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Flying Slice of History; the Rare Noorduyn Norseman to OSH21 Pt.1

In late June 2021 I received a message from Brent Blue asking if I would like to fly right seat to Oshkosh in his 1942 Noordyun Norseman.  Honestly I had never heard of the Norseman but after a quick review of this historic Canadian WWII aircraft I was keen to say yes.

Pilot and Right Seat Pilot           Brent Blue & Jolie Lucas

I had never flown with Brent but knew him through his work with AOPA [more here] and his website Aeromedix  We spent a few hours talking about planning, our individual flying styles, ratings, wish list for stops along the way, and of course the planned Saturday arrival to the big event, #OSH21.


For more information and an article on 164UC in Vintage Airplane Magazine, click here.


I flew commercially into Jackson Hole WY on the Tuesday evening before OSH21.  As I deplaned, I saw Brent talking with a fellow in the baggage claim area.  Little did I know that was a harbinger for the next 11 days. After living in Jackson for decades, it seemed like everywhere we went I heard “Hey Brent!”.  During our planning meetings I asked what the limitations on weight and baggage were.  Brent let me know that my baggage allowance for the flight across the country was 900 lbs [which is close to my full-fuel useful load in the Mooney].  After we collected my meager 100 pounds of luggage we loaded up into his big white truck. I couldn’t help but notice the signs that said “Coroner” on the truck.  I knew Brent had been in medicine for decades but did not know he was the Teton County Coroner. I have to say that I did get some “looks” when I was driving his big white truck in the National Park the next day.

Brent had a full day of patients on Wednesday and I got to borrow the truck and go explore the area including Jackson and the Grand Teton National Park.  My time in the park was so magical. I am a mountain girl and have been to many beautiful places around the globe, but I have to say the Tetons were pure magic.

The weather was warm and clear in Wyoming and the forecast was for VFR flight.  The plan was to rendezvous in the late afternoon and drive to Driggs, Idaho [KDIG ]for our departure to Casper, WY.  We loaded up the plane, completed a very thorough pre-flight and departed the airport.  The goal of this flight was to climb in the airport area to gain altitude needed to have a comfortable margin above the terrain.  As with the best laid plans we found that the density altitude was the big winner of the day.  We “climbed” for about 20 minutes and only gained a few hundred feet.

Sunrise departure from  Driggs ID for Mason City, IA

The next morning, we left in the cool, clear air and had no problems whatsoever. Being a day “behind” meant that we had a very long day of flights in front of us.

Super happy to have my Lightspeed headset to cancel the noise from that big round thing up front.

Some of you might remember my Dad was an instructor in the Army Air Corps.  He flew the Stearman out of Rankin Field in Tulare, CA in the early 40s.  He told me many stories of hanging out with Tex Rankin, Sammy Mason and others.  For me, flying in this historic WWII plane gave me an idea of what it must have been like for my Dad.

Flying behind that big radial engine was so thrilling in a slow-motion sort of way.  The Pratt & Whitney R1340 engine puts out 600 horses, but it is pulling a big, heavy, airplane.  Brent was very generous in briefing me on the controls, flight characteristics and procedures in flying the Norseman.  Having the majority of my time in a Mooney, it was a little adjustment to the heavy hand needed on the controls and lag time in responsiveness. The plane features a flip-flop yoke.  I was able to take-off, climb, establish in cruise and even did a “high-speed” pass.  By the end of the second day I was able to keep the plane headed in the right direction, once trimmed, with my toes.

Another difference between the Mooney is the  Norseman burns 30- 34 gallon per hour and about a half-gallon of oil.  We cruised at between 85-100 mph.  I really enjoyed flying with the windows down, seeing the country side unfolding beneath me and got used to the wind in my face and the occasional drop of oil landing on me.

One thing I learned straight away is this airplane is historic, rare, and draws a crowd wherever it goes. Production began on this Canadian single-engine bush plane in 1935.  Only 900 or so were produced.  The beefy air-frame came equipped with interchangeable wheel, ski or twin-float landing gear. Brent explained that his was the only Norseman flying in the continental United States. Along the way I learned what a great ambassador he is for general aviation.

July 22nd was a long day of flying as we had the goal to reach Mason City IA [KMCW] for their “Third-Thursday” event.  This monthly gathering was due to be especially large due to the proximity to the start of Oshkosh. I love their slogan, “There’s no agenda, no officers, no speakers, and no budget.”

We cast a big shadow as we landed.   Even behind that big engine, it was clear to see the multitude of airplanes on display which included the famous C47 “That’s All Brother”. The CAF has restored the historic aircraft and was hopping rides all afternoon for lucky attendees. To read more about TAB click here

On approach to Mason City, IA

The afternoon was sunny and warm with clear skies.  Another fun element of Mason City Iowa was our stay at the last remaining Frank Lloyd Wright designed and built hotel in the world, the Historic Park Inn. We checked in and soon enough were back out at the airport to enjoy the wonderful hospitality of Doug and Kim Rozendaal and the Third Thursday crew.

