There was something in the air that night
The stars were bright, Fernando
They were shining there for you and me
For liberty, Fernando


“Cleared for the Fernando Five Arrival,” said the SOCAL Controller.

What…. OMG. I was almost freaking out. I thought they used Standard Terminal Arrival Routes (STARs) to manage airline traffic going into major airports. Why does ATC want me to fly this route? I hadn’t really planned for this.

It was Spring of 2005. Grace and I were newly minted instrument rated pilots anxious to try our new skills. The day was a picture-perfect California spring day. Couldn’t ask for a better day to practice instrument flying skills as we planned our trip to the Southwest Section 99s meeting in Van Nuys, Southern California. We had both gotten our instrument ratings the previous year. Most of my flying since getting my IFR rating was to file and fly IFR.

There was a drastic change in how I recorded my flights in my logbook since that fateful day almost a year back in May of 2004 that recorded my Instrument Check ride with the added notes “It’s finally over!”. Most of my entries began with “Crepe 3 FRAMS” or “Crepe 3 PRB” depending on the destination and direction of departure for my flight. On this fateful day the flight record was

Crepe 3 D>RZS Fernando Five VNY ILS R16R

While during the past year, I had mastered punching in the departure procedure into the flight plan, I had never flown an arrival procedure yet. The departure procedure was always easier since it was assigned during the departure clearance while still on the ground with ample time to insert it into the flight plan. Crepe 3 was the most frequently used Standard Instrument Departure (SID) at SBP for departing aircraft.

Grace quickly sifted through the stack of instrument charts we had to pull up the Fernando Five Arrival (FIM.FERN5) chart as I tried to keep the aircraft straight and level. Since we were heading to San Marcus VOR (RZS) direct, this would require us to fly the OHIGH transition (OHIGH.FERN5). First the 087-radial outbound from RZS to OHIGH thence Filmore VOR (FIM) radial 267 direct FIM. Then the notes say:

LANDING VAN NUYS RWY 16: Via FIM R-053 to UMBER INT, then via I-VNY localizer. Expect ILS RWY 16R

Watch your altitude. Watch your heading. I kept reiterating to myself. This was serious business. Flying under IFR requires pilots to maintain their altitude within 200ft and heading within 10 degrees. While flying IFR departures and enroute cruise flight seems fairly relaxed, arrival and approach flight is whole lot more complex and complicated. Not only due to the high density air traffic but also because of the step down altitudes to ensure safe descent to the airport environment, the frequent heading changes to orient the aircraft towards the airport, and transition to the approach procedures such as the localizer or instrument landing system (ILS). It was the first time either of us was flying a STAR and the first time flying into Van Nuys (VNY) airport which is considered the busiest General Aviation (GA) airport in the National Airspace System (NAS). Furthermore, it is in the busy LA Basin area. It was nerve racking, but we came out of it unscathed with the ultimate prize of flying the first STAR under our belt. Exhilarating!

That was not the end of the exhilaration. During that very memorable SWS meeting we got to visit Caltech and NASA Jet Propulsion Lab (JPL), saw Mars Rover exhibits: Spirit and Opportunity. That year they were the two most popular rovers on everyone’s minds as they had successfully completed their mission in April 2004. Although the original mission was for three months, the life of the rovers continued for much longer. Communication with Spirit ceased in May 2012 after being stuck in a sand trap for two years and couldn’t be rescued. Last year, in February 2019, NASA finally declared the Opportunity mission over after losing contact with it since June 2018.

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5 thoughts on “Fernando

  1. The Flying Wordsmith April 1, 2020 / 1:28 pm

    FAscinating read. Yes, IFR is challenging, but great fun when its done correctly. Dropping out of the marine layer at KLGB and seeing the numbers always did give me a kick.

    Liked by 1 person

    • flynthings April 1, 2020 / 10:45 pm

      True. And always handy out west especially near the coast with the marine layer.

      Liked by 1 person

      • The Flying Wordsmith April 2, 2020 / 8:29 am

        So where is your home airfield now? I did my basic training in TX, KFTW. Then my hours building in CA, from (in the main) KFUL, KLGB, so am familiar with SOCAL! I had some fantastic flying out there, including Big Bear and Catalina. Fly Safe – Keep writing. Mark

        Liked by 1 person

      • flynthings April 2, 2020 / 10:27 pm

        Virginia. Mostly HEF. Flying in CA was always fun. Catalina was a great adventure, the flight as well as the trip around the island. Where do fly now?


      • The Flying Wordsmith April 3, 2020 / 8:25 am

        I decided after having a lifetime of paying to keep ratings current and valid, Multi, IR, Instructor etc, I could spend my money in a better fashion. A few years back, I had a share in a Piper Super Cub, based at Redhill in Surrey, England. Been an airfield since 1909. Discovered the joys of flying for no particular reason other than it feels so dman good. So I used to take off, trim for 55 mph, 500 feet to stay legal, and the door and window open. Used to fly in tee shirt, shorts and flip flops. Barefoot flyer
        ;-D SO, I took a flight with a friend who has a three axis microlight. Same speeds, same grin factor, but 3 gallons per hourr rather than 8! So I bought a microlight, and I operate it from a farm, strip on the Hampshire/Surrey border, about ten minute drive from home… So I fly 3 hours for the price of one, and into small strips. Also the social scene is a lot better. So – how do I address you? I can’t refer to you as Flynthings… Have a great day. Mark

        Liked by 1 person

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