?</span><br />
<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi_1hHgIzwj5sQp-6ID3FJadWjIOZxCxjhWF_Q9zMspDGlYwmS2l7LmyNmzM6IhzKtny7hxuxZ36AoyRkFwDxJvD1pKK1G67zN95CKdvdsLAgTkQOPqcqNUMDTCAh6guFA7Z_uGr1JEPJwn/s1600/heather+hose.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi_1hHgIzwj5sQp-6ID3FJadWjIOZxCxjhWF_Q9zMspDGlYwmS2l7LmyNmzM6IhzKtny7hxuxZ36AoyRkFwDxJvD1pKK1G67zN95CKdvdsLAgTkQOPqcqNUMDTCAh6guFA7Z_uGr1JEPJwn/s320/heather+hose.JPG" width="239" /></a></div>
<br />Herbhttp://www.blogger.com/profile/12097331859948144501noreply@blogger.com0tag:blogger.com,1999:blog-2731021646909520937.post-41013076526589834182013-10-04T11:13:00.001-07:002013-10-04T11:13:52.098-07:00FAR AIM 2014The 2014 FAR AIM has been recently published. So what has changed? Honestly, not much. For the typical GA pilot, there were little if no changes in part 61 or part 91 since the 2013 version. Same can be said for the AIM section. The most intriguing question is what do you think of the cover picture? Old school paint job on the plane but some cool background.<br />
<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhuMjNfWR9xyeRFEcJgITm1lO7X1KDlDO8_ttgf2kRoofVF6IIU0i-J8yG29-wwL5zdPypJqCWyx6j_rLlR3bc3l1UtqCITRspEvFMPvxFS_dnYhyphenhyphenjgAvtKy0M2cq6uNHyk247J1BtL7R6r/s1600/FAR+AIM.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhuMjNfWR9xyeRFEcJgITm1lO7X1KDlDO8_ttgf2kRoofVF6IIU0i-J8yG29-wwL5zdPypJqCWyx6j_rLlR3bc3l1UtqCITRspEvFMPvxFS_dnYhyphenhyphenjgAvtKy0M2cq6uNHyk247J1BtL7R6r/s320/FAR+AIM.jpg" width="320" /></a></div>
<br />Herbhttp://www.blogger.com/profile/12097331859948144501noreply@blogger.com0tag:blogger.com,1999:blog-2731021646909520937.post-85923990966646280042013-09-27T10:00:00.000-07:002013-09-27T10:00:06.429-07:00Runway and taxiway signsThe AIM does a fairly good job of explaining the various runway signs and markings. The text in the AIM and the various pictures provide a good basis for learning about these important markings and signage but it is sometimes easier to learn about these by seeing them in context. I am sure we all have looked out the window on a commercial flight at the various airport signs and have gained a better perspective on how they are really used. As another source of learning, the link below is a video that shows actual runway signs and markings in real life context. The relevant part starts at about the 26:40 minutes into the video and continues until about 30:40.<br />
<a href="http://www.youtube.com/watch?v=G_1j-36-pq8" target="_blank">Video</a>Herbhttp://www.blogger.com/profile/12097331859948144501noreply@blogger.com0tag:blogger.com,1999:blog-2731021646909520937.post-73757598213217820382013-09-20T10:00:00.000-07:002013-09-20T10:00:00.575-07:00A G1000 Flight Plan Tip<!--[if gte mso 9]><xml>
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One of the things that seem to be a wasted opportunity is
having a better way to load a flight plan into the GPS. We have a lot of great
planning tools that we can use before we get into the plane to plan the route
of flight but once we are ready to go it always seemed a missed opportunity
that you couldn’t just load your pre-planned route directly into the GPS. It
takes several minutes to load this into the GPS and is somewhat tedious. I
friend of mine found an option to load a pre-planned route directly into a
G1000. FltPlan.com allows you to create a navigation log and then download it
on to a SD card in a format that the G1000 will recognize. I am not a user of
FltPlan.com but it seems like a fairly complete application. A few tips to get
this to work:</div>
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<br /></div>
<br />
<span style="mso-bidi-font-family: Calibri; mso-bidi-theme-font: minor-latin;"><span style="mso-list: Ignore;"></span></span><br />
<span style="mso-bidi-font-family: Calibri; mso-bidi-theme-font: minor-latin;"><span style="mso-list: Ignore;"><span style="font: 7.0pt "Times New Roman";"></span></span></span>1. When you create an aircraft profile you have to
select the option that it is a Garmin <br />
<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi0eWdExvVN5JBx6EuBrrIp29Vf0E3U8ng6xDFedm00j6EqxyVjrN2PH6fTVfp2ddhaMJxeuUfdZ5csmEXPRbjvUAhFHbC0x8I5yo0CqZjSpjx76jyQypawGwgRK1miSMVTAkeAGgBT1z77/s1600/flt+plan+aircraft.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="63" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi0eWdExvVN5JBx6EuBrrIp29Vf0E3U8ng6xDFedm00j6EqxyVjrN2PH6fTVfp2ddhaMJxeuUfdZ5csmEXPRbjvUAhFHbC0x8I5yo0CqZjSpjx76jyQypawGwgRK1miSMVTAkeAGgBT1z77/s320/flt+plan+aircraft.JPG" width="320" /></a></div>
2. There is a link at the bottom of the navigation
