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Tag: flight training (page 1 of 7)

GA Strong: Pilots come together to help each other in extraordinary times

2020  has certainly been interesting thus far. I remember sitting down to create my calendar of events in December 2019 for the coming year of aviation events looking forward to traveling monthly. When AOPA, EAA and SNF made the tough choices to forgo their annual events to help keep us safe and reduce exposure to COVID-19, my delete button has been smoking from overuse.

Social Flight Live one of the many online offerings available now

In March and April I was heartened to see that thought leaders, local and state associations, and national groups began to make online content available, in most cases free of charge. This has been so valuable since I never could have attended these safety seminars and presentations from all across the country. I had the pleasure of being on Social Flight Live with Martha King, Pia Bergqvist, and Julie Clark discussing what inspired us to learn to fly and advance to being pro pilots.  The industry pivot toward virtual meetings and accessible content has given all an opportunity to set a goal to tackle a written exam, explore varied aspects of aviation, and educate ourselves all from the comfort of home or hangar.

It is June, and many of us are starting to fly more while maintaining safeguards for each other’s health. Early in the year I was getting ready to schedule my commercial certificate check ride. I have just now been able to get the check ride scheduled. My instructor is located in the LA Basin. It is a quick hop from my home on the Central Coast of California to Fullerton Airport. Recently I went down for a weekend of training and was pleased to see that General Aviation is waking back up, and with that awakening comes demonstrations of the interconnection of all pilots.

GA traffic starting to pick up in the LA Basin

I had worked a full clinical day [as a psychotherapist] and headed down to the airport for the one-hour late afternoon flight. After I landed, my CFI – Mike – picked me up and told me that several of my friends were at the airport planning a trip across the country to replace their cancelled Oshkosh plans.

We stopped by to say hello. It was fun to see a group of pilots with IPad in their laps talking about the best routes, fuel stops, restaurants etc. I even piped up about several airports that I always go to on my sojourn: St. John’s, Arizona; Wayne, Nebraska; Woodward, Texas; Ft. Guernsey, Wyoming. There were old-timers, younger pilots and lots of conversation, anticipation, and energy.

On the way out of the airport I found out that a fellow Mooney pilot was in a pickle. His plane was out of annual and he was not able to fly due to an injury. Mike asked if we could fly Maggie to Van Nuys, pick up the airplane [with ferry permit] and make the short hop to Whiteman Airport with the Mooneys. I have only been in to historic Van Nuys a few times for CalPilot events so I agreed straight off. Later Mike and I decided we would depart Van Nuys in formation and fly to Whiteman then break off for landing. We talked with Michael the aircraft owner, and the plan was set for a morning departure over to Van Nuys.

Van Nuys is a great airport. The VNY Prop Park is nestled behind the large FBOs. At the onset of this blog I mentioned the interconnections of General Aviation. Here are some of the 6-degrees of separation: I am a Vice President of California Pilots Association. VNY Prop is a CalPilots Chapter. Instructor Mike is an officer in the Fullerton Pilots Association [also a CalPilots Chapter]. Michael, the aircraft owner, is an active member of the GA community in SoCal. He is a member of SoCal Pilots Association and the founding member of the West Coast Mooney Club, which is hosting a Mooney convention in Sunriver, Oregon in late August. I recommended Kevin Schiff, the mechanic in Whiteman to Michael, as Kevin finished the annual on my Mooney earlier this year. However we all met, it was lovely to be able to help someone in my GA family out. I would highly suggest that you look for ways to stay connected to our aviation family. When non-aviation folks ask me “Aren’t you afraid you will have a problem somewhere along the way?” about flying from California to Oshkosh every year, I always say “no.” This is because if I put the word out that I need help in Yankton, South Dakota; West Jordan, Utah; Chicago, Illinois or anywhere in between, I know my GA family would help. In a way, I think the quarantine has been so hard on us because as pilots we are used to being interdependent and interconnected. We might give ourselves a hard time about lean-of-peak or a less than stellar landing, but we would also give each other the shirt off our backs.

These two are ready for some formation flight.

After arriving in Van Nuys we spent some time on the ground for inspection, orientation [to the ferry airplane], brief of the formation flight, taxi, then the short hop to Whiteman. I have to say that taking off in formation 16R was a hoot! After landing we taxied to Kevin’s hangar. Michael had already arrived in his car. We got the airplane in the hangar and then made our way for some commercial flight training and lunch.

Finding an open restaurant proved to be a challenge as 5 or 6 were already closed for the day. We flew to French Valley airport in Temecula. The airport is in excellent condition, had awesome fuel prices and a great place for lunch. It felt good to fill up with fuel and good food. While there we ran into a few other pilots that we knew and spent some time talking about the state of commercial aviation, GA and online education.

 

8s on pylons, chandelles, steep spiral, steep descent. Calgon take me away.

After practicing chandelles, steep descents, and 8s on pylons it was time to be done for the day. On the way back to Fullerton, Mike and I talked about charitable flying we enjoyed through Angel Flight, LightHawk, and Pilots n Paws. Also how much we were going to miss loading KOSH in our flight plans.

Though some things change, many remain the same

At the end of the day I was tired, but it was a happy tired. Being a student again for my commercial certificate is tough. It is hard to let yourself be a learner, to make mistakes and grow. It has been challenging to ask for help, but every time I do, I am met with a smile and the word “yes”. With the lack of flying events and travel, I am able to complete my commercial certificate and will move on to the multi-commercial add-on in late July.

