Over the last couple of years I have taken both Coast Flight Academy’s Emergency Procedures Course and Instrument Refresher Course. If you own / fly a SR22, and don’t get in nearly as many hours as you’d like, use your instrument rating primarily to file IFR to VFR on top when the marine layer hanging around, shoot the same approaches all the time to keep current, ever wonder about turning back to the airport on a engine failure on take off, and when should I be using the CAPS system, then I highly recommend both courses. The courses include presentation material with questions and answers followed by several hours in the Coast Fight Redbird simulator. On the simulator you will experience, practice, and learn things that are not possible in the real plane. For example, with an engine failure on take off, you can practice turning back to the airport or pulling the CAPS handle so that the reactions to these emergencies become automatic. You can fly an instrument approach into any airport under any conditions and have system failures along the way. Both courses are great for maintaining important skills and knowledge. They build confidence in your decision making process which adequately prepare you for real emergency situations.
ForeFlight Mobile has released Version 4, the latest version of its popular app for the iPhone and iPad, to help guide pilots on the ground and during flights. The ForeFlight software application has been popular among pilots of small planes since its initial release, and Version 4 promises to offer even more helpful tools for flying such as a new airspaces feature, integrated FAA “green book” A/FD, navigation log, personal waypoints, plates organizer, and more. The technology isn’t perfect yet, but the latest version is a good additional resource to supplement the knowledge and on-plane tools that every pilot is working with.
The Pros of ForeFlight Mobile HD Version 4
Many pilots rave about ForeFlight for the instant access to A/FD, airport intelligence, flight planning, high quality weather and service providers, as well as its customized system for radar, satellite data and visualizing charts that assist in flight or at the airport. It offers a Download Manager that provides the latest data on a 28-day cycle, flight planning tools, and enhanced weather forecast imagery.
Version 4 does provide some striking enhancements, which are particularly helpful in the following areas:
by David Perloff
Born and raised in San Diego, Maegan’s a hairstylist at A Robert Cromeans Salon downtown. She helps Tease Boutique in the Gaslamp with its photo shoots and was the “mane” girl for this issue’s cover and fashion editorial pages. “For fun, I just like to hang out,” she says.
Chris is a diesel mechanic from Springfield, Virginia. When he isn’t fixing engines, he likes to “skateboard, surf, race motorcycles, rock climb, travel, the list goes on.”
The Epic Limo stretch Lincoln that picked up this evening’s blind daters at their homes (him, in Pacific Beach, then her, Downtown) about half an hour ago is now dropping them off at Coast Flight, a Pilot Training and Aircraft Management Company based at Montgomery Field in Kearny Mesa.
Before they board a Cirrus (an ultramodern plane that features a rocket-ejected parachute in case of engine failure) for a sunset ride along the coast, let’s review the pre-date interviews.
PacificSD: What makes you a good catch?
MAEGAN: I am me. What I put off is what you get. I love traveling and being adventurous, but at the same time I think silence can be beautiful.
CHRIS: I can’t swim away that fast.
What are you looking for in a date, physically and/or otherwise?
MAEGAN: Physically, I tend to love myself a tall, dark and handsome man. A person’s eyes, aside from their hair, are normally the first things I notice. I just want to meet a guy who’s fun, interesting and, if all goes well, hopefully is a great kisser, too.
CHRIS: Obviously, someone who’s attractive, and I prefer taller girls, but really just someone who is fun to spend time with, intelligent and can deal with my sarcasm. She should look cute in a beanie, too. I spend a lot of time in the mountains.
How are you feeling about the date tonight?
MAEGAN: I’m a bit nervous, I’m not gonna lie.
CHRIS: I’m stoked. Blind dating is a new experience for me. Plus, we get to fly a plane, and you guys are buying us dinner and drinks.
What’s the sexiest thing about you?
MAEGAN: Aside from being the total package? Just kidding. I’d say the sexiest thing about me is my smile.
CHRIS: I’ve been told I’m tall, dark and handsome. We’ll have to wait and see if she agrees.
What do you like least about yourself?
MAEGAN: That I can be a little shy when I first meet someone.
CHRIS: I’d like to clean my smile up. If any of your advertisers want to hook me up with Invisalign in exchange for some PR, that’d be great.
What’s your biggest fear?
MAEGAN: My biggest fear is missing out on an amazing life opportunity because I was scared to commit to the unknown.
What’s your surefire trick for making a date end with romance?
MAEGAN: Be a little mysterious and undress them with your eyes.
CHRIS: Keep my foot out of my mouth.
What’s the best thing that could happen during the date?
MAEGAN: We totally mesh and have a super great time.