 

 

 

 

 

 

 

 

 

 

 

 

 

It was simply a perfect GA evening.  The grills were going much to this meat-a-tarian’s delight.  Hundreds of folks checking out the 50+ airplanes that came in.  From student pilots to old-timers, the excitement of heading to Oshkosh ’21 was in the air.  The Norseman was a hit with many, many, visitors and folks coming by to take photos.  We enjoyed the evening and then hit the hay for our early morning departure to Middleton, WI [c29] and their Rock the Ramp celebration. . I will continue our journey to Oshkosh in next month’s installment.


 

Gabriel Muller Smokehouse Pilots, Aviation YouTuber Martin Pauly and my Mom & Dad beaming in on me.

As I close, I would like to remind folks, in the waning flying season of ’21, to take advantage of any on-field events going on in your community or region.  Please don’t forget online virtual events as well.


Here’s your personal invitation to attend California Pilots Association October 16th California Zooming event.  This is our second annual day-long virtual conference.  You will learn about airport advocacy, attend our annual meeting, and enjoy three FAAST WINGS credit safety seminars featuring John & Martha King, Captains Brian Schiff, Mike Jesch and Gary Schank. This FREE event is open to anyone with the ability to virtually Zoom along with us.

If you join CalPilots  you will be eligible to win a member door prize. A big thank you to our door prize sponsors:  AOPA, Precise Flight, Lightspeed Aviation, MyGo Flight, LIFT Aviation PilotSafety.org, Flying Eyes Optics, PlaneTags.com, and Pacific Coast Avionics.  WINGS credit is available for our safety seminars.  John and Martha King are our keynote speakers.  Please join us for the fun.

Register here:  https://us02web.zoom.us/webinar/register/4916318099040/WN_VfX6gz6iQtO5fE1GIK1M5A

Watch our fun YouTube video Follow the Link:  https://youtu.be/-l8kqtxTKrs

 

 

 

 

 

Jolie Lucas makes her home on the Central Coast of CA with her mini-Golden, Mooney. Jolie is a Mooney owner, licensed psychotherapist, and commercial pilot. Jolie is a nationally-known aviation presenter and aviation writer. Jolie is the Region 4 Vice President of the California Pilots Association. She is the 2010 AOPA Joseph Crotti Award recipient for GA Advocacy. Email: [email protected] Web: www.JolieLucas.com Twitter: Mooney4Me

Medical Events

Medical emergencies in flight are pretty rare, but when you consider the numbers, it is inevitable that some will happen.

With 50 to 350 people on an airplane, some of whom already have underlying health issues and may be experience more stress than normal because of the travel experience, someone will eventually get sick. Hopefully, it is relatively minor and not a life-threatening event, and better still if there is a medical professional of some sort on board.

In my days at the regionals, the decision to execute a diversion was almost entirely in the hands of the crew. As you can imagine, this led to a lot of second-guessing, but pilots are pilots, and not doctors. Given the choice, they will act in a conservative fashion and land so as not to risk the burden of a serious illness or death on one of their flights.

At the majors, the carriers utilize more resources. Almost every airline has a contract with a medical service that has a team of doctors on call 24/7/365 to help evaluate a situation. The pilot is expected to gather as much information as possible—passenger name, gender, age, symptoms, pertinent medical history/current medications—and relay that to the folks on the ground. During this conversation, the flight dispatcher is usually listening in. The dispatcher will coordinate with a diversion airport if necessary, and will also have EMTs and paramedics meet the airplane when necessary.

Diversions can be major disruptors to the schedule, and they are expensive. Making one unnecessarily doesn’t do anyone any good, so it’s important to make the right decision. Taking the decision out of the hands of the crew and putting it in the hands of the medical professionals takes the pressure off the crew—if not off the airline—and allows the experts to call the shots.

I’ve had a handful of medical events over the years, and the last several years it has averaged about one per year. Usually, it is someone who is just sick or doesn’t feel well. There was only one where I disagreed with the decision to press on versus a diversion, but it wasn’t my call to make. One memorable day I had medical emergencies on back-to-back flights. That was fun. The second one was on a relatively short flight, and the destination was the only real option, but it was a compressed time frame, and we were incredibly busy trying to coordinate things with ATC, the station, and the cabin crew.

International flights pose their own challenge because of Customs and Immigration procedures. Incidents over water are challenging because the ability to communicate with the company and medical folks may be limited, and the time to an airport may be longer than you’d like. I’ve experienced more than one event coming in from the Caribbean, which always leads one to hope that someone just had a bit too much fun on vacation.

Every company has their own procedures in place for dealing with and properly reporting an event. It behooves even new-hire pilots to be as familiar as possible with those procedures early on, because once the cabin crew calls with an event, the workload—and stress—can rapidly escalate. Knowing where to find your help and what to do with it will go a long way toward ensuring a favorable outcome.—Chip Wright 

Flying in other countries

Aviation is supposed to be a world with a common language, but it doesn’t always work as well in practice as it does in theory. English is the agreed-upon language, but the fact is, not everyone speaks it as a primary language, and many struggle with it.

