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Don’t judge a book by its cover; promote aviation to adults and kids

On Cinco de Mayo I had the pleasure of sharing the “screen” with Julie Clark, Martha King and Pia Bergqvist on Social Flight Live as we each talked about our aviation careers. As we were preparing for the show I found it interesting that we all had very different entrées into aviation. Three of us were children of pilots and one sort of stumbled into aviation by happy coincidence. After the show, [ https://www.youtube.com/watch?v=-MWq3crzMMs&t=11s ] I thought about the old saying, “Don’t judge a book by its cover, you might miss out on an amazing story.” I wonder if we should re-think our approach to inspiring the love of flight, promoting aviation, and protecting airports.

We always love showing off our airplanes to wide-eyed tots, but perhaps it is the adults we should be pursuing.

So pull up a chair and listen to the stories of four women with wildly different backgrounds who became pilots from their teens to their forties.

Teenager

Julie Clark 18 years

It is hard to think about the small family of female airshow performers without thinking of Julie Clark who has been gracing the skies for decades. What is lesser known is that she had to tell a few white lies to find her way to the blue skies.

Julie started flying lessons while attending University of California Santa Barbara at age 18. Julie was taking lessons on the sly, not telling her Aunt and Uncle who were her guardians, after her parents passed away. The only ones that knew about her clandestine flight lessons were a few of her Alpha Pi sorority sisters. Julie says that she spent her book money on flight lessons in a Cessna 150. I think we can all agree that we are glad she did.

20-Somethings

Martha King, 24 years

Martha learned to fly when she was 24 years old. She recalls she was generally not aware of private aviation. Martha’s father was a pilot in the military, but she did not have a passion for it from early on. But her boyfriend John was in love with flying—he used to fly with his father, and with some family friends. After they got married and finally had both some time and some money, John said he wanted to finish getting his pilot’s certificate. Although Martha knew nothing about the process, she said, “I was not going to stay at home while he was out at the airport having fun!” So the couple bought a Cherokee 140 [pictured] and got their certificates together—2 days apart. They did their flight training at Speedway Airport (now gone) and Eagle Creek Airpark in Indianapolis.

It would be hard to imagine aviation education without Martha and John King. So hats off to John for pursuing his pilot’s certificate and to Martha for seizing the opportunity for a lifetime of fun flying.

 

Pia Bergqvist, 29 years

An 8-year-old Pia Bergqvist was smitten with aviation after a visit to Kallinge AFB in Ronneby, Sweden with her friend whose father was based there. That is when she first laid eyes on the Saab JA-37 Viggen Jet.

Pia’s Uncle was a charter pilot in Sweden, and she flew with him once. She remembered that her Uncle went to the US to get his license. She had never heard of little private planes until moved to Switzerland at 19 yrs. old.  The idea of going to the US seemed too difficult. Further complicating matters she had never even seen a woman pilot. Her desire was there but there was no clear path to get to her goal.

Pia came to the US in August of 1997 [Brentwood, CA]. Pia worked on the USC campus. It was there she befriended a female student who was a flight attendant for Delta, who was working her way through dental school. Pia told her she wanted to be a pilot but that it wasn’t possible, as there weren’t any female pilots. Her new friend told her “yes, there are female pilots and it is possible!” At age 29 Pia went to Santa Monica’s Justice Aviation for her PPL.

Fabulous 40s

 Jolie Lucas, 40 years

I was raised in a General Aviation-savvy family. We drove a modest car, but always had a small plane in the hangar. My Dad was a primary trainer in the Army Air Corps [WWII] at Rankin Field in the Boeing Stearman. We flew, as a family in our Bellanca, then a Mooney to Seattle, WA or Indiana annually.

In 2002 airport day at Jackson/Westover, CA coincided with our Lucas family reunion. While up at the airport my Dad landed in his Mooney, my brother in his Bonanza, and I thought, “What the heck am I waiting for?” I was married, worked full-time as a psychotherapist and had three children, but I decided it was my turn to learn and grow. When I returned home to Hood River, Oregon I called the airport and started lessons. Within three months I was the proud owner of a PPL.

I love seeing the fly-over events happening across our country to honor those first responders, medical workers, and essential workers who are serving us during the pandemic. Over the past weeks many of us made our way to get a glimpse of those magnificent jets. I do think that seeing some GA airplanes buzzing around might give folks joy right now too, assuming you are safe to do so. If you are able to fly, do so. It will be good for you and who knows, you might inspire someone on the ground to look up how to become a pilot.

When aviation events resume, and they will someday, please consider talking to ADULTS about becoming pilots. Don’t get me wrong; I will always talk to kids about becoming pilots and mechanics. But think about it for a moment, the seven year old you are talking to will have a ten year lag before they can become licensed. However that child’s mother, father, or even grandparent could start flight lessons right away given some motivation. Imagine if Pia never ran into the flight attendant who told her she could become a pilot.

