A Safety Journal for General Aviation
by Max Trescott, Master CFI & FAA Aviation Safety Counselor
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It's been a busy flying month. But oh, what fun! I'm just back from Disneyland for pilots--the Cessna factory in Independence, Kansas. We spent two days of ground and flight training on the new Garmin G1000 glass cockpit, and then the new owner of a Cessna T206 and I flew 13 hours back to San Jose. Did you know that Cessna singles now ship with airbags? We also peeked into the paint shop to see the only Cessna Mustang jet in existence get it first coat of paint. There's so much to share, and I'll tell you all about it...next month.
First, a quick plug for the fun Father's Day Fly-in at the Columbia Airport on June 18-19. If you love small airports and low key air shows, this is the place to be. If you're in to camping under the stars next to a plane, you'll want to stay overnight and partake in the pancake breakfast. More details below.
I always try to mention accidents relevant to flying in the S.F. Bay area and there seems to be a never ending supply of them. Each time I mention one to the local FAA Safety Program Manager, his first response is usually "Was it at night?" True to form, both of the fatal accidents in the past month were at night and you'll find more details below.
I'd like to extend a thank you to everyone who came to the West Valley Flying Club in San Carlos on May 18 to hear my Flying the Bay Tour presentation. This ever popular topic draws both novice and experienced pilots, since the tour is beautiful but requires that pilots be very proficient in their navigation and radio communication skills. We had a great turn out--in fact, it was standing room only. Frankly, we need bigger rooms. If you know of larger rooms or auditoriums close to local airports that might accept the FAA's self insurance, please let me know and I'll pass that information along.
The snail mail brought a letter from the EAA inviting me to speak at Oshkosh. If you're going to be there on Wednesday, July 27, come on over to Sporty's Tent 06 at 1PM and say hello afterwards. The topic is Night Flying Safety, which is very appropriate for the S.F. Bay area, since about half of our fatal accidents locally occur at night. I'll be dry running the presentation in Palo Alto on June 9 at West Valley Flying Club at 7PM and again at the Reid-Hillview airport on June 28, so email me to register and come be a guinea pig and help me get it right! Since the Oshkosh time slot is only 75 minutes long, I'll spend time after both talks sharing some insights into flying behind the Garmin G1000 glass cockpit. I'm also holding an intro to the G1000 ground seminar in Palo Alto on June 15. Cost is $30; email me to register. All I can say is that you're going to love flying behind glass!
Earlier in May, AvWeb published a new article of mine called Regional Accident Analysis: Know Your Local Risk Factors. As the intro to the article says, "Savvy pilots are always interested in learning how to avoid potential risks. However, most accident data is summarized on a national basis and may understate the risk of some factors in your local area. Max Trescott found profound differences in accident causes in the San Francisco Bay Area and explores how you can discover unique risks in your area." Click on the article title above to see the full article.
The AOPA is going to be in town next week. On June 8, AOPA President Phil Boyer will be hosting a "Pilot Town Meeting" at the Hiller Museum at the San Carlos Airport at 7:30PM. Phil is a great champion of general aviation and a very informative speaker. If you're interested in learning more about the current opportunities and challenges facing general aviation and what AOPA is doing about them, I'm sure you'll enjoy the evening.
Undoubtedly, Phil will talk about some of the recent incursions into the Washington D.C. ADIZ, including the recent one where a pilot and student pilot in a Cessna 150 came within a couple miles of the White House. That incursion led to Phil spending a full day with the media, and there was a 90 second video on the www.aopa.org website that showed him doing interviews.
In one interview, he said "It is somewhat absurd to me to think that there's a pilot as close as the Southern Pennsylvania border to Washington D.C. who in not aware of the airspace." I couldn't agree more. At the end of the video, Phil is shown mugging for AOPA's camera while a CNN reporter in the background talks to his own camera. Phil's comment--intended for AOPA members and not for the networks-- was "You members do not pay me enough to go through this. I can defend stupidity up to a point and then I begin to wonder." Well said!
While 99% of pilots are very responsible, there are always a few that continue to do "Stupid Pilot Tricks." The Pennsylvania pilot had his license revoked via the FCC's emergency authority since he was considered a danger to flying. Although I often say in my safety seminars that our local pilots in California are "smarter" (since we have far fewer low level maneuvering accidents that the rest of the country), we still have our own flying menaces. I've included a note on a local "stupid pilot trick" below.
