Tuesday, June 29, 2010

Santa Monica Airport (SMO)

Totally Wacky

SMO is a located just south of downtown Los Angeles in one of the most beautiful cities in the US. It is the most convenient GA airport for the cities of Santa Monica, Venice Beach and Downtown LA.

SMO definitely marches to a beat from its own drummer. SMO is the only airport that I have flown into that charges users fees for all planes landing there. Most airports do not charge landing fees for planes weighing less than 12,500 pounds. It’s not worth the expense, the airport manager is against it, however the airport advisory commission voted for it. My cost is $6.21 for the landing fee based on the weight of my Bonanza, and it cost the City of Santa Monica approximately $30 to send me the bill.

SMO has been trying to close the airport for years. Federal law says if an airport accepts a federal grant under the Airport Improvement Program (AIP) that the airport can’t close for 20 years after accepting a grant. AIP’s pay 95% of the expense of runway repairs, safety issues and many other items. SMO accepted its last grant in 1994. Therefore the airport could close in 2014. Here’s betting they will.

SMO is now trying to exclude Category C & D jet airplanes. Cat C & D are not based on weight but on approach speeds. This would exclude Lear 35, Gulfstream IV and V, Citation X and many other jets from landing at SMO. SMO also sent out letters to tenants requesting them to relocate their planes to Van Nuys.

SMO banned Cat C & D airplanes and the FAA sued the City. A Temporary Restraining Order (TRO) was issued against the City. Santa Monica is in the process of appealing this decision to the 9th Circuit Court of Appeals.

Now SMO is trying to reduce runway length so that CAT C & D jets will not have enough runway to operate.

If we did not enjoy the City of Santa Monica so much, we would not fly to SMO. My wife and I usually do a large shopping at Santa Monica, not so this year. We will still go to see friends but will only pay our hotel bill and meals. No Bloomingdales or local shopping this year.

Listed below is an article by AOPA denoting the history of SMO’s case.


The issue: Santa Monica attempts to implement restrictions

In March 2008, the city of Santa Monica, Calif., adopted a new ordinance prohibiting certain aircraft from operating at Santa Monica Airport (SMO). The ban would impact jets that have approach speeds of between 139 and 191 mph. They include aircraft such as the Gulfstream IV, Bombardier Challenger 604, and Cessna Citation X.

The Federal Aviation Administration (FAA) wasted no time in responding to the new Santa Monica ordinance that would ban the larger, faster “Category C and D” jet aircraft from SMO. The ordinance was set to go into effect April 24. After the city council adopted the ordinance late in the evening on Tuesday, March 25, the FAA issued an “Order to Show Cause” on March 26, mandating the city to explain how the ordinance did not violate existing federal grant assurances between the city of Santa Monica and the FAA.

The FAA also issued a cease and desist order to the city of Santa Monica after the city tried to enforce the ban at SMO. The order is the latest move in an increasingly contentious fight over access to the publicly funded airport.

The FAA issued the order April 24, the same day the ban was to take effect and one day after the city refused to withdraw a letter warning pilots that they could face fines and even jail time for violating the ban. After receiving the order, city officials held meetings with the U.S. Attorney’s office and did not immediately enforce the ban.

Federal attorneys sought and received a temporary restraining order in U.S. District Court. The temporary restraining order is the first step in the process to overturn the restrictions after almost six years of discussions with the city that failed to resolve disputes related to public safety and aircraft access to the general aviation airport.

Subsequently, on May 15, 2008, the U.S. District Court in Los Angeles heard the city of Santa Monica’s appeal to the temporary restraining order issued on April 24, 2008. The court upheld the FAA’s restraining order. As a result, the city of Santa Monica is now appealing the lower court’s decision and the temporary restraining order that will be heard in the 9th Circuit U.S. Court of Appeals.

On the evening of May 27, the FAA issued their director’s determination (DD) on the order to show cause and complaint that told the city three things:

1. The airport is obligated until 2023 through Federal Airport Improvement Program (AIP) grants.

2. The Surplus Property Act obligates the airport in perpetuity.

3. The FAA will act through the Department of Transportation to withhold ALL city of Santa Monica federal transportation funding.

Airport history

Santa Monica Municipal Airport (SMO) is an important general aviation reliever airport owned and operated by the city of Santa Monica, California. Given the airport’s proximity to the downtown Los Angeles business district, it has become a popular facility and is home to more than 400 based aircraft and more than 165,000 operations per year, 60 percent of which are itinerant aircraft.