 

I got my license when I was 40 years old, and in 2020 I will complete my commercial and commercial multi-engine add on. The first 40 years of my life were awesome. I earned my degrees, had my children, and bought my first home. I believe the second half of life can be more exciting than the first.

 

 

Pilots make up 2/10 of 1% of the population.

Let’s work together to increase that number and land our dreams.

 

 

Preparing for the post-COVID job market

As the airlines begin to regroup to adapt to the new realities of a COVID-19 world, pilots who are trying to get into the industry must surely be confused and even discouraged, which is perfectly understandable.

But the world still needs airlines, and airlines still need pilots, and low-time pilots still need jobs. There is no sugar-coating the fact that low-time pilots will be delayed in getting that first job and those precious FAR 121 turbine hours. But those opportunities will come.

For now, you need to keep your applications up to date, current, and accurate. You also need to stay in touch with your network and follow up any rumors to cut through to the facts and truth of what is going on. Bad information is acidic, and it won’t do you any good at all. Seek out the truth, and keep your ears to the ground for opportunities and openings.

In the interim, fly as often as you can, and if you’re a CFI, look for any teaching opportunities that might arise. There may not be many, but it may not be as bad as you might think. You can also look for opportunities to take airplanes up for owners just to fly them, and if you can work a deal to get an airplane to fly on the cheap, this would be the time to build some hours and stay current.

What you can’t do is just give up. Even if you have to shift gears into other work for a while, you need to keep your sights on your goals and dreams and continue in the direction you have worked so hard for. The industry has been through upheaval before—nothing like this, to be sure—and it will eventually turn the corner. The strong will survive, and there may even be some new entrants if carriers fail and leave assets to reuse. But people and cargo are going to need to be moved.

Even if you’re outside of the industry, you can work on currency and maintaining a list of good contacts while staying abreast of what is going on. Once the economies around the world get a foothold, the return to growth is likely to be steady, if not quick. Nobody knows when that will happen.

But you do have the choice to be ready versus being left behind.—Chip Wright

An Evolving Theory of Mountain Flying Safety

One subject that I have grappled with over the years is the disparity between mountain flying being “dangerous” versus a pleasant flight on a sunny day. The reality is, actual mountain flying can be either, or a grade of both. It is not accurate to unilaterally state that it is nothing but dangerous; yet, a cavalier attitude has gotten many in trouble. I started, in my ignorance, subscribing to the danger model, then flirted with the idea that it’s not that big of an idea at all, and now have settled into a new thought paradigm.

It took a recent experience crossing a shallow glaciated saddle at 10,000 feet for the concept to crystallize. Nothing bad happened on the crossing, though at my most vulnerable moment, it suddenly occurred to me that I had not factored one input related to wind. If I was proven to be incorrect in my initial assumption, I would suddenly find myself in a wind shear situation, 300 feet above a glacier, with an engine capable of putting out 70 horsepower at that altitude. The chance of descending onto the shallow glacier (or coming terrifyingly close), would have been unacceptably high.

The good news is that I was correct about the wind, there was no wind shear, and the crossing of the saddle and two glaciers was pleasant and uneventful. What did occur to me in the cockpit was how, if I was at 800’ AGL at the saddle instead of 300’ AGL, the thought wouldn’t have crossed my mind at all. I asked myself why that was the case, and it led to an answer which I think balances conflicting concepts of mountain flying terror and nonchalance.

Every aircraft, day, pilot, and mountain range combined produces a combination of factors where, based on each unique situation, there is a boundary between a safe flight configuration and an unsafe one in each geographic locale. That, I think, is relatively black and white. The result is that certain flight paths can be entirely uneventful, whereas others are extremely risky.

The reality is mixed with many variables. Note how I mentioned that I wouldn’t have given the saddle any thought at 800’ AGL, yet 300’ gave me waves of angst. That tells me that the boundary between safe and unsafe was somewhere in between. Yet, that boundary would be different if winds weren’t the same, if I was loaded with a passenger, if I had more horsepower, if I was flying a spam can, if there was a cloud layer…the list of variable inputs to the equation seems endless, though the boundary of safe versus unsafe flight in the mountains is not.

If there was a visual of how this plays out, I would imagine a landscape mountain scene with red shaded areas demonstrating danger. Box valleys where turning radius is too wide, strongly turbulent areas in the lee of ridges, formation of orographic clouds, low altitudes in valleys where terrain ascends faster than aircraft rate of climb…these would all be shaded red reflecting their danger. Areas that had plenty of altitude, wide enough valleys, and a lack of deleterious winds, well, those are wonderful places to fly and enjoy oneself in the mountains.

To revert back to the technical nature of my sudden concern, there is a 5-minute video of the crossing and below I will walk through some images, explaining what I knew and didn’t know, and where I was when I figured it out.

After passing Les Haudères, Glacier d’Arolla comes into view in the distance.

My options were to head left, right, or turn around. 

While I wanted to turn right over the Col de Charmotane, I wasn’t high enough. Snuggling with the glacier made it clear that winds were coming down the glacier, which made sense as wind reports were out of the south.