If you know an 8-17 year old who might like a free airplane ride, let them know about Young Eagles Day on June 18 at the Reid-Hillview airport. Email firstname.lastname@example.org or call 408-926-1711.
Feel free to forward this newsletter to your flying friends and encourage them to subscribe. If you're on the distribution list, you'll receive an email each month highlighting the information contained in the online version of the newsletter. Submissions and feedback are always welcome!
Have fun flying safely,
and start making plans to go to Oshkosh!
Max Trescott, Master CFI
Fatal Night Accident
This accident should not have happened!
OK, I have a confession to make. Some accidents really tick me off. Primarily because they shouldn't have happened, yet they result in the needless loss of someone's loved ones. I firmly believe that most accidents occur to relatively proficient pilots who have a momentary lapse in judgment and overlook something important. That's why we all need to be vigilant and assess the unique risks associated with each and every flight we take. This accident almost defies belief.
A few weeks ago on May 12, two local businessmen, both of them pilots, died while flying from San Carlos to Salt Lake City. The accident received virtually no coverage in the local press and is still not listed on www.ntsb.gov, so the only information available to me is from press reports. Here's what television station KESQ reported on their website:
"ELKO, Nev. The bodies of two California businessmen were recovered today from the wreckage of a small plane crash in northeast Nevada's Ruby Mountains. Investigators believe the plane was en route from San Carlos, California to Salt Lake City when it crashed in the rugged terrain of Elko County late last night.
"Elko County Sheriff Neil Harris says unstable weather made it impossible to get rescuers on the ground until today.
"The victims were identified as 57-year-old ... of Woodside and 59-year-old ... of Belmont. They were the only two people on board. Each of the men is a licensed pilot so it's not clear who was flying the plane.
"As a result, Harris says the National Transportation Safety Board has ordered an autopsy of both. Authorities say the plane apparently hit a 10-thousand-500-foot peak and then tumbled into a ravine."
OK, let's speculate what happened here. Two pilots were flying VFR at night at 10,500, and they hit a mountain. How does this happen? Maybe they happened to have an engine failure and were drifting down into the mountains. More likely, however, is that their flight planning was inadequate. How can this happen? Fairly easily.
It's easy to cut a few corners in flight planning and make some assumptions. In the daytime you can often get away with that. For example, this morning we left Las Vegas and initially decided to fly at 8,500 feet toward Daggett VOR. As we were nearing 8,000 feet, we noticed a mountain ahead that looked pretty high, so we continued to climb to 10,500 feet. No big deal. The weather was clear with visibilities of nearly a hundred miles. At the time, I commented on how dangerous it would have been had we been flying at night. Frankly, flying in the mountains at night is not a great idea, but had we done it, we would have taken far more time to flight plan and probably would have filed IFR to stay on the safe side.
But night requires more detailed flight planning. Any inspection of a sectional map would have shown the Ruby Mountains near Elko, and the MEF (minimum elevation figure) for each quadrangle along the route. Many computer flight planning tools show the elevations along each leg of a route being planned. And a number of GPS products are now starting to have terrain awareness features that will hopefully eliminate CFIT (Controlled Flight Into Terrain) accidents.
GPS can also lead us astray though. Too many people are simply using the "Direct-to" key of their GPS and flying the most direct, efficient route to their destination. How do we know this? Because the number of incursions into restricted airspace in recent years have increased because of GPS. Instead of using maps to plan their route, too many people are simply plugging a destination into the GPS and ignoring the fact that it's leading them straight into a restricted area, or in this case, into a mountain.
Here are a few example GPS terrain warning tools that might have prevented this accident.
The Garmin 296 is the only portable GPS that I'm aware of with a terrain warning database. It sells for around $1500, and a relatively new pilot commented to me recently on how expensive it was--and I agree. Yet, It's still relatively inexpensive compared to hitting a mountain.
The 296 unit offers a configurable look-ahead warning function that provides the pilot with additional time to make critical decisions regarding the flight path. Terrain above your altitude is depicted in red, and terrain that's close below you is depicted in yellow.
I was curious about how good the resolution of the system is, so I did an experiment while flying a couple of months ago with a client that had one mounted on the yoke in his plane.
You can easily imagine that, in order for the system to work, it must include a database with the elevation of every point of land in the country. However, there are limits to memory size and processing speed, so some compromises must be made in this database.
