Executive Flyers July 2004 Newsletter
Congratulations to:
Rich Johnson
for soloing; Karl Schwendinger for getting his multi engine instructor’s rating; Chuck Gillespie for his multi engine rating; Lou Carmona for his single engine land instrument rating and Thomas Ishii and Robert Terry for winning the monthly drawing of an hour of instruction or a month’s dues.
Rental Rates Decrease!
The gas prices have started to drop and our rental rates are decreasing. It isn't often that I get to say that and I am delighted. Before you start on your summer trip, be sure to check your medical and your BFR date. Don't fly without both of them being current. If you haven't flown for some time, go up with an instructor and practice some maneuvers. That will get your flying skills back up to normal a lot faster than just flying from point A to point B.
Piper Warrior
Our new Warrior, the Piper equivalent of the Cessna 172, is proving to be very popular. Its cockpit is arranged like our retractable Arrow and twin engine Seminole. If you plan to upgrade to either of these planes, the Warrior is an excellent plane in which to train or work on your instrument rating.
More on mountain flying
Since we are so close to several mountain ranges, I wanted to spend some more newsletter space on this subject. Sparky Imeson, the author of one of the best books on mountain flying has a home page at http://www.mountainflying.com/ where you can get a lot more information. He lists several items as being basic to mountain flying. They include, “Always remain in a position where you can turn toward lowering terrain.” This means flying 2000 feet above the terrain along the route of flight and when within ½ to ¼ mile from mountain ridges, turning to approach them at a 45 degree angle. This will allow you to more easily escape downdrafts or turbulence if you encounter them. Secondly, “Never fly beyond the point of no return.” This means that “when flying upslope terrain, the ‘point of no return’ is defined as the position where, if you reduce the throttle to idle, you can lower the nose for a normal glide and perform a 180-degree turn without impacting the ground. At or prior to this point, circle away from the mountain to gain additional altitude before proceeding.” Also, never fly UP a canyon. Climb above the terrain, fly to the top of the canyon and fly downslope terrain if you must fly in the canyon.
Prop Strike
A recent Airworthiness Directive (AD) concerning Lycoming engines has been published with a new definition of a propeller strike. Among other things, it includes, “A sudden RPM drop while impacting water, tall grass, or similar yielding medium, where propeller damage is not normally incurred.” Other propeller strikes include any incident where the propeller has to be repaired and any damage to the propeller even if the engine is not running, such as a hangar door striking the propeller. Please report ANY suspected propeller strike to the office immediately. If you are away from Executive Airport, please call us before flying again after a suspected strike.
Instrument Rating PTS
There is a new Practical Test Standard out for the instrument rating. You may train and take the checkride for the instrument rating under the old or new PTS until October 1, 2004, when the new one will be required.
Recording Hobbs and Tach time
Please remember to record the Hobbs meter reading to the nearest 1/10 hour (31.5) and the tachometer reading to the nearest whole number (4567). This will simplify our record keeping and maintenance scheduling. Thanks in advance.
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last modified July 6, 2004 by Ed Callaway