Online education gives us all the ability to learn, ask questions and participate in our GA community while home. Continue to be on the look out for ways to be of assistance to others in our aviation family. Unfortunately many airports are under attack from encroachment and developers now that we aren’t flying as much. Join your local and state aviation associations and be a part of the solution. In many ways we are all feeling the effects of our world right now. Please know that we will all get through this time together. We are GA strong.

Jolie Lucas makes her home on the Central Coast of CA with her mini-Golden, Mooney. Jolie is a Mooney owner, licensed psychotherapist, and instrument rated pilot working on her commercial and multi-engine. Jolie is a nationally-known aviation presenter. Jolie is a nationally published aviation writer. Jolie is the 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

On Second Thought: Stop Listening to yourself and Start Talking to yourself

When I first got my Mooney I traveled a lot from my Oregon home in the Columbia River Gorge to my parents’ home in the Gold Country of California. And although I had flown in a Mooney for a few decades (my Father’s M20C/D) I hadn’t owned my Mooney, Maggie, but a couple of months.

I was flying home to Oregon from California. I planned a fuel stop at Red Bluff, California (KRBL),  a small nontowered airport where the fuel prices were good. The winds were gusty, but pretty much right down the runway. I flew a full pattern versus a straight in. I carried a little extra speed to compensate for the gusts. On my first landing approach I was going too fast and I bounced. Being pretty new at the Mooney it only took one hop and I went around. “Red Bluff traffic red and white Mooney is going around.” Okay, I told myself, just fly the numbers and you will do fine. It was hot and windy but I was determined to land safely, fill my tanks, use the facilities and get homeward bound. I will cut to the chase… two more landing attempts, two more bounces and two more go arounds. I felt embarrassed and making those radio calls was making me feel like a loser. The last time I just announced I was leaving the traffic pattern to the North.

I had flown the route numerous times. I knew that there was no fuel in between me and Mount Shasta and that I didn’t have enough fuel to make it to my home base, Hood River, Oregon. As I climbed up I stopped listening to myself: “People on the ground at Red Bluff were probably shaking their heads at the girl Mooney pilot that couldn’t land.” “Just leave, leave the area, get the heck out of here.” “Maybe you have enough fuel to go in to Dunsmuir.” What I chose to do instead was start talking to myself: “Redding airport is right there.” “Stop at Redding which has a longer and wider runway.” “Saving a few bucks on fuel isn’t worth the risk of an incident.”

Learning to fly in rural Oregon meant that I had real-life experience flying in winter weather, mountain flying, and backcountry airstrips. What I didn’t have was a ton of experience flying in to towered airports. I asked myself a question that I remember to this day, “What are you going to do Sis? Fly until you run out of fuel? Or fly the airplane?” I decided to fly above the Class Delta airspace, listen to the tower frequency, and ascertain the traffic flow. I flew to the area where I could fly left traffic, which I was more familiar with. I contacted the tower, told them my intentions to land, and also said I was unfamiliar with the airport. I had a spectacular landing and was off at the first taxiway.

You might wonder what I mean about stop listening to yourself and start talking to yourself. In the next three blogs I focus on the materials I developed for my 2020 presentation series, “Nail your Check ride.” These concepts can help you to pass any checkride you have in your future, but can, as well, be applied to every day life.

You cannot control your first thought,

but you can control your second thought

In stressful situations our first thought is typically processed through a primitive part of our brain, the amygdala. This almond shaped part of the brain is highly emotionally reactive but only gives us three or four choices. Three of these choices are: Fight, Flight, And Freeze. In many ways the amygdala is like a restaurant in which there are only four items on the menu.

We cannot control our first stressful thought, but we can control our second thought.  We need to make decisions in the higher part of the brain, not in the part of the brain we share with dogs or cats. This front part of the high brain gives us endless choices, the ability synthesize information and make decisions that are not merely reactions. I call this part of our brain the Board Room. We have to be cognitively active in the Board Room.

Stressful First Thought:

  • Flight: You need to run
  • Fight: You need to fight
  • Freeze: Brain is offline, like a DVD on pause

Second thought:

  • Take it to the Board Room. The high brain has the ability to consider a situation more objectively, analyze risk, assess potential courses of action, and make a decision based on wisdom versus fear.

In the example of my flight to Red Bluff you can see that after the first bounce I was able to use my high brain to come up with a calming, reassuring thought, “Fly your numbers.” It wasn’t until the stress of the second and third attempts overrode Board Room, and fear crept in. First I had “flight”= leave the traffic pattern, the perceived judgment and stress. Then came “freeze”= climb out and circle, a bit in a daze. It was only when I recognized these two fear-based reactions that I could have the insight and judgment based on wisdom that would help get me to Redding Airport safely.

In the airplane, or in a checkride/test situation, we don’t want the ancient part of our brain that we share with animals, making our decisions. We need to take it to the high, front part of our brain that gives us access to a decision-making tree. If you act on your first thought, there is a high likelihood that decision is based on fear. If, however you are in control of your second thought, chances are your decision will be based on wisdom.

If you are headed to Sun ‘n Fun at the end of the month, please consider joining me for the full workshop on April 4th at 2:00 p.m. at the AOPA Pavilion. I have generous door prizes from: Lift Aviation, Flying Eyes Optics, and King Schools.   Come and learn the psychological and physical ways to nail your checkride. As a practicing psychotherapist for 28 years, I have come to understand and appreciate the confluence of the psychology of life and the psychology of flight. In our next installment “Act the Way you Want to Feel,” we will cover techniques you can apply to feel calmer and more prepared. I look forward to your comments and seeing many of you at Sun ‘n Fun, AOPA Regional Fly-InsEAA Oshkosh Airventure, and beyond.