For example, I read some time ago that as part of the FAA's "Capstone Project" in Alaska, they determined that some of the mountain passes routinely used by pilots were so narrow that they didn't show up in GPS terrain databases. In other words, if the pass were 1/4 mile wide, but the terrain database included data points only every half mile, the mountain pass wouldn't show up. The highest elevation in that half mile (or half mile square) would have to be the one used for the database, and the lower elevations of the pass wouldn't appear.
So for my experiment, we flew over Interstate 680 through the Sunol pass, a common route pilots use to enter the Bay Area, to see if the pass would show up in the Garmin 296's terrain database. And the answer is yes--it did show up, and there were many datapoints, so the pass was fairly well defined. While I'm not advocating you use any terrain database as your sole reference for flying through any pass, I think this tool, when properly used, can only improve flight safety.
Garmin G1000 Glass Cockpit
Lest you think I'm being paid by Garmin to tout their products, I'm not. But any company with an 80% market share (of the GPS panel mount units like the 430/530) must be doing something right. After reading about the accident in Nevada, I plugged my best guess of the route flown into the Garmin G1000 glass cockpit simulator, and plugged in an altitude of 10,500 feet to see what a pilot might have seen had they been flying from San Carlos to Salt Lake City.
What route did I use? San Carlos to Reno to Salt Lake City. Why Reno? Because it's the lowest point to cross the Sierras in Northern California. The magenta line, running diagonally across the screen, depicts the view a pilot would have had approaching the Ruby Mountains, depicted in red and yellow. Red depicts terrain from -100 feet below the plane and higher. Yellow depicts terrain that's anywhere from -1000 feet to -100 feet below the plane.
The white arrow in the center of the screen is the system "pointer" which can be moved anywhere on the map. In the upper left corner, the cyan text that says "MAP POINTER" indicates the location and elevation of the pointer. In this case, the terrain is at 10,774 feet.
Any pilot flying this route with "Terrain" enabled on the map display would have seen the red terrain and avoided it by climbing or altering their route. If you'd like to checkout in G1000 equipped Cessnas or Diamond DA-40's for rent, contact me for details.
A press release from Cirrus indicates that terrain warning is also available in their glass cockpit. The release says that:
"The multi-function display in the Cirrus panel already provides shaded topographical information and obstruction data. Now Cirrus owners can add the benefit of an enhanced ground proximity warning system with the Honeywell KGP 560 Class C TAWS System (EGPWS). The worldwide terrain database provides nine differentaudible alerts, for 11 warning conditions.
Garmin 530 owners will be pleased to know that they can upgrade their systems later this year to provide terrain warning. In their press release, they announce that:
Garmin International Inc., a unit of Garmin Ltd. (Nasdaq: GRMN), today announced that the company has received FAA certification to add TSO C151b Class-B Terrain Awareness and Warning System (TAWS) functionality to the GNS 530 and GPS 500. This certification enables the Garmin 500 series of panel-mount avionics to provide the pilot with graphical and audible alerts of potential terrain and obstacle conflicts along the flight path.Garmin also offers a TAWS upgrade program for current owners of GNS 530 and GPS 500 systems. The program requires owners to contact their Garmin distributor, who will send the equipment to Garminís overhaul facilities in the U.S. and U.K., where the TAWS upgrade will be performed. The cost of this upgrade is $8,000.
There's no way to completely eliminate all accidents, though the airlines have come close to that, and our goal in general aviation should be zero accidents. Night is more hazardous, but many of these risks can be mitigated through careful planning. Remember to continue to consider the unique risks of each flight and plan accordingly. And as "Phil," the sergeant in the television series Hill Street Blues used to conclude his morning briefings: "And hey. Let's be careful out there!"
Day Fly-in at Columbia Airport
Go have some fun! And note the new CTAF frequency!
Last month, a client wanted to fly to Columbia to get some experience at higher elevation airports and to catch lunch downtown in the historic Gold Country district which is a reasonable walk from the airport. We had a fun flight, and it brought back memories of attending the Father's Day Fly-in in years past.
In past years they've had spot landing contests, flour bombing and lots of food. The CDF has a base there, and they sometimes demonstrate their aircraft and do a water drop. They've also had Stearman and helicopter rides. One of the funniest things I saw there was the piano drop. You'd be surprised at how high the "remains" of a piano bounce after they've been dropped by a helicopter from several hundred feet above the airport.
