Posts Tagged ‘student pilot’

Extremes

Monday, December 15th, 2014

Jean Moule last wrote for the Flight Training blog about flying in Alaska. She is an emerita faculty member of Oregon State University, and a published writer and artist. Visit her website.—Ed.

Sea cliffs of Molokai, Hawaii.

Sea cliffs of Molokai, Hawaii.

Extreme tradewinds, extreme cliffs (the highest seacliffs in the world), and extreme isolation. We travelled from Oregon, my CFI from Argentina. Jean again tests the training waters, this time in the middle of the ocean in Hawaii.

John, the owner of Maui Aviators, says his endorsement notation for a student pilot for solo flights was questioned when he added the following conditions, “able to handle winds to 25 knots gusting to 30 and a 40 degrees off the nose crosswind.”

People in the midst of training from Kahului Airport must contend with the winds every takeoff and landing. The winds reminded me of the one that blew my preflight sheet off the cowling of the airplane in Salem, Oregon, and elicited the comment from a flight instructor that student pilots would not be allowed to function solo in those winds. “Anything over 6 or 7 knots could be a challenge,” he said.

Here in Maui that is all there is.

mapproachingOf course my CFI Lucas knew how to handle such winds, and I was surprised how easy he made this flight. For the first time a CFI was honest and just put in my log, “scenic flight,” oops, I misread, it says, “basic flight maneuvers.” I have had “mountain flying, bird avoidance, scanning,” and, “climbs [duh],taxi, trim, turns.” The more experienced CFIs have led me through “stalls, steep turns, t.o. and landing.” One of my favorite simple ones: ”Intro to seaplane flying.” Another CFI, recognizing my infrequent lessons, wrote, “Discovery Flight.” Six weeks from my last training flight, I was OK with that.

Though only 29 and in his fourth year as a CFI, Lucas in Maui was wise in the ways of this area and did all he could to increase our air time, doing much of the runup himself as I was in need of review and, of course, most Cessnas are slightly different by year. Fuel injection and no carb heat in this one. And, for the first time, I helped the CFI fuel the airplane. He clearly stated each item on the checklist as he performed it or asked me to do so. I felt refreshed by his manner and the winds.

As usual, I felt the surge of energy as I pushed the throttle in and rotated for takeoff.

We crossed the channel, then we flew near the cliffs of Molokai. Lucas wisely took over the plane as I gawked.

“Wow” and “I had no idea,” I exclaimed over and over as we flew. My photos cannot begin to convey the vastness, the isolation, or the height of these falls. At one point when we flew along, I noted that the cliff tops were higher than the airplane and the altimeter read 2,000 feet. Yep. Highest drop, highest seacliffs in the world. Except some of the falls fell into pools nestled in the rocks before continuing the dizzying descent. Verdant green of many hues, inaccessible except by boat or air. And Lucas calmly communicated with the rare flights near us.

As we flew along the cliffs of Molokai and I took over the airplane again, Lucas asked if I wanted to do a touch and go on a flat spot of the island. “Sure,” I said. This isolated site is reached by mule, boat, or airplane. For many years lepers were dropped near shore to swim to their isolated treatment at this former leper colony.

The excitement of the touch and go kept me from sightseeing here. With help I land and take off and soar again near the cliffs. We edge just a bit closer when I ask Lucas to take the controls while I take photos.

The extreme isolation of the leper colony and its small, short runway reminded me of my last lesson in the Bay Area in California (flight school unnamed). There I reached an extreme I wish not to repeat. The headsets did not work properly. Although I could hear the CFI, he could only hear me if I talked loudly in the cockpit. With such a glitch I was not comfortable landing the airplane, even with detailed instruction and his handling of the radio communication.

Yet I have landed enough so I have a feel for the approach and altitude for a comfortable, non-emergency landing. We had on board my husband and a former college instructor who had been a pilot. Instead of turning in the pattern and lining up the runway, the CFI overshot the end of the runway way too high and, after the necessary correction turn, too little of the runway left in my humble and inexperienced opinion. At this point I heard my former college professor/former pilot calmly and assertively say from the backseat, “We need to go around.”