I went back to the left option, which took me to Haut Glacier d’Arolla. Winds were not evident here. It is interesting how fast terrain below seems to come up toward the airplane, and what seems like adequate room suddenly feels like it isn’t. Since there are no trees or buildings and the scene is clearly majestic, one can wrongly assume that things are bigger than they seem.

On the way out from the left option, which puts the valley into perspective. Even though the glacier is descending from this angle, the valley now looks quite tight.

Back to the saddle that I would like to get over. The issue with high pressure days is that pressure differences build up on both sides of the Alps. With daytime heating, even in winter, winds begin to pick up, though they are not prevailing in the whole region as one would expect. Instead, they blow through valleys, passes, and openings various ranges, often blowing in a variety of directions. Therefore, I can presume, but not be certain, what the wind is doing. I knew it was coming off this glacier and heading down below me. My presumption was that it was blowing down the glacier in the middle left, and up the glacier on the right, both meeting and descending below.


By the time I got to the saddle, I had a sudden thought that I might have it wrong. What if the glacier to my left, which was blowing down into the valley I came, turned and was blowing forward in this image? I’d have some unpleasant wind shear. I also couldn’t tell how high above the glacier I was, as the snow was one giant soft pillow.

Looking to the left of the saddle, where I was now wondering if the winds were heading out behind me, or if they would bend to the right. It turns out my original theory was correct, and other than getting knocked a bit by wind, it was uneventful.

 

Navigating the COVID-19 airline world

I’ve been tooting the horn on progress in the airline industry for several years now, so you can imagine my shock and dismay at the developments in the economy since mid-March.

The C-19 pandemic has obliterated the prospects of a thriving industry that just a few months ago didn’t have enough pilots, airplanes, runways, or cheap fuel. Now, billions of dollars are being lost as the airlines are forced to park hundreds of airplanes, while the ones they are flying are largely empty.

I was asked recently what a day at work looks like now, and in a word, it’s surreal. I haven’t flown in three weeks because my trips have either been cancelled, or I can’t get to work because there are no flights.

When I was last there, the airports were empty. I’ve seen terminals that had more people in them at 3 a.m. than I’m seeing at 3 p.m. There are more employees than passengers. Restaurants are closed or have a limited menu. The retail shops are completely locked up.

You don’t realize how big even the smallest terminals are until you see them completely empty. Miles of security line barriers look silly and out of place now. The TSA personnel are bored to tears. Some flights are so empty that the gate agents don’t even use the PA system to announce boarding. I’ve had as few as 10 people on one of my own flights, and I’ve ridden on flights of multiple carriers that only have one paying passenger on board.

For years, I’ve had to endure periodic memos and initiatives on saving fuel and being on time to minimize clogging up either airspace or taxiways. Saving fuel now consists of carrying an extra 30,000 pounds—up to five hours’ worth—because the fuel farm at the hub has too much fuel and can’t store any more. Never in my career did I see that coming.

When the flights are only carrying a few people, it’s natural to want to push back 20 to 30 minutes early, but we’re being asked not to because of busy gate space. That sounds laughable, but the issue is real. So many airplanes have been grounded that some airports are out of room to store them. Many are stored at the gates, and airlines are minimizing the number of gates they are using. So, being early is still a problem.

Some large hubs are using runways to store airplanes. Right now this isn’t a problem, but it could be. Not only might the runways be needed, but airplanes are so big that if you need to move the one in the middle of a row of twenty, it could literally take all day to rejuggle everything.

As I sit here, the outlook on bookings isn’t good. The airlines that took CARES Act funding have to maintain staffing through the end of September, but based on what we see now, there is likely to be a bloodbath of furloughs come October. It will take some time to work through all of the pilots, since there will be so much training involved.

The feeling is that the flying public needs to regain confidence in travel, and they are looking for one of four things to happen: a treatment, a cure, a vaccine, or herd immunity. None of those are looking great right now, though a vaccine may be closer than we had hoped.

The other piece of this pie is that people need to have something to fly to. The Florida amusement parks are talking about staying closed until 2021, and restaurants will take a while to return to normal, either in capacity or on the menu. Food shortages are possible as well.

This is going to be a challenging recovery. Two airlines—Trans States and Compass, both under the Trans States Holdings umbrella—have gone out of business, as has Jet Suites. Overseas, South African, and Flybe have shut down. Others are likely to follow, and all of the legacy carriers in the United States have acknowledged that they will be substantially smaller come fall. It’s clear that they are now hoping to save the holiday travel seasons. But with billions in debt, soon to be made worse, it’s possible that there will be some more consolidation.

On the positive side, governments at all levels are doing everything they can to help keep the global economy alive. There is a clear goal of trying to let the economy regain some traction in hopes that it restarts relatively smoothly, if not quickly. Only time will tell if that’s going to work.