If you want to stay overnight, you can pitch a tent by your aircraft, or in the campground area adjacent to the aircraft parking area, where they have barbeque facilities, showers and restrooms. They also serve a great pancake breakfast on both Saturday and Sunday mornings. Mark the dates now--June 18-19, 2005. Also check NOTAM's. The CTAF frequency at Columbia was recently changed and is not on current charts. The new CTAF is 122.975.
While we're talking about Columbia, it's worth mentioning that the runway is slightly tricky, and that there's been at least one Bay Area aircraft that crashed and burned there while doing a go-around. The high temperatures can lead to significant density altitude (and reduced aircraft performance) and the high terrain adjacent to the runway can lead to landing long or doing a go-around.
Runway 17-35 is the hard surface runway that's most commonly used. When approaching runway 17 on a straight-in final, high terrain just short of the runway often scares pilots into staying high, and may necessitate a go-around. Locals there seem to fly a slightly modified right hand traffic pattern where they turn to final early and approach the runway from a slight angle, avoiding the terrain under the final and to the left of final. If you need to initiate a go-around, do so early and make sure you fly Vy and have a positive rate of climb. Since there's a downslope to runway 17, you may be tricked into believing you're climbing when you're actually flying level and not climbing!
On 5/26/2000, a 1300 hour Commercial pilot of a Beech F33A departing runway 17 for Oakland crashed on takeoff. You can find details of that crash by reading the NTSB Probable Cause and Full Narrative reports.
CFI Upgrades and Likes What He Hears
Most of the student pilots I fly with need to buy a headset and I always tell them two things. One is that I love the Lightspeed ANR (automatic noise reduction) headsets because they're comfortable, are reasonably priced, and the factory provides excellent repair service. The second thing I tell them is that they should try on a headset before they buy one, since everyone's ears are different, and what's comfortable for me may not be for them.
I've had several LightSpeed headsets, and every few years I upgrade my primary one. I'd been using my 25XL for 3-4 years and during that time I've had it repaired at least 2 or 3 times (but remember, I'm flying around 800 hours per year). To be blunt, the Lightspeeds are slightly less sturdy than some of the expensive competitors. But I don't care. They're more comfortable, and Lightspeed has always fixed them quickly for free regardless of how many years I've had owned it. So yes, I'm a loyal customer (and no they don't pay me, though I wish I had a commission on each one that's been purchased based on my recommendation!).
Recently the stirrup (that holds the round speaker) on my 25XL broke, and so I decided to upgrade. Initially, I though of just paying $75 to upgrade the battery box so that I could get the new cellular phone interface. But after thinking about it further, I decided to upgrade to the new Thirty 3G, primarily because it was reputed to have a flatter audio response. While the 25XL was great for voice communication, even my tin ears couldn't stand listening to music through it, and I anticipated I might have some long cross countries this summer where it might be nice to listen to some music.
Also the upgrade deal was hard to beat. For my slightly broken, several year old 25XL, I got a trade-in credit of $400 against the $595 price of a new Thirty 3G. I think Lightspeed is still offering this deal, and lesser credits for other headsets, on their www.anrheadsets.com website.
phone interface is Great!
I cannot emphasize enough how much I love the cell phone interface. I've made far more calls than I ever expected to make, since it is so incredibly convenient to use. As an example, I was taxiing with a student at the start of a lesson, but was concerned about another student who hadn't yet returned from his long cross-country. First, I called 1-800-WX-BRIEF (which is on speed dial), and talked to a FSS briefer who looked up the status of his flight plans so I could figure out roughly where he was. Next, I left a message for the student on his cell phone. All of this occurred before the taxi and run-up were completed.
Best of all, the audio quality is amazing--better than I've ever heard from my cell phone. On the other side of the conversation, my wife reports that she cannot hear any engine noise in the background even at full power. I've joked that the quality is so good that I might start using the headset any time I use the cell phone (though I think I would look like a space cadet driving my car with the headset on).
The headset automatically reduces the level of the cell phone (or music) audio whenever a call comes in from ATC over the radio. While this is probably great for listening to music, I found it annoying while talking on the phone, and solved the problem by just unplugging my headset from the intercom for the duration of each phone call.
The only downside I've noted is that the headset munches AA batteries at at least twice the rate of my prior headset. Whereas the 25XL probably lasted 50 hours on a pair of batteries, I'm guessing that I'm getting perhaps 20 hours off a set of batteries now, though I haven't measured it.
Overall, I love the headset and highly recommend it to anyone looking to a buy a new headset or to upgrade their existing Lightspeed headset.
