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Wednesday
May302018

This Saturday at Planes of Fame

Plane of Fame Air Museum
     LIVING HISTORY FLYING DAY
SAT. JUNE 2nd, 2018
 
‘KOREAN AIR WAR’
See The Mikoyan-Gurevich MiG-15 Fly!
FEATURING: Captain Royce E. Williams, USN (Ret) The top-scoring Navy carrier-based pilot of the Korean War. 
 Moderator and Historian Kevin Thompson will provide an overview of the Russian MiG-15. 
THE RUSSIAN MiG-15 WILL BE ON DISPLAY AND IS SCHEDULED TO FLY AT 12PM!
 
EVENT: LIVING HISTORY FLYING DAY
SATURDAY, JUNE 2nd  ~ 10am
‘Korean Air War Featuring the MiG-15.  A speaker panel of  distinguished aviation experts and historians is featured, followed by a question & answer period. The Russian MiG-15 will be on display and is scheduled to perform a flight demonstration.
At 12:00 noon, the Raffle Flight will occur. Become a member to enter the Raffle. All members are eligible to enter but you must be present to win.
READ MORE…   (Schedule subject to change)

 
Captain Royce E. Williams, USN (Ret) is the top-scoring Navy carrier-based pilot of the Korean War. On 18 November 1952, Royce engaged seven MiG-15s of the Red Air Force over the Sea of Japan ten miles south of the Soviet base at Vladivostok, during strikes by Task Force 77 against the North Korean port of Hoeryang, across the Yalu from Vladivostok. Royce shot down four of the Soviet fighters. READ MORE.
 
Kevin Thompson, Historian, Moderator and Modeler, will moderate the event and give a detailed overview of the Russian MiG-15. 
READ MORE.
 
Planes of Fame ~ Chino Airport
909.597.3722 ~ www.planesoffame.org
Museum is Open to the Public, General Admission: $11, 11 yrs and Under $4, Ages 4 and Under : FREE! (excludes special events)
 
 
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Click on image to see the
Russian MiG-15 in action:
 
MiG 15 Video
 
 
PLANES OF FAME AIR MUSEUM DIRECTIONS
CLICK HERE:

14998 Cal Aero Drive, Chino, CA 91710
(Corner of Merrill & Cal Aero Drive, Chino Airport)
 
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FREE Living History Flying Day Admission for Planes of Fame Members! 
 
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BECOME A MEMBER OF THE PLANES OF FAME AIR MUSEUM! Planes of Fame Air Museum, is a 501(c)(3) nonprofit organization. By becoming a member today you help us sustain our efforts to Keep ‘em Flying! Click Here for Info
 
 
 
909-597-3722
Saturday
May262018

From J-3 to C-500 by Stuart J. Faber

FLYING WITH FABER        

BY STUART J. FABER

FROM J-3 TO C-500

I am aware that, in some of my recent articles, I displayed a tendency to date myself. I’ve rhapsodized over a number of nostalgic topics from growing up in a bucolic Wisconsin rural setting to reflecting on my recent trip to Nagasaki and my feelings as a pre-teen when the bomb was dropped.

My passion about writing of my past is designed neither to aggrandize myself for my participation in my life’s journey of many years nor to denigrate the geezer generation.  Recalling things past is simply my way of expressing my awe for all of the scientific and social progress we have made during my lifetime, especially in aviation. 

For many centuries, speed was limited to the fastest horse––perhaps 30 mph. In 1903, the Wright Brothers, reaching a height of 20 feet and a distance of 120 feet, flew at the speed of a trotting horse. Around a half century later, aviators broke the sound barrier. In 1986, the Wright Brothers nonstop distance of 120 feet was increased to 26,000 statute miles when Dick Rutan flew around the world in just over nine days. In short, transportation has advanced more in the past 50 years than in the previous five centuries. 