Jolie Lucas makes her home on the Central Coast of CA with her mini-Golden, Mooney. Jolie is a Mooney owner, licensed psychotherapist, and instrument rated pilot working on her commercial and multi-engine. Jolie is a nationally-known aviation presenter. Jolie is a nationally published aviation writer. Jolie is the 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

Alphabet Soup: The value of joining associations and clubs

Recently I was on Facebook and I saw a post from a new pilot. His question to the group [of over 50,000] was “Why should I join one of the alphabet groups? Is there any value to it?” Many responded to this fellow, but mine was probably the longest response. I believe strongly in the three-tiered approach to advocacy for general aviation.

Having just attended AOPA’s regional fly-in at Livermore, California, I saw the three tiers in full effect. Presently I am planning and packing for my annual trek across this beautiful country of ours to EAA AirVenture at Oshkosh, Wisconsin. It never ceases to amaze me that I can depart the Central Coast of California, fly over beach, desert, mountains, plains and farmlands and end up at the world’s largest celebration of aviation. So here is my take on alphabet soup, and how it is imperative we all become joiners to protect airports and GA.

Advocacy: Think like an upside-down wedding cake

As pilots, we are used to looking at Class B airspace as an upside-down wedding cake. We understand that the first level extends from the ground upward; a larger ring sits on top of that, and a still larger ring above that. In terms of airport advocacy, we need to subscribe to the same three-tiered model.

Local Advocacy: Father’s Day Fly-In, Columbia CA

 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? Encourage pilots to:

Local Advocacy: Oceano Airport Celebration: Salute to Veterans

Tier 2 – Statewide Organizations

Not every state has its own general aviation organization. But a quick Google search will tell 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.

California Pilots Association celebrating its 70th year of state-wide advocacy

Tier 3 – National Organizations

Our national aviation organizations [AOPA, EAA, NBAA] are a critical piece of the three-tiered airport defense strategy. Membership insures that each maintains its ability to support statewide or local airport/pilot organizations. Critical to interfacing with our congressional representatives, lobbying that national pilot organizations provide a large presence in Washington, D.C. This voice serves to remind D.C. of the importance of general aviation to the nation’s transportation infrastructure.

I would encourage everyone to think like an upside down wedding cake when it comes to advocating for GA and airports. Think globally and act locally. The more we promote general aviation the more we protect our airports.

The AOPA Livermore Fly-In I attended is a perfect example of the upside wedding cake of advocacy. First layer: local Livermore pilots: EAA chapter, Flying Particles Club, volunteers. Second layer: California Pilots Association had a booth in the exhibit hall and held their annual meeting and election of officers. Third layer: AOPA who did a great job educating attendees about their advocacy of airport and aviation interests on a national level.

AOPA LVK Future female pilot

Father [pilot] and Son [student pilot] excited to meet Jason Schappert from MZeroA

Instrument student at LVK

AOPA Regional Fly-In, Photo Credit: David Tulis

Oshkosh is three weeks away. This event is the largest example of three-tiers working in concert. I am always amazed by this event. I hope to see a lot of you there. Take a moment and look at the photos I have included in this blog. What is the commonality? The smiles. That’s the secret folks, that’s why we become joiners. See you at #OSH19.

Jolie Lucas makes her home on the Central Coast of CA with her mini-Golden, Mooney. Jolie is a Mooney owner, licensed psychotherapist, and instrument rated pilot working on her commercial and multi-engine. Jolie is a nationally-known aviation presenter. Jolie is a nationally published aviation writer. Jolie is the 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

The Reluctant Aviator

Many years ago I posted on an Army Air Corps website hoping to connect with folks who flew with my Dad. I received a response a few years after I posted and began a lovely pen pal relationship with the subject of this article.

On a beautiful sunny Bay Area day I had the pleasure to record an interview my 97-year old friend about his experiences in aviation. You see Bill never really wanted to be an aviator, yet the love of flying was deeply instilled his brother who  had become a pilot. Here is the story of how this reluctant aviator’s openness to opportunity and determination to learn, led to a lifetime of flying and becoming an ambassador for General Aviation.

Bill [front seat] and Sammy Mason, circa 1927. Note control cable to the elevator

After high school Bill Mason was working as a line boy then mechanic at historic Metropolitan [Van Nuys] Airport in the early 1940s. Tex Rankin, a nationally and internationally known aerobatic pilot, was running Rankin School of Flying there. Bill’s job was to push airplanes out, start them, and warm them up. He says that it was a funky job but part of pay was learning to fly. Prior to this job, Bill hadn’t thought about aviation and didn’t have a burning desire to learn to fly, but since he was there, he did learn to fly in a J3 Cub. Bill’s brother Sammy, was already an accomplished aerobatic pilot .

In 1940 Tex Rankin was awarded a Department of Defense contract with the Army Air Corps to develop and operate a civilian primary flying school for soon-to-be cadets. Tex chose Tulare California located in the Central Valley. Tex was looking for instructors and he sent a telegram to Sammy. Sammy had been doing aerobatics and was interested in a change. Tex persuaded Sammy to follow him to Tulare, and a few months later Sammy asked Bill to head to Rankin to work as an airplane mechanic. “Then it wasn’t long I followed Sammy up. I had less than 100 hours of flight time” Bill says.