So what is a prospective pilot to do? Some things are simple: keep applications up to date, making especially sure they are accurate. Stay in touch with your network. Fly when you can, and at least stay legal. If you can provide any aid to those in need with an airplane, do so. And most important, stay healthy. Odds are the airlines are going to offer early retirement packages to senior pilots, and a number of them will jump on the opportunity. That will move things along, especially since retirements are just now picking up.

There will be some “right-sizing” at the regionals as well, and it will bear watching to see exactly how they retool their operations. But there will be room for opportunities for the RJs as well, since they can go to cities with lower demands and help restore a market for their partners. In other cities, they can hold the fort until the majors can bring in larger equipment.

We’ve all heard that we will recover from this, and we will. But it will take time, patience, and fortitude. But a recovery will happen.—Chip Wright

Automated local airport aviation forecasts for Alaskan communities

The National Weather Service (NWS) has fielded an experimental aviation weather product for many Alaska communities that lack a Terminal Area Forecast (TAF).  It represents the latest step in helping pilots anticipate local weather conditions before they fly. The Alaska Aviation Guidance (AAG) product takes the current conditions and applies a model to predict how conditions will change over the next six hours.

A state-wide display of the 61 airports where the AAG product is available, color coded for the predicted weather category (VFR, MVFR, IFR, LIFR).

 What does this mean for Alaska?
Today NWS only issues 39 TAFs for airports across the state—an area one fifth the size of the continental US.  Adding this new experimental product that covers 61 additional airports greatly increases a pilot’s ability to anticipate weather in the immediate vicinity of those locations.  An overall display of the state includes a graphic depiction, color coded for the major flight conditions categories (VFR, marginal VFR, IFR and low IFR), providing a synoptic awareness of conditions over larger areas.

What’s different?
Unlike a TAF, that covers a twenty-four-hour period, these forecasts only project conditions for the next six hours. They are updated each hour, however, to give a fresh look ahead—while TAFs are only routinely updated four times a day.  The product describes the elements pilots most care about; ceiling, visibility, wind and weather.  If conditions are expected to be stable during the next six hours, a single set of elements will be provided, however if change is expected, the guidance will break the time into finer segments. The results are also displayed in an easy to read decoded fashion.

A sample forecast, broken down into time blocks when conditions are expected to change.

Pilots should be aware of some limitations.  This product is completely automated, with no oversight or input from a human forecaster.  And while it covers the key elements we most care about, it does not forecast conditions such as localized convective activity, blowing snow or smoke during fire season.

How can pilots use the product?
Unlike the TAF, which is the staple for IFR operations, the AAG is intended for VFR use only.  On March 25th,  FAA Flight Standards released an InFO sheet that describes how it may be used for flights conducted under different operating regulations, with some limitations.  NWS also cautions us that this is not monitored on a 24 hour basis and may experience outages. AAG should be used in conjunction with all other weather forecasts (such as SIGMETs, AIRMET, Area Forecasts, etc) to best inform pilots of the expected weather conditions.

Where do I find it?
The AAG is an online product found at: https://www.weather.gov/arh/aag. Users will also find an FAQ with additional information, a link to the FAA InFO document and to a user survey.  Please use this product as you fly this summer. The experimental period currently runs to October 16. What happens after that may be influenced by your feedback!

More on Alaska weather developments
On April 8th, the National Weather Service organized a webinar which featured information from the FAA describing plans to deploy a Visual Weather Observing System in Alaska, on a test basis.  To learn more about this project, slated to start this summer, check out the Alaska Aviation Weather Update Webinar.

Lighten your emotional load for the post-coronavirus world

As pilots and evolving souls we are always looking for ways to lighten the load that we carry. Doing so improves the performance of our aircraft. It allows us to fly farther, faster, and higher.  Basically, reducing the weight and as a result the drag allows the plane to do what it was designed to do better. For us as humans, lightening our emotional load allows us to perform better as well, both on the ground and in the air. This is especially true at a time when there is turmoil in the world with the coronavirus at an all-time high. Since we have no idea how things will end up in the next day, month, or year, lightening our emotional load by making some personal changes will help us to be ready for whatever the Universe throws our way. These changes will free up bandwidth, make us more agile, and allow us to get ready for the next big opportunity that comes our way.

When I was preparing for the Polar Circumnavigation in Citizen of the World, I knew I would have to make personal changes to ensure the success of such an ambitious project with so many moving parts. Short of cloning myself, I knew I would have to be lighter, more efficient, and more at peace in order to form a successful team; locate, buy, and modify an airplane to set world records; solicit sponsor support; find a workable route; train myself; get the required permits; and identify any and all risk—and eventually mitigate it.

The areas I identified where change could lighten my emotional load included:

Seek expert help. Build a team of experts to support your effort. I knew that I needed people that shared my passion of bringing peace to the world from Pole to Pole, including people with expertise in many different fields like public relations, social media, accounting, aviation law, engineering, editing, web design, and psychology — just to name a few. There is no way any one person could possibly have a level of expertise in so many diverse areas. Knowing you have the backing of inspired experts will ease your stress and make the journey safer and more fun.