I do quite a bit of flying in Mexico and Central America, and most of the controllers speak English fairly well, while others clearly struggle to speak with a minimal accent. When I used to fly over certain parts of Japan, China, and Russia, the problem could be compounded. Russians, for instance, use meters versus feet.

Add to this the unusual (for us) names of some of the navaids and fixes that we use in foreign countries, and the risk of misunderstanding is fairly high. The obvious solutions are easy: Speak clearly, speak slowly, and make sure that you eliminate any potential distractions when you are listening to a transmission intended for you.

Fortunately, most controllers are patient and will gladly work with you to make sure that you understand what they need you to do or where they need you to go. And once you have some experience in a particular country, you will get better at predicting what will come next—and for that matter, what won’t. Many places, for instance, insist that you fly a full approach, so getting a shortcut for a visual is usually a non-starter. Other locations with spotty radar or challenging terrain will essentially force you to fly a full arrival or departure procedure.

One of the best ways to prepare for some of these challenges is to spend some time studying whatever material your company provides for operations in various geographic areas. When you get the flight plan, make sure that you can decipher the SIDS and STARS. In Mexico and other Central American countries, there might be a large number of arrivals depicted on one page, with various transitions to choose from. You’ll likely have to study the approach page(s) as well to determine how to load the route. The other possibility is that the flight plan won’t have a STAR on it, and you will be assigned one as you get near. That isn’t the time to try to decipher odd-sounding words that could confuse you. Try to have some passing familiarity with the sounds and phonetics so that you can be sure you have the right procedure.

There are some countries and/or airports that multiple airlines treat with an even greater degree of caution because of a confluence of risk factors, such as language, terrain, weather, et cetera. Bogota, Colombia, falls into this category. Most require pilots to go in for the first time with someone who has been there, and captains often have to go in for the first time with a check airman and be specifically signed off before they can be assigned BOG routinely.

Flying to new countries is a challenge, but it’s also fun, and when you get comfortable with the procedures, it is satisfying to know that you can work the system as intended. But preparation is key, and it can’t be overlooked. Likewise, you can’t allow complacency to rear its ugly head either. Stay focused, stay ahead of the airplane, and stay safe.—Chip Wright 

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How long does it take?

Pilots who are new to a company and an airplane can at times feel like they will never “get it.”

The first shot out of the firehose is information. Lots and lots of information, about everything from the company to the managers to how to get a mistake on your ID badge fixed. Then there is airplane training, which is information on steroids. There are memory item checklists and limitations to memorize, some of which feel silly or seem to have no reason (and often don’t).

Next is the simulator, where everything goes from being an abstract, academic concern to a practical one, as you try to tie up all the pieces you’ve been given so far. Callouts, flows, crew resource management…it’s a lot to master, and there never seems to be enough time to do so. Worse still, you don’t realize how narrow the scope of flying is in the sim until it’s over. Most of the time is spent flying approaches and learning how to use the flight management system (FMS), while also figuring out how to keep the blue side up during an engine failure. In fact, in sim training, you actually get very little time experiencing what the airplane flies like when everything is working. You also get almost no exposure to the cruise portion of your flight.

Simulators are great for a lot of things, but they are terrible for mastering the art of a visual approach, because the graphics, as good as they are, still lack a certain amount of depth perception. The sims also usually do a poor job of replicating terrain-induced winds and turbulence on an approach. At some point you will begin to feel a little bit cocky about how you’re doing, because you will have mastered (or come close to) this narrow field of flying in a very controlled environment.

It’s only after you get on the line and have to really and truly put it all together in an airplane with passengers and other distractions that you finally have to master the art of not crashing and flying with some degree of grace. Generally speaking, it takes around 100 hours in an airplane to get your first new level of comfort, and it takes around 500 to begin to feel less apprehension in challenging weather conditions. With larger airplanes that fly longer legs and do fewer takeoffs and landings, it may take more. Getting the hang of hand-flying and performing smooth visual approaches is a sign of comfort, and a big boost to your confidence. It won’t happen overnight, but it will happen with practice and repetition. You’ll also learn from your mistakes, of which there will be many at first.

But there comes a time where sitting in your seat feels like putting on a comfortable pair of shoes. And that’s a great day when it comes.—Chip Wright

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Behind the scenes

Like any other industry, aviation has a lot of stuff that happens “behind the scenes” that the average Joe isn’t aware of.

In fact, often people within that industry may not be aware of some of it either. After all, how often do you go to a restaurant and think about all the stuff that goes on in the kitchen before you get your food? Someone has to know how much of what to order, and someone has to determine how much of each food to make ahead of time based on demand and popularity.

