LONG BEACH FLYING
CLUB & FLIGHT ACADEMY
2631 E. Spring Street / Long Beach, CA 90806 / 562-290-0321
MARCH 2007 NEWSLETTER
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Teaching the world to fly!
With all the aircraft you need from the first hour to an
airline job and everything in between!
GOD BLESS AMERICA * WE FLY WITH CARE... Now, more than ever
Editor: Candace A. Robinson
EDITORIAL - WHAT'S UP?
CAUTION
DURING CONSTRUCTION AT LGB!
The
FAA is again looking at Class C airspace for LGB. JetBlue says a
solution
to their cockpit TCAS alerts is imperative; the FAA's solution of
Class
C airspace would take at least 2 years.
Me? Modifications to Santa
Ana
Class C for arrivals to Runway 30, combined with departure procedures
and
modifications to LAX Class B airspace for departures Runway 30 would be
a
more expeditious fix for the airlines and less intrusive to General
Aviation
and our beleaguered LGB tower controllers.
Be assured this
rabble-rouser
will be in the forefront for the battle.
SOLO - MORE MAY NOT BE BETTER
Submitted by Harry Leicher
It seems only natural to have a
"competition" to solo in fewer hours
than a friend did.
It's human nature to compare oneself with a friend or
mentor.
When it comes to solo, a student might do
well to examine what is
really important. If
the goal is to solo in a certain number of hours,
that's one thing; if
the goal is to obtain the private pilot certificate,
an early solo might
not really matter.
In
the case of a single engine fixed wing student pilot, FAR § 61.87
(c) (2) (d) (1 --
15) lists the maneuvers and procedures in which the
student must have
received and logged training, and demonstrated
satisfactory
proficiency and safety, as judged by an authorized instructor.
There can be no
question that evidence of training in these maneuvers must
be in the student's
logbook. What is subject to interpretation, however, is
just what
constitutes "satisfactory proficiency and safety." On the other
hand, when it comes
to the practical test for the certificate, the
Practical Test
Standards ("PTS") sets out in detail the tolerances that
make up satisfactory
performance, no matter which examiner administers the
test.
Since the student eventually has to
perform to the PTS tolerances,
what is gained by
practicing maneuvers before the student can perform to
those
standards? Although it might be safe,
practicing landing 1,000 feet
down the runway only
builds that skill, not the precision necessary to pass
the check ride. Without critique, the student may not know
the maneuver is
not being performed
to PTS standards, or not know how to fix it.
For
example, a private
pilot must demonstrate a short field landing, touching
down on the
centerline within 200 feet of a designated point. If the solo
student practicing
landings lands off the center line or 400 feet down the
runway, and either
does not recognize the long landing, or cannot figure
out why the landing
was long, that would not be effective, productive use
of the flight
time. On the other hand, if the
instructor is at least
standing beside the
runway to critique (and possibly video) the landings,
the session can be
extremely useful.
The same idea goes for practicing stalls,
slow flight, etc. If they
are not being
performed to PTS standards, the practice session will not be
of assistance in
preparing for the check ride.
Another factor to consider is that a
plane being flown solo will
perform differently
than a plane with the instructor on board.
When a
167-lb. instructor
gets out of a Cessna 152, that's a 10% weight reduction.
There will be a
change in stall speed, power necessary to maintain
altitude at a
specific speed, and climb performance
I've seen many students who want to take
a check ride in a certain
plane, because they
feel accustomed to the performance of that particular
plane. Since on the
check ride there will be another person in the right
seat, practicing maneuvers
at a weight 10% below the weight that will exist
at the time of the
check ride is the equivalent of taking the check ride in
a different
airplane. It may take more total hours
for the student to
become familiar with
the "different" airplanes when trying to achieve
precision.
I've also heard many pilots talk about
using the "flight simulator"
without an
instructor to "practice" approaches or holds. Again, with
having the maneuver
critiqued, the pilot may be practicing a technique
incompatible with
the realities of flying IFR. An example
of this is a
pilot practicing a
"full approach" including a procedure turn, when the
actual flight will
be conducted in a radar environment via vectors to the
final. In that situation, the real practice should
be in maintaining
situational
awareness while ATC (simulated by the instructor) is doing the
navigating. ATC has been known to make mistakes; if you
don't know where
you are, how do you
know they're not aiming you at a mountain?
The FAA clearly recognizes that when it
comes to proficiency, quality
instruction is more
valuable than solo practice. In the
case of flight
simulator, the FAA
only permits the time to be logged when the practice is
done in the presence
of an instructor. Part 141 allows
students to take
their check rides
without as much solo time as would be required under Part
61. Why is that? Because the structured training
has been shown to be more
productive.