A single Runway 03-21 serves the airport. This runway measures 4,987 feet in length and 150 feet in width and safely accommodates all aircraft currently using the airport, including the Gulfstream G-IV. Due to the airport’s location and surrounding terrain, it is impossible to achieve a standard runway area (RSA) at the runway ends. RSAs are designed to provide a safe stopping area for aircraft that leave the runway pavement. Residential and other noncompatible land uses make it impossible to establish runway protection zones (RPZs) at either end of the runway. FAA airport design standards use RPZs to avoid concentrations of persons in the areas immediately off the end of a runway. There are a number of large general aviation airports with non-standard runway safety areas throughout the United States.

In 1984, the FAA and the city executed an agreement that addressed a number of disputes and litigation concerning aircraft noise impacts on the community and access restrictions. Under this agreement, “the city must operate and maintain the airport as a viable functioning facility without derogation of its role as a general aviation reliever airport...or its capacity in terms of runway length and width, taxiway system, and runway weight bearing strength until July 1, 2015.” In return, the city is able to prohibit the takeoff of aircraft between the hours of 11 p.m. to 7 a.m. on weekdays and from 11 p.m. until 8 a.m. on Saturday and Sunday. Single event noise exposure levels are capped at 95 dB.

Despite this agreement, local residents continue to express their concerns regarding the noise, pollution, and jet traffic at the airport. The city has reacted to those concerns from the local community by proposing various new access restrictions. However, local pilots have protested these attempts, and the FAA has ruled in their favor, often citing the 1984 agreement as the basis for no additional restrictions.

Since approximately 2000, Rep. Henry Waxman (D-Calif.) has proposed reducing the length of Runway 03-21 to establish a full 1,000-foot RSA. The FAA responded, “A reduction of the runway length to 4,000 feet would restrict the ability of certain types of aircraft to operate at the airport and would be contrary to the city’s commitment under the [1984] Agreement.”

On April 23, 2007, the city of Santa Monica passed a resolution to shorten the runway by a total of 1,200 feet—600 feet at each end. The FAA is urging the city to consider enhancing the runway’s safety through the use of an engineered material arresting system (EMAS). This lightweight, crushable concrete decelerates the aircraft when it rolls through the material. To date, there have been four incidents where the technology has worked successfully to keep aircraft from overrunning the runway and, in several cases, has prevented injury to passengers and damage to the aircraft.

Currently at dispute is the size of the proposed EMAS installation. The FAA has proposed an EMAS installation that would reduce the length of Runway 03-21 by approximately145 feet and utilize as much land as is available at each end. The city has rejected this proposal, claiming it is inadequate.

The accident history at SMO does not indicate any discernable trends with regards to jet aircraft. The majority of the accidents on the airport have involved piston-powered aircraft landing short. Between 1981 and 2007, there have been six runway overruns at SMO. All six of these incidents involved piston-powered aircraft. Reducing the length of the runway could have an adverse impact on safety.

For the past several years, California Assembly Member Ted Lieu has introduced a bill that would require SMO to keep statistics to help gauge the effects of aircraft pollution on the health of nearby residents. Although the bill never passed, a recent study conducted by the South Coast Air Quality Management District and funded by the EPA found elevated levels of lead near runway sites and surrounding communities, but at levels that are still below federal and state standards. A final report that will include the full analysis of the study’s results is being written.

The airport last accepted a federal Airport Improvement Program (AIP) grant in 1994. Approximately $9,949,563 in federal AIP grants has been invested at SMO. The airport once housed an Army facility and is considered federal surplus property, effectively requiring the city to operate it as an airport in perpetuity.

AOPA’s position

This airport has been under threat for decades, and AOPA has worked hard to keep it open and accessible. AOPA has been engaged in these challenges with SMO at local, state, and federal levels. We will continue to fight for this vital reliever airport and stand ready to assist the FAA in this most recent battle as requested.

Importance to AOPA members

The battle between the FAA and Santa Monica stands to be a landmark case. If the city of Santa Monica is allowed to implement these restrictions, the impact to grant assurances and surplus property quit claim deed and covenants will be a blow to airport protections and preservation efforts. Essentially, the power to implement restrictions to a publicly funded airport will have been conveyed to the airport sponsor rather than the FAA.


1979: Santa Monica votes to ban jets larger than Category B-II from the airport.

1984: Santa Monica settles a federal lawsuit with the FAA, AOPA, and others resulting from the ban. As part of the settlement, the city agrees to keep the airport open and accessible through 2015.

July 2002: The Santa Monica Airport Commission recommends that the city council create an ordinance banning Category C and D jets from the airport.