The airlines work the same way. As you read this, the calendar will be indicating summer. And not just any summer, either, but the first summer after the strangest summer any of us can remember, along with a weird winter that didn’t seem to want to end. Many airlines already have a small team of people working on next winter’s operations. Deicing fluid needs to be ordered well in advance, with supplies adjusted based on expected fleet plans at each airport/hub, training manuals for all affected work groups need to be updated and harmonized, and equipment needs to be maintained, replaced, and repaired. Just getting the manuals updated is time consuming, because at some airports the work is contracted out to a company that handles multiple airlines, so everything has to be written as simply as possible.

Deicing equipment only gets used a few times a year, so functionality checks start early in order to find issues that result from leaving stuff sitting around for months on end. The folks who train the trainers also need to be brought up to speed early so that the training pipeline gets started, staffing can be adjusted, and schedules accommodated.

Another big behind-the-scenes area is the long-term scheduling of flights. Every airline calls it something different, but it’s basically the same: where will we be going, and with which airplanes, in 12 to 24 months. The three big seasonal peaks are Thanksgiving, which is easy (in the relative scheme) to plan on; spring break; and summer vacation, specifically the month of July.

My airline is constantly putting out communications about the next one or two summers, because those busy months drive the training schedule for pilots, and to a lesser degree, flight attendants. Big events factor in as well. For instance, last year, the Olympics were supposed to be a major focus point. COVID changed that, and this year the Games may be held with no crowds. Next year, the World Cup is on the docket, but it’s too soon to say how COVID may or may not affect that event, and that doesn’t take into account which teams may or may not qualify.

Maintenance is another never-ending cycle of planning and contingencies. Airplanes are subjected to some form of light maintenance every day or so, but they also need to be scheduled for “heavy” inspections based on the manufacturer recommendations. These checks pull the airplanes out of service for a few months at a time, and they are scheduled a year or more in advance. A majority of these events take place outside the United States, especially for wide-bodies. That is yet another variable that needs to be accounted for.

There are also unexpected events, like the grounding of the 737 MAX, which was down for two years, got released to fly, and then was partially grounded again. Airlines can accommodate some of these curveballs, but too often the only resort is to cancel flights and issue refunds.

Just like a restaurant that has to plan for a big social event, the airlines have to constantly tweak their plans, and often there are a lot of partners involved and a lot of unexpected ripples that have to be dealt with in the process. It’s part of what makes aviation such a dynamic, exciting industry: There is never a dull or a still moment. But there is always something that needs to be done.—Chip Wright

Sports charters

As we move into spring and summer, the airlines are heading into some of the busiest charter work that they do: basketball tournaments and Major League Baseball. Charters are not the money-makers that they used to be, but they still turn a guaranteed profit for the airlines, and they are an important part of the business model.

College basketball can be among the most challenging, because it is so unpredictable. Nobody knows when a team is going to be eliminated or move on to the next round, so the schedule has to take that into account. Usually, when traveling by charter, the schedule is built to take in the best possible option, which is that the team in question will make the next round. If they lose, then they usually have to sit around for a day or two or three in order to return home on schedule.

If the team is lucky, the contract with the airline can include the flexibility to leave early if they lose, but this is entirely dependent on the airline and its ability to have a crew and an airplane in position, to say nothing of the catering that must be done according to the terms of the contract. Catering and food are a big part of these arrangements, so don’t underestimate their importance.

Baseball is much easier to predict, because the schedule is laid out in advance. That said, baseball charters can be demanding, difficult work because of the hours. Most charters (of any sport) include three total flights at a minimum: one to get the airplane into position, one to actually fly the team, and one to get the airplane back into the regular schedule. The fee charged covers all three, plus whatever crew-related expenses there will be. Most baseball (and football) teams negotiate with a single carrier, and they often use different-sized airplanes based on the trip, with long flights usually requiring a bigger airplane.

For the crew, the job begins with getting the airplane into position, usually by flying it empty to the pick-up point. This is the easy part, and also the most important. It’s also where the problems usually start, because if a game goes late—or really late—it messes up the schedule.

Let’s say a baseball game goes 12 or 13 innings—not common, but not unheard of. That can easily add an hour or more to the schedule. The standard post-game order of events doesn’t change: showers, press obligations, packing, et cetera. The team loads up on buses and heads to the airport. The airplane can be loaded fairly quickly, but being late is being late.

Since most games are played at night, the flight is usually a red-eye of sorts, so the big battle is fighting fatigue. But the job isn’t done. Dropping the team off is usually even quicker than loading them up. However, because charters usually start and stop at FBOs or company hangers, that means the airplane may have to be cleaned or fueled before it can go to the gate. Or, worse, it may have to be flown empty to another city to work a flight. As a pilot who has done these three-flights-in-a-night adventures, I’m here to tell you that the last ones aren’t a lot of fun.

More than once, I finished a basketball charter pulling into the gate as the crew working the first flight of the day was showing up. It was a mad dash to get the airplane ready to go as we slogged off to a hotel or grabbed a seat in the cabin to go home, another baseball team or university (hopefully) grateful to us for a job well done.—Chip Wright

Some bright spots

As the pandemic appears to be winding down, travel is showing some signs of recovery. Flights for spring break saw some of the highest load factors seen since early 2020, and Americans are itching to avoid another summer of being stuck at home.