There is definitely a place for solo time
in a student's training. The
first times a
student flies without an instructor on board should be
supervised, rather
than after the student receives the Private Certificate
and is alone. The confidence gained by flying without an
instructor on
board is
immeasurable.
As long as it's recognized the planned
solo flight may not really be
preparing the
student for demonstrating various tasks with the precision
that's required on
the check ride, the 10 hours solo time required for the
private pilot should
be fun and useful. More solo time than that may
actually delay
becoming ready for the check ride.
Blue Skies!
Harry
SAFETY TIP OF THE MONTH Phil Barton
There are several airspeeds every pilot
knows by heart. These are
Indicated
airspeed (IAS), True airspeed (TAS), and Groundspeed (GS). Today
in
aviation the standard speed is nautical miles per hour, or knots. Wind
speeds,
for example, are always given in knots.
ATC expects all pilots to
talk in
knots, unlike in the past when miles per hour (MPH) was commonly
used.
Indicated airspeed is that airspeed you
read directly from your
airspeed
indicator. It's called calibrated
airspeed when it is corrected
for
known instrument errors.
True airspeed is the indicated airspeed
or calibrated airspeed
corrected
for temperature and altitude.
Temperature and altitude makes the
true
airspeed different from what is indicated.
For real slow flying
aircraft
like the light-sport aircraft (LSA), ultralights, etc., the true
airspeed
is not much different from the indicated airspeed. Remember,
however,
that aircraft stall speeds and maximum speeds are based on
IAS/CAS,
and not TAS.
Groundspeed is how fast you are going
over the ground. Groundspeed is
the same
as true airspeed when there is no wind.
This speed is very
important
in planning cross-country flights because we use it in
calculating
time enroute and the amount of fuel used.
Here is a simple rule of thumb you can
use in-flight to determine your
true
airspeed without going through any mind-boggling calculations: Your
true airspeed
(TAS) is 2 percent faster than your IAS/CAS for every 1000
feet you
are above sea level. For example, If
your IAS/CAS is 145 knots at
9500
feet, your true airspeed is 19 percent higher or about 172 knots.
Adios,
and fly safely.
NEW PROPOSED FAR'S
Submitted by John Ringel
Section I - No pilot or pilots, or person or persons acting on
the
direction or suggestion or supervision of a pilot or pilots may
try, or
attempt to try or make, or make attempt to try to comprehend or
understand
any or all, in whole or in part of the herein mentioned Aviation
Regulations, except as authorized by the Administrator or an
agent
appointed by, or inspected by, the Administrator.
Section II - If a pilot, or group of associate pilots becomes
aware of, or
realizes, or detects, or discovers, or finds that he or she, or
they, are
or have been beginning to understand the Aviation Regulations,
they must
immediately, within three (3) days notify, in writing, the
Administrator.
Section III - Upon receipt of the above-mentioned notice of
impending
comprehension, the Administrator shall immediately rewrite the
Aviation
Regulations in such a manner as to eliminate any further
comprehension
hazards.
Section IV - The Administrator may, at his or her discretion,
require the
offending pilot or pilots to attend remedial instruction in
Aviation
Regulations until such time that the pilot is too confused to be
capable of
understanding anything.
|
Brian Ringel |
Solo |
C-152 |
CFI John Ringel |
|
Seung Bum Ham |
Solo |
C-152 |
CFI Jae Chung |
|
Sara Walters |
Solo |
C-172 |
CFI Jack Bashford |
|
Michael Valdoianu |
Solo |
C-152 |
CFI Cody Pierce |
|
Johnny Lin |
Private |
C-152 |
CFI Cody Pierce |
|
Brian Ringel |
Private |
C-152 |
CFI John Ringel |
|
Greg Peterson |
Private |
C-152 |
CFI Richard
Garnett |
|
Alec Yao Yuan Wan |
Private |
C-152 |
CFI Jae Chung |
TOWER TOURS: I spoke with LGB
airport manager and with guys at the control tower recently about a possibility
of having a tour of the tower. They basically agree to take a group on the
tour, however: 1) every visitor has to be a US citizen, 2) has to have a reason
to be at the airport, i.e. be at least a resident of the airport or be a pilot
or an instructor at one of the airport's flight schools. Unfortunately that
pretty much eliminates girlfriends (unless they are pilots too) and other
general public, 3) photography is allowed, but only can make pictures of the
airport from the tower but not the tower itself, 4) best time to come is before
9am Mon-Fri, 5) need at least a 24 hour notice. If anyone is interested, email me and I will set it up. Cheers, Maxim Senin, msenin@business.com
MANY THANKS! To John Ringel for all the help with our
step ladders!
NOTAM: 2007 Long Beach
Flying Club calendars are available at the club for a limited time for
$11.95; $2.00 from each sale will go
into our pilot scholarship find.