Build yourself a sanctuary. Chances are you will be pushing yourself to your limits as I did over the South Pole. As you go after new opportunities, you will need to find a quiet, clean, peaceful, and drama-free environment to return to each night. Your sanctuary is the place you will melt into so you can start fresh each day. This is also the place where you can find silence and be open to what the Universe has for you. Your purpose and mission will be revealed with time. There is no need to overthink these questions; instead, focus on removing your distractions and any resistance to being open.

Seek solutions. By learning more about the field that is so intriguing, you will find some of the solutions you seek. It usually takes 10 years to become an expert in a field so you should get started right away. You will need to be more knowledgeable than your competition. With the vast resources available online these days you should be able to find enough information to keep you busy for a long time. This is a classic case of eating the elephant one bite at a time.

Believe in yourself. When I started my Polar Expedition preparations, I had a larger group of friends. Some of them were downers who sucked energy from me and interacting with them left me depleted. I cut many of these people out of my life, as well as those that had zero impact, to create space for the new people that I would attract that were in better alignment with me and more up lifting.

Open your mind. It’s time to connect to the collective conscience. It’s the sum of all human knowledge from the beginning of time. Many believe it’s where all those great ideas, intuition, and downloads come from. You know when you had a download, because the answer suddenly pops into your mind and makes total sense. You will say to yourself, “Oh my God, why didn’t I think of that before?” It will hit you like a lightning bolt.

Learn to dream impossibly big. Don’t be afraid to go after what may seem impossible to you and in the process shine as brightly as you can. When I first decided to make an attempt at a Polar Circumnavigation it seemed so much bigger than me. It had never been done nonstop in a turboprop aircraft and the chances looked a bit slim. If it doesn’t make you a bit nervous, your dream wasn’t big enough. What is the harm in trying? Even in failure there is success because you learn. For lessons in dreaming impossibly big please see my first book Flying Thru Life.

Let go of self-judgment. This is the voice in your head that makes negative comments and tells you what you “should” do. Give yourself a break. Taking on big projects can be difficult, and you are putting yourself out there — so if you are going to tell yourself a story, do what Don Miguel Ruiz suggests and make it a good one! You need all the support you can get and that includes being your own cheerleader at every opportunity. It’s called “self-love” and may be the most important thing we learn on the planet as souls having a human experience.

Find a mentor. Most people advance in life to the point where their own limitations stop them like they have hit a wall. Unfortunately, that is the place many people will stay. You have to break through that wall; otherwise, many of life’s opportunities will pass you by. It’s difficult to see your own situation because you are down in the trenches. You need someone who has faced similar challenges and can guide you over or around them, depending on the situation. The person you seek will have a sense of intuition that is almost otherworldly. This person will have perspective that you don’t. My suggestion is to find the best person you can get. It might cost you some money, but it will be well worth it and will pay off many times over (see: www.messengersonamission.com).

Hand off some projects. When I decided to take on the Polar Expedition, I knew I needed a lot more of my time to pull it off successfully. I hired an expert property management company to manage my real estate investments and it freed up over 50 hours of my time per week. With this move, I also tripled my income which is helping fund the efforts of the DeLaurentis Foundation.

Embrace a new world. Finally, take action and embrace the new life that citizens of the world are currently presented. It’s the Universe’s way of shaking things up and giving us new opportunities to grow. To do this, we must sometimes push past the considerable resistance.

Fortune favors the bold and taking chances is what separates people who succeed and those that must return to go! There isn’t much competition at the top of the pyramid, and with adversity always comes many opportunities. So, your new lighter, faster and more agile way of being will pay big dividends. You will have more bandwidth and will be uniquely prepared for anything that comes your way as a Citizen of the World!

Alaska Pilots: Heads Up for VIP TFR’s

Typical VIP TFR containing inner and outer rings, with special requirement for communication and transponder use, when active.

TFR’s are not uncommon to Alaskan pilots, often associated with forest fire fighting activities during the summer months.  According to Air Force officials, however, we have had a rash of incursions associated with VIP TFR’s specifically in the Anchorage area. These take place when Air Force One or other high-level officials are moving through the area, making a stop for fuel at JBER.  The national security nature of these TFR’s; however, has a different “side effect” requiring the Air Force to scramble fighters to respond when incursions are observed.  It was reported at the March meeting of the Governor’s Aviation Advisory Board that during a recent VIP TFR, there were eight unauthorized aircraft incursions concurrently.  It doesn’t take much imagination to picture what could happen when an F-22 intercepts a small GA aircraft. With widely disparate operating airspeeds, aircraft maneuvering in close proximity to each other could end up in a dangerous situation for both the civil and military pilot.

Checking NOTAMs before you fly, even for a local flight off a private grass strip, is essential.  The FAA and Air Force has been reaching out to airport sponsors and local airport groups to provide advance notice via email.  Alaska DOT is looking at putting electronic road signs at the entrances of some of their airports.

Pilots have many tools to learn about NOTAMs today—from free websites like www.SkyVector.com to electronic flight bag programs and the NOTAM website itself. AOPA’s Air Safety Institute also has a document that gives tips for TFRs and NORAD Intercept Procedures, that would be a good resource.