In late 1942 Sammy approached him and said “Bill they need instructors, you better go get some more time.” Bill explained “At the beginning, the requirement was something like 500 hours and Instructor’s endorsement. But with the war, events were happening so fast, and the pressure was on to find qualified instructors, the requirement went down to 200 hours, and I went over the mountains to Olancha in Owens Valley, to scrape up 100 hours in a plane; an Interstate, owned by one of the Rankin instructors.” He or his wife would come over on weekends, and drill us, while during the week; he and a buddy would sharpen their technique. He laughs and says, “That Interstate was a delightful plane to fly, as most all of my previous time was in a J-3 Cub.” Bill put in nearly 100 hours in Interstate and went into Rankin’s Instructor Refresher Course. Brother Sammy was his instructor. “You probably couldn’t have a better instructor than Sammy. He had won a national award for instructor of the year.” It was the spring of 1943 when he started instructing. Bill was very young, most instructors were much older than him, but before long he was confident in himself and teaching. With a twinkle in his eye Bill recalls the following story:

 “Such were the times, that I didn’t even have a license, when I started instructing! I don’t know how I got under the radar on that, but halfway thru the war, someone upstairs said that those few of us without should be licensed. I remember that ride with the CAA inspector, (it became the FAA after the war) a bright and warm sunny day in the valley. During the ride, he said, “ Okay, now lets see your aerobatics.” Being a lot younger than he was, and by that time well honed in my job, I pulled the loop half of the maneuver nice and tight. I looked in the mirror at that time, and he was completely blacked out, with his eyes closed and mouth hanging open. It was a beautiful Immelmann, but he never saw it! So that ride gave me a Commercial license, with Instructor’s rating, up to 450 HP, the only one I ever had.”

He describes the cadets who were mostly young adults [19,20,21 years] as gung ho, jumping to go, they wanted to learn so they could fly in combat. He received five green cadets and tried to graduate all five. Bill says he didn’t wash out too many people. I remember my Father saying the he did wash out a few. On the whole the cadets wanted to learn.

Training started with basic controls, rudder to turn etc. Soon the teaching focused on flying square patterns how to adjust for wind. This task was easier in the Central Valley with county roads and farmer’s fields providing reference lines. The instructor sat in the front seat of the Stearman. There was a mirror where you would watch the cadets. The students could hear the instructor, and vise versa, but there were no two-way communications. For the most part they used eye and hand motions. “I look back on it and think about how amazing it was, they learned quickly. Once they had 60-70 hours they were pretty good pilots.” The Army Air Corp handled the classroom ground instruction.

He was in the air instructing 5-6 hours per day, depending on where the cadets were in the program. As they became more proficient there were less hours in the plane. He recalls that after learning aerobatics didn’t have to teach them too much. When to solo was up to the instructor. He shared, “If I figured they were showing good progress, I would have them pull over, get out, buckle the belts and tell them to go. Most of them would say that they heard my voice in their head while they were up on their solo.” Cadets were with an instructor for 60-70 hours or a little over 2 months.

James Lucas, Instructor with cadets which he called, “Dodos”

Some students had better personal facilities, were more natural flyers. Bill told me of a couple of incidents his cadets had in the airplanes. He paused and said:

“Come to think of it, pilots that make mistakes and recover from it, are probably better pilots than a pilot that never made a mistake.”

Bill Mason was done flying at Rankin in 1945 and the school closed. He was given a chance to get out of service or stay on active reserve. He laughs in recalling his decision, “ I said get me out as quick as you can. This meant that the draft board picked me up and I was drafted right way.”

After discharged from the Army Air Corp Bill tried to get job as a CFI but there were no jobs. All the flyers were back from WWII and were working at airports. So Bill let go of flying for a time, took up a career, and set about raising his family.

Bill’s beloved Stearman, N65874

Brother Sammy had a Stearman in Santa Paula. In 1963 his wife saw it and bought Sammy’s plane for Bill. It was N65874. For decades Bill flew that airplane around the country particularly enjoying annual Stearman gatherings in Galesburg, Illinois.  Bill was well known for giving rides, answering questions about training in the Stearman and being an ambassador for General Aviation. As well, over the years many cadets found their way back to Bill to talk with him about their primary training, update him on their lives and military careers, and thank him for the wisdom he imparted to them.

The reluctant aviator took opportunities presented to him, showed determination in the face of being young and inexperienced, got an education, and went on to become a talented instructor. We can all learn lessons in perseverance, commitment to craft, maintaining an adventurous spirit from the Greatest Generation.

Jolie Lucas makes her home on the Central Coast of CA with her mini-Golden, Mooney. Jolie is a Mooney owner, licensed psychotherapist, and instrument rated pilot working on her commercial and multi-engine. Jolie is a nationally-known aviation presenter. Jolie is a nationally published aviation writer. Jolie is the 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

Exiting the Hold: Utilize Community Connection

In last month’s installment of Exiting the Hold: Reaching your Aviation Goals we talked about the importance of quieting the critic, exhibiting determination and the importance of perseverance in reaching your goals. In the final installment we will focus on utilizing aviation community connections to help reach our goals.

Sun ‘n Fun 2018

In this digital age you would be remiss not to use built-in aviation community connections such as:

  • Message Boards
  • Type Clubs
  • Online Forums
  • Type-Specific Websites
  • Facebook

Utilize community connection

View isolation as an enemy in attaining your goals. When we are isolated it is easy to fall into old patterns of thought and behavior. Remember from earlier installments of Exiting the Hold, old thinking will not support new learning.