Several airlines, including a couple of majors, are showing signs of growth and pilot hiring. United recently announced point-to-point service for several Midwestern cities that are not typically a part of its core hub-and-spoke system. This is a significant departure (pun very much intended) for a company that is so focused on maximizing the hub part of the hub-and-spoke.

Other carriers have also been quietly making adjustments to their schedules as well, and a cursory examination of the announcements shows what was long predicted: Leisure travel is expected to rebound first.

Here’s the best part of the good news, though: Much of this added flying is being done on regional aircraft. That makes sense, because a smaller airplane allows an airline to “right-size” the airframe for the market, which in this case, is relying on zero connecting passengers. If the smaller airplanes fill up, the option always exists to bring in something bigger later or on a seasonal basis. From a pilot perspective, it means more block hours of flying, which means more jobs. Endeavor, a wholly owned subsidiary of Delta, has begun training new-hire pilots, and is expecting to hire as many as 400 before the end of the year. Spirit and United are also expected to see a net growth in pilot jobs.

This is a stark turnaround from where we were a year ago, when pilots at the majors were sweating out the possibility of a furlough. Fortunately, three significant government bail-out bills have kept the airlines afloat and allowed for some creative solutions to be crafted to minimize any lost jobs. It appears to have worked as advertised. Early separation packages got some senior folks to retire, some retraining costs were saved or totally avoided, and the ability to rebound was kept in place. On my last couple of trips, the airways and radio frequencies were jammed, and it was a great sense of normalcy in a year that has had anything but.

Pilots who are interested in stepping up to the regionals or higher need to be updating applications regularly and touching base with contacts at various carriers. Job fairs are likely to be virtual, if they occur at all. But if they do, that face time with a recruiter will be more important than ever before.

Because it stands to reason that many countries will require a vaccine to enter, getting vaccinated should be a priority for anyone looking to get into the travel industry, and pilots will be at the top of that list. The Biden administration is pushing to broaden the ability for everyone to get a shot by May 1, so if you can get one, don’t wait. The airlines have not specifically come out and said that they will require a vaccine, but at least one as hinted that it may, and they may all require future job applicants to have one. There is no point in delaying what feels like the inevitable, especially if it has the double bonus of both protecting you and gaining a leg up on future employment.

What was threatening to be a long period of recessionary activity is now showing signs of hope and recovery. While nothing is ever guaranteed, the signs are positive, and that’s far more than we could have dared hoped for a year ago.—Chip Wright

Into the Alligator’s Mouth: Installment 2

The choice was before me, stay an extra day in LA with friends departing first flight after annual in instrument conditions into busy airspace, or leave a day early in crystal clear blue skies.  That small decision could have turned into a big implications had I not considered my personal minimums which happen to include the aircraft.

Last month we began our journey into the mindset needed for the functional implementation of personal minimums.  As I pondered minimums in a pandemic, I reached into my address book of pilot friends, to ask questions about minimums, guidelines, self-restrictions and the like.

I spoke to range of folks from pretty newly minted private pilots, to those working on an instrument rating, commercial, CFI and DPE.  I talked with female and male pilots with hours ranging from low hundreds to 25,000.

How far do I put my head in an alligator’s mouth before I can’t get it out?

I had a fabulous time talking with the 12 pilots and I got a “hidden gem” or a “pucker factor” from each of the conversations. My hope is that our words might start an honest discussion on ways that we can keep ourselves safe in the airplane or on the ground. Because in the end, cheating on your minimums is cheating yourself.

For the next few months this series will center on the psychology of personal minimums.  Like most relationships, we will focus why we create them, why we commit them to paper [or not], when we fudge on them, what we learn from them, and what we hope never to again experience.


Interviews

For the interviews I asked starting questions and interchangeably used personal minimums and personal guidelines.  The reason for this is some pilots initially thought when I spoke of minimums, I was referencing charted instrument approach minimums.  The following answers will be in their voice, the first person.

Questions:

  • Do you have a current set of personal guidelines or minimums for your flying?
  • If yes, do you have them written down?
  • If so, do you ever review them or alter/update them?
  • What are the areas you consider when you think of your own minimums?
  • Have you had a time where you cheated on your personal minimums?
  • Has there been an experience in the airplane you would like to share that gave you a “pucker factor” that others might learn from?”
  • Do you have a “hidden gem”, or learning tip, to share?

*[For the sake of this article, in their responses, I will simply use the word “minimums”]


B.S., Active CFII, Captain for major airline, Citabria owner

The way minimums are taught in the airlines is by policy manual. The pilot themself is a part of that policy which includes sleep, wellness and emotion. As a CFI I make a similar policy manual with students and actually have them sign it.

Are they Iron clad rules?  Yes and no. It is important to make them realistic.  If you say, “I am never going to fly unless I have 5000 OVC,” you will end up cheating. If you cheat on your minimums you might as well not have them at all. As you become more experienced and comfortable, you can lower the minimums. Make sure to revise as needed. If they become expired then they are useless.