In the context of my lifetime, my first flying lesson (which, by the way, cost me eight bucks an hour for the plane, fuel, and instructor), took place one year before the first commercial jet flight. My introductory hour of flight instruction commenced on a cold winter day from a short grass strip in Madison, Wisc. Snow flurries danced in the air, and the turf was as solid as concrete. Before we hopped into the Taylorcraft BC12-D, we checked the fuel. This preflight exercise consisted of removing my glove and sticking a cold finger into the top of the gas tank. A wet finger to the second knuckle indicated that we had sufficient fuel to launch the mission.        

I transitioned from the BC12-D to the venerable Piper J-3 Cub. The J-3, with a wooden prop and 65-horse engine, still one of my favorite airplanes, boasted a technological advancement.  Instead of my finger as an annunciator of the fuel supply, the gas cap on the J-3 was fitted with a cork attached to a sliding wire rod. The cork floated in the tank. When the tank was full, the rod extended about a foot above the cowling. When the tank was empty, the rod rested flatly on top of the gas cap. This protocol was a far cry from those portions of today’s FAR 25, which requires that jet fuel gauges must be accurate almost to within a teaspoon of fuel. 

THE SIC TYPE RATING

About six decades after I first placed my finger into the fuel tank of the Taylorcraft, I signed up for a Second-In–Command (SIC) course in the Cessna 500. I had originally considered the PIC course. It did not take long for me to realize how difficult that latter goal would have been to accomplish. Both courses require three full days of ground school, plus several hours of flying the airplane. I had investigated programs which offered the course in the simulator, but I had my heart set on flying the airplane as much as I could.

After searching the Internet, I selected LOFT AERO at McClellan-Palomar Airport (KCRQ), in Carlsbad, Calif. Although price and location were important, those components were not the controlling factors in my decision-making process. I spoke to sales personnel from several schools and was impressed with LOFT as the most professional with the most comprehensive program. I was right! They certainly could have sold me the more expensive PIC program. But Stuart Illian, the sales guy, was up front with me. He stated that the PIC curriculum would be a challenge for a pilot who had minimal turbine experience. Many of the pilots who take the C-500 course have extensive turbine time, either in turboprops such as King Airs or in other pure jet aircraft. (A separate type rating is required for any aircraft over 12,500 pounds or any jet regardless of the weight. For example, a seasoned B-747 captain, if he or she wants to fly a C-500 after retirement, must obtain a type rating in the Citation).  

The type rating for PIC requires a two-hour oral exam, plus a flight test with an FAA examiner or designee. Under FAR 61.55, the SIC rating only requires participation in the ground school with an understanding of systems, equipment, and performance, plus flying the airplane (or a simulator), with demonstrated proficiency in certain maneuvers, including single engine performance, steep turns, and stalls, plus three take-offs and three full-stop landings. Many pilots opt for the SIC course and take the PIC course at a later time. I am told that a significant number of pilots, even those with more experience than I, don’t pass the PIC course the first time around. 

THE FACULTY

It’s difficult to find a sufficient number of adjectives to describe the quality of the faculty members at Loft. Dedicated, enthusiastic, passionate, knowledgeable, and professional are a few that lend themselves an accurate description of Christina Middleton and Noel Yantos. Of course, their competence and talent in teaching the course material and serving as instructors in the airplane reached the highest level of any instructor with whom I have ever flown. We have all suffered with arrogant, indifferent instructors whose solitary motive for working as a CFI is to build time so that they can move on to the airlines. That is not the case with Christina and Noel. “This is exactly where I want to be in my career,” Christina explained. “I love to teach and to be part of this industry where teaching is a profession.” It is comforting for a student to know that his or her instructor is there because he or she wants to be, not because of having to be. Both Noel and Christina were outstanding teachers of C-500 book-learning. As great as they were on the ground, as instructors in the airplane, they were superb.  

While most youngsters were tethered to their skateboards or computer games, teenagers Christina and Noel were hanging out at airports near their respective homes. Both hopped into airplanes the moment the FARs said it was legal to do so. Noel worked as a line boy and fueler at San Carlos Airport just south of San Francisco. He began his primary training in a Cessna 152, and then graduated to Piper Archers and Cherokees. Eventually, he acquired his CFII, and then he flew Part 135 charter missions in Cessna 340s, 414s, and 421s. He joined Mesa Airlines and flew the Beech 1900 and the Dash 8 for about two years and earned a whopping $7,500 a year.  