CHRIS: We join the Mile High Club in the plane while doing barrel rolls.
3753 John J. Montgomery Dr., Kearny Mesa
Into Thin Air
The blind daters vanish from sight
After being fitted for headphones and briefed on safety guidelines, Maegan and Chris board a four-seater plane. With pilot and plane-owner Will at the helm (and PacificSD’s fearless photographer riding shotgun), they take-off.
The plane flies to the coast, south along the water to Downtown and then back to the airport in a 45-minute loop. Once back on solid ground, the daters high-five, Top Gun-style, and then jump back into the limo for a sunset ride by the embarcadero before heading to Glass Door in Little Italy, where they’ll have dinner overlooking the airport.
At dinner, they seem to be getting along well, laughing and looking into each other’s eyes as they talk over drinks and appetizers. Once they’ve had a chance to settle in, they’re split for mid-date debriefings.
PacificSD: How’s it going so far?
MAEGAN: It’s going really good. He has been such a gentleman and he’s interesting, and we are able to talk to each other very easily.
CHRIS: She’s really cool and, I mean, you can’t go wrong flying, driving around in a limo with free booze. Absolutely zero to complain about.
Is this the type of person you’d normally go out with?
MAEGAN: He is somebody that I would definitely be interested in. I think he’s fun and he’s good-looking and he’s entertaining and I think that the more we get to know each other, we can definitely find out we have lots more in common.
CHRIS: Personality-wise, yes. But I probably wouldn’t pick up on her at a bar, because she’s shorter. I normally pick up on tall girls, but she’s cute. Everything is there.
How was the flight?
MAEGAN: I was kind of nervous about it in the beginning, but once we started going, it was great. He made me feel super comfortable. He actually has flown himself before, so he was definitely ready to do this experience. And I recently went skydiving, so I was like, “If I can jump out of a plane, I can fly a plane.” I saw such beautiful views that I’ve never seen before and I am so happy I said I’d do this.
CHRIS: I’m always stoked to be up in a plane, and it ended up being a way better operation. All the planes are brand new. I expected to be up in an old plane, so a brand-new Cirrus was a great experience.
What’s the most attractive thing your date has done so far?
MAEGAN: Asking me if it was okay ordering what he wanted out of the menu. He wanted to order some mussels. I said yes and it ended up being good.
CHRIS: She told a lot of really funny jokes in the limo. She’s not afraid to be herself.
What would your parents say?
MAEGAN: They’d be like, “Wow, he’s really tall. And really cute!”
CHRIS: As long as I’m happy, they’re happy.
Rate your date on a scale from one to 10 for looks.
MAEGAN: Like a 10. No, like a nine. I mean, I can’t give him a perfect score, right?
CHRIS: Nine. I wish she was a little bit taller, but she’s cute.
And for personality?
Do you want to kiss your date right now?
CHRIS: I can make out with her later.
Does your date want to kiss you right now?
CHRIS: I think so. We were doing some of the photo shoot stuff and we got close, so it might be there.
What on Earth?
A mysterious occurrence after touchdown
As their entrees arrive, Maegan and Chris are finally left alone for the rest of the night. With the limo at their disposal, they linger as the PacificSD crew departs. We call the next day to see what we missed.
How was Glass Door?
MAEGAN: The ambiance and view were fabulous, and so were the food and drinks. We tried a little bit of everything.
CHRIS: Cool place. Great view of the bay, and we managed to catch the tail end of the sunset. We had a few things they had prepared for us that weren’t on the menu, like oysters and ceviche, and I really liked the sound of some of the dishes on the menu, so I ordered the bacon and bleu cheese mussels as well. For entrees, we had a veggie lasagna, which was good. We also had a tortellini stuffed with beef short ribs, and that was delicious.
What happened after the magazine crew left you alone?
MAEGAN: We hung out and had some drinks. It was a fun time.
CHRIS: We drank some more tequila shots in the limo and got dropped off at Craft & Commerce to finish off the night.
When did you get home?
MAEGAN: I don’t recall an exact time.
CHRIS: One or two-ish.
Was there a kiss or romantic exchange?
MAEGAN: He’s a big, strong, tall, handsome man. How could I not feel some chemistry there?
CHRIS: Maybe, but only the two of us and the limo driver know for sure.*
*[Editor’s note: that’s only kinda true, Chris.]
What was the best part of the date?
MAEGAN: Flying in the plane. The coastal view of San Diego was gorgeous, the flight was fast and smooth, and I discovered that I think it would be awesome to learn how to be a pilot.
CHRIS: My date.
Will there be a second date?