March 25, 2008: Santa Monica City Council unanimously passes an ordinance banning Category C and D jets from Santa Monica Municipal.

April 7, 2008: The city responds to an FAA order to show cause, defending the ban as a safety measure.

April 14, 2008: Santa Monica issues an enforcement letter, warning aircraft operators of the impending ban and threatening possible fines or jail time for violators.

April 21, 2008: The FAA sends a letter asking Santa Monica to withdraw its enforcement letter pending a review of the legality of the ban.

April 22, 2008: Santa Monica replies to the FAA, refusing to withdraw its enforcement letter.

April 24, 2008: Santa Monica moves to enforce the jet ban; the FAA issues a cease and desist order.

April 28, 2008: A federal judge issues a temporary restraining order to prevent the city from enforcing the jet ban.

May 15, 2008: The U.S. District Court in Los Angeles hears the city of Santa Monica’s appeal to the temporary restraining order and upholds the order. The city subsequently appeals to the 9th Circuit U.S. Court of Appeals.

May 27, 2008: The FAA issues their director’s determination (DD) on the order to show cause and complaint.

November 19, 2008: The 9th District Appeals Court hears arguments in Santa Monica’s challenge to the U.S. District Court’s decision that upheld the temporary restraining order.

March 16-19, 2009: FAA Part 16 hearing, requested by Santa Monica, held in Long Beach.

May 8, 2009: The 9th District Appeals Court upholds FAA’s cease and desist order, preventing Santa Monica from enforcing the ban.

May 14, 2009: An FAA hearing officer rules Santa Monica could not ban category C and D aircraft from the airport, citing the ban as a violation of the Surplus Property Act and FAA grant Assurances.

May 29, 2009: Santa Monica appeals May 14th decision to FAA Associate Administrator.

June 8, 2009: FAA Associate Administrator issues the Final Agency Decision, ending the administrative process begun in early 2008. The decision narrows the issues to be resolved to solely Grant Assurance #22—Economic Discrimination, but otherwise generally upholds the Hearing Officer’s findings. Santa Monica may now choose to move the issue to the U.S. Court of Appeals either in the 9th Circuit or the DC Circuit Court. Once the city selects the court venue, AOPA is prepared to enter legal briefs supporting the FAA’s position.


I really love AOPA (Aircraft Owners and Pilots Association). In my flying career they have done so much for GA pilots I would not have enough room to print what AOPA has accomplished. I have served as the AOPA-ASN for Phoenix Deer Valley (DVT) since the program started and receive tremendous support from staff.

AOPA is changing. Almost once a week members are receiving requests for money. AOPA makes money from dues and advertising from AOPA PILOT magazine. Dues alone account for over 16 million dollars. This barrage of requests for money is starting to upset the general membership. Enough is enough.

AOPA is now charging for their Airport Directory Book. This was always a free service to members.

AOPA’s record on Airspace issues has not been very successful in the past several years. In AOPA’s defense the Airlines and the Military are now controlling airspace reconstruction.

We have new leadership at AOPA that needs to take a step back, and look at how things were done in the past and remember AOPA works for the members...not the other way around.

Thursday, June 24, 2010



Now that I have your attention, one doesn’t have to be an engineer to operate a glass cockpit. I consider myself lucky to know someone that can make the dials spin on the Garmin G1000 and it doesn’t have any dials.

I’ll retrogress to tell you a little about his man whom I am proud to call a friend. He is an Army Viet Nam combat veteran, and I’m glad he served on our side. He has been married to the same woman for almost 40 years and has made a great life for himself here in Scottsdale.

I am not a proponent of several panel mount GPS units. In fact, it took Garmin too long to come out with the GPS 3000. The 3000 has 2 touch (think I Phones) units mounted on the console. If one wants to call up a frequency, you tap the frequency icon and type in the number. It’s that easy to perform all functions on the 3000.

I wish I could say the same for the Garmin 430/530 and G1000 units. Although the G1000 is easier to operate that the 430/530, it still takes currency and practice to make it “sing” for you.

I have a good friend who did not start flying until age 57. He bought a brand new Piper Turbocharged Saratoga with a G1000. This was purchased just after he received his private pilots certificate. I told him before he could really fly anywhere that he needed his instrument ticket. We took a flight to San Diego, IFR, and I was PIC. My friend plugged in the flight plan and we departed Scottsdale (SDL) on a warm summer day. To this day I tell my friend that the most important switch in the Saratoga is the one that says AIR CONDITIONING. We were VMC, and I wanted my friend to see what the real world flying IFR with ATC is like. On approach ATC gives us vectors for airline traffic and told us to go direct MIBBY intersection. This is where it all fell apart for my friend. He was not familiar enough with the G1000 to do this.