page, in fine print, that you click on to download the flight plan<br /><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjy9iHWSRz4I30nHnqefQOtn8q6NPSTwNfe4lvYrS13wXGpRfmU7zN6bK8kCCINQnqVQp3vbep4wlcfkL4pYWOK16CUX9TjMe2eu15qD-oPSyqLxTrTzUL3CSns-rxvx9NzDSQe-MSx4scF/s1600/flt+plan+garmin.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="330" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjy9iHWSRz4I30nHnqefQOtn8q6NPSTwNfe4lvYrS13wXGpRfmU7zN6bK8kCCINQnqVQp3vbep4wlcfkL4pYWOK16CUX9TjMe2eu15qD-oPSyqLxTrTzUL3CSns-rxvx9NzDSQe-MSx4scF/s400/flt+plan+garmin.JPG" width="400" /></a></div>
3. Once in the plane, load the SD card into the MFD
upper slot, navigate to the Flight Plan catalog, scroll to an unused/free
flight plan entry, then select import<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg69xizD_GUZCq_K75ODHVg0slDc7jTEEj7aPLVIeAZOpqIkCq0GPFiLVxDMZhlFftFX7056cBX7s91emBqxJCYXJR8QGWXZAYEiFmCwBRl53Ofx0-NnyRV_TtKaibXzsvYizQ1YBW2P1OX/s1600/FP+Import.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg69xizD_GUZCq_K75ODHVg0slDc7jTEEj7aPLVIeAZOpqIkCq0GPFiLVxDMZhlFftFX7056cBX7s91emBqxJCYXJR8QGWXZAYEiFmCwBRl53Ofx0-NnyRV_TtKaibXzsvYizQ1YBW2P1OX/s320/FP+Import.JPG" width="231" /></a></div>
<br />
Herbhttp://www.blogger.com/profile/12097331859948144501noreply@blogger.com0tag:blogger.com,1999:blog-2731021646909520937.post-45783048975241666252013-09-13T10:00:00.000-07:002013-09-13T10:00:05.399-07:00Shadows on sectional chartsA tidbit from Air Safety Institute:<br />
Did you know that mountains on the sectional charts are shaded to appear as though the sun is positioned in the northwest? According to NOAA, studies have shown that most people's visual perception has been conditioned to this view.<br />
<div class="separator" style="clear: both; text-align: center;">
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<br />Herbhttp://www.blogger.com/profile/12097331859948144501noreply@blogger.com0tag:blogger.com,1999:blog-2731021646909520937.post-19852809775129884512013-09-06T10:00:00.000-07:002013-09-06T10:00:06.530-07:00Noise abatement procedures at other airports<!--[if gte mso 9]><xml>
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Often times when going to a new airport there will be a note
about noise abatement procedures. For example the AFD may have a note that says
“Noise abatement procedures in effect ctc arpt manager ….”. Calling the airport manager can be burdensome since they are not always there sitting at their phone waiting to answer your question. Sometimes noise
abatement procedures can be found online on the airport’s web site and are in
various formats. I ran across a new web site that is targeting to be a central
place where airports can document the noise abatement procedures and pilots can
have a single source to obtain them. Whispertrack, a firm based in Truckee, CA,
just released the first ever online content management and distribution
platform that allows airports to create, manage, centralize, publish, print,
and electronically distribute airport noise abatement procedures. Whispertrack
also claims to integrate with ForeFlight but I have been unable to find that
information. It seems like it is still growing as a number of airports, e.g. RHV, MRY are listed with the note that states: "The airport is currently updating their noise abatement procedures. Noise
abatement procedures will be available soon.". Nevertheless, this seems like a great direction. Check out <a href="https://whispertrack.com/" target="_blank"> https://whispertrack.com/</a></div>
<br />
Herbhttp://www.blogger.com/profile/12097331859948144501noreply@blogger.com1tag:blogger.com,1999:blog-2731021646909520937.post-53046557693817663822013-08-30T10:00:00.000-07:002013-08-30T10:00:01.025-07:00Do you really need to carry VFR charts?The question on if we are required to have charts or required to have updated charts for some of us is more of an academic question. Here is an interesting response from the FAA FAQ on this topic.<br />
<h2>
What is the FAA policy for carrying current charts?</h2>
The specific FAA regulation, FAR 91.103 "Preflight Actions," states that each
pilot in command shall, before beginning a flight, become familiar with all
available information concerning that flight. Although the regulation does not
specifically require it, you should always carry a current chart with you in
flight. Expired charts may not show frequency changes or newly constructed
obstructions, both of which when unknown could crate a hazard.<br />
<br />
<br />
<ul>The only FAA/FAR requirements that pertain to charts are:<br /><br />
<li>Title 14 CFR section 91.503[a] (Large and Turbojet powered aircraft)
</li>
<li>Title 14 CFR section 135.83 (Air Carriers-Little Airplane)
</li>
<li>Title 14 CFR section 121.549 (Air Carrier-Big Airplanes) </li>
</ul>
The FAA's July/August 1997 issue of FAA Aviation News on "current"
aeronautical charts provided the following information:<br />
<br />
<br />
<ol>
<li>"You can carry old charts in your aircraft." "It is not FAA policy to
violate anyone for having outdated charts in the aircraft."