MAEGAN: Yeah, I’d hang out with him again. He was fun company.
CHRIS: She’s actually going to be in my part of town later this evening, so we’re going to meet up.
AFTERMATCH: Like planes that vanish in the Bermuda Triangle, a chunk of time seems to have disappeared last night.
The limo dropped the daters at Craft & Commerce, that’s a fact, but what happened next remains murky. Chris says he got home at “one or two-ish” (with the “ish” confusing matters only further), but Maegan says she isn’t sure.
Luckily for everyone involved (especially you, dear Reader), PacificSD can shed a little light here: when we called the daters just before 11 p.m. to see if they still needed the limo, Chris said, “Uhhh…I guess not. We’re already back at her place.”
Last night’s blind daters may not be members of the Mile High Club (aka Pie in the Sky), but there may have been some membership status achieved back on terra firma. PacificSD’s agents aren’t trained like the TSA, but they can sure spot when passengers are hiding something.
Blind date safety tip: bring your seat to its upright and locked position. And always try to fly (and keep your stories) straight.
340 14th St., Downtown
858.270.LIM O (5466), epiclimo.com
1835 Columbia St., Downtown
Published on 8/30/12 by patricia
An in-flight emergency can occur at any moment. And depending on how long you’ve been flying, the skills and procedures you once learned about how to react in an emergency situation, may not remain clear in your memory years later. Even if you feel fairly familiar with emergency procedures, there is never such a thing as being too prepared for an emergency. For this reason, Coast Flight Training is offering an emergency procedure refresher course. After just one day, you will be far better off in any emergency flight situation than you were before.
The day is broken up into two hours of ground school and four hours of simulation, where you will be given the chance to react to an emergency in a very real and impacting way. The simulator time will be broken up into two lessons that airlines use to train their pilots. The course will involve both practical and real scenario lessons.
During the course, your instructor will go over routine emergency procedures, as well as abnormal procedures. You will be provided with methodology to handle any emergency in the most efficient and effective way possible.
The many benefits of a simulator course in handling emergencies include:
• Inexpensive Cost. The simulator costs much less when compared to emergency training with an actual airplane.
• Valuable Experience. Participants are allowed the opportunity to react to an engine failure and other hazardous situations. Participants are also able to have the experience of being in a real-time flight situation. You will learn quick decision-making skills, and have the option to terminate or avert flight.
• Learning From The Past. Participants are able to experience and react to an example accident that has actually befallen other pilots. In the program, students are able to learn from their mistakes and access the procedures that would have made for a successful flight.
• Memory Refresher. The course keeps skills fresh and ensures that you are adequately prepared to handle any emergency.
For most of us, we learned to use the word “Roger” early in our aviation career. We learned that it simply means that we heard and understand what the other person said. We were clearly taught that it connotes no permission or authorizations. For whatever reason, we then go through our career or hobby of flying and hardly ever use that word. And we seldom hear it spoken by ATC!
So what happens when we have a problem on the airfield and we tell ATC that we need to do something and they say “Roger?” What does that mean? Let me give you a recent example.
A C-210 received ATC clearance to taxi via Taxiway Juliette and to cross Runway 1/19. En-route, the C-210 pilot advised ATC that the aircraft just blew a tire. The pilot requested to exit the aircraft to inspect the wheel. The Tower authorized the pilot’s request and asked the pilot to advise if he needed help.
At this time, a C-172 reported inbound with a request for full stop landings or touch and go’s on Runway 1. The tower cleared the C172 as requested. (Can you see the Runway Incursion scenario developing?)
The C-210 pilot came back on the frequency stating he had a wheel come apart. The Tower asked his intentions, and the C210 pilot said if he moved the aircraft it would do damage and requested to go to an FBO. (Getting to the FBO from the damaged C-210 would require a runway crossing.) The Tower responded “roger.” The pilot responded, “Thank you very much.”
The Tower then observed two men on foot walking towards the runway. The tower called the C-210 several times with no response. The Tower, after observing the men crossing the actual runway told the inbound C-172 to go around and enter right traffic for Runway 1, later changing clearance to land on Runway 5.
It appears to me that with the additional stress caused by the blown tire, when the pilot made his request to go to the FBO, he expected the Tower to give him a “Yes” or a “No”, and when the Tower replied with a simple, “Roger,” he forgot his early training that “Roger” is not an authorization — and started hiking!
Fortunately, the pilot of the C-172 executed a proper go-around and landed safely on another runway.
The Aeronautical Information Manual is the authoritative source for proper aviation communications. You might want to take an opportunity to review communication procedures in the AIM: http://www.faa.gov/air_traffic/publications/atpubs/aim/. But most of all, remember your early training – “Roger” only means that someone heard what was said; it does not give authority to do something.