I told my friend that he needed to study the G1000 book until he knew it by heart. I had him buy the airplane adapter so he could plug in his G1000 without running the batteries down. I realized that this was not real world experience, and my friend was ready to start his instrument training. I introduced him to Bob Littlefield. Bob is a CFII who is certified on glass panels including the Garmin and Avidyne units. As I said earlier he could make knobs spin where there aren’t any on a glass panel. My friend went on to obtain his instrument ticket and has a vastly improved knowledge of operating the G1000.

Bob realized that many who flew glass panel airplanes were neither proficient nor comfortable with the panel. He decided to write a book, GLASS COCKPIT FLYING. Information to obtain this book is listed below.

BTW: Bob is also a Councilman for the City of Scottsdale up for reelection this year. I appreciate when he uses his engineer mind to make informed decisions for Scottsdale citizens.

Even if you don’t currently fly glass, GLASS COCKPIT FLYING makes for an informative read.


Glass Cockpit Flying

Authored by Robert Littlefield

Glass cockpit technology offers general aviation pilots the promise of increased levels safety and performance. Unfortunately, the increased levels of safety have not materialized. A recent National Transportation Safety Board (NTSB) study showed fewer total accidents for glass cockpit aircraft but a higher fatal accident rate and a higher total of fatal accidents!

Why has the promise of greater levels of safety for glass cockpit airplanes not been realized? Because general aviation pilots and training providers have not yet evolved the way they train and fly to catch up with the advances in glass cockpit technology. The goal of this book is to help remedy that problem.

This book is important to everyone who flies, wants to fly, or instructs in general aviation glass cockpit airplanes. It explains what makes glass cockpit airplanes different, and gives general aviation pilots the tools and knowledge they need to fly these airplanes safely and efficiently. You can find more information on the book – and order it online – at Amazon.com, on our web site at www.flightskills.com or on our Facebook page. The book is also available for purchase in the pilot shops at DVT, GYR, IWA and SDL.

Wednesday, June 23, 2010


I love this Country and am very thankful for being able to live here! I have lived in 2 wonderful cities in my life, growing up in Atlanta and having lived the last 32 years in Scottsdale.

What has happened to our Government? Two weeks ago it was a mandate from the FAA that anyone flying in Class A, B, or C airspace or anyone flying above 10,000 feet must have ADS-B out by 2020. ADS-B out does not provide any benefit for GA. Along with ADS-B out we will still have to have mode C and a transponder on board. This is all for the benefit of the airlines, not GA.

Now the latest mandate has come down, not from the FAA but the FCC. It states that in 60 days all aircraft must be equipped with a 406mhz ELT. If you don’t have one by then, your aircraft is grounded. What the hell was some government employee thinking! It is true that the 406mhz ELT is now being monitored by satellites, however CAP, the Airlines and ATC still monitor 121.5 ELT’s. There is just no common sense left in government.

In Phoenix Luke Airforce Base was just granted a SATR. It reaches to 11/2 miles from Phoenix Deer Valley Airport (DVT). DVT is the busiest GA airport in the world. It has 2 of the largest flight schools in operation. When one flies westbound from DVT VFR, you have to request an early frequency change so as not to bust the Luke SATR. By doing this you loose the traffic calls of all the flight school traffic. Flying eastbound from Luke to DVT by time you are released to contact DVT, you don’t have time to pick up the ATIS and will be in DVT airspace in less and 11/2 minutes. This could be solved if Luke would supply squak codes to DVT on the ground. Then one would automatically be cleared into the SATR. AOPA is working on this. When I leave Palo Alto airport, which is under the Class B and in Class C airspace, one is given a squak code on the ground which clears you into Class C airspace automatically. So it can be done.

Phoenix has controlled airspace everywhere. Now Phoenix Mesa Regional (IWA) is requesting a Class C. There is nowhere one can fly in the Valley any longer without a clearance.

Pilot starts in GA are abysmal. I see young people flying for airline training. The debt these people incur is equal to studying to be a doctor. The casual pilot can’t afford flight training until he is in his/her 50’s. The airlines are finally going to get their way as the GA population dies off.

Arthur Rosen is a retired Judge, AOPA-ASN for Phoenix Deer Valley Airport (DVT), Chairman Emirates of the Scottsdale Aviation Commission, served on the Super Bowl Committee for Aviation and Aviation Expert for ABC TV-Phoenix. Arthur can be reached at Judge613@gmail.com and followed on Twitter at Judge613.