</li>
<li>"Not all pilots are required to carry a chart." "91.503..requires the pilot
in command of large and multiengine airplanes to have charts." "Other operating
sections of the FAR such as Part 121 and Part 135 operations have similar
requirements."
</li>
<li>..."since some pilots thought they could be violated for having outdated or
no charts on board during a flight, we need to clarify an important issue. As we
have said, it is NOT FAA policy to initiate enforcement action against a pilot
for having an old chart on board or no chart on board." That's because there is
no regulation on the issue.
</li>
<li>..."the issue of current chart data bases in handheld GPS receivers is a
non-issue because the units are neither approved by the FAA or required for
flight, nor do panel-mounted VFR-only GPS receivers have to have a current data
base because, like handheld GPS receivers, the pilot is responsible for pilotage
under VFR.
</li>
<li>"If a pilot is involved in an enforcement investigation and there is
evidence that the use of an out-of-date chart, no chart, or an out-of-date
database contributed to the condition that brought on the enforcement
investigation, then that information could be used in any enforcement action
that might be taken." </li>
</ol>
Herbhttp://www.blogger.com/profile/12097331859948144501noreply@blogger.com1tag:blogger.com,1999:blog-2731021646909520937.post-28010202408089732242013-08-23T10:00:00.000-07:002013-08-23T10:00:19.001-07:00Today is the day for new San Francisco Charts .... what changed?<!--[if !mso]>
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Approximately every 180 days, new VFR charts are produced. New
charts are needed because new obstructions get created, changes may occur to
airport information or NAVAIDs, or there may be changes to airspace. Given that these
changes don’t wait until the charts are published we also check NOTAMS. There
is also another source that provides a list of some of the major changes that have
occurred. The AFD, which is updated every 56 days, publishes changes since the
last published chart. There is a section titled Aeronautical Chart Bulletin in
the AFD that contains the major changes. For the San Francisco sectional chart
there are no noted major changes as shown in the excerpt below:</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgzVryVU7yaDLN9jG5oRuhx_jcqORN950nShCLVxMyyLQjYdcnJZgMROrkf1tqJAj46_RDuImegpnZ39vhkCDQcqkB3ksa9VFM5znyllSdpdRMrmO69RlkOTJ4FWm698gGp6rHXkOZ7isaq/s1600/SF+Sec.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="284" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgzVryVU7yaDLN9jG5oRuhx_jcqORN950nShCLVxMyyLQjYdcnJZgMROrkf1tqJAj46_RDuImegpnZ39vhkCDQcqkB3ksa9VFM5znyllSdpdRMrmO69RlkOTJ4FWm698gGp6rHXkOZ7isaq/s640/SF+Sec.JPG" width="640" /></a></div>
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However, take a look at the information listed in the AFD for the Los
Angeles TAC. It shows that the El Monte airspace has changed from what is
published on the chart. The charted airspace extends to 2,800 MSL whereas this
notice amends that to 2,400 MSL. More importantly, the shape has slightly
changed as well. The extension beyond the 4 NM radius actually shifted
about 30 degrees clockwise in the amendment vs what is charted.. You would think with this change that there would be a NOTAM
and FSS would know about this, but when I checked, there were no
published NOTAMs and the briefer I talked to was not aware of this change. This change was only
confirmed by a call to the airport manager that said in fact they had just
received an email from the Tower manager confirming the change was in effect.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjW2dkT_2X9Xnnw-wYrMxU9Qby9eMj8McSNnUlF74K6VZ3Ra1KjeaduNW-WNAw5YakfBkwas3gh00M7BW-E3Hp7pnSQzaDzhPnqAUesFgVDcSDdTvxuYiQikWR32Y9fo2Gvmno619ka2Vn1/s1600/LAX+VFR.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="257" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjW2dkT_2X9Xnnw-wYrMxU9Qby9eMj8McSNnUlF74K6VZ3Ra1KjeaduNW-WNAw5YakfBkwas3gh00M7BW-E3Hp7pnSQzaDzhPnqAUesFgVDcSDdTvxuYiQikWR32Y9fo2Gvmno619ka2Vn1/s640/LAX+VFR.JPG" width="640" /></a></div>
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Herbhttp://www.blogger.com/profile/12097331859948144501noreply@blogger.com0tag:blogger.com,1999:blog-2731021646909520937.post-44202717039374413962013-07-31T11:12:00.000-07:002013-07-31T11:12:24.362-07:00TFRs for Fires - more to think about then just the TFRIn the summer time, it is not uncommon to see TFR’s for “Hazard” due to fires. The actual TFR is often times the least of the issues since: <br />
<br />
<br />
1. they are often small, e.g. a radius of 10 miles of less,<br />
2. they are plotted via various apps/systems such as ForeFlight, G1000, as well as the sectional view on www.faa.gov. <br />
3. and you can create a plan to avoid them. <br />
<br />
