MAY 1998 ~ CENTRAL VALLEY AVIATION NEWS
A Publication of the Fresno Flight Standards District Office~(209) 487-5306

BACK TO EVENTS

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Mr. Hart Drobish, Aviation Safety Counselor, CFI-IM of Courtney Aviation, Columbia,Ca. will be speaking this May 7th about his techniques and safety issues concerning his flights while over the Sierra's. His presentation is hard hitting and informative. One that all aviators need to hear time and time again. Most mountain airports in the state of California are paved and properly maintained. Popular mountain airports such as Columbia, Mariposa, Mammoth, Pine Mountain Lake and Kernville have improved facilities including an FBO with fuel services. However, other fields in the mountains are not often used, need special arrangements in order to acquire fuel and/or transportation to town.

Planning that fun-filled fishing trip up to Idaho's back country? Pilots flying into remote airstrips must remember that most of these locations have few, if any, support facilities. Resources such as aircraft maintenance, fuel, telephone, courtesy cars, lodging, food, rest rooms, and tie down chains will not be available. Most of these airstrips are unattended and receive little or no maintenance. It is highly recommended that pilots obtain the current runway condition from the airstrip owner or manager before using these airstrips.

Prior to flying into the back country, consider the following information on mountain flying.

GENERAL

• Do not consider flying the mountain country until you are proficient in slow flight. A check-out by an experienced mountain flying instructor is highly recommended
• Before flying into mountainous areas, practice short field landings power-on, upwind, downwind and crosswind. Be sure you can land on a fifty foot spot every time.
• Carry enough fuel to make a complete round trip plus fifty percent. Know your aircraft. Do not take an aircraft into mountain terrain that will not takeoff and land in a minimum distance. Most airports in this area are substandard in length and width and have an associated high density altitude.
• Keep your aircraft weight as light as possible.
• Know your planned destination airport. Check with experienced mountain pilots, if possible. Know the altitude, length, condition and approach/departure procedure at the airport. Many of these fields are one- way, and on some, a go-around is not possible once you have committed to land.
• Check the weather frequently and stay out of doubtful or bad weather. Mountain weather changes rapidly and unexpectedly.
• Plan your flight to arrive in the early morning hours. As a rule- the air begins to deteriorate around 10:00 a.m., grows steadily worse until about 4:00 p.m., then gradually improves until dark.
• Stay out of the mountains if the wind is over 25 knots.
• Route your trip over valleys whenever possible and study your charts thoroughly.
• Maintain a minimum of 2000' AGL while overflying the back country.
• Approach all ridges at an angle so that you can turn away if you encounter a downdraft. After crossing the ridge, head directly away from it.
• Expect the wind to be changing constantly in the mountains. If you are unable to gain altitude on one side of the canyon, try the other side. If there is no improvement there, fly the center. But do not, under any circumstance fly up a canyon or valley without sufficient altitude and room to turn around. The grade of the canyon may climb faster than your aircraft.
• Maintain flying speed in downdrafts. Do not panic; air does not go through the ground. A ground cushion of air will always be there unless below the top of the timber. The stronger the downdraft, the greater velocity it will have when it changes direction.
• Remember you will not have a horizon to check your aircraft attitude once you begin a let down in the mountains. Watch your airspeed and cross check your instruments.
• Caution: traffic pattern terrain clearance is not standard at many mountain airports.
• Above all, FLY THE AIRCRAFT EVERY SECOND, DON'T LET IT "FLY YOU." YOU CANNOT MAKE MISTAKES.
• Do not fly an aircraft that does not have a ceiling sufficient to get you above the mountains without help from the updrafts.
• Be sure to leave your itinerary with someone. You may be landing on airports where there is no one to help you in case of trouble, and it is a long walk out. Do not take chances.
• Equip yourself with proper clothing and at least minimum survival equipment on any flight into the mountainous areas. Make sure your ELT is in good working condition.

LANDINGS

• Safety of flight dictates that each pilot transmit in-the-blind on 122.9 whenever approaching or departing a non-unicom equipped airport so as to advise other aircraft of your intentions.
• You cannot maintain visual contact with the runway at many of the back country airports. This situation will make it mandatory that you know the location and intentions of all other airport traffic.
• Terrain and runway gradient usually dictates landing upstream. However, there are exceptions. Consult the airport directory for the preferred landing pattern. Maintain the recommended approach speed with power (see pilot's operating handbook). If the aircraft is settling too fast, add power, but do not make power-off approaches. When the landing is assured, reduce power for a controlled sink rate to the runway. Retract the flaps immediately after contact to increase braking effectiveness.
• If you have doubt about any approach, go around while you are still high and have room to maneuver safely.
• Do not maneuver to land at low altitudes. Go far enough from the field to turn so pattern execution can be made at a safe altitude. If you find turbulent air when you let down in the canyons, return home. Turbulent air has no respect for you, regardless of your experience or ability. After landing, park your aircraft well clear of the usable runway surface.
• Check ELT on 121.5 MHZ before leaving aircraft.
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TAKEOFFS

• Remember that each thousand feet you are above sea level decreases aircraft performance. Temperature increases density altitude so a 5000' airport elevation can be well above 8000' density altitude on a hot day. You should compute your takeoff roll using your aircraft operations manual and other published guidelines. Also, compute your rate-of-climb to ensure you can maintain terrain clearance. If in doubt, do not take off.
• Use common sense on takeoffs. If the air is turbulent, weather is marginal, or you have a tail wind, wait until conditions improve. Let the aircraft use as much runway as it needs, then it will be flying when it leaves the ground. Do not pull the aircraft off until you have gained proper flying speed.
• You can shorten the takeoff distance by making your turn at the end of the runway at a good fast taxi speed, open the throttle as the aircraft swings around to line up with the runway. Practice the maneuver with an instructor on a good standard airport

ATTENTION PILOTS OF AMATEUR-BUILT AIR CRAFT

It has been brought to our attention that some district pilots of home-builts have been desirous to show off their "fighter-pilot" skills after chowing down at one of our local airport restaurants. Be advised that taking off midfield at ANY airport is potentially hazardous to your health, not to mention your beautifully built airplane. Additionally, turning maneuvers after takeoff in excess to 60 deg's is considered aerobatic and subject to enforcement action. So be smart and fly smart (& safe).

 Pilot

 Wings Phase Awarded

 Month, 1998

 Mr. Robert V. Falcon

 XIII

 September, 1997

Mr. Terry Popejoy

 II

 January, 1998

 Mr. Hugh Flanagan

 VII

 February,1998

 Mr. Darryl Grant

 VIII

 February,1998

 Mr. Charles Minkler

 V

 February,1998

 Mr. M. (Moe) Yomtob

 VIII

 February,1998

  Acknowledgment of a sponsor is not an FAA endorsement of products or services