We did not. The CFI steeply banked the airplane and descended very quickly. With a bit of dryness in my throat I watched as the CFI, knowing the weight in the airplane and the long length in the runway, brought this bird down safely with a bit of runway to spare. One lesson about safe parameters learned, but not one I plan to practice on purpose (or is this a standard lesson? And what about not scaring the student?).

In Kahului, Maui, Hawaii, with help, I landed in the crosswind in between large commercial jets, the runway nicely stretched out in front of us before we taxied to Maui Aviators.

Extreme flight training at its worst and best. Adrenaline high reached on both.—Jean Moule

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Just ahead in the January issue

Friday, November 14th, 2014

takeoffIf it seems like these posts about upcoming issues are coming closer together, well, they are. Our production schedule is compressed somewhat so that we can publish issues while enjoying the holidays. After January 1, 2015, things will settle down a bit.

With the January issue, we go “back to basics.” We are, first and foremost, a training magazine for aspiring pilots. Longtime readers may recognize that we hit certain subjects—landing, weather, maneuvers—over and over again. That’s the nature of our readership; we cycle through topics for primary flight students, because we expect that they will earn their pilot certificates and perhaps move on to our sister publication, AOPA Pilot.

But we also know that we have a group of faithful readers who stay with Flight Training, because “a good pilot is always learning.” That’s why we try to hit on instrument flying and other advanced pilot topics when we can.

What you can look forward to in the January issue:

  • Trading ground for sky. Few things are more basic in aviation than the takeoff. We perform one on our very first flight lesson. But there are ways to take off, and ways to take off that recognize the aerodynamics and make you look better doing it.
  • Work smarter, not longer. If it’s taking you three-quarters of your lesson to get from startup to takeoff, we have some ideas for you.
  • Wise words: a pilot’s guide to the flying life. There are a lot of sayings in aviation, but we’ve distilled some very basic truisms that can be applied to your daily flying and make you a better pilot.

There’s much more, of course.

Our January issue hits digital devices on Nov. 26 (you can read while you digest your turkey!) and starts in-home delivery Dec. 9. As always, we welcome your letters to the editor (flighttraining@aopa.org).—Jill W. Tallman

Are you interested in learning to fly? Sign up for a free student trial membership in the Aircraft Owners and Pilots Association and receive six issues of Flight Training magazine plus lots of training tools and resouces for student pilots. Click here for more information.

Surprises all around

Tuesday, August 19th, 2014

Jean Moule last wrote for the Flight Training blog about flying with different instructors. She is an emerita faculty member of Oregon State University, and a published writer and artist. Visit her website.—Ed.

glacierYou have spent months planning, days hiking. Your tents are pitched on a finger of land that sticks out into Bench Lake in the wilderness on the Kenai Peninsula in Alaska. Suddenly a floatplane lands on the water and comes to a stop in the middle of the small lake you had thought your own. The plane taxis to the end of the lake to again face into the wind and takes off. You stand with others in your group wondering, as you always will, why did that plane land here? What was that all about?

Watching the airplane fly off into the distance, you see it even more mysteriously take a turn in the air. Is it wildlife? Unknown to you, the airplane circled around a snowmobile abandoned in this wilderness.

This introduction to floatplane flying by a new, young CFI certainly had its moments for both me and life on the ground. The bear we circled was as surprised as the people. My sense is that a more experienced CFI would not have caught such attention from both the wild and people life. And while he never scared me exactly, flying close to the mountains to catch the updrafts for flight caused me to not take the controls as much as I might. In the end, I controlled the flaps and the water rudder because, in the Super Cub, he could not reach them anyway. The bottom line: Did I have fun? he asked after we returned to the dock. Oh yes.

tailnumberThe views were awesome. Could I say anything but “Wow!” asked the pilot in the other airplane that held most of my family. We took off and landed together on Trail Lake; I circled Paradise Valley while my family flew over the Harding Ice Field in a bigger, faster airplane.