Noel had a student/friend who owned a Cessna 421. While Noel was teaching the guy to fly the airplane, the friend presented him with a proposition he couldn’t refuse. The guy was about to purchase a Lear 24D and offered Noel an opportunity to acquire a type rating in the aircraft and to become his pilot-manager. At the ripe old age of 24, Noel grabbed his first jet type rating. Later, he worked for American Airlines as a flight engineer on 727s and DC9s until he received a post-9/11 furlough. He now holds type ratings in the Lear 24, Cessna 500, 525 and Mustang, Westwind, Hawker HS 125, and the L-39 fighter jet. 

Christina and I have one thing in common; her mother was vehemently opposed to Christina’s goal to become a pilot––and so was mine. As far back as Christina can remember, she yearned to fly airplanes. When she turned 14, her father presented her with a gift of a Discovery Flight––and from that moment on, she was a familiar sight at Camarillo Airport in Ventura County, Calif. She received her private ticket at age 18, and then majored in psychology at San Diego State University. After graduation, she worked as a lab assistant in neuropsychology, first at the Salk Institute in San Diego and later at UC Berkeley. She left Berkeley to launch her career as a professional pilot. She acquired additional ratings, including multi-engine, instrument, commercial, CFI, and CFII. Eventually, she became a flight instructor at French Valley Airport in Temecula, Calif. 

At French Valley, Christina developed friendships with a number of jet charter pilots. She became SIC-qualified in several Citation Jet models, including the Citation I, Citation II, Bravo, and Encore. She served as copilot on a number of jets, built her SIC time, but received little or no pay. Later, she was hired by Schubach Aviation in Palomar where she served as a copilot on Lear 35s and 55s. Schubach Aviation enrolled her in a Cessna 525 PIC type rating program. Later, on her own, she acquired an additional PIC rating in a C-500. Soon thereafter, she signed on with LOFT.

EMBARKING ON THE SIC COURSE

The day after I signed up, I received an exceptionally thick C-500 Training Manual. In retrospect, I would advise an applicant to sign up and study at least a month or six weeks before entering the classroom. I only had about one week. 

I appeared in class on a Monday morning and was introduced to Christina who conducted the ground school and also served as one of my flight instructors. The ground school is divided into several categories. In the first session, we learned about the structure of the C-500, with descriptions of all of its systems (engines, bleed air, lubrication, ignition, fuel, engine instruments, fire protection, engine start system, hydraulic systems, landing gear, brakes, thrust reversers, DC and AC electrical systems, ice and rain protection systems, flight controls, oxygen systems, environmental, pressurization and lighting systems). 

The second session consisted of a description of the configuration of the C-500 such as its length and weight, wingspan, capacities of the systems, flight limitations such as speed, flap and gear speeds, runway length limitations, operating altitudes, and authorized operations. 

The third session included a discussion of additional operating information. Topics included preflight of the aircraft, normal procedures such as engine start, procedures for pre-taxi and taxi, pre-takeoff, takeoff and after-takeoff, climb, cruise, descent, pressurization, anti-ice and de-ice procedures, pre-landing procedures, speed brakes, landing with or without thrust reversers, post-landing and shut-down procedures. 

Session four, perhaps the most difficult, showcased abnormal and emergency procedures.   What steps to take in the event of an unsecured passenger or baggage door, bleed air failure, engine ice, pitot-static failure, engine failure at cruise, take-off, or landing, flaps and/or trim inoperative procedures, brake or landing failures, low pressure fuel and/or hydraulic problems, electrical failures, low oil pressure, engine fire, pressurization failures, and vacuum system failures to name a few. Applicants are required to recognize the existence of a system failure and are questioned on what steps to take to correct the failure or how to retreat to safety. A correct response or, more important, how to respond in actual flight conditions, requires a thorough knowledge of each system and practice, practice, practice. 

