Titan Missile Base - Cold War Relic

Tucson is a good distance from coastal Southern California - nearly 375 nautical miles by the time you navigate around the military airspace. The destination for the day was the Titan Missile Museum, the only one of its kind still in existence.

In 1963, at the height of the Cold War, this base and 53 others just like it across the U. S. became operational. From that day, and continuously until 1983, each one of these bases stood finger-on-the-button ready to launch an intercontinental thermonuclear missile to a target half way around the world. According to our docent, neither the then-active launch crew, nor the museum today know the exact targeting for this missile.

The complex is more than 100 feet underground, and composed of three separate sections. The missile silo includes a "training" mockup of the actual Titan Missile. There is also an access module with living quarters and finally, the launch control room. The latter resembles a small submarine capsule and is mounted on huge shock absorbing springs behind an 3 ton blast door as a protection against incoming nuclear attack. While effective against near-misses, a direct hit would have been fatal to the site. "Luckily" ICBMs of the era were not all that accurate.

The tour includes a trip to the control room and a fully simulated launch. Its always a little chilling to see someone go through the launch code verification process that precedes lighting one of these missiles. The actual locked cabinet safe where these codes were kept is the red one in the top left photo. The guide was very knowledgeable and provided lots of interesting information. Although we did not have the chance to see it, there are extended tours available which also include a tour of the underground living quarters and a walk-thru of the launch silo underneath the missile. These are available on the first and third Saturday mornings of each month at an extra cost (and limited to the first 20 people who sign up).


The Tucson Executive Terminal is convenient and fuel is much less expensive than the other FBO's. Just taxi up to the base of the control tower. Be sure not to line-up on the runways of the adjacent Davis Monthan Airforce Base (which by the way was a Strategic Air Command base in the '60's as well).

The Missile Museum is about 25 minutes south of the airport. A good local spot for lunch was the Cattle Town Steakhouse & Saloon, which is not far from the airport at 3141 East Drexel Road. The folks at the FBO were really helpful with directions and Enterprise had a car waiting for us.

Los Angeles Fires from the Air

Sunday, a short trip took me across the LA Basin directly over the Freeway Fire in Orange County and Riverside County. Here is how the devastation looked from about 9,000 feet. We flew just on the southern and eastern edge of the Temporary Flight Restriction area that had been set up for water tankers. The smoke clouds from the LA and OC fires rose past 10,000 feet and dominated the entire basin. Its hard to see from the photos, but a great deal of the area is simply charred black. The tankers wasted no time. After dropping their water, they wheeled over and headed back to Lake Matthews to refill. Adding to the sadness of this event is the speed with which it developed. Many homeowners went from sleeping comfortably in their beds to homeless within 12 hours.

Fuel You Can Afford -Finally

I am so happy to be paying a "reasonable" price for fuel that I almost don't mind ATC delays any more. ...I said almost.

After paying between $6.50 and $7.50 for fuel at John Wayne Airport lately, not to mention $8.10 per gallon last weekend in Las Vegas, I was very happy to find gas at Big Bear Airport (L35) for only $3.50 per gallon. By the way, AirNav.com has a great fuel finder tool to help find those airports that reduce the prices as quickly as they raised them.

There was a fairly long line of single engine airplanes waiting to fuel up today, but who could blame them. Not only was it a beautiful day, but the air was free of the smoke from the disastrous fires that sadly have been plaguing the LA basin for the last two days.

Another reason many of the pilots fuel up at Big Bear is the Barnstorm Cafe. I have posted about them before, but its worth another one. There aren't many 'old time' airport cafes left and this one is a peach. It is owned by Renee (pictured), who really knows how to take care of customers. The food is great, just like you'd expect from a home-town cafe. Also, the front tables look out onto the runway so you can watch the comings and goings while you eat.

I used to top off the tanks whereever I landed, but for the last year or two, finding fuel at an affordable price has been a challenge. We're on track to fly only half as many hours in 2008 as we did in 2006. With any luck, and a continued deflation of the oil bubble, we will return to flying more often.

Big Bear is the most reasonable fuel stop in the LA basin, but its not the cheapest fuel around. Boulder City NV has 110LL for $3.36. Let me know if you find it any cheaper in the western states.