The greater hazard is the smoke and haze generated from these fires. The smoke and associated haze reduce flight visibility and in some cases dramatically so. In addition, the haze can cause strain on your eyes because all you see is a wall of white. Probably the biggest challenge is that it is hard to know where the smoke will be both from a geographical area as well as how high the smoke goes. Smoke may not easily show on a satellite image if it is below a cirrus cloud layer. Area forecasts often only provide broad indications of where smoke (FU) might be found and then only if the visibility is less than 5 SM. So if the visibility is 6 or 7 SM, which is still pretty poor, the area forecast won’t report the smoke like the examples below.<br />
<br />
<span style="font-size: x-small;">OR CASCDS WWD</span><br />
<span style="font-size: x-small;">SWRN INTR...BKN CI. <strong>OCNL VIS 3-5SM FU. FU TOP 120</strong>. 21Z SCT CI </span><span style="font-size: x-small;">OCNL VIS 3-5SM FU. OTLK...<strong>VFR FU</strong>.</span><br />
<br />
<span style="font-size: x-small;">NRN CA...STS-SAC-TVL LN NWD</span><br />
<span style="font-size: x-small;">SHASTA-SISKIYOUS...BKN CI. OCNL <strong>VIS 3-5SM FU. FU TOP 120</strong>. 21Z </span><span style="font-size: x-small;">SCT160. ISOL -TSRA. CB TOP FL400. OTLK...VFR TIL 02Z TSRA.</span><br />
<br />
<span style="font-size: x-small;">CNTRL CA</span><br />
<span style="font-size: x-small;">SAN JOAQUIN VLY...SKC. TIL 20Z OCNL <strong>VIS 3-5SM HZ/FU. FU TOP 055</strong> </span><span style="font-size: x-small;">OTLK...VFR.</span><br />
<br />
Sometime the best sources of information are pilot reports. But often times, they are not very many pilot reports to be helpful. But when they do exists, like the ones below, they can be valuable information if they happen to be near your intended route of flight.<br />
<br />
<span style="font-size: x-small;">LMT UA /OV 2S2 /TM 2010 /FL109 /TP C185 /<strong>SK TOP105</strong> /<strong>WX HZ FU</strong></span><br />
<span style="font-size: x-small;">MFR UA /OV FJS-OED180020/TM 2234/FL100/TP C310/<strong>WX FV01SM HZ</strong>/RM IMC</span><br />
<br />
Lastly, sometimes an AIRMET may help identify an area that is obscured by smoke but AIRMETs technically have a threshold that the weather phenomenon has to be impacting an area of at least 3,000 square miles. In the cases below, they do help pinpoint area where visibility will be poor.<br />
<br />
<span style="font-size: x-small;">WAUS46 KKCI 311445</span><br />
<span style="font-size: x-small;">SFOS WA 311445</span><br />
<span style="font-size: x-small;">AIRMET SIERRA UPDT 3 FOR IFR AND MTN OBSCN VALID UNTIL 312100</span><br />
<span style="font-size: x-small;">AIRMET MTN OBSCN...OR CA</span><br />
<span style="font-size: x-small;">FROM 60SE EUG TO 50ESE OED TO 70SW OED TO 50S EUG TO 60SE EUG</span><br />
<span style="font-size: x-small;"><strong>MTNS OBSC BY FU/HZ</strong>. CONDS CONTG BYD 21Z THRU 03Z.</span><br />
<br />
<span style="font-size: x-small;">WAUS46 KKCI 311445</span><br />
<span style="font-size: x-small;">SFOS WA 311445</span><br />
<span style="font-size: x-small;">AIRMET SIERRA UPDT 3 FOR IFR AND MTN OBSCN VALID UNTIL 312100</span><br />
<span style="font-size: x-small;">AIRMET IFR...OR CA</span><br />
<span style="font-size: x-small;">FROM 40NNW OED TO 20NW LKV TO 80SSW LKV TO 50E FOT TO 40NNW OED</span><br />
<span style="font-size: x-small;"><strong>VIS BLW 3SM HZ/FU</strong>. CONDS ENDG 18-21Z.</span><br />
<span style="font-size: x-small;"><br /></span>
Herbhttp://www.blogger.com/profile/12097331859948144501noreply@blogger.com1tag:blogger.com,1999:blog-2731021646909520937.post-91273805431863154202013-06-18T07:07:00.001-07:002013-06-18T07:07:35.791-07:00Lycoming engine information
<span style="font-family: Calibri;">Most of my flying is with Cessna planes and Lycoming
engines. Often times I have question or am curious about things that are not
fully explained in the POH. I ran across this document from Lycoming that seems
to be a collection of articles that may have been published by them over the
years. It seems like an interesting gem of a document because it is not too
technical and it covers common topics like engine break-ins and leaning.</span><br />
<br />
<a href="http://www.lycoming.com/support/tips-advice/key-reprints/pdfs/Key%20Operations.pdf" target="_blank">Lycoming Reprints</a>Herbhttp://www.blogger.com/profile/12097331859948144501noreply@blogger.com0tag:blogger.com,1999:blog-2731021646909520937.post-35636855649446180832013-05-31T10:31:00.001-07:002013-05-31T10:31:50.975-07:00<a href="http://www.generalaviationnews.com/2001/01/flying-versus-driving/">http://www.generalaviationnews.com/2001/01/flying-versus-driving/</a>Pattihttp://www.blogger.com/profile/10879956882411568142noreply@blogger.com0tag:blogger.com,1999:blog-2731021646909520937.post-34924884597926413002013-05-27T03:44:00.000-07:002013-06-18T08:59:57.169-07:00Oxygen cylinder expiration dates - yes there is a regulation for that too!<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgv4AP7DWa1T2ZSIGHMqlg_-Fss7Y6fRhAo8KVE1-PgKu2uDgwfMKX6DIfnp2Nit_d-HLFgceIsk82HnU2uP1HJr2j6PLsSTXFlJLGRjN05Ec3hwFiavBL3x5SnZJ1SX9jRP4lZz9lTQCES/s1600/Hydrostatic.JPG" imageanchor="1" style="clear: right; cssfloat: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="261" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgv4AP7DWa1T2ZSIGHMqlg_-Fss7Y6fRhAo8KVE1-PgKu2uDgwfMKX6DIfnp2Nit_d-HLFgceIsk82HnU2uP1HJr2j6PLsSTXFlJLGRjN05Ec3hwFiavBL3x5SnZJ1SX9jRP4lZz9lTQCES/s320/Hydrostatic.JPG" width="320" ya="true" /></a></div>
