In lieu of Aviatrix’s recent post on navigation, I thought it might be worthwhile to post these World War II era approach plates.  We have a few mid-40s sectional charts of the west coast hanging on the walls at Sunrise — in mind condition, no less — but they’re behind glass and would be tough to scan.

I always find these artifacts fascinating to study.  These plates are not that different from what we use today.  Charted plan and elevation views of the approach procedure on the front, and textual descriptions on the back.  I guess the major difference is that the Washington, D.C. approach procedure uses the ancient four-course A/N audio navigation system.

I love historical aviation material.  Charts.  Logbooks.  Manuals.  Speaking of logbooks, Lesley has her grandfather’s aviation logbook.  He was a Naval aviator prior to World War II and completed primary flight training before the war. Unfortunately, there were no aircraft for him to fly, so after sitting around for a while he volunteered for the silent service and ended up commanding a submarine.

Someone who reads my site sent me a British constant speed prop manual (or “hydromatic airscrew” as it was called back then) from the mid-late 30s, complete with handwritten mechanics notes.  Seventy years later and the constant speed prop is essentially unchanged.  That really says something about the elegance and simplicity of the design, and is undoubtedly the reason the CS prop is considered to be one of the greatest inventions in aviation history.

I see go-arounds all the time at John Wayne Airport.  And not just with general aviation aircraft. 

The big runway is only 5700 feet long, so there’s not much room for error, especially with some of the larger transport airplanes that fly into the airport.  For example, FedEx sends a fully loaded Airbus A300 jumbo into Orange County each day.  As far as I know, that is the largest airplane to land at SNA.

Anyway, the Southern California geography gives us a semi-permanent inversion layer, and it’s typically accompanied by a slight windshear at that altitude.

Of course, sometimes that shear is stronger than others, and a few days ago I watched 6 airliners go around in the space of 30 minutes.  One of them was a Southwest 737 which turned final about 1.5 miles out with what was probably a 50-55 degree bank.  He did his best to drop down to the runway, but was fighting a strong tailwind that didn’t abate until around 600′ AGL.

Those of us in the area were razzing him pretty badly.  Someone said “$5 he doesn’t make it”.  Another chimed in with “I’ll put ten on it” and I piled on with “count me in for fifteen bucks”.  Eventually he started the go-around, and I keyed the mike with one final shot:  “If he was a tailwheel pilot I’m sure he would have made it…”.

It was all in good fun.  I think Southwest got the final laugh, though.  A few minutes after his aborted landing, a different Southwest jet was slow to cross 19L and I had to do a go-around of my own.