I know that FBO's are having a hard time and the fuel they lift is one of the primary sources of profit, but the free market economic laws don't compel me to buy gas at the highest price when I have an alternative. Hopefully a balance will be found where FBO's can charge a reasonable amount and still make a profit.

White Water Rafting - American River

A truly jam-packed day includes picking up guests at John Wayne Airport, flying to Northern California, white-water rafting and flying home the same day. This was actually easier than it looked - in fact the only problem was keeping everyone inside the raft!

Our destination was the town of Coloma, which as any California 4th grader knows, is where gold was discovered in 1848. Sutter's Mill is literally just down the street from the jumping-off point (or rafting-off point) for Adventure Connection and their half-day rafting trip. Note that the town is Coloma, not Colma.

We flew into Placerville Airport, a very pleasant non-towered field, which is about 15 minutes by car from the rafting company. Even though there are no car rental agencies on the field, Hertz had a car waiting for us at the FBO which they brought up from town. The airport is at an elevation of 2,585' so its 4,200' runway is a little short for us on a hot day with a full load.

Our guide, Jeremiah, was waiting for us at the edge of the river. He spent about 10 minutes explaining the hazards of the river ("...even if it's shallow where you fall out - DO NOT stand up." Evidently your foot can get trapped under a rock and held there by the current). He explained helpfully that if you fall out during one of the Class III rapids, you'll "probably pop up somewhere near the boat." If on the other hand you get stuck under the boat, you should use your hands to 'walk' yourself to an edge and then come up to the surface. Simple, right?

So, being good listeners, later that day, one of our troup actually did fall out, came up underneath the 7 person raft and had the presence of mind to push himself clear of the boat. When he came up about 20 minutes later (it just felt like that... it was probably 8 seconds), he had the most surprised look on his face. He was happy, however to get hauled back in the boat, and none the worse for the wear.

The rafting trip ends up in the Folsom Lake, which, after several years of below-normal rainfall, is not so much a lake as it is a rather deep gorge. The people who adjust the dams to control the level of the water flowing in the river (PG&E among others) guarantee a certain amount of flow, but on the day we were there, we literally had to wait a while for them to "turn the river on." While we watched, the water level came up substantially, until Jeremiah declared, "ok- we can go now."

After rafting, we had a very pleasant dinner at the Sierra Nevada House. The sign said it was established in 1850, although the original structure, as well as one or two replacements, had long ago burned down. Sunset dining on the patio was just the thing after our exciting day. After dinner, we headed back to Placerville airport. No one was there so we left the keys in the sun visor and self-fueled the plane. It was quite a bit after the sun set that we launched off the runway. I do mean launched because there is a "severe drop off" at both ends. This is a euphemism for a take-off more akin to rocketing off an aircraft carrier - especially into the pitch black.

All in all, rafting near Placerville in the Sierra foothills is a good one-day trip, albeit a pretty full day. The rafting is basically shut-down now for the winter, but I think we'll probably do it again when the weather warms up in late spring.

The ATM that comes to You!

As far as the FAA is concerned, if you fly with a check pilot at least once every two years, your license is good. Insurance companies are not so cavalier, however. They require that most pilots of higher performance aircraft undergo "recurrent" training at least once a year, and for some, it is required every six months. Typically the training involves a 2 to 4 day course that is tailored to a specific make and model aircraft. If you fly more than one type and they are not very similar, you will be going to recurrent training more often.

So where does the ATM come in? There are a few well-recognized names in the training business: Flight Safety, SimCom and Aviation Training Management (ATM). I have used them all and they are all very good. (It may not surprise you to know that Flight Safety is actually owned by an insurance company so they get you coming and going). This year, for the first time, I used ATM and the differences are worth a blog post.

One of the real benefits from annual training is that most of it is performed in a simulator rather than your aircraft. Flight Safety has a "full-motion" simulator and SimCom has a static simulator. In these devices, the instructors can throw all of the ugliest scenarios at you over and over until you build up a natural and quick response memory. There are lots of things that you need to be prepared for but you definitely do not want to try in a real aircraft. In-flight fires, severe ice build up, engine failures combined with multiple instrument failures in "zero-zero" conditions - you get the idea.

