© C Blythe 2004

This was the route that was to make the day so special

Click the picture for the LA area detail

In particular the section around Los Angeles was interesting as it was to take us over the top of and alongside LAX.

The first challenge was to get to breakfast early. A tour party of German tourists had arrived the night before. Over dinner I was recounting to Rich and Sharon the various stories of the rivalry between German and British tourists over sun beds in the Med and had them roaring with laughter when I tried to describe the Carling Black Label ad with the bouncing Union flag towel and the sunloungers to the Dambusters tune. I joked at the end of dinner that we would have to be down early or else all the breakfast tables would have been gone.

I made it down by 6.45 and met Rich at the last table available. The place was swarming with middle aged Germans. We just cut to the chase, jumped all the queues and got sorted. It was my day to pay for meals and when I found ii almost impossible to pay due to lack of staff I was tempted to just go.

Sharon preparing FR with the hotel behind

Sharon was first up to fly from Santa Maria to Camarillo. In no time at all we were doing a practice low approach into Santa Barbara, the ILS RWY 7. The missed approach procedure took us quite a way off shore. It took a nifty bit of work by Sharon to get the various VORs set up to identify the intersection and ensure we got there. “Nice job” said Rich, “Excellent” I thought, we were then cleared south bound to continue to Camarillo.

My turn came to fly. I was to take us from Camarillo to Chino but stopping at Hawthorne. This gave us the chance to visit an AFSS. My route was to be a Tower Enroute Control route L16 (now changed) routing as follows:  From Camarillo, to Ventura VOR  (VTU) V299 to SADDE, V107 to Santa Monica VOR (SMO), to Los Angeles VOR (LAX) V64 to LIMBO, V8-V64 to Seal Beach VOR (SLI), then expect vectors to Hawthorne. The starting altitude was to be 5000 ft.

Under the hood I saw nothing until less than a mile from the Hawthorne threshold. I have Sharon to thank for all the photos recording an incredible journey.

We flew right across the western ends of the runways at LAX. Just after we passed LAX the vectoring began. We were not going to follow the published route. What was noticeable was the radio. Leaving Camarillo was as if a switch had been thrown. All the controllers talked so much faster. Responses had to be “fat free”. There seemed to be hundreds of pilots out there. We were handed over every couple of minutes. Keeping on top of the navigation  was hard work. Heaven knows what its like without an autopilot.

Passing over the top of the LAX VOR was the start of the fast paced ATC instructions all aimed at getting me to the localiser to RWY 25 without getting in anyone’s way. Turn here, descend to there, etc etc, really put the pressure on. I decided to get the plane in the approach configuration early whilst we were on a down wind leg. I queried this with Rich and he said it was a good idea. “Get the job out of the way, slow down and give yourself more time”.

It was good advice and I could track where I was going in relation to the airport and the approach gate. I told Rich where I thought the controller would give me Position (in relation to the FAF) Track (to intercept) Altitude (until on an approach segment) and Clearance, PTAC and it pretty much turned out to be right.

My copy of the plate shows some of the challenges. In particular the DME distances are being taken from the LAX DME 5 miles further west. Again, the approach went well, we got stabilised in the descent, the hood came off with 600 ft to go. What I saw was almost too much. Well within my field of vision I could see Los Angeles Airport. It was as if I was looking over the wall. Hawthorne looked as if it was an LAX accessory. Concentrating on the landing, I noticed how different the weather was compared to Camarillo. No wind here and very warm, yet in Camarillo, the Santa Ana winds were blowing and it was very tricky.

After parking the aircraft Rich took us into the Automated Flight Service Station. This is where, in that part of California, all the 1-WX-BRIEF phone calls go to and you get to speak to a briefer. Having done that every day on the trip to date, it was great  to speak to a briefer face to face  and file our flight plans. You almost felt sorry for them. It was nice and warm outside yet these guys were sitting in the dark wearing fleecy jackets because it was so cool inside from all the air conditioning.

Click to see the full size extract

Click to see an extract from the terminal chart

It was soon time to go again and lunch was waiting for us in Chino at Flo’s Cafe.

Again we were going to fly a TEC route, this time L8.  It was supposed to be vectors to SLI, V8-V21 to Paradise VOR (PDZ) and then vectors to Chino.

Take off from Hawthorne was as per the departure procedure. After clearing the runway turn left, climb via heading 210 degrees to 3000 via the LAX R-170 to LIMBO intersection. The first challenge was to be able to take down the clearance. Although I had it written out in anticipation, I could not understand a word coming from the Clearance Delivery controller. I thought he had a speech impediment but it was instead a thick Hispanic accent. Three times I asked him to repeat the clearance before I was satisfied I could read it back. I then got “readback correct” and we could consider taxiing.

Once cleared for take off we got airborne quickly and then began the exercise of clearing the Hawthorne and LAX area as you can see you can get very close.

This is the view of LAX you get when taking off from Hawthorne. I have just begun the left turn to put me on a 210 degree heading and take me away from LAX.