Take the extra few minutes before you fly to check for NOTAMs – particularly those posted for Anchorage Center (ZAN).  In the Anchorage area, the F-22 pilot in the ready room at JBER will be happy that you did!

Maintain your Attitude during COVID-19 using the Big Three

There are huge psychological and physical challenges in light of the COVID-19 pandemic. My experience as a psychotherapist for over 25 years has led me to believe that we need to implement what I call The Big Three to break out of the resultant stress response.  Right now we are in the “Messy Middle”. This article will define the three overarching themes and concrete steps you can take to make your life better.

1: Predictability, Schedule, and Sameness

Humans need schedule and pace in their lives. Most pilots are uniquely goal and reward driven. When the goal or reward has been removed/postponed, mental and emotional health can suffer. Go to bed and get up on time. Take a shower and get dressed in your real clothes. If you normally go out for Taco Tuesday or Friday night pizza, still keep the schedule. Order take-out from one of your local restaurants [who could use the support] or create some new cooking at home traditions.

Get sweaty 30 minutes a day: exercise, dancing, walking. There are many online resources for movement [yoga, strength, cardio, meditation]. If you can get out of the house safely, bundle up and get out. Use your balcony or backyard as a tool for fresh air and perspective.

2: Light at the end of the Tunnel, Positivity, Optimism

We are by nature social creatures. We need our tribe. The second theme is to look for light at the end of the tunnel and focus on small positive changes that are happening right now.

Social Connections : One of the benefits of slowing down the pace of life is the ability to now reach out and connect with those we love around the world.

Make sure to maintain your social connections using telephone, Facetime, Skype, WhatsApp, or Zoom. If you are a grandparent, aunt or uncle consider using technology to teach a video homeschool lesson to your grandchild, niece or nephew. Most likely you will get a lot of gratitude from the parent, and the child will get the benefit of having a fresh “teacher” on the other end of the video camera.

Goals: Pick a new goal and work actively towards it. Daily small moves will help you meet your goal and give you forward momentum. If your goal is aviation-related, there are many online schools offering deep discounts, or perhaps even free courses.

Sense of humor/Benefit of the doubt: Try to maintain a good sense of humor during these times. We are all living and operating in some uncharted territory, which might give rise to increased anxiety and irritability. Give your partner, kids or work mates the benefit of the doubt, that they aren’t doing what they are doing just to upset you.

Expect boundary testing and behavior problems with children. Try to meet those challenges with grace and a sense of humor.

Many folks are experiencing a grief reaction in this crisis. Since it is hard to really know what is going on for someone else, either give him or her grace or ask.

3: Personal Control over your Environment

Make sure that you are paying attention to each of the five senses daily in a way that is healthy. Eat the best food you can. Make sure to drink enough fluids. Avoid over-drinking. One of my clients admitted to getting pretty drunk at an online “Virtual Cocktail” party. She said that drinks were free, there was no social pressure about how many cocktails she had, and before you know it she woke up with a big hangover.

For years I have suggested creating a Comfort Kit.  Pick any sort of container for your kit, the more mobile the better. Consider each of your senses and load up your kit with your favorite taste, smell, feeling, sound, movement, touch and sight. Think about making one for your kids or grandkids. When we control our environment and use a comfort kit, we are more likely to feel a sense of flexibility, relaxation and calm.

Space: Space has been a subject of interest with many of my clients. One suggestion is that each person in the home has some sort of personal private space. We are social creatures, but we do need time to be ourselves. Sometimes you might have to be a little creative, like taking yourself for a drive in your car.

Morning and Evening Brief: Check your trusted media sources on COVID-19 in the morning and again in the evening. Do not saturate yourself with 24/7 news exposure. It is also a good idea to keep your children’s exposure to media to a minimum. It might be helpful to look for positive stories in the media.

Volunteer: Find a way to contribute to the greater good through helping others. There are many non-contact ways to help your community. Perhaps you could use your airplane to fly PPE or blood products. Consider a Pilots n Paws flight to get a cat or pup to their forever home.

Spiritual and Mental Health: Reach out to your faith or mental health community to get added support during the isolation.

If you feel like your mood, sleep, appetite or energy are on a downward spiral more days than not, it is time to reach out to your local licensed mental health counselors.

Many years ago I wrote an article for AOPA Pilot about mental wellbeing. Take a moment to read it and do some self-assessment.

https://www.aopa.org/news-and-media/all-news/2012/april/pilot/bouncing-back

We will all get through this together. I am looking forward to the day where we get back to a sense of “normal”. Using the tips listed every day will help us survive these challenging times.  We will come out stronger and healthier than we went in.

Weathering the C-19 pandemic, part 2

I’ve been flying during the sudden contraction in air travel caused by COVID-19, and the sudden changes have been jarring, to say the least.