Alaska will never be the same for me now that I have seen the backcountry, which makes up most of Alaska anyway, from the air. So many lakes, almost always a place to land—or maybe “land” is not the correct word, when you finish up on water.

My family and I have a lively conversation the night before about how a floatplane pilot gets to the dock. Carefully, and with experience, I find out. My CFI is embarrassed when our airplane goes quiet and still several feet from the dock. Only the presence of someone who could throw him a rope saves us from other ways to make that dock.

His mentor, the 75-year-old pilot who took my family up, stands just a tad mortified as the airplane is pulled into place.

bench lake with tentsI don’t mind. I was along for the ride and scenery anyway. And I did learn a bit about floatplanes. My first pleasure was the water taxiing (no yellow line to nail) and the views, especially the images of the other airplane carrying my family were incredible. Our hour in the sky was well worth our weeks of planning, days of travelling, and getting seven people up and out on schedule for our flights. The Alaska weather cooperated. No rain and the clouds rested at about 5,000 feet. The group on the Cessna 206 sometimes seemed a tad squeezed between the Harding Icefield and the clouds. Our smaller airplane played in the hidden valleys and did a practice land and takeoff for those surprised hikers. They wonder why we landed. I wonder if I will ever get in a floatplane again. Mysteries.—Jean Moule

Are you interested in learning to fly? Sign up for a free student trial membership in the Aircraft Owners and Pilots Association and receive six issues of Flight Training magazine plus lots of training tools and resouces for student pilots. Click here for more information.

 

 

Why be normal?

Friday, August 15th, 2014

Why indeed? We often preach the gospel of consistent, frequent flight lessons because research says that’s what works best.

But for some of us, it just isn’t possible. Take Bill Adams, whose travel for work conflicts with a regular flying schedule. But he hasn’t let that stop him. Here’s what Bill says has worked for him:

Bill Adams soloed this Aeronca Champ, and says flying six different airplanes hasn't hampered his flight training experience.

Bill Adams soloed this Aeronca Champ, and says flying six different airplanes hasn’t hampered his flight training experience.

 

Why be normal? My job takes me all over the country for short periods of time. So, my instruction cannot be normal. I have to take what I can get. In my case it turned out to be better than normal.

By the time I soloed, I had flown six different airplanes and had about half my time in tri-gear and half my time in tailwheel. I have flown high wing and low wing, tandem and side-by-side, a glass panel and a plane with no electrical system that had to be hand-propped (my personal favorite). I just completed my first solo in a taildragger at a tower-controlled airport—a 1940s-era Aeronca Champ at Livermore Municipal in Livermore, California. My instructor was Pete Eltgroth, with Red Sky Aviation. I had just as much fun (or more) as the person soloing in a tri-gear at an uncontrolled airport.

While all these differences did extend the length of my training a little, so far, they have also provided a more comprehensive (and more fun) learning experience. And, I am much farther along than if I had waited for more ideal circumstances.

To which we say, “Congratulations!” Because, at the end of the day, whatever works to get you into the sky.—Jill W. Tallman

Are you interested in learning to fly? Sign up for a free student trial membership in the Aircraft Owners and Pilots Association and receive six issues of Flight Training magazine plus lots of training tools and resources for student pilots. Click here for more information.


 

Beat the heat

Friday, June 27th, 2014

Summer is here—boy, is summer here. After the winter we’ve had, it’s nice to welcome the sunshine. But relentless rays aren’t always a treat when you’re flying–ask any flight instructor.