Oceano Airport Toys for Tots

Why not attend one of our wonderful aviation events? Whether large or small, these events are sure to inspire you. Gatherings are a way to network with old-timers, connect with mentors, and meet others on the same path of growth. Make sure to fully utilize the support of your friends and family.

Try putting this simple formula to work for you. First, change your thoughts. The second step is to change your language. Next comes changing your actions, and finally your experience will change. Here is an example with the goal of getting a tail wheel endorsement. Your old thinking of “I don’t have the rudder skills to fly a tail wheel” changes in to “I can learn the skills I need to fly a tail wheel.” Next comes the language piece. Tell a friend, “I am learning to fly a tail wheel.” The action part is scheduling the airplane and instruction necessary for the endorsement and completing the training. And finally, voila! you are a tail wheel pilot.

Exiting the Hold, OSH 2018

Exiting the Hold: Reaching your Aviation Goals has been a very popular presentation series over the past year as I have presented across the country from Sun n Fun, to Oshkosh, to the Capital Airshow in California. I have decided in 2019 to continue with this series in hopes of reaching even more folks who feel stuck in life, and hopefully to inspire them to move forward toward success.

Exiting the Hold: Reaching your Aviation Goals

Six Keys Summary

  • Maximize timing
  • Choose your course of study wisely
  • Let yourself be a flexible thinker
  • Quiet the critic
  • Exhibit determination
  • Utilize community connections

In early 2019 I will be partnering  King Schools to offer Exiting the Hold in beautiful San Luis Obispo California. ACI Jet will be hosting the evening seminar which will be an opportunity for us to gather together, earn FAAST credit, see the presentation, and also perhaps win the drawing for a certificate for any course King Schools offers. Look for more information soon.

It is possible to exit the holding pattern you have been flying. Acknowledge that you have been stuck, use community connections to decrease isolation, make informed choices about resources, and be determined to change your aviation future. Look at obstacles merely as challenges to overcome; in the end your flying will be safer and more enjoyable and you will be proud of your accomplishments.

 

 

 

 

Jolie Lucas makes her home on the Central Coast of CA with her mini-Golden, Mooney. Jolie is a Mooney owner, licensed psychotherapist, and instrument rated pilot working on her commercial and multi-engine. Jolie is a nationally-known aviation presenter. Jolie is a nationally published aviation writer. Jolie is the 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

Exiting the Hold: Quieting the Critic

In last month’s installment of Exiting the Hold: Reaching your Aviation Goals we talked about the importance of being a flexible thinker. This month we will focus on quieting the critic, exhibiting determination and the importance of perseverance in reaching your goals.

Quiet the Critic

“You are not enough.”  “You don’t have enough time, intelligence, money or opportunity.”  For most people their critic gets up in the morning before they do and goes to sleep well after they do. This critic keeps a running commentary of everything they have done wrong all day, the shortfalls, and missed opportunities.

In order to master something new, you will have to first master your critic. This process must be quite active. Simply trying to ignore the critic will not work. Passivity will not work. The critic lives in scarcity. In order to break out of the hold, we must be able to live in plenty, and that requires inserting positivity into your thinking. It might be helpful to think of the critic being on a dimmer switch. Our goal is to turn the dimmer switch down. If you make a mistake in training, fess up, analyze what went wrong, and move on.

The Thought Layer

When initially presented with stressful stimuli, our brain and body cannot tell the difference between fear and excitement. A person sitting on a ride in an amusement park that loves roller coasters is going to have the same bio-chemical reaction from the ancient part of the low brain as the person seated next to them that hates riding roller coasters. The body doesn’t know the difference between the two beliefs. The layer that makes that determination is thought which comes from the higher part of the brain we don’t share with reptiles.

The thoughts you have about your journey will determine whether you perceive worry or anticipation. In the same way that we need to keep on the correct side of the power curve in an airplane, we must do the same with our thought layer.

Exhibit determination

Determination has been shown to be one of the key factors in success. Our greatest strength lies not in never having fallen, but in rising every time we fall. This old adage rings true in pursuing your aviation goals. As my CFII and dear friend said, “Instead of looking at obstacles as a brick wall, instead look at them as picket fence.” Develop the ability to look past the obstacle and realize there is success on the other side.

Demonstrate sheer determination and be willing to apply yourself in any situation that will allow you to continue to build time, complete your training, and pursue advancement. Perseverance means that you continue to strive for excellence and guard against complacency. Remember the critic is only a dimmer switch away.

Jolie Lucas makes her home on the Central Coast of CA with her mini-Golden, Mooney. Jolie is a Mooney owner, licensed psychotherapist, and instrument rated pilot working on her commercial and multi-engine. Jolie is a nationally-known aviation presenter. Jolie is a nationally published aviation writer. Jolie is the 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

Exiting the hold by letting yourself be a flexible thinker

In last month’s installment of Exiting the Hold: Reaching your Aviation Goals we talked about understanding what type of learner you are to maximize your educational experience. This month we will focus on the importance of being a flexible thinker.

Neural pathways are like goat trails in the brain. We establish well-worn patterns of thinking and develop neural pathways, which become default ways of thought behavior. Thought, experience and behavior about events form schemas, a cognitive framework, that helps us to interpret and understand our world, and can be predictive in nature.