NOTAM: Club
pilots wishing to write safety articles for our monthly newsletters would be
greatly appreciated! Many thanks to
HANK SMITH, PHIL BARTON, MAXIM SENIN, JOHN RINGEL and HARRY LEICHER for the
help with this newsletter!
notam: Flight Training Financing Option Now Available
Check out http://www.pilotfinancing.com/
or pick up a Pilot Financing application at the club. Interest rates are currently 13.95%.
REMINDER:
The club is now a DSL “Hot Spot” for Internet users. Call for details! Surf’s up!
EMAIL: If
you would like to receive this newsletter or the LBAA newsletter via e-mail,
send your address to club@lbflying.com.
NOTAM: LONG
BEACH AIRPORT ASSOCIATION NEEDS YOU! LBAA
applications are available at the club.
We need your support -- all LBAA membership fees go to printing costs of
the quarterly newsletter and protecting General Aviation rights at Long Beach
Airport. Long Beach Airport Association
dues donations are TAX DEDUCTIBLE so sign up today!!!
March
28th: Long Beach Flying Club CFI meeting from 6:00
pm to 7:00 pm. This is our annual recurrent TSA Security Awareness training
so don't miss this one!
March
31, 2007: The City
of Riverside proudly presents the Riverside Airport Open House & Airshow
2007! Featuring: Heritage Flight USAF
A-10 Thunderbolt II and Chuck Hall in his P-51, John Collver and His T-6 Texan,
the Silver Wings Wingwalker Team and the Just-In-Time Skydivers, an F-117 "Stealth
Fighter" demo, T-6 Formation Fly-Bys, the L-29 "Thunder
Delfins", the Palm Springs Air Museum B-17 "Flying Fortress" and
much, much more. Breakfast 7 am served on the patio side of the D & D Cafe
($4.50). Show Starts at 9 am and ends at 4 pm. Admission Free, Parking $5.
Contact: www.riversideca.gov/airshow/info
or Airport Phone: 951-351-6113.
April
25: The Long Beach
Flying Club and the Long Beach Airport Association GENERAL MEMBERSHIP MEETING
will be held at the AirFlite facility on Taxiway Bravo at the end of Wardlow
Road. A buffet will be served beginning at 6:30 PM with the program beginning
at 7:00 PM. Everybody is welcome to
attend -- we hope to see you there -- sandwiches, fruit and dessert will be
served! This meeting will count toward
CFI credit for January!
|
NEW
& REJOINED CLUB PILOTS |
BIRTHDAYS |
|
Seung Pyo Lee Keun Hong Jonathan Choi Young Geun Yang Matthew Jenkins Kelly Sims Ashley Juric Michael Daley Peter C. Henderson Woo Jin Hann Derin Allard Adam Lorenz Hugo Mendez Eric Wayman Sakshi Nadimpalli Ruben R. Lozano II Daniel Vargas |
Donald Almy TJ Barring John Berg Jason Burns John Carey Thomas Clarke Rodney Conner James Crofoot Casey Dexter Thomas Ewell Rene Franco Tim Friedland Ronald Hector Daniel Hershfield Lynn James Randy Kolstad Wayne Lambert Nhia Teng Lee Mathew Mannil Patrick Mc Partland Donald Mikami Merritt Myles Howard Nestman Jaeseong Oh Roger Perkins Fred Pitcher Chris Preter Gregory Ratajski Robert Taylor Charles Walton Gabriela Wasmund Skip Westcott Lambert Yuen |
ORDER TODAY!
Long Beach Flying
Club Long Sleeve Polo Shirts in Navy, Black or Gray. Sizes small, medium, large, x-large
$24.95. XX-large $26.95. We’ll need your choice of color and size
when you call us at 562.290.0321 with your credit card number. Download from http://www.lbflying.com/ or Email shirts@Lbflying.com an order form of our
complete line of pilot shirts. Shipping
and handling $4.95 per order, CA residents add 8.25% sales tax.
Give the
gift of flight! A Long Beach Flying Club gift certificate for any denomination
you wish, be it for the first flight, pilot supplies, or aircraft rental, makes
a great gift for any occasion!
There
are three ways to obtain the gift of flight:
1. Stop by and pick up a gift
certificate during our office hours (8:30 am to 4:30 pm daily). You can purchase accessories to go with the
gift certificate such as a visor, aviation mug or LBFC logo shirt.
2. We can send you a preprinted gift
certificate for any denomination you wish -- just give us a call! We'll charge your credit card and get the
gift certificate in the next out-going mail.
3. We can email you a gift
certificate. Send us or call us with a
credit card number to activate it for any denomination you wish. You will be given a Gift Certificate number
to fill in at the bottom of your printout.
It's just that easy to give a unique and treasured gift. Keep it in mind for upcoming birthdays or anniversaries!