How can you keep cool while flying? Here are some tips:

  • Water. Can’t say this enough—you need to keep hydrated. Drink water, carry water in the airplane, and drink it while you’re flying.* And when I say water, I mean water. Coffee is not water; it has caffeine, which is a diuretic that can cause you to become dehyrated. Soda is not water; it has sugar, which can make you thirsty. I’m not a fan of sports drinks, but if you are fond of those, by all means. Here’s more on the importance of keeping hydrated.
  • Wet towels. Wear one on your head or around your neck.
  • Loose, lightweight clothing that absorbs perspiration and allows it to evaporate quickly is best. Think cotton, not polyester or wool.
  • Sunblock. This won’t help you keep cool, but you do need to wear it in the cockpit.

*Drinking lots of water in the airplane can lead to the need for a bathroom break. I have a bladder with about a three-hour endurance, so I plan my flights accordingly. Here’s a blog from the male perspective on other ways to handle the problem.

What are your tips for keeping cool? Please share in the comments section and I’ll do a follow-up.—Jill W. Tallman

 

So long, Neil

Tuesday, May 13th, 2014

121012transatlanticA few years ago I met a pilot named Neil Bradon.

Neil stands six feet something. He hails from the United Kingdom. And he loves aviation.

Neil loves flying so much that, after trying for years to get a license in Europe, he took a job with Intel Corp. here in the states so that he could train quickly and efficiently in the bright sunshine of Arizona. He earned a U.S. pilot certificate in 2012.

Though his stateside gig was time-limited, Neil wasted absolutely none of that time. He flew as much as possible; he took friends and family flying; he made scores of new aviation friends through Facebook and Twitter. He went to AOPA Summit in Palm Springs, Calif. (that’s where we met; the photo is of Neil standing next to AOPA’s Sweepstakes Husky). He went to EAA AirVenture in Oshkosh. He is a tireless advocate of general aviation, and his excitement about any chance to get up in the air is refreshing and a joy to experience.

Neil goes back home on May 28. He has pledged to fly practically right up until the moment he has to board the much bigger aircraft that will take him back across the ocean.

He wrote this on Facebook recently:

“Next time you visit the airport, take time to say hello to fellow pilots. You might just inspire someone to push a little bit further with their flying adventures.

“After landing today I spoke to a C152 pilot. He asked me where I had been today and told him I had landed at Portland International (KPDX). This blew him away. Could see his eyes light up. He told me that was his dream but in the year since getting his ticket he has yet to take that dream flight. I explained to him how easy it was with a little bit of planning. I encouraged him to think about taking the flight one day. Dreams can come true.

“The U.S. has something special in terms of GA. After I leave on the 25th for Europe, I wish you all good luck fighting to keep what you have. Godspeed my aviation friends.”

The United States does indeed have something special when it comes to general aviation, and sometimes we don’t appreciate it until we view it through someone else’s eyes. In the meantime, Godspeed Neil! I hope you come back to the states sometime. I’m sure there will be empty right seats in airplanes waiting for you all across this nation.—Jill W. Tallman

Are you interested in learning to fly? Sign up for a free student trial membership in the Aircraft Owners and Pilots Association and receive six issues of Flight Training magazine plus lots of training tools and resources for student pilots. Click here for more information.

CFI: Curious Flying Individual, Crazy Flying w/Idiots, Can’t Fly Inough

Tuesday, April 29th, 2014

Jean Moule last wrote for the Flight Training blog about a flight lesson in a Grumman Tiger. She is an emerita faculty member of Oregon State University, and a published writer and artist. Visit her website.—Ed.

Who knew that a closed flight school would open the door (you get in, open it, and he gets in) to so many styles and manners of certificated flight instructors? Really, I am not checking them out for my next CFI. I am simply learning from them. In January, with 15 hours under my left seat and a long way from solo in 2015, I decided to see how many CFIs I could fly with in 2014.

Jean's logbook, with endorsements from some of her many CFIs

Jean’s logbook, with entries from some of her many CFIs.

I get itchy to go up only once a month, so I am not expecting much progress until I settle down with a field, an airplane, and an instructor.