Tuesday, June 22, 2010




San Diego is my favorite city in the US. It is the place that every “Zonie” (think Arizona resident) wants to be in the summer, and San Diego is a great place to visit in the winter also. June is the worst month in San Diego with what is referred to as “June Gloom”. The sun just doesn’t want to shine in June. At night a jacket is needed even in the summer except in August.

There are four airports in the San Diego area. Lindbergh (mostly airliners) will take GA traffic, but fuel is high and there is an expensive ramp fee. There are 3 GA airports. Brown Field (SDM) is located on the CA-Mexican boarder about 20 miles south of the city. Gillispe (SEE) is located inland east of the city, and the most convenient field to fly into is Montgomery (MYF) which is located 8 miles east of Mission Bay and 5 miles south of La Jolla. There is an ILS approach for MYF. The approach is a no brainer and the SoCal controllers are great to work with. An IFR rating helps to fly in and out of San Diego in the summer as there is usually a marine layer early in the morning until about 11AM and in the evening. Airliners are abundant in the approach to San Diego, and ATC does a great job of vectoring to keep you away from airline traffic. There is a mountain range just east of San Diego that rises to 6000 feet. It is a good place to slow down at 8000 feet (MEA ) as one has to descend to sea level in 20 miles.

I recommend three different areas of San Diego to stay; the Gas Lamp District (downtown), Coronado Bay and La Jolla.

The Gas Lamp District was at one time what it states. It was a seedy area of brothels, homeless and porno shops. The City had great vision and redeveloped this area into a major shopping area. Horton Plaza, restaurants too numerous to mention, hotels and a new baseball stadium. I’m proud to say that my wife (before we met) was the marketing manager for this endeavor.

Coronado is an island south of Lindbergh Field. It is home to the world famous Del Coronado Hotel. The beach is public at the Del. The Del is an old, but remodeled, beautiful hotel with major tourist traffic. It is famous for the Marilyn Monroe movie SOME LIKE IT HOT. Right across the street is the Glorietta Bay Inn. The original part of this hotel was the Spreckel’s House. Spreckel built the Del. You want to stay in the Spreckel’s House if you stay at the Inn, and you will have a wonderful view of Glorietta Bay and the Del. Walking is a pleasure in Coronado and the restaurants are fantastic.

La Jolla, on the ocean, is on the North side of town and south of such beautiful areas: Torrey Pines, where the US Open Golf Tournament was played; Del Mar, home of the Del Mar Fair and horse race track and Leucadia and Encinitas, two hippie and surfing towns. The drive up the 101 from La Jolla to Carlsbad is breathe taking!

San Diego really has it all. There are numerous sights to see. San Diego has both major league baseball and football. Sea World and Balboa Park are two must sees. Balboa Park is home to the world famous San Diego Zoo and many museums. They have an excellent aviation museum.

San Diego is truly a City that has it all...great food and attractions not to mention great beaches. Enjoy your trip. Next Venice Beach, Santa Monica and Los Angeles.


I was informed that Southwest Airlines pulled it’s sponsorship of Challenge Air. For those of you who missed my column last year on Challenge Air, it was one of the most self satisfying times of my life. Challenge Air provides flights for special needs children and their family. Each pilot donates his/her plane and fuel to fly 30 minute flights. We flew 116 children and their parents last year in Phoenix. Challenge Air flies these events across the country and here’s hoping they will find a new sponsor. Shame on you Southwest Airlines.

This years event flew 150 children and their parents. I flew 8 missions on April 24th and enjoyed every one of them. If Challenge Air comes to your city, please volunteer. It is the experience of a lifetime.

Luke Airforce Base was just approved to go from class D airspace to a SATR. This means more controlled airspace for Phoenix. Most were against this, but Luke ramrodded the SATR through without having to go through the rules and regulations as written. No current data was provide by Luke for having a SATR. Education was held with all the GA airports in the area so that we were all communicating with Luke. The only way to fly west VFR to CA is north of Luke’s Class D. May 6 this airspace will be greatly expanded, and it is now controlled, and if Luke is too busy to handle us they can turn us away. This is another Governmental brain disaster!

I just received my new sectional and the area for the SATR was not on the chart. There was just a box stating to contact Luke. It is on the Phoenix Terminal Chart. NOT GOOD!

