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Yesterday, through 0800 this morning, the President has come to town and we all know what that means.  "No Fly"... or is it.  I needed to be at Fox Field (KWJF) for a 1900 hrs meeting last night and the adventurer in me decided to take on the system. 

Here is a PIREP.

I learned of the pending TFR's on Monday and was not happy.  Few of us are when AF One comes to town.  But, instead of being victimized, I got onto the FAA site to get the details and learned that; 1) the TFR does move with the President; 2) that at 1315 hrs the shift slight north (centered on Westwood) would occur; 3) that it would be active until 0740 this morning; and 4) that while in the second TFR there is a 12 nmr (nautical mile radius) no-fly zone, that the outer ring up to 30 nmr was subject to the following criteria.

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B. For operations within the airspace between the 10/12 nmr and 30 nmr area(s) listed above, known as the outer ring(s): All aircraft operating within the outer ring(s) listed above are limited to aircraft arriving or departing local airfields, and workload permitting, ATC may authorize transit operations. Aircraft may not loiter. All aircraft must be on an active IFR or VFR flight plan with a discrete code assigned by an air traffic control (ATC) facility.

Aircraft must be squawking the discrete code prior to departure and at all times while in the TFR and must remain in two-way radio communications with ATC.

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Okay, seems doable as long as one pays attention to detail. The planned flight, KFUL - KWJF direct was 85% in the outer ring for the active TFR at 1715 hrs. Fullerton was in both TFR's and never outside.  So, we would be in it upon takeoff.

I called Flight Service by landline and got a WX brief, Airmets, enroute winds and the like and filed two VFR flight plans; one going, one coming. I also had arranged for SE member Jay Ting to go along so I had a quality backup, and a CFII (certified flight instructor - instruments) in the right seat. I've flown with Jay before and he is on his game.  All pax showed up, the 182 checked out, and we were set to go.

First call to KFUL ground was to notify them of our VFR flight plan, request flight following, and a discreet squawk code. They understood and, in minutes, had it approved.  "N759UP, you are cleared to depart, left turn to 120 degrees, contact SoCal on 124.65, squawk 4736."  Easy enough although I wanted to go NW, not SE to Angel Stadium!  Takeoff was uneventful, switch to SoCal, "climb to 2,000' and resume own navigation".  With four aboard, we were close to gross weight so performance was a slower climb than usual. By Angel Stadium, I was able to make the 180 degree turn and head NW.  ATC asked if I would under-fly LAX Class Bravo airspace.  "Affirmative" was the reply. Then, a handoff to the next controller who authorized me to penetrate LAX airspace (Class Bravo) "at or below 4,500' ".  We had a 737 across our nose but not even close and in visual contact. Jay cautioned "wake turbulence” but I was comfortable as we still had 3,000' vertical separation.  Still, good advice. No issues.

We exited Class Bravo to the north and cleared Mt. Wilson.  Cruise altitude of 8.5 thousand was finally achieved not long before descent.  ATC approved descent through Palmdale airspace, handed us off to the Tower with current ATIS (airport conditions for you non-pilots), and with a modified approach, a smooth landing with winds 210 degrees at 18 knots, gusting to 24 knots.  Typical windy Lancaster....  But, hey, that was pretty painless for my first venture into a TFR!  Closed my flight plan and we were good to go.

Then, the wheels fell off.....

At WJF, the Tower closes at 2100 hrs.  But, our meeting ended at 2015 so that was a good thing.  I called Flight Service and asked for an advanced activation at 0840 and they accepted it.  While WJF was outside the TFR, read the instructions above as they don't want you changing frequencies. Climbed aboard in a beautiful dusk and called Ground asking for a discrete squawk.  The reply was "we will hand you off to Joshua Approach after takeoff".  I accepted that and was following instructions, but that was my first mistake. Takeoff was uneventful, left turn to 154 degrees direct to KFUL.  The TFR was about 15 miles away but I have nothing in the cockpit telling me exactly where.  Remember, it moves.  I probably should have printed out the online sectional but didn't and didn't think to get the GPS coordinates for the TFR and program them into the GPS. Then, all I would have needed to do was remain +30 nm from that point.