While I have the time and money to progress as fast as I want in learning to fly, I am in no rush. I plan to take three years to solo. This puts me into a unique category. I would like to become competent flying an airplane, yet I am not interested in continuing on to my pilot certificate (or so I say now).

In one blog I read, “Twenty hours to solo at age 21, and one hour for each year of age after that.” While my hours are slowly creeping up with much review and some new material, at age 68, I will not panic until my presolo hours hit 50.

I am delighting in each review flight I take with different instructors in different airplanes at different airports. I am surprised how each CFI adds to my learning and understanding. Each instructor seems to emphasize different aspects or teach/reteach the basics in a different manner. While each skill I use in the air is not a totally new one for me, I learn more each flight. I love the way my prior understandings and my new ones come together to slowly increase my comfort and my skills.

In some ways, checking out new instructors is almost as much fun as flying.

I have had nine different CFIs in 20 hours of instruction. I’ve flown three different types of airplanes; most were Cessna 172s.

The CFI entries in my logbook tell you a lot about their levels of expertise and what I learned or reviewed. “Discovery flight,” says one. “Climbs, descents, constant rate and speed, medium turns, trim, taxi, airport and airplane protocol,” says another. And these two CFIs took me up in the same airplane at the same airport, albeit a short 0.3 flight versus a 0.9 flight. One was just starting his time in this role. The other had taught many.

EPSON MFP imageI was quite impressed by the handouts the more experienced instructor gave me before we headed to the airplane. While three of the flight instructors I have flown with handed me a list for radio calls, and the one who took me through my first 14 hours drew many diagrams before our flights, I especially appreciated one handout from this instructor.

The illustrated runway layout included instructions for radio calls and what to do with the instruments at each point on the way to land this particular airplane. I have had less than two hours at airports without towers, so radio calls are a bit different. Abeam the number on the runway on downwind, “Carb heat, cut power, 1st notch flaps, trim to 90 mph.” At 45 degrees and turn to base, “Call base and 2nd notch flaps.” Yes, these become second nature to pilots. Not yet for me. The diagram and the notes are particularly nice to study for this particular airplane and airport.

Another CFI, on a similar airport diagram, included altitude. So many details for landing in the pattern. Complicated considering the ease of takeoff. Once on the runway you just stay straight, throttle on, and lift that nose at speed.

Even the first time up in the air with me, the more experienced flight instructors seem a little bit more confident in talking me into a move rather than taking over the controls. I did understand one grabbing the controls to quickly taxi our small 172 off the runway for a large commercial flight coming in behind us.

Some flight instructors are a master at my comfort level, the absolutely most important factor for me. If I am feeling comfortable in the airplane with the instructor, I remember more and I learn more during the lesson. And that CFI can ask and receive much from me. Steep turns, sure. Stalls, bring them on. No help on the landing. Well…

Instructors vary on how much they talk or tell you what to do, or ask if you feel confident and want to do a maneuver (takeoff for me, fine, landing, talk me down please in the crosswind). Some just confidently expect you to do what they suggest. “Play with it,” one says. And I do. And after he evaluates my skill we play with it even more. Steeper, faster, funner.

Learning something each time. Getting different teaching styles and experiences. One thing though—most have told me that I taxi a little too fast. I think it is because it took me so long to learn it. I promise to get that right next time. Fast taxiing will slow down to match my slow solo progress.

While I have several airports and dozens of flight instructors within an hour of my home, right now I am leaning toward LebanAir Aviation at Lebanon State Airport (S30). The friendliest (and probably cheapest) little airport in Oregon: $80 airplane, $40 instructors.

This might be the one. I have eight more months to check out CFIs. At LebanAir alone, two instructors down (I mean up) and six to go at that small airport.