The difference between full-motion and static simulators was not as dramatic as I had expected, and as a result, for the last few years I have opted for the SimCom training in Scottsdale, AZ. Our favorite instructor is Damon Rosenlof, who has that rare combination of a deep knowledge base along with a gift for teaching. In the sim, however, Damon is brutal. He's not happy until we're up to our ears in equipment failures and miserable, albeit simulated, weather. For example, while my left-rudder leg is cramping from the prolonged engine-out in icing conditions with half the panel dark, Damon will sneak outside the sim and throw heavy D-cell batteries as hard as he can at the bulkhead on the other side of my head. ("This simulates the noise of the ice shedding from the propellers and hitting the fuselage," he deadpans). I, however, have only narrowly avoided a "laundry problem."

This year I talked to ATM, which does its training in your aircraft. I went over my concerns about safety and potential strains on the engines and other equipment and they carefully and thoroughly explained how they approach training to maximize the former and minimize the latter. What I hadn't considered was the additional benefits, the two most significant being training in your specific instrumentation environment and the confidence that comes from safely conquering an emergency procedure "for real" rather than in a simulation.

As to the first, with the advent of more and more advance electronics in the panel, the differences in how you rely on your technology to help resolve emergencies becomes significant if you train in a plane with different systems. The second of these differences, however, was the most startling to me. I think simulators are wonderful and intensely safe environments, but now I know that they only provide a close approximation of what you will really experience.

ATM has training facilities in Stockton, CA and Vero Beach, FL. Being on the west coast, I chose Stockton. ATM will also come to you and train at your home airport and surroundings. I initially considered this since it is less expensive than flying my twin up to Stockton, but two factors outweighed this. First, I have flown in the Los Angeles basin for thirty years and it is not only familiar, but crowded. It would be nice to fly approaches I had not memorized long ago. Second, the low density of the Central Valley and the good rapport that ATM has with local air traffic controllers meant that we'd be able to get more done in the allotted time.

Touching down after the two hour flight I was greeted by Rick Tutt, my instructor for the next two days. Rick is one of those guys who has done it all in aviation. After 13,500 hours in the air, there are not many things that he has not seen before. Its a real treat to listen to that kind of experience talking. For me, the great risk in flying is that you don't know what you don't know. While after 30 years I think I know a lot, there is also a lot I don't know and thus do my best to avoid (like how the plane will react if I fly into a thunderstorm). But the nagging problem is wondering about the surprises - the stuff you didn't know you don't know. By the way, if you ever want a reminder of all the stuff you don't know, I highly recommend the AOPA's Air Safety Foundation's online training series. Listening to seasoned pilots tell freight dog stories or mountain flying experiences chips away little by little at that "unknown" category. Rick is that kind of instructor.

The second day we went flying. I truly didn't know what to expect. After climbing to 4,000' on a picturesque day, we cruised at low power while getting ready for the procedures. First we did the obligatory steep turns and holds, followed by some moderately unusual attitude drills. Then he said something to me that I didn't expect, but probably should have. He said "Lets do some stalls." Now I am no stranger to stalls in a Cessna 172 or Piper or Beech single, but I confess I have never done one in a twin, much less a cabin-class twin. We never even simulated stalls in the other two training centers. "This was going to be interesting," I thought to myself apprehensively. Rick explained that we were not going to change the power settings in the recovery so there would be no stress on the big, temperature-sensitive Continentals.

After briefing the maneuver, I hauled the nose up and we began to decelerate. It took a while to get the horn going, but we probably had at least 10 knots advanced warning. I expected a buffet and a quick, lower-the-nose recovery. Many times in the 172 I can remember asking the instructor "was that it? did it stall yet?" because the break was so docile. Not so in the twin. The buffet was nearly violent and the break was undeniable. It was a stall like no other I had felt. This is a sensation the simulator cannot duplicate. Next we did accelerated stalls (at a 45 degree bank). As expected, the stall speed increased considerably, but the buffet and break were about the same and the recovery was smooth. I was concentrating very, very hard on keeping the ball centered and as coordinated as possible. I didn't want to get anywhere close to a spin.