I had to leave home as the bottom was falling out, and that meant being prepared for just about any contingency. First, I packed some extra clothes in case I got stuck somewhere. That’s already happened once, and it may happen again.

Second, I’ve tried to keep up with options for getting home if I get stuck somewhere. There are myriad sources a pilot can use to see what flight options might still be on the table if your own airline cuts service or pulls out of a city temporarily. I use Flight View Free, as well as apps for each airline I might use. There are also a few groups on Facebook that airline employees can use to check loads and options.

Third, a number of people began carrying their own food on trips. I did add a few snacks to my bag, but I opted not to take a lot of extra food. Instead, I’ve been using Uber Eats, which has eliminated a lot of delivery fees in order to encourage folks to support local restaurants. Grocery stores are still open, and they are a great option. I’ve also bought food from airport vendors to take with me.

Fourth, my wife and I have been in constant touch, and in a bind she can drive a day to come get me if I can’t get home. On the few occasions that I’ve been too far away for that, we have been tracking rental car availability and pricing. I’ve also reached out to a pilot or two with their own airplanes who may be able to come get me.

This is an unusual time, to say the least, and when you’re at work, there isn’t much you can do but ride it out. In cities where I know people, I’ve reached out to see if I can stay with them if push comes to shove. I know the company will do whatever it can to get me home, but they are overwhelmed right now, and it may well be faster and easier for me to solve my own problems.

I’d like to say that everything always works like a well-oiled machine in times like this, but we all know that isn’t the case. It wasn’t the case after 9/11, and it isn’t now. But with a little forethought and some ingenuity, you can find a way to work around this. And where determination isn’t enough, patience will have to be.—Chip Wright

An Overdue Rant

The discussion started with my wife’s innocent commentary on France’s coronavirus lockdown requirements. “Can you believe that the French have to carry a piece of paper to leave the house?” Before she could say another word and to the surprise of both of us, I erupted with a diatribe: “Excuse me? So, they need a piece of paper to leave the house? How about the fact that I need to file an avis de vol or PPR prior to every flight in Switzerland, that a flight plan is needed for any border crossing inside of the “border free” European Union, or that I am required to have my Mode S transponder on, broadcasting to the world a precise track of all of my activities? If French health rules are going to be presumed to signify the dawn of authoritarianism, then try being a pilot in the free world.”

Aside from the tantrumesque nature of my fusillade, I have been brewing (ahem, repressing) an argument for a while in my mind that private aviation is treated rather unfairly compared to automobile transport, if one considers the underlying principles behind reasons for regulation of both. What works for cars focuses on safety and respects freedom, yet pilots and aircraft seem willing to put up with an overbearing and disproportionate excess of rules compared to ground transportation. It took the inconvenience of a health crisis to synthesize the argument in my mind.

The most poignant case stems from Switzerland regarding airport hours. For those who read my rantings from Germany years ago, “operating hours” rear their ugly head again, something that thankfully Spain doesn’t seem to care about. I’ll digress a moment to remind everyone that operating hours and information service requirements in Germany stemmed from the Nazi era. At present, uttering the slightest Nazi phrase in Germany can result in job loss and arrest, whereas Germans will admit that the genesis of information service requirements is from the Third Reich, and its completely ok to practice that restrictive Nazi tradition (against pilots) in modern Germany, whereas everything else has been eviscerated from their culture.

Ok, so back to Switzerland. Local communes “come to an agreement” with airports (i.e., tell them) what hours the airport can be open. Most in Switzerland are sunrise to sunset, capped at 8PM in summer. Some go to sunset in summer, others allow only takeoffs until 8PM and landings until sunset. A few allow some basic night VFR on occasion. The rule springs from noise concerns. The commune basically determines when they want to hear airplanes fly. I failed to mention that some airports have restrictions on Sunday, at lunch time, and if a funeral is occurring at a local church.

As with most things in Switzerland, they at least have a traceable origin and make a shred of sense. At the same token, when I compare to automobile traffic, I can’t help but grimace at the disparity. I personally loathe, with a vehement passion, noises from cars and refuse to live anywhere near a road, which is how I solve my personal preference regarding the ever-present miserable hum of car traffic. While I would love if local towns would regulate car noise out of my life, it is a concept that simply never crosses my mind. Yet, when it comes to aviation, occasional air traffic after 8PM is deemed excessive, while cars and trains continue to make a racket in Swiss villages, free to do so whenever they please. To me, it boggles the mind that the differential in treatment is not questioned.

Another matter, that is more prevalent in Europe, arises with regard to insurance. If an aircraft is out of annual or if the pilot has anything but a current license and medical for the flight in question, then there is no coverage, even if those matters had nothing to do with it. I have never toyed with the matter, though I would presume the same condition exists in the USA. Yet, if an automobile is out of inspection, or if maintenance was done not in accord with manufacturer recommendations, would coverage be denied for an automobile accident? Of course not! I am unsure of the situation with an expired license and insurance with a car in the US.