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<span style="font-family: Calibri;">Recently I spent some time looking into oxygen usage for general aviation. I was looking into the various portable oxygen systems and their details. Several clubs let members check out portable oxygen tanks including San Carlos Flight Center and West Valley Flying Club. When I looked at the WVFC oxygen tank I was told that the next time it needed to be refilled it had to be certified. Huh? Certified? What’s up with that? This got my searching. What I found were the regulations governing recertification of the cylinders that are used for the oxygen tanks. All the cylinders I have seen are aluminum and are of type 3AL. The regulation is in 49 CFR 180.209. It states that the cylinders need to be hydrostatically tested every five (5) years. There is actually a stamp that is imprinted on the cylinder when it is manufactured and also stamped when it is tested. In the picture you can see this cylinder has a "06 * 99" stamp indicating it was originally tested in June of 1999. It has another stamp of "05 * 07" when it was recertified in May of 2007. It turns out that it is not legal to refill a tank that is not current like the one pictured. So it is a good idea to know when a tank needs to be recertified. There are a couple of places that can perform the required test and stamp the cylinder. Near SQL, Alliance Gas Products will do it but it does take them a couple of weeks.</span></div>
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Herbhttp://www.blogger.com/profile/12097331859948144501noreply@blogger.com2tag:blogger.com,1999:blog-2731021646909520937.post-91250844810961652652013-02-23T05:47:00.000-08:002013-02-23T05:47:50.531-08:00Oakland Center
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgbnYQDAT0IubBffwAoRmS7jqw8wLiu_nT0rFRoAhtxMD3qXN_tkHIf-UKDYLOZv-81h_qXl0R8z7YMr76j77haUObp6xMoUrs78yAxhfEaH-7fwULKq0cn_F2ghI1gLw6Q3HaddOnV-iBi/s1600/oakctr.JPG" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="179" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgbnYQDAT0IubBffwAoRmS7jqw8wLiu_nT0rFRoAhtxMD3qXN_tkHIf-UKDYLOZv-81h_qXl0R8z7YMr76j77haUObp6xMoUrs78yAxhfEaH-7fwULKq0cn_F2ghI1gLw6Q3HaddOnV-iBi/s320/oakctr.JPG" width="320" /></a></div>
Earlier this week I got a chance to tour the facility that handles the ZOA
airspace, which we all know as "Oakland Center". The Oakland Center
tour is not as educational as the NorCal tour so if you have a choice between
the two I found NorCal to be much more interesting. <br />
<br />
One of the unique things you see at Oakland Center are the controllers that work
the Pacific Ocean sector for flights headed to Hawaii and beyond. This sector
has NO radar so position reporting by planes is the standard way to track
planes and ensure separation. A small number of planes have ADS-C, yes that is
right -C. These planes can transmit their position as well as the controllers
can query the planes status. The other interesting thing is that the controller
NEVER talks to the planes. He either sends a text like message for clearance
such as climbs/descents or the planes talk to a radio facility in Livermore and
the Livemore "ARINC" phones the Oakland Center controller to relay
the message.<br />
<br />
Oakland Center also has traditional controllers that handle the airspace
outside of the NorCal area, e.g. Paso Robles. The airspace is divided up into
sectors and split between high and low altitudes. The other interesting thing
is there is often two controllers in a sector. One controller works the radar
terminal and communicates with the pilot while the other controller works what
they call the "D" side. The "D" side is where data is
entered about each flight. It is quite interesting to see the controllers
seamlessly working together. <br />
<br />
A question was asked about flight following. Sometimes when you request
flight following a controller will give you a squawk code and then later ask
for details on your request while other times a controller will ask for your
destination and then give you a squawk code. The controller said that this is
all a personal choice by individual controllers and is not based on any policy
or level of work.<br />
Herbhttp://www.blogger.com/profile/12097331859948144501noreply@blogger.com0tag:blogger.com,1999:blog-2731021646909520937.post-17420541725619367322013-02-05T10:33:00.001-08:002013-02-05T10:33:38.986-08:00What my instructor never taught me and why that might be a good thing
<br />
The Aviation Safety Reporting System, <a href="http://asrs.arc.nasa.gov/index.html" target="_blank"><span style="color: blue;">ASRS</span></a>, is a
repository of voluntary, confidential reports of various types of potential
safety issues. It contains a lot of interesting reports that are fascinating
reading. The one below is from a flight that occurred last year at SQL. Reading
it makes you wonder what was this pilot thinking??? In particular, this pilot
used a special VFR clearance to depart SQL when the airport was below VFR