Arthur Rosen is a retired Judge, AOPA-ASN for Phoenix Deer Valley Airport (DVT), Chairman Emirates of the Scottsdale Aviation Commission, served on the Super Bowl Committee for Aviation and Aviation Expert for ABC TV-Phoenix. Arthur can be reached at Judge613@gmail.com.



I must admit that when it comes to portable GPS units I am prejudice towards Garmin. I flew with their first aviation portable GPS, the 100. There was no database for this unit. One had to plug in waypoints by latitude and longitude. Since that time I have owned several Garmin portable GPS’s. Today I fly the 396 with XM weather capability. Jessica Meyers, from Garmin, was gracious to send me a loaner 560 unit that I will test on two cross country trips. There are 4 different units in the 500 series. I will refer to the “560” as that is the unit Garmin sent me.

500 Basic Aviation GPS

510 Same as 500 with XM NEXRAD Weather available

550 Higher resolution screen. Taxi diagrams

560 Same as 550 with XM NEXRAD

All have auto databases.

When I opened the box my first observation was how thin the unit is. It is less than half as thick as the 396. Two mounts came with the unit. Since my 396 resides on my yoke I decided to use the dashboard mount and plug the unit into the external power source. Garmin removed the magnet on the base of the XM antenna. It is now rubber. I have to be sure to keep my 396 XM antenna away from my magnetic compass as it will play havoc with it.

I set up the 560 without reading the instruction books that came with the unit, this turned out to be a no brainer. It is that simple to setup and use. The 560 is the same length as the 396. Without the buttons and rocker switch, the 560 has a larger viewable screen that is 4.3 inches. The resolution is better than the 396 and the processor is faster.

Everything on the 560 is touch screen. There are no buttons or rocker switch other than the on/off switch on the top right hand corner. I first tried to push on the menus with my finger tip and got nowhere. I then used my finger nail and everything went smooth. When turned on the 560 goes to a home page with options which are: Map, Terrain, HSI/Panel, Nearest, Numbers, Active FPL, WPT Info, Direct, Position, Weather, XM Radio and Tools. I pushed the tools icon and went into setup. Ten icons appear and I continued to set up each one. I then returned to the home page. I entered 10 different flight plans for IFR and VFR trips. With the 560 you do not have to go through the alphabet and numbers for entering a flight plan. Just go to the FP icon and tap new flight plan. A key board comes up and type in the identifiers. This went fast. I can see this being easier to use when ATC changes my routing in the air. I mounted the unit in the plane turned it on, went to the FP page, open the flight plan and activated the flight plan. Looking forward to reporting on my trips.

On Saturday we had a short 50 minute trip to Winslow, AZ (INW). I powered up both GPS’s and we were off. When I started the 560, it booted up and showed where we were on the field. I followed the taxi diagrams to the run up area. Since there are no waypoints between SDL and INW, I used the direct icon and typed in KINW. On my 396 I had to use the rocker switch going through the alphabet for each letter. Enroute I noticed the airway numbers on the 560 sectional. I taped one and the option was brought up to change from sectional to low enroute chart. I will be using the low enroute charts on my next trip to Los Angeles (WHP) and then onto Palo Alto (PAO). In Winslow we stayed at a hotel that was built in 1920 and has an overrated and overpriced restaurant. Winslow is on Route 66 and mentioned in the famous Eagles song even though the Eagles have never been to Winslow. There was absolutely nothing to do in Winslow. It was a ghost town and we returned home early the next morning.

I had to do an unexpected short flight before our trip to PAO. I went to the map page and after some fiddling around was able to change the map page from sectional to IFR low enroute charts. We usually get rerouted by NoCal and will be looking forward to seeing how easy the 560 is to use to change airways and reprogram the unit. I also found that IFR High Enroute charts are available.

Off to WHP and it’s cloudy enough that I will have to fly the VOR approach into WHP. I have the route and the approach in both my 396 and the 560. Unfortunately one does not fly the outbound and inbound as printed on the approach plate. There is vectoring involved in the LA Basin. By having the low enroute charts on my situational awareness was excellent without having to pull out the paper charts other than my approach plate.

I used the car mount on top of my panel. We had turbulence on our trip. The 560 needs to be mounted on the yoke, where it is solid and touch inputs are easier to perform.

Taxi diagrams are included on the 560. I found that I did not like looking at these and taxing the airplane. I had a full page printout of the taxi diagrams and studied these before I left. Other than that I followed the taxiway signs. Considering the price difference I would probably purchase a 510 with XM weather for $700 less than the 560.

Garmin is finally getting it right in panel GPS systems. The 430/530 GPS’s solved a need for flying IFR approaches, but are not user friendly. The G1000 is better than the 430/530 but still not user friendly unless flying at least 3 times a week.