The irony with insurance is that “breaking any regulation” can result in the loss of coverage in Europe. I believe, though do not quote me, that causality with aviation insurance in the US is more of a factor than Europe, and may be US state specific. At any rate, are not most automobile accidents the result of breaking a regulation? Yet, “that is what insurance is for.” In the case of aviation, good faith piloting with an error in complying with a mountain of rules carries incredible weight.

For that matter, I have seared into my mind the deleterious horror of as much as being on the ramp near an airplane without one’s pilot certificate, medical, and state-issued photo identification in my possession. Fines are in the thousands of dollars, in the US, in the event of a ramp check – not if one attempts to enter and fly an aircraft being a non-pilot – but if the person left the documents at home. In a car, the police furnish a limited period to return to the police station with the driver’s license and do not squabble as much about issues as to whether it is in one’s possession.

I could go on and on, though I think the point is made that pilots face far higher requirements on all fronts, and far worse consequences. Some might argue that “aviation is different,” and I would be inclined to agree with regard to commercial and transport operations (more people, more speed, more weight, more fuel, more boom). There are strong requirements, they result in very low accident rates, and those are not in question. Yet, for a small aircraft that weighs less than a car carrying the same amount of people as a sedan, I think the corollaries are more profound than we think.

The issue with aviation is protecting the general public mostly, and passengers second. The same rule applies with cars. In fact, if an airplane crashes, the chance of it hitting a bystander or building on the ground is much less than if a car endures a crash. The amount of pedestrian deaths or, for that matter, deaths of occupants of other vehicles not at fault, is staggering in the United States. Cars routinely travel within 5 to 10 feet of opposing traffic, pedestrians, and sometimes buildings. The condition of automobile maintenance in the US can be staggeringly disregarding of the value of life, yet we culturally think it’s fine to careen down the road in vehicles weighing one to three tons with a fraction of the training, licensure, and maintenance regimentation than a private aircraft. The results speak for themselves: cars kill at an astonishing rate.

One has to ask where the root of the problem lies. Regulation is a product ultimately of democracy, which derives of looking after the interest of the majority. It is rather simple and obvious that more people drive than fly; thus, the incentive is to arrive at an equilibrium that the average citizen agrees with regarding automobiles. When it comes to airplanes, there is little reward for a non-pilot to have any sort of non-airline aviation; thus, fear and disinterest in aviation inconveniences (noise, funding local airstrips, etc.) abounds. AOPA in the US is a fantastic example of banding together as pilots and pushing back against the inevitable monster that would be the general public’s disinterest in aviation, whereas AOPA membership and therefore power in Europe is miniscule comparatively. A smaller percentage of pilots in Europe join their local AOPA, rendering the final lobbying outcome far more anemic. The results are evident with byzantine and nonsensical regulation imposed upon pilots by a web of public ignorance.

It is further interesting to analyze differences with American and European automobile training and licensure. Europe has requirements for extensive schooling, compared to the US where parents teach their [unenviable] driving habits to their children. Automobile inspections, while nothing like an aircraft annual, are far more rigorous, such that the sight of a “rust bucket” on the road is virtually non-existent. The results are clear: road deaths are significantly less in Europe, so much so that I have seen three total accidents in four years of European travels, including on packed roads that are far tighter than anything in America. As one can tell, I support the European approach to driving.

Yet, there is still a paradigm that holds true with roads in Europe, despite significant differences in training and maintenance: rules make sense. Road engineering, speed limits, and other posted signs and restrictions follow the same basic concept that exists in America: people want to get from point A to B as fast as they can without killing themselves or others. This reality is a perfect example of how precise, targeted, and effective increases in regulation can create a required investment of training, maintenance, and operating practice that pays tangible dividends for everyone involved. Many of the aviation regulations in Europe that I rail against produce no tangible dividend, other than a Byzantium of nonsense that needs to be tracked, for a purpose few probably even remember.

I illustrate the prior paragraph to demonstrate that quantity of regulation is not the sole barometer of restrictions to freedom. There is much more to do and keep track of on the roads in Europe, yet the outcome is still relatively equivalent to America, despite higher regulatory burden. Higher European regulations in aviation, on the other hand, just annoy pilots, operators, and maintenance professionals. That further cements my democratic and lobbying argument: the general public, even in Europe, would not tolerate mountains of stupidity in driving regulation, as there would be a groundswell of public rage at the prospect. Since aviation here has small numbers and its political influence is not weighty, non-pilots often devise the rules, with no feedback cycle to their lack of sense. In fact, in a recent article I posited the basis that some European aviation rules have been relaxed, due to the squashing of GA experience. It was my theory that, if rules squeezed off the pipeline of pilots to airline cockpits, then the general public couldn’t go on vacation, which is an example of democracy at work.

This rant could go on ad infinitum. I will mention, on a positive note, rules and coronavirus restrictions notwithstanding, that flying is still a tremendous unbridled joy, even during this crisis, and I treasure whatever I am allowed to do in these crazy times even if, for reasons I do not understand, some coronavirus related restrictions require enhanced fire services, thus reducing airport operating hours….

 

 

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