minimums. My CFI never taught me about SVFR and perhaps that is something that
should never be taught to a private pilot. <br />
<br />
Here is the narrative has reported by the pilot.<br />
<br />
<br />
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<span style="font-family: Consolas; font-size: 10pt; line-height: 115%; mso-bidi-font-family: Consolas;">I arrived at the airport from San
Francisco and although there was a cloud deck at approximately 600 FT I had
noted a number of holes, which I had deemed sufficient to fly through and get
on top for VFR conditions. In checking the conditions for the route the
conditions were showing overcast at 600 FT with 8 miles of visibility in the
bay area and clear to the south and east with 12,000 few in the central valley.
I had made the trip the day before under the same conditions with no issue. As
I was looking to plan my route, I saw that there was a hole with clear sunlight
over Coyote Hills, which meant asking for a special VFR clearance with a cement
plant departure and climbing on top as soon as I reached the hole. This was
exactly what I had done the day before. In the worst case I had 8 miles of
visibility so even with the low ceiling I could always make a u-turn and come
back to the airport if there was a problem. I performed the normal preflight
and asked for my clearance from the Tower. Once I received this I taxied to the
run up area and when I was ready I asked for a clearance. <span style="color: blue;"><o:p></o:p></span></span></div>
<br />
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<span style="font-family: Consolas; font-size: 10pt; line-height: 115%; mso-bidi-font-family: Consolas;">Just as I was taxiing onto the runway I
was stopped by a large goose standing right on the 12 numbers which initiated a
dialog with the Tower. Eventually the goose left the runway and I taxied onto
the runway for a cement plant take off. In the time I was in the run up and
paying attention to the goose I had not noticed that the conditions were
changing rapidly and that the fog was moving very swiftly. Once I took off and
made a 20-degree turn off the end of the runway, as is the normal procedure and
then proceeded to turn towards the cement plant. At this point I was at
approximately 400 FT and noticed there were a number of clouds below 600 FT
that I needed to avoid. I began to weave around the clouds when the Tower
called and inquired about my strange flight and if all was ok. I indicated that
I was avoiding clouds and all was fine. At this time the Tower called to hand
me NCT Approach. At about the same time I lost sight of the cement plant and
the hole I was flying towards. The situation was rapidly getting worse. At that
time I decided to turn back to San Carlos and radioed my intentions to the
Tower. <span style="color: blue;"><o:p></o:p></span></span></div>
<br />
<div class="MsoNormal" style="margin: 0in 0in 10pt;">
<span style="font-family: Consolas; font-size: 10pt; line-height: 115%; mso-bidi-font-family: Consolas;">I told the Tower that I was turning
back due to the clouds and proceeded to turn into a cloud. What I had not
realized was the 8 miles of visibility had closed to 0 behind me within a
matter of minutes. I was in a cloud with no visibility in any direction. I told
the Tower of my situation and tried to descend and see if I could get below the
clouds. I was at 300 FT and could not see the water below me and remembered the
power lines so I began a steep climb. I then tried turning left and right to
see if I could find any visual reference. At this point being a VFR pilot in a
cloud with complete white out conditions and no clue which way to go I began to
panic. I tried to fly the plane and when I looked at the instruments I was
descending at a rapid rate completely uncoordinated and given my height above
the water did not have much time before I would crash. I stopped the descent at
about 200 FT and remembered my flight instructor telling me to stare at the
instruments, as you will have no idea what you are doing otherwise. I can
honestly say that until I stared at the gauges I did not realize I was turning
at a 45-degree bank while slipping. I immediately began to stabilize the plane
and was reporting to the Tower my altitude to make sure there was no traffic
that would be a factor. <span style="color: blue;"><o:p></o:p></span></span></div>
<br />
<div class="MsoNormal" style="margin: 0in 0in 10pt;">
<span style="font-family: Consolas; font-size: 10pt; line-height: 115%; mso-bidi-font-family: Consolas;">Once the plane was stable I began to
fly coordinated with the instruments and realized that I had no clue of where I
was and certainly could not find the airport. I decided to try and get the GPS
set so I could use the moving map however after 5 tries it would not accept my input
of direct to San Carlos this may have been due to my hitting the wrong buttons
in my state or a problem with the GPS. I was lost over the bay in the clouds
with traffic and obstacles all around. The Tower was talking to me almost
constantly and asking if I could see anything I reported that I was in total
white out conditions. He asked if I was IFR certified and I reported I was not.