In the course of my elementary and advanced flight training in single engine and light twin aircraft, in a perfunctory way, I studied some of these topics. But how many of us ever developed an intricate knowledge, for example, of how hydraulic fluid travels from the reservoir to the various components it services? How many of us enjoyed a thorough understanding of the direct and alternating current aspects of our aircraft, by what manner electrical energy is transmitted from the battery or generator through intermediate buses to the item it services? In single engine and light twin aircraft, we monitor a few red lights and gauges that alert us to a loss in voltage, oil pressure, or vacuum pressure. A jet has all of these gauges and many more. An annunciator panel contains approximately 30 separate lights for warnings or malfunctions.  

 As ground school progressed, it became apparent that Christina’s fund of knowledge was nothing less than encyclopedic. Not once during the sessions did she refer to notes. Whatever question I threw in her direction was answered immediately and with precision. Even more important, she is gifted with the unique ability to take the student through every system of the airplane and to make the systems seem alive. She explains the complex details of aircraft performance, in a manner that is entirely comprehensive, yet easy to understand. To me, who is challenged by the question: “If six apples cost $1.50, how may apples can you purchase for $6.75,” these classes were a blessing.  

At last, I understand how a jet engine takes in air, bypasses a portion, compresses and combusts the rest, and creates thrust. It is now clearer to me how an element of electrical energy travels much like one would travel along a road and be directed, diverted, or stopped at a point. It has yet to become second nature to me, but I now possess the tools with which to acquire a working and enduring understanding of how things work in an airplane.

The fifth session dealt with the subject of planning and performance. To me, this was one of the most interesting topics and the easiest to comprehend. Weight and balance was the first sub-topic. The process differs little from the method I use in my own airplane. The second sub-topic involved flight planning and how to calculate time and fuel requirements for taxi, take-off, climb, cruise, descent, and landing.  

Given the weight of the airplane, payload, wind conditions, field length, and elevation, we  calculated, among other things, V1 (the speed from which the decision is made to take off or abort, VR (rotation speed), and V2, the actual speed attained at 35 feet agl. We planned fan (N1) and turbine (N2) percentage rpm for various stages of the mission.  

Given a specific mission, for example, from Carlsbad to El Paso, we calculated fuel flow and time for each segment, taxi, climb, cruise, descent, and landing. Arguably the most important speed is Vref, the number (which varies depending upon weight, ambient temperature, etc.), upon which you calculate your approach speed in the terminal area and the actual speed, which is critical, as you pass over the fence and land. Fortunately, all jet aircraft manufacturers provide charts for determining Vref.

The final segment heightened my expectations. Christina took me through the step-by-step engine start procedure, plus the procedures involved in taxiing, take-off, climb, cruise, descent, approach to the airport, instrument landing procedures, and landing. 

LET’S GO FLYING

At last, I was about to embark on my first flight. As I examined the airplane, I was astounded at how solid and immaculate this 30+-year-old bird was. Even the cave-like compartment (commonly referred to as the “hell-hole”) that houses the battery and other service items was spotless. After a thorough, half-hour preflight inspection, I jumped into the left seat. 

Engine start demands much more than turning a key and making sure that there is a rise in oil pressure. Once the starter button is depressed, the pilot’s attention is directed to checking the igniter indicator lights, boost pump pressure, turbine and fan rpm, oil pressure, and engine temperature. (ITT) and further engine acceleration. I memorized the sequence. However, by the time I searched for all of the required indications, which I had memorized, the instructor had completed the start-up checklist, an excellent example of the axiom that extensive experience is required to become proficient in any airplane. After the first engine was operating, we checked the rpm of the turbine, the amperage reading, and then performed the start-up procedure for the second engine. 

Immediately it became apparent that I would have to deprogram myself from many of the practices that had become second nature to me in recips. For example, how many instructors have yelled at us for riding the brakes during taxi? Well, riding the brakes is de rigueur when taxiing this jet.  