Remember that crossing any runway, whether in an airplane, a vehicle, or on foot, always requires a specific authorization from ATC.
Have a safe and enjoyable Summer of Flying!
As senior Trevor Rogers was taxied onto the Montgomery Field runway, he took a deep breath.
“Montgomery Tower, Cirrus six-three-zero-sierra-foxtrot holding short two-eight right for an eastbound departure,” he said into his radio.
“Six-three-zero-sierra-foxtrot clear for eastbound departure two-eight right,” the tower crackled back.
And with that short exchange, Trevor was granted permission to fly the Cirrus SR-20. He leaned forward, closed his preflight checklist, and pulled onto the strip. As he began to pick up speed to prepare for takeoff, his face tensed slightly in anticipation. “When you’re taking off, it’s like, ‘Well, there’s no turning back now,’” Trevor said. “For the most part, once you’re going [on the runway], you have to get airborne. You can’t just stop and turn around.” Turning back isn’t something that Trevor would do though, not after all of his hard work. For him, earning his private pilot’s license last July was just one step in his ultimate dream of becoming a fighter pilot in the Air Force. “I’ve wanted to be in the military since I was little,” he said. “But when I was little, flying [didn’t seem like] a reality. When I actually went to the [Air Force Academy’s] summer seminar though, it became a reality.”
For a reality though, it was one that didn’t come easy. While earning his license, he had his grades to keep up and flight school, which dominated a large chunk of his time. And, since Trevor hopes to earn for a spot in the Air Force’s highly competitive Undergraduate Pilot Training (UPT) program after college, both his high school and college GPA need to be near perfect.
“It’s going to be really stressful,” he said. “I’m not going to be able to have as much fun necessarily because I’ll have a lot of work to do. It will be all worth it in the end because I’ll have a guaranteed job in the military serving my country.”
Trevor is stepping up to the challenge though. Ending the year with his GPA above a 4.0, his license gained, and even an $18,000 AFROTC scholarship, all that is left for Trevor is to keep moving forward and to keep doing what he loves—flying.Westview High School Yearbook. Anne Yilmaz 2012
Target Date: 2035
The best way to conserve jet fuel is to turn off the gas engines. That’s only possible with an alternative power source, like the battery packs and electric motors in the Boeing SUGAR Volt’s hybrid propulsion system. The 737-size, 3,500-nautical-mile-range plane would draw energy from both jet fuel and batteries during takeoff, but once at cruising altitude, pilots could switch to all-electric mode. At the same time Boeing engineers were rethinking propulsion, they also rethought wing design. “By making the wing thinner and the span greater, you can produce more lift with less drag,” says Marty Bradley, Boeing’s principal investigator on the project. The oversize wings would fold up so pilots could access standard boarding gates. Together, the high-lift wings, the hybrid powertrain and the efficient open-rotor engines would make the SUGAR Volt 55 percent more efficient than the average airliner. The plane would emit 60 percent less carbon dioxide and 80 percent less nitrous oxide. Additionally, the extra boost the hybrid system provides at takeoff would enable pilots to use runways as short as 4,000 feet. (For most planes, landing requires less space than takeoff.) A 737 needs a minimum of 5,000 feet for takeoff, so the SUGAR Volt could bring cross-country flights to smaller airports.—Rose Pastore
Target Date: 2030
The first era of commercial supersonic transportation ended on November 26, 2003, with the final flight of the Concorde, a noisy, inefficient and highly polluting aircraft. But the dream of a sub-three-hour cross-country flight lingered, and in 2010, designers at Lockheed Martin presented the Mach 1.6 Supersonic Green Machine. The plane’s variable-cycle engines would improve efficiency by switching to conventional turbofan mode during takeoff and landing. Combustors built into the engine would reduce nitrogen oxide pollution by 75 percent. And the plane’s inverted-V tail and underwing engine placement would nearly eliminate the sonic booms that led to a ban on overland Concorde flights.
The configuration mitigates the waves of air pressure (caused by the collision with air of a plane traveling faster than Mach 1) that combine into the enormous shock waves that produce sonic booms. “The whole idea of low-boom design is to control the strength, position and interaction of shock waves,” says Peter Coen, the principal investigator for supersonic projects at NASA. Instead of generating a continuous loop of loud booms, the plane would issue a dull roar that, from the ground, would be about as loud as a vacuum cleaner.—Andrew RosenblumSource: Rosenblum, Andrew. “Jet Setters” Popular Science May 2012