Recent Fatal crashes in California
San Jose to SoCal flight crashes
On Wednesday, June 1, a plane flying from San Jose crashed at night in Southern California. Thus far, I've seen no local press, and it's too early for anything to show up on the www.ntsb.gov database. The only story I've seen was in the L.A. Daily News, and I've reproduced part of the story from their www.dailynews.com website. If you know anything about this crash, please let me know.
GRANADA HILLS -- The Federal Aviation Administration on Thursday was investigating a light plane that went down, killing the pilot after he narrowly missed homes before crashing in Aliso Canyon.
The pilot was traveling from San Jose to John Wayne Airport in Orange County when he requested to land at Van Nuys Airport around 11 p.m. Wednesday, said FAA spokesman Donn Walker. "He was getting in line to approach Van Nuys Airport when he told air traffic controllers he had a problem," Walker said. "And that's when he crashed."
The plane went down in a ravine near the 11800 block of Zelzah Avenue. The pilot, the sole occupant of the plane, was pronounced dead at the scene, according to the Los Angeles Fire Department. Coroner's officials were trying to identify the pilot late Thursday.
Granada Hills resident George Parker said he was sleeping when the sounds of a troubled light plane woke him up. "I heard the engine sputter before the crash," Parker said. "The impact of the crash was very loud."
The cause of the crash is under investigation by the FAA and the National Transportation Safety Board.
Pilot Tricks--Part 1
Bozo buzzes Santa Cruz beaches--FAA investigating
Once again, we've spotted another clown in the area. According to the San Jose Mercury News last week:
"a single-engine blue and white Cessna that buzzed Santa Cruz beaches earlier this week is registered to a Pomona man, according to Federal Aviation Administration records. But officials cautioned against assuming that the owner was the pilot who, witnesses said, attacked Main Beach in the manner of a World War II fighter and buzzed other beaches so low that a driver on a beachside road could see the top of the plane.
"My first thought was `Omigod, he's going to crash!' '' said a Santa Clara mother recounting her Tuesday outing on a Santa Cruz beach. 'Then I realized he'd turned into the people. He came down probably about 10 feet over everyone's head. His wing was sideways. It almost hit the beach.'''
People, please remember the obstacle clearance rules. Even in sparsely populated areas, you need to be 500 feet away from any person, vehicle, vessel or structure. The Santa Cruz beaches are probably considered a congested area, so you'd need to be a minimum of 1,000 feet above the ground.
Please fly conservatively. For example, when flying a Bay Tour, I now make only one pass by the Golden Gate bridge and avoid loitering around it. With the current climate of hysteria surrounding small planes, we all need to do our part to keep from further scaring an already scared and misinformed public. Remember that flying the Bay Tour is a privilege, not a right, and it would take only the stroke of a pen for us to lose access to large parts of the tour if there's a public outcry over any "stupid pilot tricks" over the Golden Gate bridge.
Pilot Tricks--Part 2
White House airspace incursion
Every pilot must have heard by now of the two pilots who flew near the White House last month. Here's the photo and quote that appeared on www.wtop.com, which is a news station in Washington:
"A Cessna 150 is towed to an undisclosed location at the Frederick, Md., Airport Wednesday, May 11, 2005. The plane was escorted to the airport after it entered restricted airspace and came within three miles of the White House."
Obviously, these pilots were lucky that the weren't shot down. But I had to laugh at the reporter's choice of words. All I could think of was that the "undisclosed location" must be getting rather crowded these days.
Aviation Weather available on your cell phone
A pilot in the Midwest I know recently mentioned that he loves the weather graphics that he receives on his cell phone. No surprise, since if you look up "weather" in the encyclopedia, you'll find that it was invented in the Midwest!
Last week, as part of the training at Cessna, I flew for 8 hours in Kansas before flying 13 hours back to California and weather over the cell phone would have been very handy (though we could also see it fairly clearly out the window!).
You can find more details about this service at www.my-cast.com. According to the website, Pilot My-Cast 4.0 is available for $12.95 per month and provides METARs, TAFs, satellite imagery and Nexrad Doppler radar. Not all models of cellphones are supported, but I'm looking forward to trying it the next time I upgrade my phone. If you've tried it, or have experience with another service, please pass along any information.
Slipping with Flaps
Every Cessna pilot has seen the "Avoid Slipping with Flaps" admonition near the flap switch of the Cessna 172 and probably asked their instructor whether it's safe to slip the airplane with flaps. The most consistent answer I've heard is that you may get some rudder oscillation and a slight buffeting of the yoke when slipping.