Needless to say, the first takeoff was thrilling. I felt like a kid the first time his father allows him to take the wheel of the car. I lined the aircraft on the centerline, advanced the throttles, and waited for the instructor to call out V1, Vr, and V2 +10.  At Vr, I rotated, and the C-500 leaped off the ground. The instructor called out “positive rate of climb,” and I commanded “gear up.”  At V2 +10, I ordered “flaps up.” We reached an altitude of 5,000 feet, and Noel instructed me to enter a steep 360 turn to the left. In this maneuver, the proper use of power and pitch is critical. It required several tries until I was able to maintain a modicum of a consistent altitude. The C-500 is an extremely stable airplane; it took some time for me to become an extremely stable pilot. 

Other recip instincts had to be deprogrammed. In my turbocharged engine, rapid and huge power changes can be fatal to an engine. That’s not the case with a turbine motor. In a manner of seconds, we moved the power levers back and forth between full power and idle and with impunity. Noel commented on how smooth I was with power and pitch changes. Just as I was patting myself on the back for the compliment, he followed up with, “That could be a disadvantage in a jet.”

Unlike recip aircraft, if power is added to the jet engines, the nose will point down, not up.  The thrust of the engines behind the center of gravity causes this phenomenon. In a jet, if you want to increase speed, additional power is applied. That is not always the case in a recip.  

How about recovering from a stall? When the buffet is felt, the pilot adds power but never a downward pitch––and during the recovery, approach flaps are added.

It was not long before I discovered the reality of the importance of critical airspeeds. I love to perform instrument approaches. The more accurately I maintained the recommended speed for each segment of the approach, the easier the approach, and the closer I was able to nail it. On the VOR approach to Palomar, the final approach fix is the VOR. As we crossed the FAF, we extended the gear and slowed to Vref plus 20 knots. On this particular day, that meant 125 KIAS. Simultaneously, the power levers were reduced to idle, and we pitched for 1,000 feet per minute descent. The plane held 125 KIAS, and this configuration delivered us to the MDA right on time.

I was instructed to apply the same speed/pitch procedure on the ILS approach. As we were being vectored, I called for approach flaps, and we slowed to 160 KIAS. During the final vector, a modified base leg, down came the landing gear and completion of the landing checklist. As we joined the localizer, the glideslope came alive. About one dot above the glideslope, final flaps were added, and we pitched and powered for Vref plus 10 knots. After my third attempt, the needles remained right where they should be, on my final attempt, I was exactly on the localizer and about a half  dot above the glideslope, what a thrill as we came down the chute, hands off! At decision height, we held Vref plus 10 knots and reduced to Vref as we crossed the fence. On the on approach, I dawdled slightly below Vref, and Noel was right on the power levers (not the pitch). That was the only instance in which he took the controls from me, a lesson on the importance of maintaining Vref.

Touchdown is executed at Vref with the power levels at idle. “Keep that nose down,” Noel shouted gently. To me, it looked like I was about to bury the nose in the concrete, but sure enough, we touched on the mains, applied wheel brakes, speed brakes and thrust reversers, and came to a smooth stop. After a few more attempts, I made a few respectable landings.  The more I adhered to the critical speeds, the better my landings.

With considerable reluctance, I taxied the C-500 back to the ramp. We completed the shutdown procedures, alighted to the tarmac, and secured the aircraft. As we sauntered to the terminal, I took one last look back. We returned to the LOFT office and completed the paperwork for my type rating. My ecstatic week had come to an end. It was like breaking up with a loved one. Like a high school kid immersed in his first love affair, I could not sleep that night. I could not get the C-500 out of my mind. The next morning, I called the LOFT office.  “Can I purchase another hour,” I asked?  

Within an hour, I was back at the airport. I smiled at the airplane, and I am sure it smiled back. I squeezed myself into the left seat. Christina was in the right seat. I pressed the left starter button. The igniter lights emitted their green glow. I could hear the fan hum in unison with the turbine. “Light-off,” exclaimed Christina. “Start #2 engine.” Moments later, Christina was calling out V1-a second later, Vr.  …………….