Next was the instrument approach phase. We did several GPS/RNAV approaches because I wanted to really understand the differences between LPV, LNAV/VNAV, and LNAV+. Of course I knew that we'd be doing the engine-out procedure soon. This was the one I was most apprehensive about. We train for this constantly. In my initial multi training, my instructor would regularly turn one of the Seminole's 180 Lycoming engines off without warning. (This was especially exciting on the darker nights half way to Catalina with no light references!). In my plane, however, we had only simulated it. I remember questioning a friend who flys an identical plane to mine to describe his actual engine out incident once. The burning question was "Did it feel like the simulator? Was it difficult? Did you feel prepared?" I just didn't know how well the simulator portrayed the control pressures and power settings. What was going through my mind now was that I was about to find out for myself. Rick briefed the procedure, including how he would set the controls, then he did it. During the GPS approach, just outside the outer marker (where else?), he pulled the mixture control on the right engine, which immediately began windmilling. I was surprised at the gentle reaction of the plane. We were in a moderately low power descent and the rudder input required was no big deal. After going through the quick diagnosis, I secured the engine (zero thrust) and trimmed out the rudder. At that point, flying the plane was no big deal. The point is not my performance in the exercise, it is the confidence I gained because now I really know how my plane will react and that the prescribed response steps work as advertised.

As you might tell from the foregoing, I am a fan of both training methodologies. Each have their benefits and limitations. For me, the plan will be to alternate between simulator and actual, in-plane training in order to get the best of both. It's a constant battle, but keeping the surprises to a minimum is what its all about for a pilot.

Only in Las Vegas: The "Rock" and Bare

While the Mirage hotel in Las Vegas is getting a little tired (think Seigfried and Roy as the heyday) there are still some good reasons to visit next time you're in town.

A unique presentation in the hotel's wonderful "Japonais" Restaurant appears on the appetizer menu as "The Rock." It consists of raw, marinated, thinly sliced New York steak which you cook yourself. Accompanying the slices is a medium sized grey stone which has been heated to over 500 degrees. It sits on a thick layer of rock salt (presumably to insulate the plate); we didn't need to be reminded not to touch the rock. You take the marinated strips and lay them over the rock for 10-15 seconds and that's it! The rock stays hot for about 5 minutes. At $17 it is an interesting hot appetizer, which we enjoyed pre-show. Service was very good and the rest of the appetizers were tasty, too.

It was our second time seeing the Cirque du Soleil presentation of LOVE, which honors the Beatles music and the culture of the sixties. While I remember the music as a teenager, I was surprised to find that teens today all know the songs equally well. Spectacular acrobatics, antics and unexpected extras continue the Cirque tradition of great entertainment. I highly recommend the show; and, because the theater is definitely non-traditional, there is really no bad seat in the house.

The "Bare" European-style pool at the Mirage is one of the top 4 or 5 places to relax if you're not gambling. (If you are a hard core gambler, the European pool at the Wynn has gaming tables poolside in the Cabana bar). The European "style" has nothing to do with the design of the pool so much as the absence of most upper-body clothing. It brings a new meaning to "one-piece" suit.

PS. If you're looking for the famous Mirage Volcano outside the hotel, you'll have to wait; its being renovated. Try the Pirate Ship show at Treasure Island next door.

As mentioned in the previous post, the Henderson Executive airport is definitely the way to go. Hertz has minivans if you have a larger party and the fuel is literally half the price of McCarran. The only downside this trip was the traffic jam on the short stretch of I-15 just south of LV.

My final thought: "...What happens in Las Vegas...usually ends up on your credit card statement."

Las Vegas- Good Deal

No, its not the $3.95 all you can eat buffet; its the fuel prices at Henderson Executive Airport. For years, we flew exclusively into McCarran International Airport and used Signature Flight Support. Fuel was always a little higher, but it seemed close and the service was fine. The differential is now more than makes sense. At Signature, fuel last weekend was posted at $7.53, while the Henderson fuel was $4.59. I can't see paying almost $3.00 per gallon more. Signature charges $120 ramp fee if you don't take on any fuel.