He reported I was just about over Coyote Hills and that I should fly a westerly
heading. I began to turn however I was still lost. I flew the heading and he
told me there was an instructor in the Tower to help. He had me verify my
altimeter with his and the heading I was flying at that point he directed me to
fly a heading and report when I can see anything. I flew that heading for what
seemed an eternity however could not have been more than a couple of minutes.
Eventually the ground below came into sight. I reported seeing the power lines
and was able to make sure I was above them however I still could not see the
airport. I kept flying and then the 101 highway appeared almost instantly. I
reported the highway in sight and then the airport. At that point there was a
large hole above the airport and there was very good visibility and not a
problem to land. <span style="color: blue;"><o:p></o:p></span></span></div>
<br />
<div class="MsoNormal" style="margin: 0in 0in 10pt;">
<span style="font-family: Consolas; font-size: 10pt; line-height: 115%; mso-bidi-font-family: Consolas;">I made my go no go decision without
paying attention to how fast the conditions were changing. As my Hobbs meter
indicted .6 from the time I started the conditions went from 600 with 8 miles
visibility to complete white out within minutes. The visual reference points
all disappeared including the ones behind me that would get me back to the
airport in case I could not go forward. From a risk management standpoint the
margin for error with a 600-foot ceiling was too narrow. In looking back the
questions I should have asked myself were <span style="color: blue;"><o:p></o:p></span></span></div>
<br />
<div class="MsoListParagraphCxSpFirst" style="margin: 0in 0in 0pt 0.5in; mso-list: l0 level1 lfo1; text-indent: -0.25in;">
<span style="font-family: Consolas; font-size: 10pt; line-height: 115%; mso-bidi-font-family: Consolas; mso-fareast-font-family: Consolas;"><span style="mso-list: Ignore;">1.<span style="font-size-adjust: none; font-stretch: normal; font: 7pt/normal "Times New Roman";"> </span></span></span><span style="font-family: Consolas; font-size: 10pt; line-height: 115%; mso-bidi-font-family: Consolas;">What is the margin for error in this situation?<o:p></o:p></span></div>
<br />
<div class="MsoListParagraphCxSpLast" style="margin: 0in 0in 10pt 0.5in; mso-list: l0 level1 lfo1; text-indent: -0.25in;">
<span style="mso-bidi-font-family: Calibri; mso-bidi-theme-font: minor-latin;"><span style="mso-list: Ignore;"><span style="font-family: Calibri;">2.</span><span style="font-size-adjust: none; font-stretch: normal; font: 7pt/normal "Times New Roman";">
</span></span></span><span style="font-family: Consolas; font-size: 10pt; line-height: 115%; mso-bidi-font-family: Consolas;">What are the consequences
of failure if I am wrong? Given the answer to 1 is 600 FT with power lines
below and clouds all around the answer is very little. The answer to 2 is I
will end up in a cloud and likely to crash into the Bay. An easy answer in
hindsight I should have stayed on the ground.</span></div>
Herbhttp://www.blogger.com/profile/12097331859948144501noreply@blogger.com1tag:blogger.com,1999:blog-2731021646909520937.post-9140727335051350612013-01-28T09:00:00.001-08:002013-01-28T09:00:14.291-08:00G1000 Data LoggingMichael Vowles has been experimenting with the ability of the G1000 to log data on flights. He recently got this to work in a 172/G1000. The process was to place an SD card in the bottom slot of the MFD. That was it. After the flight, there was a CSV file on the SD card with an entry approximately every second. It records lat/lon, altitude, OAT, IAS, TAS, GS, Vertical speed, fuel, fuel flow, RPM, wind speed and direction, engine, and a number of other parameters. There is a web site that can take this information and put it into a useful format. Below is a report from a recent flight. Interesting data....<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjTyV_Aw9fRNF2XOXRQK2Izg81bK4hNjumvSpE79D4QquiH89S_EzzLl1-kU_L4Sedh_VAUHGaAPZPIdr8GlCeh-i1pm4yxmXthMIc_tzLYWBF6u8W84p-emQzUWpUkKQwdzK6DrIf2SyuH/s1600/Capture.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" oea="true" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjTyV_Aw9fRNF2XOXRQK2Izg81bK4hNjumvSpE79D4QquiH89S_EzzLl1-kU_L4Sedh_VAUHGaAPZPIdr8GlCeh-i1pm4yxmXthMIc_tzLYWBF6u8W84p-emQzUWpUkKQwdzK6DrIf2SyuH/s1600/Capture.JPG" /></a></div>
Herbhttp://www.blogger.com/profile/12097331859948144501noreply@blogger.com1tag:blogger.com,1999:blog-2731021646909520937.post-56701462365288554632013-01-14T08:36:00.003-08:002013-01-14T08:36:44.883-08:00Fly the Gap???
It was a beautiful weekend to fly this past Saturday and Sunday. I got a
chance to go flying Saturday on a route up to Placerville, Auburn (stop for
fuel - human and plane), Cameron Park then a stop at Stockton before returning
to San Carlos. I was flying with my friend Michael and his Mom's friend Mort.