As an instructor I impose limits on the student for solo flight. Gradually  the transfer of the responsibility from the instructor to the student pilot takes place. Many times, I ask my students to put themselves in a Pro-Pilot position and think of having passengers in the airplane, even if alone.

Another technique is to mentally put yourself in the back seat and become a passenger. Pro-pilots have to be willing to make a plan that might disappoint your passengers or yourself.

Pucker Factor: I was ferrying a Cessna 310 across the country for its new owner in Northern California. He made it abundantly clear that he wanted this airplane NOW. “No problem” I said, contemplating flying the twin from Tulsa, OK to San Jose, CA. Eight to ten hours of coveted multi-engine time would make a wholesome addition to what was the first in my collection of logbooks. An Eastbound cold front was racing me to the Rocky Mountains, and I had to make good time. Unfortunately, the prevailing Westerlies hampered my progress. So, I pushed it for the new owner. It got dark, no problem. One generator had failed, no problem. There was another generator still generating. Nighttime over the mountains with strong headwind and downdrafts while unable to maintain altitude and having no supplemental oxygen – no problem.

Until it was…

When a downdraft takes you below the menacing mountain peaks on both sides of your airplane, it turns out that not only does the VOR receiver become dead weight, but radar contact with ATC is lost too (GPS was not a thing yet for GA). “You’re below my radar coverage. Radar contact lost, squawk 1200, good day,” they said. Good day? Dead reckoning between mountain peaks at night in turbulence is nowhere I ever want to be again. The lights of Tonopah, NV never looked so glorious. (This is probably the only time that the words “glorious” and “Tonopah” have ever been used in the same sentence.) A landing was made, the ground was kissed and a vow to never succumb to external pressures was indelibly etched in my personal minimums.

Hidden Gem: Emulate an airline pilot. No matter what you are flying regard yourself as a professional.


JA Private Pilot, Instrument student when interviewed, now Instrument rated, Cessna owner.

I had my personal minimums written down for private pilot but have not updated since, but will for Instrument check ride.  I keep in mind three broad areas: weather, airplane, and pilot.  With that said, my comfort level has expanded with my IFR training.

I always take extra caution when going into unfamiliar airports. I particularly like Foreflight’s runway info, NOTAMS , weather, and I use their comment section.  I also use AirNav to assess runway conditions, airport facilities and read comments.

I do tend to stick with a basic minimum of 3 miles visibility, but when you think of it, that isn’t much.  I have come up with a minimum about cross-winds which is 5-7 kts.  With passengers who haven’t flown much I have adjusted minimums on wind and turbulence for their comfort.

In regard to the aircraft, I am careful about pre-flight and engine run-up.  If something is missing [piece of equipment, fasteners, etc.,] then I would not fly. A mag check fail would equal a no-go for me. Even for VFR if something failed, I wouldn’t fly as it isn’t worth the risk.

For my personal evaluation I use IMSAFE going through each of the letters in the mnemonic.  I always ask myself about sleep, and how I feel.

Pucker Factor: I was headed to French Valley for lunch.  The winds were okay on launch, but when got there I noticed there wasn’t much traffic, unusual for this popular airport.  Checking the ASOS the winds were now above my personal limit. I landed fine, but I was a little surprised, and  it did take quite a bit of concentration and focus.

Hidden Gem: Fatigue can bite you. There were a  couple times where I disregarded fatigue and went ahead an IFR lesson anyway.  My performance was greatly degraded. I won’t make that mistake again.

 


EE, Active CFI, Aeronca TC-65 Defender owner

My minimums are not written down, however  I grew up with flying.  My Dad worked for the FAA as a check pilot.  As such I suppose there was a lot of trickle down knowledge.

I have found a lot of pilots overlook personal minimums because of ego, which proclaims “I can do that!”  In regard to flight instruction when someone does something stupid in the airplane it is usually an instructor problem. IE: not having student fly a close-in pattern for downwind. Many CFIs don’t know how to get into the head of the private pilot, and teach the mental aspect of how to fly. I am a hands off instructor, and will sit back not touching controls as long as possible. This helps students  because it teaches them to be ahead of the airplane, for example knowing what it is going to be doing ten seconds from now.  When assessing students in regard to wind limits I have to remember that a student’s capabilities are always changing. Conditions with big gusts are out of the question at beginning of training, but close to solo, would most likely be a yes. Much like a CFI assessment of a student, we need to assess ourselves and raise or lower our minimums accordingly.

Another bit of wisdom I picked up from my Dad, “Don’t be in a big hurry to get there.” I have waited out weather on long trips to Wyoming for days. For visibility I prefer 5 miles. I have to say I am a real stickler for ceiling requirements.  I land with at least an hour of fuel on board.  I consider my wellness as a pilot too.  For example, last week I had three teeth pulled and the doctor gave medications for pain. Since I did need the medications, I decided to cancel flying for the week.