Another issue with McCarran is that from Orange County Airport (John Wayne) and many other airports, there frequently is a gate-hold of as much as 30 minutes for an IFR slot. If you go VFR, you may be greeted 30 miles out with "...McCarran is closed to VFR traffic for the next 45 minutes; remain outside of Class B airspace and state intentions..." I heard this twice last summer. No such IFR or VFR restrictions exist for Henderson.

The rental car procedure (or free shuttle to the strip) is very convenient. It took 12 minutes to drive to Caesar's Palace using I-15 to the Flamingo exit, only slightly more than the trip from McCarran.

Friendly people, a brand new executive terminal, long runways and relatively inexpensive fuel make this the "new" regular spot for trips to Las Vegas.

Bob's Airport Cafe- Corona Airport

Step back in time at this great lunch spot located at the Corona, CA airport (AJO). From the aircraft memorabilia on the walls (including the obligatory Blue Angels autographed photo and the tail rotor from a UH-1 helicopter) to the clientèle, this hideaway drips with the nostalgia of hundreds of similar small town airport gathering places that are now long gone.

The waitresses call most patrons by name and know what they like to eat. The service is quick and the food is tasty. I had a friend who traveled the US for business nearly 100% of the time. He told me that his secret for good food in a unfamiliar city was finding that "hole in the wall" place in each town that the locals know. These places, he said, eschew fancy trappings for great food and hospitality. Bob's Airport Cafe is such a place.

The purpose of the trip was to have my plane's bi-annual pitot-static certification at Ross Aviation. Gil Ross does a very thorough job and the price is reasonable, about half of what a large airport avionics shop would charge. Gil loaned me the golf cart and off I went to the Cafe. An added surprise, while savoring my Ortega Beef sandwich with fries, was open access to the Internet courtesy of "Fly Corona" FBO next door. Not sure if they know their signal is accessible in the Cafe, but I, for one, would like to express my appreciation.

Hoos'gow Day - Follow the Swallows part 2

Another quirky Swallow's Day tradition in San Juan Capistrano is Hoos'gow Day. On the Friday before the Swallow's Parade the city celebrates its western heritage by dressing in period clothing and recreating, for a day, the wild west feel of the late 1800s. If you're not prepared, you'll be thrown into the Hoos'gow!

The self-appointed Sheriff and his deputies roam the town looking for anyone not dressed in western wear and any man who is clean shaven. If you're found, its into the portable pokey for you until you make bail (a donation to the Fiesta Assocation).

This year, the City is celebrating its 50th Swallow's Day parade. Each year in March, the swallows complete their 7,500 mile migration northward from Goya, Argentina, through Paraguay, across the Andes, to the Yucatan and then northwestward along Baja California into the region around San Juan Capistrano. In the fall the make the return trip, thus completing a 15,000 mile annual migration. If you're flying towards San Juan Capistrano, you'll take the more usual route through John Wayne Airport to the north or Palomar airport to the south. See previous posts about great places to rest on the South Orange County Pacific Coast.


If you happen to be in San Juan Capistrano tomorrow for Hoos'gow Day don't be alarmed if a group of bandits burst into the store or restaurant with guns blazing (blanks, of course) demanding all the cash from the safe. After the merchant turns over the loot (which is actually gold foil wrapped chocolates in a net bag), there's usually some candy left over for the young 'uns.

The evening of Hoos'gow Day is considered by locals to be the best fun of the weekend before the hoards of tourists descend on Saturday for the parade. The Friday night atmosphere in town is truly old-west and friendly, and unique among towns in "the OC."

Photo credit to the SJC Fiesta Association; for more information click here.

St. Regis Monarch Beach Resort

Just south of Laguna Beach, and about 20 minutes from SNA (John Wayne Airport) three world class hotel resorts dot the Pacific coast. In south Laguna, the Montage resort features classic California Craftsman cottage-style bungalows in a first class setting cascading down to the beach. Further south the community of Monarch Beach, sports both the Ritz Carlton and the St. Regis. At John Wayne, make rental car or pick up service arrangements through Signature Flight Support or Atlantic Aviation.

