Airports

Repost: Space Ship One & I

flynthings
Almost twenty years ago…

“Flying to the Nation’s one and only  public Spaceport”

It was my third attempt to fly to Mojave Airport and I almost din’t make it this time too. Mojave Airport lies right smack next to Edwards Airforce Base, in the desert region, notorious for gusting winds, nearby restricted areas and fast moving military traffic. Reading NTSB accident reports, most of them due to strong cross winds, can’t be good for one’s morale when attempting to fly there. That and of course, the danger of running into a T-38 from nearby Edwards AFB or inadvertantly flying into the restricted areas. Mojave itself, is a civilian testing site for new and  revolutionary aircraft.

After two previous cancellations due to bad weather, finally the day of our third attempt dawned nice and clear. Kevin and I planned to fly there early to avoid strong afternoon winds. I think, both of us were a little nervous. Moderate to severe turbulence was being forecast over the mountains, which is always a big no-no for me. After all,  I could always fly there another time. As I was going to fly the outbound leg to MHV, a go, no-go decision was mine to make. We re-planned the route to avoid the San Marcus area where severe turbulence was reported and after another thorough weather briefing, we filed an IFR flight plan.

It was GO for launch!

Continue to read here.

Sport Cruiser

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I smiled as I watched him open the door and place the cup brimming with hot coffee on the dashboard. Interesting I thought, that’s a first.

“We will follow the cold engine start check list,” he said.

It was a gorgeous day for flying: winds calm with not a cloud in sight. It was supposed to get warm into the upper 80s, but for now was pleasant weather. So far, the preflight steps were very similar to the Cessna 172 preflight procedures.

The SportCruiser is a 2-seat, low-wing monoplane with cantilevered wings and conventional empennage, and tricycle fixed landing gear of nose type. It is approved for operation in the US under the light sport aircraft (LSA) category. With max take-off weight of 1320 lbs., max cruise of 108 knots, and best glide speed of 60 knots, similar in performance to the C172. Each wing has a 67-litre fuel tank, carbon-glass composite wingtips with position and strobe lights and electronic flaps and ailerons, and electrical trim on right aileron. Inside, the cockpit was spacious with plexiglass canopy window with openable side windows, and dual flight control. The only downside for me was that the seat was not adjustable, and this meant I might or might not be able to reach the rudder pedals. Ultimately with two seat cushions, the feat was achieved.

 “Prop clear,” shouted Danny while he took another sip and placed the cup in the cup holder on his side of the door. I watched amused. I hoped he would be done with the coffee before take-off. Will I need to remind him where he placed the cup I wondered?

Taxing the SportCruiser was another interesting challenge. We meandered slightly as I figured out the dual pedal method of opposite rudder and brake to adjust for turns and maintain centerline as we taxied to the runup area for final checks. One final check and we were cleared for take-off. Very similar to the C172, within seconds we had achieved takeoff speed and the aircraft lifted off easily.

We climbed to 3,500 ft our planned altitude to fly the LAX Special Flight Rules Area (SFRA) mini route mid field as we transitioned south to our final destination of Avalon airport on Catalina Island. Watching commercial airlines taking off beneath us, as we flew in our light sport two-seater aircraft, was totally awesome!

The LSA flight rules were first established in 2004 for aircraft that weigh no more than 1,320 pounds at takeoff and fly no faster than 120 knots calibrated airspeed, with a stall speed of 45 knots or less. In order to be a light sport pilot, you need to:

  • Be at least 17 years old
  • Be able to read, speak, write, and understand English.
  • Hold at least a third class medical, or hold a current and valid U.S. driver’s license for operations in light-sport aircraft other than a glider or balloon.

Flight training requires 20 hours of flight time with 15 of those dual training and 5 hours solo time. Similar to the private pilot requirements, the training includes take-off and landing, cross-country, ground training, knowledge and practical test. As of December 2022, there are more than 6000 sport pilots of whom 300 were women pilots.

Santa Monica Flyers has several LSA aircraft on their flight schedule and even several flight instructors just for sport aircraft flight instruction. When I first checked their website as I planned my adventure out west, my curiosity peaked when I saw CFI-S for the first time. I had not seen this at the flight schools out east. At least not yet.