Last week, while at the Cessna factory, I asked Dean, one of their instructor pilots for an explanation. He said that the length of the C172 fuselage can cause the slipstream of the airplane to go past the rudder during a slip, causing some elevator and yoke oscillation. The other current Cessna aircraft (C-182 and C-206) do not have this oscillation because of different fuselage lengths. I neglected to ask him about older aircraft such as the C150 and C152. In his opinion, it's not unsafe to slip a C172.
Most corporate lawyers worth their salt know the difference between the words "avoid" and "prohibited," so I imagine if it were dangerous we'd see wording on the C172 placard that is much stronger than the word "avoid".
So now you know.
Accident News of the Weird
Lucky to be alive
This accident, which happened last month in Idaho, has little relevance to flying in California where most of our readers are based. However, it's amazing to think that this pilot survived after hanging upside down for two days. Here's the story from www.casperstartribune.net
"BOISE, Idaho -- The pilot of a small plane missing
for two days after taking off from Jackson was found alive, dangling upside-down
in the wreckage of his single-engine Piper 180 [actually a PA28-235
according to the NTSB report] in the Clearwater National Forest
of north-central Idaho.
"Pilot Paul C. Herr, of Pasco, Wash., was in fair condition at St. Joseph Regional Medical Center in Lewiston, a nursing supervisor said. "He was hanging upside-down, but (the rescuers) got some vital signs on him," Jim Mailloux, Herr's pastor at the First Baptist Church of Richland, Wash., told the Tri-City, Wash., Herald.
"Herr was making a final leg of the trip from
Jackson to Pasco on Monday when he reported engine failure over Idaho, state
Transportation Department spokesman Mel Coulter said. Though air traffic
controllers in Seattle tried to direct him to an airstrip in Kooskia, Idaho --
just 20 miles away -- he never arrived.
"Searchers with the Idaho Transportation Department, the Idaho County sheriff's office and the U.S. Forest Service gathered that day, but low clouds and rainstorms kept the rescue workers from carrying out an aerial search until Wednesday.
"They found the wreckage Wednesday morning in an extremely rugged backcountry area, 45 miles east of Kooskia, Idaho County sheriff's spokeswoman Trudy Slagle said.
"Members of the sheriff's rescue unit had to rappel into the area by helicopter, using chain saws to cut a landing pad. Slagle said Herr was alert in the plane wreckage when rescue workers finally reached him.
"Small plane crashes in the rugged area don't typically turn out this well, Coulter said. "This is the first one in three years that I know of that has resulted in a rescue," he said. "We seldom find survivors."
on the Radio
The ground control frequency at the North Las Vegas airport was quite busy this morning as the controller was providing both clearance delivery and ground control services to many aircraft at one time. Here's what I heard as we were about to depart for San Jose on our final leg from Kansas.
KVGT Ground: Aircraft 123, say intended direction of flight.
Aircraft 123: We plan to depart to the southeast.
KVGT Ground: Aircraft 123, southeast of here is the 9th busiest airport in the country. If you go that way, they'll probably shoot you down. I suggest you head southwest. Say direction of flight.
Aircraft 123: Ah, I think we'll head southwest.
June 7, 2005 7:30 PM AOPA Pilot Town Meeting Warner Center Marriott, Woodland Hills, CA
June 8, 2005 7:30 PM AOPA Pilot Town Meeting Hiller Museum, San Carlos Airport
June 9, 2005 7:30 PM AOPA Pilot Town Meeting Radisson Hotel Sacramento Sacramento, CA
June 12, 2005 All Day Truckee Tahoe Airport Open House & Pancake Breakfast 530-587-4811
June 18, 2005 10-2PM Young Eagles--Free rides for 8-17 year olds Reid-Hillview Airport 408-926-1711
June 18, 2005 9-5PM Vertical Challenge Helicopter Airshow San Carlos Airport 650-654-0200
June 18-19,2005 All Day Father's Day Fly-in Columbia Airport 209-533-5685
June 28, 2005 7PM Night Flying Safety Seminar RHV Terminal Building email to register
July 1, 2005 8-4PM Historical Aircraft Day Mariposa-Yosemite Airport 209-966-2143
Pilot Safety News
© 2005 by Max Trescott
Master CFI & FAA Aviation Safety Counselor
Please contact me with your feedback or if I can be of service to you.
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