My 1941 Aeronca Defender, has no electrical system.  One time a mag went out and I was 300-400 rpm low, putting along at 65 mph. My thought process was “Should I put in a field or try to get back to airport?”  I assessed the situation and since I was  VMC I chose to fly a route where I knew I  could land if  needed.

Pucker Factor:  Flying to home to Schaumburg Airport which was reporting  30 kt cross-wind with gusts to 27.  I  first did a low approach and went around.  I felt everything out and concluded, “I will be able to land here,” but there was a pucker for sure.

 

Hidden Gem: Make sure to look at your physical health as objectively as possible to make sound decisions.

 


I hope you enjoyed this month’s installment.  Please consider using one of the AOPA templates to write your minimums down whether VFR or IFR.  If you have feedback about the interviews, please feel free to use the comment section below.

In the meantime, keep up with online safety seminars, join your state aviation association, and stay involved with your local airport.  Make sure that you consider all aspects of minimums; airplane, pilot, and environment before you yell. “clear prop.”

For me, I am looking forward to some fabulous capital improvements at my home ‘drome Oceano Airport [L52], and planning my cross country to Oregon this month and on to #OSH21 this summer.

Jolie Lucas makes her home on the Central Coast of CA with her mini-Golden, Mooney. Jolie is a Mooney owner, licensed psychotherapist, and commercial pilot. Jolie is a nationally-known aviation presenter and aviation writer. Jolie is the Region 4 Vice President of the California Pilots Association. She is the 2010 AOPA Joseph Crotti Award recipient for GA Advocacy. Email: [email protected] Web: www.JolieLucas.com Twitter: Mooney4Me

Missing the classroom

Training, it seems, never ends. Back in the day, all training took place in a classroom, a teacher lecturing and sharing wisdom, knowledge and a few lies, students dutifully taking notes and pretending to understand what was being said, all the while taking the lies as true gospel.

Nowadays, less training is done in the classroom, and more is done on the student’s own time. Ironically, the general aviation world got a bit of a jump on this with the introduction of self-study books by Gleim, ASA, and a few others. Ground schools, once immensely popular, began fading away.

Nowadays, the trend is to do virtually everything, well…virtually. Even when I was going through new-hire training at my current airline, the actual learning and introduction of most of the material was done through Computer Based Training (CBT) in the hotel, and the classroom time had almost nothing to do with what we were supposed to be learning. This was less true when we began to learn the systems of the airplane, but not by much.

Today, all continuing education is completed on our personal time. We get paid once it’s all done, but we are still giving up some of our personal time so that the airline can save huge sums of money on the costs of hotel rooms, transportation, per diem, et cetera.

A friend just finished training on a new airplane, and we were commiserating how different the learning environment is today versus what it was in the past. We both agreed that the old days were better for learning. There is just something better about listening to a teacher who actually knows the airplane tell you how things work in the real world. The opposite, of course, is having to deal with instructors who have absolutely no real-world knowledge of the airplane, and instead just regurgitate what is on the PowerPoint slide or what they themselves have been told—and that was pretty common for a while.

The classroom setting had a lot of advantages: It facilitated open discussion; questions could more easily be addressed, and confusion minimized. The structure of the day also helped, since most blocks of time were 50 to 60 minutes, which kept you on a predictable pace. Not so much today. I just recently had to finish an online course for 737 MAX return to service, and it was drudgery. Most of it was the same material I had learned when the airplane first came into service, but even the new material was often boring. Worse, I won’t be flying the airplane until at least spring, if not summer or fall, so I may have to do a review when it comes up on my schedule. However, unlike the initial rollout, I will get some sim time, and I’m looking forward to that.

We now do continuing ed around the calendar, and we can space it out or cram it all together. Both systems work, but waiting until the last minute is both stressful and hellacious. Either way, it’s too easy to get distracted and not learn as much as we might, but the old days simply aren’t coming back, and that’s a shame. I miss the days of the “There we were…” stories, as they often made it easier to remember the nuances of whatever was being described.

Now, I just click “Next” and watch the timer creep closer to the next slide.—Chip Wrightзайм великий новгородзайм на счет кивимоментальный займ без отказа

California Pilots Association Zooms into View

The California Pilots Association (CalPilots) held its annual conference and annual meeting virtually this year. The event, California Zooming, featured 8-hours of Zoom content for hundreds airport and airplane lovers and featured John and Martha King as keynote speakers. CalPilots established in 1949, is a statewide non-profit corporation committed to the support of CA state general aviation airports and flight privileges.

Local, state, regional and national aviation groups have been challenged to meet the needs of its members during the COVID crisis.  I have been impressed by the virtual events I have attended both in terms of scope and quality.  California Zooming was an example of both and I was honored to be a part of it.   Here’s a list of offerings from the event, many of these seminars will be available on CalPilots’ YouTube channel in the coming weeks. My hope is that other state aviation associations or local groups can offer this type of education on airport advocacy as well as proficient pilot safety courses.

Through generous support from these great companies, we were able to offer wonderful member door prizes.  A big thank you goes to: King Schools, Lightspeed Aviation, Flying Eyes Optics, LIFT Aviation, Precise Flight, ACI Jet, and MyGo Flight.