Six years ago I climbed Mount Kilimanjaro in Africa. My guide got ill, and I finished that trek on my own. Polé, polé, slow and steady, was the mantra. Both with and without my guide it worked. Guess I am doing that in learning to fly. I’ll get there slowly. And some CFI and I will land, he or she will get out. This CFI will leave, not because of illness, but because I am ready. The CFI will send me up into those heights. Alone.—Jean Moule

Are you interested in learning to fly? Sign up for a free student trial membership in the Aircraft Owners and Pilots Association and receive six issues of Flight Training magazine plus lots of training tools and resources for student pilots. Click here for more information.

Time to get serious

Wednesday, April 23rd, 2014

Adam Brement soloed April 18 in a bright-red Cherokee 140 at Griffiss International Airport (KRME) in Rome, N.Y. Here’s his story.—Ed.

Adam Brement (right) with his grandfather, Luigi Bottini.

Adam Brement (right) with his grandfather, Luigi Bottini.

I have been flying my entire life. I grew up around aviation, all thanks to my grandfather, Luigi Bottini. Luigi is a Master CFII. He owned and operated a flight school called Galaxy Aviation. I officially started logging hours back in 1992 but never had the consistency to apply the knowledge and hours to solo. Back then dating my high school sweetheart had taken priority over flying.

But over the years after high school and college I married my high school sweetheart, started a family, and am now the proud owner of Galaxy Aviation Flight School & Pilots Club. Since taking over the reins of the flight school, I figured I should get serious about getting my license.

Adam on solo day, in Rome, N.Y.

Adam on solo day, in Rome, N.Y.

On April 18, 2014, I finally got the opportunity to solo! What a surreal feeling. After all these years of flying with my grandfather (best friend) by my side, I was now about to be all by my lonesome. It was awesome. I took what seemed like an eternity to do my preflight check/runup, double checking everything, I didn’t want to miss a thing. The tower cleared me for takeoff, and down Runway 15 I went.

Takeoff went beautiful. I climbed to 1,500 feet, made left traffic, and proceeded to fly the pattern. As I came around for my landing I had everything lined up and it was smooth. I did it!

I talked to myself out loud through the whole thing making sure not to forget anything. My grandfather is 80 yrs old, and is my best bud. We fly every chance we get. I spent my summer vacations from the age of 12 till I was 18 flying cross-country to Oshkosh, Wis. I know my grandfather couldn’t be more proud of my accomplishment.

On top of running the flight school, I am the director of maintenance for Saint John The Baptist Roman Catholic Church in Rome, N.Y. I am in charge of the maintenance for the buildings and grounds of two churches in our parish. In the winter I am a level 1 hockey coach, and I coach my son’s hockey team. My wife and I also run the Cub Scout/Boy Scout program in the city of Rome. I have two kids, son Kyle, 7, and daughter Emily, 10. I hope to someday pass this experience on to my kids.—Adam Brement

Are you interested in learning to fly? Would you like to experience the thrill of flying an airplane by yourself, like Adam did? Sign up for a free student trial membership in the Aircraft Owners and Pilots Association and receive six issues of Flight Training magazine plus lots of training tools and resources for student pilots. Click here for more information.

Never too old to fly

Tuesday, April 22nd, 2014

Ted Brother’s Success Story is just a little bit different than our usual wonderful solo and checkride photos that turn up on our Facebook wall. For one thing, Ted is in his 70s. For another, he started out learning to fly in a taildragger. Here’s Ted’s story in its entirety.—Ed.

“I’ve taught 10- and 12-year-olds to fly, so yes, I can teach you.”

With these words Paul Santopietro started my odyssey on Aug. 14, 2012, when he took me on as a student at Katama Airfield (1B2) at Martha’s Vineyard, Mass. I was not 10 or 12; I was 76 years and two months old when I started my dream—to learn to fly.

Katama is a National Heritage grass field, and Paul’s 1975 Model 7KCAB Citabria N8680V was the airplane. The eight to 10 hours normally reserved to learn how to taxi and maneuver a taildragger on the ground soon turned into 12 to 15 hours. Learning to get my septuagenarian body into and out of this tandem two-seater proved to be equally as challenging.