Garmin has introduce the G3000. Picture if you will 2 garmin 560’s on the console with icons for different functions. Need to change frequencies, just tap the COM icon and plug in the numbers. Need a VOR, tap the VOR icon and enter the identifier. Flying is becoming simpler with the G3000. Currently the G3000 will only be available in Fan Jets, but I look for this to move down to GA pistons in the future.


Palo Alto, CA (PAO) has the least customer service of any GA airport I have flown into. PAO has a terminal building that looks like a trailer, and the administrative office is always locked and empty when I have been there. However they have no trouble placing a parking bill on your Airplane. We had to track down a fuel truck to get the drive through gate code. Also I was unable to rent a car at PAO. Enterprise charges $20 to drop off a car, and they are closed on Sunday and Monday. Hertz was the same.

PAO is a great airport to fly into for me as it is very close to my children’s house. The controllers are excellent running a heavily traffic airport under Class B, next to Class C and Class D Moffett Airforce Base. If departing VFR you are given a squak code on the ground and approved into Class C before departing.

ADS-B out will be required in 2020 for all airplanes flying in Class A, B, C airspace and any flight over 10,000 feet.. ADS-B out is nothing different than the transponder that we have now, except reception at ATC will be by satellite. The airlines will be able to fly more direct routes that don’t affect the small GA airplanes. The estimated costs for ADS-B out are $8,000.00 to $10,000.00 and ADS-B in $20,000.00 for panel mounted units. NavWorx has portable units that are approximately $1800.00 for out and $1700.00 for in. ADS-B In would allow us to have free weather and traffic in our planes. ADS-B out does not provide a benefit to General Aviation piston fliers.

Several Class Bravo (B) airspaces have been redone or are in the process of being redone. ATC goes through the dog and pony shows of asking public input....and then they do what the airlines want. Currently Las Vegas is requesting a 50 mile ring.

Arthur Rosen is a retired Judge, AOPA-ASN for Phoenix Deer Valley Airport (DVT), Chairman Emirates of the Scottsdale Aviation Commission, served on the Super Bowl Committee for Aviation and Aviation Expert for ABC TV-Phoenix. Arthur can be reached at Judge613@gmail.com and can be followed at Judge613 on Twitter.


In a past column I wrote about the opportunity to fly right seat in a Cessna Citation Jet (CJ) to take depositions in San Diego, Colorado Springs and Denver. The 525 series CJ has often been referred to as the 152 of fan jets. This is not meant to disparage the 525, but to point out that the 525 is an excellent introductory model in training to fly jets.

The 525 was introduced in 1993. The CJ I flew was made in 1996. It is powered by two Williams FJ-44-1A engines. These engines aren’t the peppiest of jet engines, but they are extremely fuel efficient at altitude in cruise. The CJ has a stall speed of 83 knots and cruises around 350 to 400 Knots ground speed. The ceiling is 41,000 feet. Our flights were in the two hour range and less, and to Colorado we cruised east at 39,000 feet and west at 38,000 feet. I was able to climb at 2500 feet per minute up to 26,000 feet and then 600 feet per minute up to 39,000 feet. There were 5 of us on board.

The CJ is approved for single pilot operation. It is considered a light jet. Used CJ’s can be bought in the low 1 million dollar range. Having flown both a CJ and a Cessna Mustang, I can’t understand why one wouldn’t buy a CJ in lieu of a 3 million dollar VLJ Mustang. Once a passenger is seated in the Mustang, they are in the seat for the duration. There is not much room in the Mustang.The CJ offers the availability to stand up and stretch. One feature of the Mustang that I really like is that the center console is raised off the cabin floor. This enables the flight crew to slide into their seat. In the CJ one has to climb over the console.

The Flight Management System (FMS) in the CJ, made by Honeywell King, is a joy to work with. If you can program a flight into a Garmin 396/496 you can program a flight into the Honeywell FMS. Flying up high I was able to request direct to a waypoint. When approved by ATC I just pressed the direct button on the FMS and press the button next to the desired waypoint. The radios are the same layout as the King KX155’s, and the transponder is located just below the radios. In front of the pilot is a flight director screen with v bars, and I was also able to preset my altitude that I was cleared to. When you reach 1000 feet of your cleared altitude you hear an audio alert that states “altitude altitude altitude”. After that, there is not much difference than flying my Bonanza. The instruments in the right seat are all steam gauges with an HSI. The auto pilot part of the FMS allows you to set in the altitude cleared to. It also has trim for rate of climb and descent, and turn control to a heading. Cessna kept it simple. In future versions of the CJ, CJ + and CJ 1, Cessna installed a Collins system. The Collins take 3 moves versus 1 for the Honeywell to perform the same functions.