General Session Presenters


Airport-Centered General Sessions

FAA WINGS Credit Courses

California Zooming provided attendees with four WINGS credit courses focused on pilot proficiency.  Thank you to  John and Martha King, Captain Brian Schiff, Captain Mike Jesch, Captain Gary Schank,  Paul Marshall, Ron Lovick, and  Ed Story for their informative and entertaining presentations.

California Flying Oddities – What Makes Flying in California Odd and Fun.

Captains Brian Schiff and Mike Jesch shared with us the interesting challenges ranging from the terrestrial (mountains, deserts, and oceans) to the man-made (big cities and complicated air space). They took us on a tour of several interesting and challenging airports and areas all around the state, to highlight some of what makes California flying fun.  This WINGS credit course is viewable on our YouTube channel.

Keynote: Straight Talk about Aviation Safety with John and Martha King

Pilots throughout the world regard John and Martha as their personal aviation mentors from multimedia training programs. Having had a hand in the aviation education of nearly half of the pilots in the United States in the last four decades, the Kings feel a deep responsibility toward their students and a strong sense of mission about passing on practical and insightful tools for risk management.  While we will never completely eliminate the risks of general aviation, but the Kings’ presentation covered procedures and techniques that can help pilots manage aviation risks effectively. This WINGS credit class is viewable on our YouTube channel.

Responding to the Pandemic: CalDART COVID-19 Operations

The California DART Network (CalDART) organizes California’s pilots to safely help their communities respond to disaster through its Disaster Airlift Response Teams (DARTs) located throughout the state. For COVID-19, CalDART launched Operation Medical Shield (OMS), helping front line workers get their Personal Protective Equipment (PPE) even when their main sources of supply ran out, or when their thinly funded organizations could not afford them. Flights have delivered PPE all around California and as far away as Walla Walla, Washington. In OMS, CalDART developed new Flight Medical Safety practices to keep people safe from viral infection. This WINGS credit class is viewable on our YouTube channel.

Avoiding Wing Dings: Operating Your Plane Safely on the Ground

Captain Gary Schank provided a fun and informative look at an airline pilot’s tips for safely operating your aircraft before and after you take to the air. Every flight begins and ends with ground operations, and therefore, it is a skill that should not be taken for granted. Topics included airport signage, markings and lighting, clearances, standardization, taxi etiquette, emergencies, low visibility taxi, and runway incursion avoidance. This WINGS credit class is viewable on our YouTube channel.


 Three-Tiered Airport Advocacy

Given that we are not holding large aviation gatherings, these virtual events give us opportunities to socialize, get education and explore airport advocacy. I support the three-tiered approach to airport advocacy.  Here’s a brief introduction to the concept.

Tier 1 – Local Advocacy: Local wisdom is the best source of information at an airport. Who better understands current issues, history, and future needs better the pilots who are based there? What can you do locally?

  • Join your local airport organization.
  • Find out who your AOPA ASN volunteer is.
  • Attend Airport Land Use Meetings.
  • Host community events at your airport.
  • Form a business relationship with your City or County Planners.
  • Attend all City or County sponsored airport meetings.
  • Attend Airport meetings.
  • Look for chapters of state aviation organizations in your town/area/region.
  • Use media to the airport’s best interest [newspaper, radio, social media, TV].
  • Create a good working relationship with your airport manager.

Tier 2 – Statewide Organizations: Not every state has its own general aviation organization. But a quick Google search will tell you if your state does. Statewide airport advocacy organizations are important because they maintain statewide contacts, information, and strategies. Further, our statewide groups can also advise and assist the local airport groups when issues arise.

Tier 3 – National Organizations: Our national aviation organizations are a critical piece of the three-tiered airport defense strategy. Membership ensures that each maintains its ability to support statewide or local airport/pilot organizations. If you do not belong to AOPA, EAA, NBAA, you should. Critical to interfacing with our congressional representatives, lobbying that national pilot organizations provide a large presence in Washington, DC. This voice serves to remind DC of the importance of general aviation to the nation’s transportation infrastructure. We were happy to have Melissa McCaffrey our AOPA Regional representative for the Western Pacific Region join us throughout the day.


Life has changed for us all in 2020. However, one thing that remains constant is our need for connection, camaraderie, and fun. Join your local aviation groups, become a member of your state aviation association, and utilize our national organizations fully.  We will come out of this on the other side, but we need to make sure that our airports are protected and our piloting skills are proficient.

 

 

Jolie Lucas makes her home on the Central Coast of CA with her mini-Golden, Mooney. Jolie is a Mooney owner, licensed psychotherapist, and commercial pilot. Jolie is a nationally-known aviation presenter and aviation writer. Jolie is the Region 4 Vice President of the California Pilots Association. She is the 2010 AOPA Joseph Crotti Award recipient for GA Advocacy. Email: [email protected] Web: www.JolieLucas.com Twitter: Mooney4Me
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