Executive Flyers March 2007 Newsletter
(916) 427-1888
Congratulations to:
Congratulations to Mike Green for soloing; Neil Lladoc for being hired by Northwest Air Link and Greg Decillis and Scott White for winning the drawing of a month's dues or an hour of instruction.
N585AM, the G1000 182 is for sale
The owner of N585AM has put the plane up for sale. You can see the details at www.aso.com.For more information call Alberto at (916) 705-8655 or Jerry at (530) 218-1526 or (530) 878-7474. Executive Flyers would love to keep the plane on line. If you or you and some friends would like to buy the plane and keep it on line with us, please let Ed know. As an incentive to keeping it on line, Ed will personally give the new owner(s) the full checkout course of four hours of ground school and five hours in the airplane free of charge. An added incentive if the plane is kept on line - The owner will pay for the first $1000 worth of fuel used after the plane is sold!
Opportunities available with Ameriflight
Ameriflight is a regional freight carrier in California. They will give a presentation about opportunities available with their company in the upstairs conference room at Sacramento Executive at 5:30 pm on Wednesday, March 21st. The presentation will be of interest to flight instructors and commercial pilots who are planning on moving up in their flying careers. If you would like to attend the presentation, please call our office to reserve a spot, as space is limited.
Twin for sale
Our twin engine Piper Seminole, N2882C is for sale. The asking price is $110,000. We would like to keep it on line as a lease back. If you are interested in purchasing the plane, call Sacramento Aviation at (916) 424-1800. If you want some information about leasing the plane to Executive Flyers, call Ed at the office.
G1000 glass cockpit training
If any of you would like to move up to the glass cockpit, please email Ed or call the office and we'll have a ground school class as soon as several people sign up. Glass cockpits are becoming more and more common and knowledge of them will be essential in the future. If you'd like to find out more about them, we have both a book and a CD course by Max Trescott that you can purchase and teach yourself about the systems.
Accident prevention
At an FAA meeting a few weeks ago, an NTSB investigator talked about the most common causes of accidents. Three situations caused the majority of all accidents. They are 1) Running out of fuel, 2) Not flying a "stabilized approach" and 3) VFR flight into Instrument Meteorological Conditions (IMC). Running out of fuel is easily prevented by measuring the fuel in the tank if you don't "top it off" and calculating how much flight time you can get from that fuel. The legal reserves may be tighter than you'd care to fly - one hour reserve when landing is a good idea.
The stabilized approach is basically one where you are at the final approach airspeed and configuration on final at 500 feet above the ground and do not have to make other than small adjustments to pitch and power to descend at a normal rate to the runway. See the article by clicking on "stabilized approach" above or go to http://www.flightsafety.org/alar/alar_bn7-1stablizedappr.pdf.
Although VFR flight into IMC conditions is not the most common accident, there is a 65% fatality rate for that kind of accident! Almost half of these accidents are instrument rated pilots who have not filed IFR. As a VFR pilot, your chances of being able to control the plane in IMC for any length of time are very poor. If you should inadvertently encounter IMC on a flight, use the attitude indicator to keep the airplane under control and make a 180 degree turn to go back where it wasn't cloudy. It's a good idea to practice 180 degree turns under the hood in VMC conditions with an instructor or safety pilot in the other seat.
Writing up maintenance problems
When writing up maintenance "gripes" on the discrepancy sheet in the aircraft key book, please be as detailed as possible about the problem. This is the only place that the mechanic can look to see what he should work on and "#1 radio inop" or "mag rough" doesn't give him enough information to start troubleshooting accurately. If the radio transmits, but doesn't receive please say so and tell us which radio it is. Was the magneto rough on runup or did it occur during flight? What did you do to try to alleviate the problem in the air? Any information that is relevant to the problem should be put on the sheet.
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