One learning difference in flying my Bonanza to the CJ, is the angle at take off and landing. It is much flatter in a jet. Our redline is 257 knots CAS. On take off our rotation speed was 120kts. The flaps are set in takeoff mode and the throttle moved forward to about 99 percent power. Rotation speed is 120. This was the speed needed to continue if we had an engine out. At 130 the takeoff flaps were raised, and at 140 the gear was raised. I was climbing out too high and lowered the noise to a 3 degree climb. The airspeed indicator is a round dial with knots on the outside and mach speed on the inside. My altitude was preselected to my clearance. When hand flying the CJ there are two v bars on the flight director in front of the left seat pilot. When these are lined up, one inside the other, you are on course. I had to look across to the left seat side as I did not have a flight director on my side. There was some parallax that took getting used to. Upon reaching FL 180 I turned on the autopilot, asked for higher and direct Durango, (DRO). When cleared and all set up, I discussed the departure with my Captain. It was then time to talk about the landing. When ATC gives you a lower altitude in a jet they expect a decent rate of at least 1500 feet per minute. I had to reduce power so as not to exceed redline. We descended at 240 knots CAS. When arriving at the airport I reduced power to get under two hundred knots so we could drop the flaps one notch. On downwind I dropped all the flaps, except landing flaps, and dropped the gear at 140 knots. I was now at about 60% power and set up for landing at 120 knots. I flew at 120 until touching down, reduced the throttle to idle and dropped the landing flaps and applied the brakes. I knew it would be a longer roll out than usual landing at a high altitude airport Centennial (APA). I had to be told once to reduce the angle of attack and come in flatter. This allowed the CJ to settle on the runway after round out.

Flying home that evening I took all my new flight knowledge to heart and had a much better angle on take off and landing. I was presented an opportunity by the owner to get my type rating from Flight Safety and respectfully declined. The insurance companies would never allow me to fly single pilot with my lack of jet hours. There are charters that the paying passengers request the comfort of 2 pilots, and I could do that to build up hours. The question is would I want to? Our pilot puts in 13 hour days. He has to be there early to check out the airplane, fuel it and remove it from the hangar. Then he has to have all the flight information imputed into the flight director. Upon arrival at destination there isn’t much to do except get ready for the return flight. Upon return the airplane has to be cleaned for the next flight and put back into the hangar. This makes for a long and tiring day, not the life for me at this stage of my life.

I am very grateful for the opportunity presented me to make these trips in a CJ and see the benefits of business aviation. After our depositions in Denver, we departed at 7PM and were home at 9PM. Since this deposition ran long, the attorney for the other side had to get a room for the night by the airport in Denver and return home the next day.

525LP on the ramp at APA

Right seat gauges

Sunset at FL360


I love gadgets and so do many of my friends. On the day the IPad was released I knew several people who walked into the office with one. The IPad has a great future but was too big for what I wanted to do in my airplane. In direct sunlight it has to be positioned squarely in front of ones vision. When a 7 inch tablet is released I will probably buy one.

My pilot friends were talking about an aviation APP for the IPad and IPhone from ForeFlight. After 10 minutes of playing around with ForeFlight I was truly impressed. I have used RMS Flight Soft from the days of DOS on my computer. I love the program. I take my laptop with me in the cockpit of the Bonanza on long trips. I found it easier to look at charts on the computer than fold and unfold paper charts. I still print out approach plates. My Mac Book Air is bulky in the plane. My wife has to hold the computer for me if we are rerouted. ForeFlight does everything I could ask for on a flight planning and routing software. The graphics on the IPad are amazing, although I find the IPhone to be too small for the APP.

One just downloads the charts needed by State, airports needed, again by State, and you have a true Electronic Flight Bag (EFB). If the IPad was a scrunch smaller I would buy it just for the ForeFlight program. ForeFlight has a great marketing program. They give away one month free and by then you are hooked. It is that good and easy to use. The cost for ForeFlight for the total US is only $75.00 a year! (excluding IPad)

Arthur Rosen is a retired Judge, AOPA-ASN for Phoenix Deer Valley Airport (DVT), Chairman Emirates of the Scottsdale Aviation Commission, served on the Super Bowl Committee for Aviation and Aviation Expert for ABC TV-Phoenix. Arthur can be reached at Judge613@gmail.com.