Handed off to Joshua Approach and was yelled at; "aircraft calling going to Fullerton, please standby, you're #3."  Okay, I still have time for the squawk code...  Finally, "Aircraft going to Fullerton, say request" and I asked for the code. For the next ten minutes, there was total confusion with this controller.  He couldn't find my flight plan, had no understanding of TFR procedures, finally told me to "check with flight service on the status of my flight plan", I did, FSS verified it was active (I missed the estimated departure time by one minute which wasn't bad). So I called Joshua back only to learn they still couldn't find it.  Finally, his supervisor came on and apologized and that he was working to get me into the system.  He advised to "remain clear of the TFR until approved".  Okay, how do I do that with no printout and, of course, nothing on the GPS!  Fortunately, they were able to give me a heading adjustment after my guess was good, but I was still going to "nick it". 

So, now, I am headed to Mt. Baldy which we could see in the dark.  GPS terrain warnings are lighting up with approaching elevation.  Finally, after an eternity, Joshua comes back with "9UP, squawk 4673 but remain clear of the TFR until approved".  Okay, I have a squawk but still no permission.  That supervisor then said, "9UP, the reason we're having a problem is that you were supposed to have a squawk PRIOR to departure".  Well, that IS what the procedure says but Fox Tower was not educated when I made the request and said "we'll hand you off".  I should have pushed back on them but followed instructions as directed. Finally, after almost reaching Mt. Baldy, Joshua comes back with "9UP, your are cleared to enter the TFR".  Thank you... right turn, direct to FUL.  Handed off to SoCal Approach who cleared our descent, when able.  We went into a controlled dive from 9.5 over Brackett and got down below Class Bravo airspace. Now, I'm looking out front and, darn, the marine layer has built up already all the way to the 57 freeway!  Not good as I am not instrument rated and only have simulator time.  We pressed on as I still had visual contact with the ground but it got worse.  In anticipation, Jay already had his approach chart out.

Now, it was clear that I was going to go IMC (instrument meteorological conditions) and did in short order.  Jay instructed to "press forward" and that I was "doing fine".  Even with my untrained scan, I learned long ago to trust those instruments.  Memories of JFK Jr. flash through my head but Jay is coaching well. I knew enough to sync the DG (directional gyro) prior to IMC and the GPS map was helpful to me.  Hey, wings level, heading a bit unsteady but recovery, when necessary, seemed to be working.  Now, this was becoming a good lesson. Then, ATC states, "9UP, airport straight ahead at 8 miles, report when in sight".  Sure... I can't see a thing, turkey!  I replied "we have some weather out here but will call when in sight".  At five miles, Jay said "descend to 900' " and we popped out in the clear at 1,500'.  Airport in sight and called ATC.  ATC instructed "radar services terminated, squawk 1200".  Again, I blindly followed instructions.  Almost immediately, ATC calls back "9UP, disregard, please keep your squawk until landing" with some urgency in his voice!  Of course... remember those guidelines... discrete squawk, start to finish.  Especially inside the TFR where we now are.

Another smooth NIGHT landing... and I'm not flying much these days.  It's like riding a bicycle, it comes back easy for me.  Closed flight plan.

What a training opportunity!  What we experienced was that flying a Presidential TFR (they call it a VIP TFR) is doable.  Just know that not only pilots, but controllers, can be confused on the procedures as it is not a routine experience.  Especially for folks like Joshua Approach who are outside the area, but can have aircraft departing to enter back into the TFR.  They have a responsibility to you but don't always realize it.

I will be asking our County Manager at WJF to share with the Tower personnel what their procedure did to me. Yes, I should have pushed back... a good lesson that the controller is not always right.

Lastly, I love that GPS.  A life-saving investment.  With terrain warnings, the descent into FUL was uneventful and with a good instructor next to me, it was a safe maneuver to penetrate the IMC.  I've long been told to "go get my instrument ticket" but haven't.  Still, the simulator time proved invaluable.  Even my back seat passenger (George Butts) was impressed with the whole scene.  I was appreciative to be a decent student and learn even more.

More important was that we had no visits from "Operation Noble Eagle".  I will guarantee that there were F-16's up there somewhere.....  but, I took along an air pistol for guns and some automotive flares to throw out the window in case of an incoming missile. We didn't need them.  :>)