ATC again cut the corner for me and we flew over Zemperini (Torrance) Field on the way to V8. We then went past the Queen Mary at anchor in Long Beach before we went over SLI and continued to PDZ. There was a little bit of time to review the approach chart with Rich. As we approached PDZ we were cleared to a lower altitude. The autopilot came off, descent begun and then began the vectors for the localiser. We were doing the ILS RWY 26R. The strong winds were back. Outside the shelter of the LA Basin we were in the full force of the Santa Ana winds again with the promise of a tasty cross wind landing. As it happened the landing was a none event. The next challenge was to get to the parking lot and Flo’s because we were all hungry. Chino is massive and there was a long way to taxi.

Flo’s is a throwback to another age although I am not sure quite which. The waitresses were friendly, the food outstanding although the water was disgusting; too many chemicals for my liking. The place was full of antiques and other aviation memorabilia, some of them still alive too. A must visit place timelocked at 1943.

Lunch over; it was time for Sharon to fly again. This time she would get a long flight under her belt as we set off for the Grand Canyon Airport a couple of hours away. It was just as well because I was knackered. OK, it was two stints of just over the hour each but the intensity made them feel like a lot more. The awareness of being so close to such heavy metal, like overhead and along side in the air was like nothing else. The concentration on the radio and on the instruments, wanting to act quickly and promptly, but also wanting to be able to understand what ATC is doing and where this was headed, all served to heighten the intensity. So yes, it was tiring. It was bloody good fun though.

Before we took off, Rich handed the next quiz out. Hmm, he normally gave quizzes out before dinner. What was up? Well half an hour into the flight and having seen enough desert for a while I began looking at the quiz. The questions were all about that days flying. I rattled through them as the events of the day were still fresh in my mind and I was able to see the point of the questions. Sharon decided to do the quiz later. As I got to the last question, I knew why we were doing the quiz now. There was a  question that asked for the code for the air side gate at Sedona. That was still three hours away and my dilemma was whether I was going to tip Sharon off or not. Not wanting to spoil Rich’s fun I kept quiet especially when we went through the gate at Sedona. All I did was write down the code on my pad just like the big sign said.

Anyway as we got nearer the Grand Canyon the scenery changed completely. We flew over the Colorado River and the lower parts of the canyon.  Approaching the Grand Canyon Airport you find the area a mass of forest. Looking north you can see the north rim of the canyon towering above the south rim. Even from 13,000 ft and 12 miles away the sight is awesome.

The approach was another ILS this time the ILS/DME to 03. The approach started with flying the 12 DME arc. This is an airport with an elevation of 6600 ft with a decision height of 6800 ft. Ahead of us we could see the tourist planes flying into GCN a bit like moths around a light. Sharron flew a perfect approach despite a wicked wind throwing us around a bit on the approach, planted a nice landing to make it complete.

The turnaround was quick; enough to visit the rest room and stretch the legs.

Back in the plane, I listened to ATIS which was giving out a density altitude warning. It was a warm day and with the airport at 6600 ft the DA was being reported 1000 ft higher. Anyway I called for taxi and when we got to the hold asked for our IFR clearance to Sedona. Because of the commercial traffic wanting to take off from the Grand Canyon we were faced with a wait of 20 minutes for a release time. Rich suggested I ask for a VFR departure and that we would pick up the IFR clearance once clear of the area.

As it turned out we did not bother and continued to Sedona VFR although I was still under the hood. Having done the canyons of Arizona and Utah a couple of years previously I was pleased to be able to give Rich and Sharron the benefit of my knowledge of the area. This time we were using the GPS and the plan was to fly the GPS RWY 3 approach. 25 miles out, I picked up the Sedona weather and loaded the approach into the GPS and set the GPS to take me to the IAF JUWSO. Again another high altitude airport.

.Sedona has no control tower and the normal course of events is that aircraft take off down hill and land uphill. Having Rich on lookout was important as we flew the procedure. It was such a fine afternoon that everyone seemed to be wanting to fly.

Flying a GPS approach takes some getting used to as it keeps putting up prompts for you. The prompts also indicate that the sensitivity of the needles has changed too. Anyway it went well and as we reached the MAP over a mile from the threshold I was stunned by the beauty of the place. The runway sits atop a massive block of rock known as a mesa 500 feet above the City of Sedona. The runway is 5000 ft long and at the end of it you see a mountain. The MAP is over a mile before the threshold giving anyone enough time to throw away the approach and climb fast. No chance of that for me today and I landed up hill.

As I parked the plane I saw the setting sun turning the rock into all manner of pinks and reds. Poor Rich had to unload on his own as I gazed at the sights around me.

Anyway we walked the 400 yds to our motel the Sky Ranch Lodge. It was delightful. After fifteen minutes to wash up we met in Rich and Sharon’s room to do the next days flight planning before dinner. We also had an early start because we were flying east and there were time zones to cross which would put hours on the clock. I remember thinking that the next day was the penultimate day on the trip – it felt a bit sad. I was wanting the trip to go on for ever for both the flying and the sights.

If ever there was a way of dispelling any gloom with me, the answer is to feed me. The airport restaurant was excellent as ever and after having a spicy soup I devoured the largest plate of ribs I have ever seen in my life. It was just…..just..mm.  Looking through the window we could see the planes landing and taking off. It felt good that is until Rich said we were to meet at the aircraft at 6.30 am to load up and have breakfast at 7 am sharp when the restaurant opened again.

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