Humans naturally prefer to filter new information through an old “thought box” [schema]. Take a look at this video and see the concept in action: 

The habit of assimilation means that we often times take new information and try to make sense of it through trying to relate it to old learning or ways of thinking. However many times information or experience won’t fit in an existing schema. In those times we have to accommodate the information into a new way of thinking. An example would be a young child that knows what a dog is [four-legged animal], but when sees a cow incorrectly identifies it as a dog. This child will have to accommodate the information of a large four-legged animal into another thought box to know it is a cow.

As an adult, it is sometimes difficult to allow yourself to be a learner, yet that is what we need to do to reach our goals. Brain research in decades past pointed to brain development being completed in stages of childhood and remaining relatively fixed until death. However in the late 90s research began to show evidence of neural plasticity, the idea that your brain isn’t completely hard-wired. Through experience and training, we can re-wire or alter the brain’s functioning, forcing a cortical and neuronal re-wiring. Breaking out of a cycle of inaction or inactivity requires action. If we default to old ways of thinking we will do ourselves a disservice.

Flexible thinking is key to getting out of a holding pattern. Practice makes practice, and through practice you will gain mastery.   Having one achievement opens up the belief that you can do more. Learn from the best, and let yourself make mistakes, give yourself grace, and marvel how education can change your brain.

Right Seat Ready! at AOPA Camarillo, CA. Photo credit: David Tulis

I am getting ready to head to Longview Texas to teach Right Seat Ready! a companion safety seminar I co-founded with my teaching partner Jan Maxwell.  This national Mooney conference called MooneyMAX takes place October 10-14. The one-day Right Seat Ready! seminar is open to all non-pilot companions in single engine airplanes.

Jan and I toured with AOPA last year offering an abbreviated version of Right Seat Ready!.  It never fails to amaze me how much anxiety our students have at the beginning of the day.  You see, at the beginning of the day they are trying to fit all the new information into the old thought box that is labeled, “I am not a pilot.”  However, by the end of the day the anxiety is gone, replaced by excitement of new learning, smiles, practice and encouragement. Before long the old thought box is replaced with one labeled “I am Right Seat Ready!”

Right Seat Ready! at AOPA Camarillo, CA. Photo credit: David Tulis

 

Jolie Lucas makes her home on the Central Coast of CA with her mini-Golden, Mooney. Jolie is a Mooney owner, licensed psychotherapist, and instrument rated pilot working on her commercial and multi-engine. Jolie is a nationally-known aviation presenter. Jolie is a nationally published aviation writer. Jolie is the 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

Exiting the Hold: Choose your course of study wisely

Get to know your learning style and choose your course of study wisely

This is the second part of six in my series Exiting the Hold: Reaching your Aviation goals. Last month we focused on the importance of timing and the Greek concepts of time: chronos and kairos. This month we will be delving in to choosing a course of study or preparation for your meeting your goals. Having just returned from Oshkosh at the beginning of this month, the use of my instrument rating in actual weather conditions is fresh in my mind. The decision-making I used for the 26-hour solo flight relied heavily on my IFR training. The smoke, rain, low visibility, thunderstorms and clouds with ice, I encountered gave me real-world experience that tested me.

Learners are as variable as the airplanes they fly. Now that you have made the decision to reach your goals, set yourself up for success. Are you choosing a professionally developed curriculum or leaning on a variety of books and study guides? Do you need the pressure of having a time-based weekly program, or are you self-motivated enough for home-based study? Whatever you choose, choose wisely to maximize your chance of success.

A decision on the best course of study must take into account the following components:

  • Quality of study program
  • Mode of study [in-person, online, self-study]
  • Level of accountability [peer pressure, schedule, community]

Quality of study program

The aviation community is very lucky to have wonderful educators and educational institutions that have been around for decades. Over the years I have used King Schools, Rod Machado, Sporty’s, Gleim, and AOPA’s Air Safety Institute. Don’t skimp on the quality of your study program. My advice is to purchase the best that you can afford. Think of your education being an investment in you, your life and longevity.

Mode of study [in-person, online, self-study]

As one of my IFR instructors said to me, “Here is where we are going to go to school.” I am a psychotherapist with 26 years of experience. In that time I have become fascinated in the differences between males and females, specifically in terms of brain differences. I am not a brain researcher; my thoughts are based on a basic review of the current science, and are by no means exhaustive. You should also know that there are exceptions to the facts and we can train our brain to do less than innate activities.

Here is the short story: I versus We:  Competence versus Connection.  The male brain is organized and focused more as an individual, striving for mastery.  The female brain is wired for communication, connection and cooperation

Men have slightly larger brains even when adjusted for their larger heads. They have larger parietal cortices (in charge of space perception), and amygdala (which regulates sexual and social behavior). This might explain why visual-spatial tasks are easier for men. They tend to be able visually manipulate things in their brain, whereas women tend to need to see spaces and shapes on paper.

Men also have more gray matter in their brains, which is full of active neurons. This might explain why there are more men in physically or mentally active professions like airplane pilots, bush guides, racecar drivers, and mathematicians. Men also tend to be more systematic in their thinking.

Women’s brains are 8-10% smaller than the male brain, yet on average, are much more active. Women have larger volume in both the frontal cortex (the inner CEO) and the limbic cortex (involved in emotional responses). This, in conjunction with speedy connections facilitated by the white matter, is another reason why women’s brains work faster. Renowned brain researcher, Dr. Daniel Amen’s research shows that women have greater activity in the brain’s hippocampus. The hippocampus is the part of the brain that helps store memories.