We have stayed at the St. Regis a number of times and can recommend the Spa Gaucin as well as the fine dining restaurant called Motif. Probably the best kept secret, however is the private Monarch Beach Club. Not only can you get all beachside towel, chair and cocktail services, but a spectacular restaurant and bar overlook one of the finest semi-private beaches in Southern California. Make reservations early in your stay and arrive early for dinner in order to enjoy the view from the cocktail lounge. In addition to surfers and dolphin, the scenery includes migrating humpback whales in March and in September. It may be the cocktails, but we have personally seen the elusive sunset "green flash" twice while sitting at the Beach Club Bar.

As you would expect, the resorts are pricey and the service at the St. Regis is showing some cracks although the property is holding up better than the older Ritz just across the Pacific Coast Highway. Also, they are still building resort villas all around the St. Regis, so the scenery and noise level are temporarily impacted.

Sailing to Catalina Island

"..26 miles across the sea; Santa Catalina is a-waitin for me" (1958- The Four Preps)

Instead of flying to the Airport in the Sky try sailing to Avalon Harbor. On a 222 degree heading from the Newport Harbor bell buoy the 6 hour plus sail to Avalon harbor can be calm or calamitous or anything in between. A good weather forecast is a must even for this short trip. If you don't own a boat, and good thinking there, you can rent one at Windward Sailing Club in Newport Harbor. I've been a member for 30 years and highly recommend it. You'll have to do a check-out and sailing test, but they maintain their boats well. We rented the C'est la Vie, a Beneteau 44.

Our favorite plan is to meet at the Lido Village Boardwalk in the early evening and load the boat with 4 day's provisions. Then we have a leisurely dinner at one of the dock side restaurants until about 10 or 11 pm. After dinner we board the sail boat and head out. If we time it right, everyone except the skipper sleeps and we usually arrive at Avalon harbor around 6 am and are first in line to get a mooring assignment from the harbor master who will meet us at the mouth of the bay.

Even though inside the harbor is usually better, we have enjoyed moorings in the first two rows at Descanso Beach just west of Avalon. Its a very quick dinghy ride into the beach where there are showers and other facilities, as well as small shops and an open air bar. The beach itself is very rocky at the waterline with some sand further ashore for laying out. There is also a water taxi that will pick you up at your boat and take you to the main harbor and downtown. This is a great Avalon Harbor reference page for anyone considering the trip.

There is little to do in Avalon apart from shopping, drinking, dining and the occasional movie in the art deco Casino building. Going to the movies here is a real blast from the past. There is actually a live piano playing in front of the audience next to the screen before the feature performance. Catalina is probably best know for wonderful snorkeling and scuba diving. There are also places to parasail or rent kayaks.

In 1972 the island was donated by the Wrigley family (of chewing gum fame) to the Catalina Island Conservancy, a non-profit organization. Although more than two-thirds of the island is protected you can get hiking permits through the Conservancy and view first hand some of the rugged scenery that provided the backdrop for many early Westerns. In fact, there is a sizable population of buffaloes on the island, descendants of the original ones used in early filming.

Follow the Swallows to Capistrano

The 50th annual Swallow's Day Parade happens on March 29th.

Claim to fame: reportedly the largest "non-motorized" parade in the US. Its also probably the longest, however that's ok; mostly because the parade is something that is going on in the background while most of the town celebrates in the local watering holes along the main drag.

Nearest fly-in airport is John Wayne (about 20 minutes away); Palomar is a good alternate (40 minutes). If you've never been to San Juan Capistrano, Ca this is a good day to give it a try. The town is home to the Mission of the same name which was founded in 1776 by Fr. J. Serra, the person behind the establishment of all 21 Missions throughout the state. The tour of the mission is recommended (although maybe not on the day of the parade). Historical Tidbit: the missionaries tanned animal hides which were loaded on sailing ships in nearby Dana Point Harbor, so-named for Richard Henry Dana, author of "Two Years before the Mast."

So much for the history lesson. The favorite aforementioned watering hole is the Swallows Inn which is a must-see. Don't be deterred by the line out the door; its worth it. In years past, more inebriated patrons have been known to actually ride their horses (from the parade) through the rustic bar. Trivia Tidbit: one of the fight scenes in the Clint Eastwood movie "Heartbreak Ridge" was filmed here. Another anchor point for spirits is the El Adobe Restaurant which usually features dancing and music in the back patio.
Worth the day trip - get there early so you can grab a parking spot nearby to the action. See you there.