We had flight following for the flight and was handed off to San Carlos just
prior to Coyote Hills. San Carlos tower frequency seemed to be busy but I was
able to report in and was told to report the cement plant for left traffic for
runway 12. I continued on in and reported over the cement plant and was told #3
following Cessna on crosswind. I didn't immediately see it but picked the
traffic up as it turned downwind. All seemed normal. I had noted that the number
of planes calling into SQL started to increase. A plane from Crystal springs,
another plane from Coyote Hills and yet another plane. The controller was also
dealing with one plane that he didn't have the current tail numbers and was
trying to get the pilot to read back the full call sign. The level of tension
in the controller's voice was increasing. The controller also started issuing
instructions for full stop landings which they seem to only do once they get a
bit saturated. The plane coming in from Coyote hills for some reason was maneuvering
over the cement plant and said they were doing that for spacing. All of a
sudden the controller instructed that plan to leave the air space and fly the
"gap". I have heard many calls including calls to remain clear of San
Carlos airspace but I have never heard an instruction to "fly the
gap". After a few more calls the controller explained to fly the gap
between San Carlos and Palo Alto class D airspace... now if you have a nice
moving map that isn't that hard to do but can you imagine trying to do that on
command with just a VFR chart and at probably 800 feet altitude where landmarks
aren't all that visible? Lucky for me the only thing happened on my landing was
the controller got mixed up and while I was #1 on short final he said I was #2
following the Cessna on short final. Before I had a chance to reply he caught
himself and all was good. <br />
<br />
Well know I know what this controller means when he says "fly the gap".<br />
Herbhttp://www.blogger.com/profile/12097331859948144501noreply@blogger.com2tag:blogger.com,1999:blog-2731021646909520937.post-91193591968369503272012-12-26T09:00:00.001-08:002012-12-26T09:00:35.131-08:00...revise the definition of “Night”An update to the FAR was posted recently and was effective October 12th. One of the changes that caught my eye was a revision to the definition of "Night". I thought to myself how could it be that somehow Night has changed. Perhaps the FAA was going to simplify the various night rules. So I read on with curiosity only to find out that the FAA was merely making a correction in the title of the source for obtaining the published twilight time. Specifically they removed the word "American" from the source document.<br />
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SUMMARY: The FAA is correcting the title of the publication ``American Air Almanac'' to its current title ``Air Almanac''.<br />
Background
<br />
The former ``American Air Almanac'' was created to meet the general requirements for air navigation in the United Kingdom, the United States, and Canada. In 14 CFR 1.1 the definition of night refers to twilight times as published in the ``American Air Almanac''. The ``American Air Almanac'' publication ceased in 1953 and is currently called the ``Air Almanac''. This technical amendment corrects the title of the publication.<br />
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The "Air Almanac" can be found <a href="http://aa.usno.navy.mil/publications/docs/aira.php" target="_blank">here</a>Herbhttp://www.blogger.com/profile/12097331859948144501noreply@blogger.com1tag:blogger.com,1999:blog-2731021646909520937.post-1910063704246736002012-12-08T16:40:00.000-08:002012-12-10T17:17:09.174-08:00A Star among us...Most of us have been fortunate to have Patti as a flight instructor. We all
know the quality of her teaching style and we have come to appreciate her
teaching skills. We know how great of an instructor she is and we sometimes
even jealously protect our little secret since Patti has another full time job
teaching at Norte Dame de Namur University and does the flight training in
between. Now Patti has been recognized for her flight training achievements. Patti is
now a Gold Seal instructor... this is an FAA honor bestowed only on CFIs that
meet the qualifications and high standards of training. We knew we had a star,
now she is Gold!<br />
<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhiS40f2TS0_UHB3li54gdIsp5bkw66RM3AZbtOu9VrBSlbBy8BQqnA9US99YZeNoqIcXyKpiO3p6A3yQgo3WQeSSl65dMMVMbCavyu1pm_e4se-yjmISaWnrkACw6vM9lzZJO8urBDysBi/s1600/Patti+CFI.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="200" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhiS40f2TS0_UHB3li54gdIsp5bkw66RM3AZbtOu9VrBSlbBy8BQqnA9US99YZeNoqIcXyKpiO3p6A3yQgo3WQeSSl65dMMVMbCavyu1pm_e4se-yjmISaWnrkACw6vM9lzZJO8urBDysBi/s200/Patti+CFI.jpg" width="200" /></a></div>
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Herbhttp://www.blogger.com/profile/12097331859948144501noreply@blogger.com0tag:blogger.com,1999:blog-2731021646909520937.post-91570890471789883452012-11-19T15:33:00.002-08:002012-11-19T15:33:59.486-08:00Good Bye to the Airship
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<span style="font-family: Calibri;">No longer will we be sharing the sky with Airship Ventures'
airship. Occasionally one would see if slowly making its way up and down the
peninsula. As of November 14th the company has ceased operations.</span></div>
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Herbhttp://www.blogger.com/profile/12097331859948144501noreply@blogger.com1