I cherish approximately 10 events as highlights of my life. One of these highlights  occurred about 10 years ago when I secured a small part in a major performance of the opera, Don Giovanni. It was presented in the magnificent Orange County Performing Arts Center. My 10 minutes of fame in the packed theater elevated me to a state of euphoria that I have rarely experienced both before and since my performance, until that first takeoff at Palomar Airport. The overture to Don Giovanni is one of the world’s most beautiful pieces of music. Equally beautiful are the sounds of a Citation as it approaches takeoff power and the copilot announces, “V1, Vr, rotate.” As the wheels left the runway, I began to experience yet another of my life’s highlights. 

For more information on LOFT, visit www.loft.aero, or call 888/FLY-LOFT.   

                                                                        

 

  

 

Wednesday
May232018

Register Now for Redbird Migration Conference 

 
Redbird 

REDBIRD MIGRATION

FLIGHT TRAINING CONFERENCE

 
 
 

AOPA Headquarters
Frederick, MD (KFDK)

 

October 9-11,2018

 
 

Registration is now open.

Join hundreds of aviation professionals, industry experts, and innovators to help shape the future of flight training.

 
 
 
REGISTER NOW
 
 
 
 

Hi, Annamarie

At Redbird Migration 2018, you’ll get three days to:

  • Connect with fellow flight training professionals, industry leaders, and subject matter experts
  • Learn from experts during breakout sessions, ranging from the latest Redbird updates to practical advice for problems your flight school is facing
  • Get inspired by keynote sessions from industry leaders and visionaries

And don’t miss the chance to get together with industry peers at the receptions on Tuesday and Wednesday night.

 
 
REGISTER NOW
 
 
Tuesday
May222018

ADS-B Seminar at Hiller Aviation Museum 

More than One Third of San Francisco Bay Area Aircraft to be Grounded by January 2020 by the FAA

 

Hiller Aviation Museum Hosting Seminar to Raise Awareness on Steps Aircraft Owners and Pilots Need to Take to Remain Flying 

 

The Hiller Aviation Museum will host a free seminar, “ADSB Now,” on July 10, 2018 at the Hiller Aviation Museum in San Carlos, CA

 

Why: 

 

By Jan. 2020, the FAA (Federal Aviation Administration) will require all pilots flying into the San Francisco Bay to install ADS-B (automatic dependent surveillance – broadcast) technology to their aircraft. A survey of aircraft at 14 San Francisco Bay Area airports reveals that more than one third of aircraft are not ADS-B compliant and will be grounded after Jan. 2020. 

 

What: 

 

“ADSB NOW,” will raise awareness on the steps needed to become ADS-B complaint in order to communicate with radar controllers, including: 

  •  Th FAA’s new “NEXT-GEN” system requirements 
  •  Available ADS-B equipment and the pros and cons of each
  •  Difference between ADSB-IN and ADSB-OUT
  •  Transponder costs, installation requirements, and resources

 

Who should attend: 

 

Aircraft owners and pilots flying within 30 miles of the San Francisco Bay Area. Admission is free. 

 

After hours aviation fuel will be available for purchase to those who fly in. 

 

When: 

 

July 10, 2018, Tuesday, 7:30 PM

 

Where: 

 

Hiller Aviation Museum, San Carlos Airport 

601 Skyway Rd., San Carlos, CA 94070 

 

For questions, call 650/654-0200. 

 

Tuesday
May152018

Your Prop is Probably Out of Balance – Here’s Why You Should Care

By Matthew Dock

Based on prop balancing data collected by RPX Technologies over past years, there’s a pretty good chance that the propeller is out-of-balance on the airplane you fly, which causes vibration. Before balancing, 85 percent of propellers start with a vibration greater than 0.1 Inches Per Second (IPS) and 70 percent of props start at a magnitude greater than 0.2 IPS! While these figures might seem low, they indicate the presence of vibration, and as this article will share, vibration has negative consequences. 

Data reveals that about four out of five general aviation aircraft are flying with out-of-balance propellers.  Why should you care, as long as the plane still flies? There’s a very good reason to care: prop imbalance produces vibration, and vibrations can damage the engine, instruments or airframe, in addition to causing pilot and passenger discomfort.

Click to read more ...

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