My introduction to flying lasted until the end of September when Nancy and I headed to Naples, Fla., for the winter. With 18 hours of dual under my belt

student pilot solos Cessna 172 at age 77

Ted Brother (left) with CFI Skip Bentley after soloing the Cessna 172 in Fort Myers.

I joined the Fort Myers Flying Club at Page Field (KFMY) as a student pilot and transitioned to a Cessna 172S. Skip Bentley now had the oldest student he ever taught, and the flying club had its oldest student member ever.On May 15, 2013, just 23 days before celebrating my seventy-seventh birthday, I soloed N3512Q at La Belle Municipal (X14) in La
Belle, Fla. After eight months of Class D airspace, with tower, ATIS ,
ground, and jet traffic to contend with, I looked forward to my return to the
grass at Katama and the stick and rudder of Paul’s taildragger.

On July 31, 2013, I soloed N8080V and received my tailwheel endorsement.

Student pilot solos Citabria at age 77.

Brother soloed this Citabria in Martha’s Vineyard, Massachusetts. He’s shown with CFI Paul Santopietro.

In November 2013 I passed the FAA knowledge exam. After six days of patient instruction by David Abramson at Pompano Airpark in Pompano Beach Florida (KPMP), and just 70 days before my seventy-eighth birthday, he scheduled my checkride.The oral went well, but the check ride was discontinued because of weather. After two agonizing weeks of waiting I returned to KPMP, passed the checkride, and received my certificate, 57 days before my seventy-eighth birthday. As I approach my seventy-ninth year having fulfilled a lifelong dream, I am thankful for my wife Nancy’s support, for the great instructors I have had, and for the wonderful new and interesting acquaintances and friends I have made through this flying experience. I have no dream of getting my ATP; I just want to fly in clear skies and have the opportunity to buy a few $100 hamburgers—well, maybe an SES endorsement might be next.—Ted Brother

Are you interested in learning to fly? As Ted knows, it’s never too late to start! Sign up for a free student trial membership in the Aircraft Owners and Pilots Association and receive six issues of Flight Training magazine plus lots of training tools and resources for student pilots. Click here for more information.

Barter website creator is now a private pilot

Tuesday, April 15th, 2014

Great news in a happy email from Stephanie Thoen of Aurora, Colo., today: “I am writing to let you know I completed my PPL last week with Mary [Latimer].”

Stephanie, you may recall, launched a website earlier this year that seeks to connect student pilots with CFIs who are willing to barter flight intruction in exchange for goods and services. Flight instructors can register for free at WillWorktoFly.org, whereas student pilots pay a one-time registration fee of $18.95. A portion of the fee goes toward establishing a flight training scholarship, and all registered student pilots are eligible for that scholarship, which is to be awarded monthly.

Thoen came up with the idea after falling short of funds in pursuit of her pilot certificate. (I think it’s a fabulous idea, and am half-tempted to see if I can trade my husband’s comic book collection for a commercial certificate. On second thought—scratch that; he might barter my airplane to get the comics back.) She reports that a mention in Flight Training magazine and on our website helped to boost traffic to the site, so that she will be able to offer a scholarship in June. “Any additional amount I get above and beyond…will go toward putting together a free flying camp once a year for several students,” she said.

It’s safe to say that Mary Latimer likely provided the inspiration for the free flying camp. Latimer has held free flying camps for women for three years in a row at her home airport in Vernon, Texas. I spent a few days at one of her camps in 2013, and wrote about it for the magazine. Schoen sought Mary out to finish her training.

Congratulations to new private pilot Stephanie, and kudos to Mary for inspiring others to give back to aviation.—Jill W. Tallman

Are you interested in learning to fly? Sign up for a free student trial membership in the Aircraft Owners and Pilots Association and receive six issues of Flight Training magazine plus lots of training tools and resources for student pilots. Click here for more information.