In addition, the female brain has a larger corpus callosum, which is a bundle of nerves that connects emotion and cognition. As a result, women are better with language abilities and rely more heavily on oral or verbal communication. They also tend to have a better time controlling emotions, although they are more emotional. Women, on average use four words to every one word a man uses. The female brain secretes more serotonin and oxytocin, which connects them further to the emotional world. These differences are important because when you know what lights up your brain, you will be better equipped to make the best “course of study” decision.

In sum, males will be excited about the individual mastery, competition, or competence in aviation. Females will be excited to be part of a collaborative, interactive group of students. Males might be better with conceptualizing basic principles of flight. Females would learn better by hands-on demonstration. In sum, think about yourself, your learning style and make the choices that support an optimal environment for your education.

Level of accountability [peer pressure/community, schedule]

I decided that 2017 was my year to get my IFR rating. In late 2016 I started studying for the IFR written exam. I used online training, attended a weekend intensive seminar, and had individual tutoring. Although my friends knew I was studying, I kept my test date a secret. I didn’t want anyone to know I was testing, but once I passed with a healthy 90% I did put it out to my friends and family that I would complete the rating in 2017. I know myself. I knew that I didn’t want the social pressure of folks knowing I was taking the written. But I did want the social pressure of publicizing that I was committing to getting done in 2017. Think about your personality and the impact peer pressure will have on you. It might be a good thing to put in to words your goals and methods for attaining them.

There is never a good time to do anything. As discussed in last month’s column there are instances where you just have to leap. Think about your life, responsibilities and energy level. You might be best served by a weekly course of instruction, slow and steady toward the goal. However, your work or family schedule might be better suited for a two-week intensive program.

Good luck in determining the course of study to help you reach your goal. Next month we will tackle the third element in Exiting the Hold: Quieting the Critic. For those of you on the West Coast, if you would like to come see my multi-media presentation of Exiting the Hold: Reaching your Aviation Goals, I will be presenting at the Capital Airshow in Sacramento, CA [Mather] on Sunday September 23rd at 10:40 a.m. in the education pavilion.

Jolie Lucas makes her home on the Central Coast of CA with her mini-Golden, Mooney. Jolie is a Mooney owner, licensed psychotherapist, and instrument rated pilot working on her commercial and multi-engine. Jolie is a nationally-known aviation presenter. Jolie is a nationally published aviation writer. Jolie is the 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

I have more than I need, so I give back

Many of us have friends on Facebook that we follow but may have never met in person. Such is the case for Joshua Knowlton and me. It all started with Oregon and airplanes, but my esteem for Joshua has grown over the years so I want to tell you about him. He is 40 years old and has been working in aviation for about 7 years. He has been an A&P for 5 years, and an IA for 2 years. He says, of his careers, “I dropped out of high school when I was 16 and didn’t go to college until I was 32. I have worked in a slaughterhouse, I’ve been a professional cook, a sewing machine technician, a painter, and I drove a tow-truck for 7 years before starting college. “

He attended Lane Aviation Academy at Lane Community College in Oregon and was awarded several scholarships and finished first in his class with a 4.02 cumulative GPA. He started working at PJ Helicopters soon after graduation from A&P School and worked there for a little over 3 years. After that he started working with his friend and fellow alum Kyle Bushman, restoring antique airplanes. “Since I have my own 1942 Piper L4A Grasshopper that I am restoring I thought this would be a good transition. We worked together for about a year before I decided to get back into rotor craft since I was so attracted to them. I started working for Hillsboro Aviation about a year ago. That is where I currently work and I love my job”, he says.

Joshua is a humble person when talking about his work as a philanthropist. He probably would bristle at me calling him that. He states simply, “I am in a position now where I feel like I have more than I need and I want to be able to give back. This is why I am trying to do good and help others and raise money for causes I support.” I remember he posted on Facebook saying he wanted to take his daughter and her school friend to Disneyland. That quickly turned in to her school friend and her two sisters who were all homeless. He was able to raise over $1800 to help pay their expenses and had a fabulous time at Disneyland. If that isn’t philanthropy I don’t know what is.

After that he decided to start his own scholarship at the A&P school that he attended. “I wanted to pay for one student’s written FAA mechanic exams (about $500) but after talking to a couple of people I raised $300 from them and decided to pull a couple hundred more dollars out of my pocket and pay for the written exams for two students” he says. He calls this scholarship the “Anna Marie Shurden Scholarship for Positive Change”, named after a fellow student who beat the odds and overcame many personal difficulties to finish school and get a job in the aviation industry and continues to be a success. His goal for 2019 is to raise enough money to pay for both the oral and practical exams as well as the written exam for one deserving student. The link for the fundraiser for 2019 is: https://www.gofundme.com/annamariescholarship

Joshua says, “I would like to point out that I am a member of Women in Aviation and my scholarship is geared toward (but not exclusive to) females that are pursuing a career in aviation maintenance. I am a firm believer that this industry needs more women. Not just pilots but mechanics also. “

Joshua was poor as a kid and didn’t have a lot of opportunities. He’s never been out of the country. “Aviation has given me the life I always wanted and has given me opportunities that I never thought I would have. Whenever I have the chance I want to help out other people who are in the place where I was. They just need a hand up to get to a better place and have a chance at the life they have always wanted. I do my best. I am grateful. I work hard.” Be like Joshua.