In order to become a sport pilot instructor, you will have to:

  • Be at least 18 years old.
  • Be able to read, speak, write, and understand English.
  • Hold at least a current and valid sport pilot certificate with category and class ratings or privileges as applicable.
  • Receive a logbook endorsement and pass a knowledge test on the fundamentals of instruction listed in 61.407.
  • Meet the aeronautical experience requirements listed in 61.411 for the applicable aircraft sought.
  • Receive a logbook endorsement and pass a knowledge test on the aeronautical areas applicable to the aircraft category sought.
  • Receive a logbook endorsement and pass a practical test on the areas of operation listed in 61.409.

In July 2023, the FAA released a preview of notice of proposed rulemaking (NPRM) that proposes changes that could increase takeoff weight to around 3,000 pounds, raise maximum speed to about 250 knots, and boost the maximum stall speed to 54 knots.

Oh, and that coffee mug with hot coffee?  All gone.

As we completed our preflight checks, at one point Danny took the last sip, laughed and shared an anecdote about the time he was learning to fly and his instructor had done a similar thing.

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Avalon Ahoy!

flynthings2 Comments

Revisiting old stomping grounds

“Don’t we have to get a clearance?” I asked, suprised.

“No, we will take off normally, tell tower we are southbound through the SFRA,” responded Danny.

It was a gorgeous day with calm winds with not a cloud in the sky. Atleast not where we were. Although, it was already warm, and was going to get even warmer. There was a heat advisory issued for the early part of the week. A little unusual for California.  Maybe I brought the heat wave with me, I thought.

A few weeks ago, as I started to plan my vacation and had decided on California, the first fun activity I started to think about was flying. Of course! What destination should I plan, I pondered. Even before that question cropped up, I knew the answer. After a little research, I had made the arrangements and fortunately was able to find both an instructor and an aircraft. Being California, weather was the least of my concerns. Although to be fair, Hurricane Hilary had just passed through a few days ago and caused flooding and other issues.

Right on time I met up with my flight instructor Danny for the flight. He walked through in detail what the plan for the flight was – the communication, navigation, and surveillance requirements and the procedures we would follow. Eons ago I had flown the mini route when departing Hawthorne airport. I had always assumed it required clearance from LAX Tower. So, it was interesting to learn that we could execute the mini route from SMO with no communication with LAX and through self-announcing our position at four key checkpoints. Turns out this route is called the LAX Special Flight Rules Area route and is flown at 3500ft southbound. Danny even made a quick diagram on the white board as he explained the procedures.

The procedures included:

  • Depart SMO (we departed from Runway 27), execute a climbing turn to 3500ft and then head south towards LAX, mid field.
  • Squawk 1201 and make position reports on 128.55
  • Report entry and exit from SFRA
  • Key checkpoints included SMO VOR, Ballona Creek, Complex, and Imperial Highway  

Once we approached the Imperial Highway, we turned towards Zamperini, exited the mini route and headed southwest towards the twin harbors. It was a gorgeous day with a few clouds in the vicinity of the islands, but other wise pristine and clear. Being a weekday, there was less flight training traffic. LAX arrivals and departures continued as normal. Fascinating to be in a simple two-seater flying a few thousand feet over one of the busiest airports in the US without initiating communication and receiving clearance from ATC. LAX currently ranks as the fifth busiest airport.

Flying a new, unknown (to me) aircraft always warrant relearning the appropriate techniques, when, where, and how much rudder, pitch and throttle to use. It is always fun to fly a stick aircraft. All too soon we reached the twin harbors and pointed our nose towards Avalon airport. This brought back memories of that time when Michelle and I had flown to AVX just after we had gotten our instrument rating on an IFR flight plan and the fun times landing on the short narrow runway, the missed approach, and communication with UNICOM about making right traffic for Runway 22.

With Danny’s help we touch down smoothly and exited the runway and parked in the transient area for a brief stopover. AVX has a landing fee. There is also a restaurant on the field for that $500 hamburger. While we did not stop to grab lunch, we did each buy a delicious large cookie before heading back.

The return flight was a breeze, retracing our path back to twin harbors, then straight towards Zamperini to enter the mini route crossing LAX mid field at 4500 ft this time, executing a rapid descent and entering right traffic to SMO. Was terrific to fly again in California even if for a short duration. If you are ever in the area and want to fly checkout Santa Monica Flyers.

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