lers were kind and fi t us in among all the airliners. That was quite an experience for both of us, mixing it up with 727s, 737s, and a DC-8.
Lesson No. 3: Think about what you want to say and practice it before hitting the “transmit” button on the microphone. After topping off the tanks and downing the usual pilot lunch of a Coke and a Snickers bar, we were off and headed for Delta, Utah. This leg was uneventful, as well as a real confidence-builder. Another Coke and Snickers bar and we launched from Delta on our last leg to Ontario. Approaching the last mountain range, we knew we were almost there. Another hour or so of flying, and we’d be on the ground in warm, sunny California. What a shock awaited us. After clearing the last ridge, we faced what appeared to be IFR fl ying conditions. A few moments of panic later we settled our nerves after realizing it was sunny. Vertical visibility was unlimited, but horizontal visibility was no more than 1 or 2 miles. Neither of us had ever experienced flying in what is known as “California VFR” conditions before. Our previous limited cross-country experience had provided us with visibility never less than 20-30 miles. Winter flying weather in South Dakota, where we had trained, was usually severe clear, visibility unlimited, and cold. We agreed that Step would concentrate on flying, as this was his leg, and I would search for landmarks, watch for traffic, and attempt to find our location on the VFR sectional chart. Everything looked the same, and then a beautiful Beech Staggerwing passed immediately below us. Simultaneously, we agreed to try contacting Ontario Approach and get some help. They were helpful in trying to identify our location, but we were too far away to get good radar contact (no transponders in those days). After a series of 90-degree turns, Ontario Approach finally directed us to continue on a westerly heading until we were over a north-south four-lane highway, then turn north until spotting a large Union 76 gas station. We spotted a Union 76 sign and contacted Approach, who then told us to contact the tower. A left turn to 270 degrees was called for, and we should see the airport in 3 miles; contact tower when spotting the runway. Three, 4, then 5 miles passed and no runway! Tower directed us to keep looking and report the airport in sight. Nearly 15 miles later we spotted another north-south four-lane highway and Union 76 sign. Confusion reigned in the cockpit, but Step continued flying while I searched for the airport. We contacted the tower again, and they directed us to
keep looking and report the airport in sight. Finally, after what seemed like an hour (but was probably no more than a minute or two), we spotted the runway, reported it in sight, and stated in a noncaptain voice that we were landing! Once on the ground, Tower told us to contact Ground—and to call the tower after shutting down. We thought we were in real trouble. The call to the Tower was uneventful once we explained our situation and our level of experience. They did mention that we had caused a large military cargo aircraft practicing instrument approaches to make a go-around, though.
Lesson No. 4: When in need of help, don’t hesitate to contact someone for assistance. Lesson No. 5: Stay calm and keep flying the airplane. Before making the return trip, we did do some local VFR fl ying to better acclimate ourselves with “California VFR” flying. The return trip to South Dakota wasn’t quite as
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