 

Jolie Lucas makes her home on the Central Coast of CA with her mini-Golden, Mooney. Jolie is a Mooney owner, licensed psychotherapist, and instrument rated pilot working on her commercial and multi-engine. Jolie is a nationally-known aviation presenter. Jolie is a nationally published aviation writer. Jolie is the 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

Gotta Get that Rating!

I started my training for my instrument rating in 2011. I decided that I wanted to learn from Mike Jesch who was a dear family friend, Master CFII, American Airlines Captain, Angel Flight, and LightHawk pilot. Mike is based in Fullerton, California. I knew that choosing to have instruction in the LA Basin would mean a greater challenge. Not only would I have to get to LA, but also train in one of the country’s busiest air spaces.

My Mother and Father were my biggest supporters in my life. My Father was a trainer in the Army Air Corps. We always had a little airplane. When he landed he would always say, “Another successful flight of Haywire Airlines.” I lost my Mom in 2010 and my father in 2015. Life happens and I went from being married, to being a single mom. My IFR training was self-funded. Due to these changes I had to take a break in the instrument training in 2012 and didn’t re-start until July of 2016.

Through the years I have been intrigued by the concept of neural plasticity, the idea that your brain isn’t completely hard-wired; that through experience and training, we can re-wire or alter the brain’s functioning. I have been a licensed psychotherapist for 27 years now. I am used to being a teacher. I have taught at the graduate school level, aviation seminars and numerous presentations. These activities let me be the leader, the one who “knew the answers” [or at least knew where to look]. Being a learner is hard. It is hard on the ego, your emotions, and your confidence. I am lucky that Mike is such a wonderful teacher. Much like my primary instructor Dave, he was encouraging and patient. But even with the best teacher the beast that needs to be tamed is insecurity, doubt and old thinking patterns.

My Mooney is equipped with dual VORs and a DME; no autopilot or IFR certified GPS. What this meant for me was a lot of “public math”. Mike would ask me “Where are you?” and I would struggle to try to figure out my location based on radials, DME distances and such. Needless to say, it was a humbling experience.

Training in the Mooney was double-edged. On the positive side, the airplane is a very stable platform and my instruments were configured in a simple but effective six-pack. However the downside of a high performance, very aerodynamic airplane is speed. My no-wind groundspeed is 145 kts. My IFR-student brain speed was probably 100 kts. This meant slowing the airplane down. I was pushing myself toward neural plasticity, forcing a cortical and neuronal re-wiring. I tell you sometimes it downright hurt. The mental fatigue was stunning. I truly believe my IQ lowered while under the hood due to the lack of visual and situational cues. Through it all I was humbled, dismayed, frustrated, and exhilarated. I always tell my clients or students that unlike the common assumption, practice makes practice. Practice allows repetition and through repetition we gain mastery. Practice we did.

The other thing I forgot to mention is that my instructor Mike is wicked smart. Seriously. He is probably one of the smartest folks I have ever met. A natural teacher he would challenge me, come up with unusual approaches or scenarios and gave me a lot of experience. I have four hours of instruction in actual IMC conditions. What a gift that is from an instructor. While IMC enroute to Camarillo for a 99s event, I experienced vertigo. It was the strangest sensation. I felt like my body was in one of those carnival mirrors that distorts reality. Mike said that he watched me and timed how long it took for me to recover, 3-4 seconds. Although it was uncomfortable, I am thankful for the experience.

I cannot count how many times I had to drive somewhere because of the coastal fog or weather. Mike would always say, “Gotta get that rating!” I decided that I needed to act in 2016. I made cuts in my budget to pay for the training I needed to get my rating. I became focused in the fall of 2016, secretly scheduling the written exam in November. I studied for hours a day and it paid off with a solid 90% on the test. 2017 was dedicated to instrument instruction. This meant that my son got used to me being in front of the computer, on the simulator, or at the airport. In late August I had my check ride scheduled. For some reason I felt pressure to get the rating done in August due to my travel schedule with AOPA to the regional fly-ins.  The pressure I put on myself caused insomnia, stress and lack of focus.  Mike and I went on a “check ride prep” flight and I performed horribly.  There were no safety of flight issues but mentally I was just not there.  It was hard for me even to calculate the reciprocal of a heading to radial.  As we were at MDA for the LOC BC-A I said, “I am postponing my check ride, I am not ready.”  After landing Mike gently said, “It is better for you to know that you aren’t ready versus me having to tell you.”  Mike flew home to LA and I burst into tears.  Only a few folks knew when my check ride was. I let them know that I postponed due to stress.  I quickly received a phone call of support from Robert DeLaurentis.  He could tell I had been sobbing. We processed the event and he helped me to see this was a positive versus a negative. I continued on with my training and came to believe I had made the correct decision.

During my last flight with Mike he asked me, “Where are you.” I glanced down and quickly said, “I am 5 miles south of Paradise [VOR] on the 185 radial” I suppose it was then I knew. I had literally wrapped my brain around instrument training.

November 17, 2017 was my instrument checkride. I was grateful to be able to use an office at ArtCraft Paint in Santa Maria. The DPE, Dennis Magdaleno drove up the coast and we started about 10:00 a.m. We began with the ground portion. I didn’t think I would be as nervous as I was. If he had asked me my middle name, I probably would have hesitated.   I did well enough for us to move to the flying portion. It was early afternoon and the day was just perfect. Low clouds had cleared and the sun was shining. As we walked out to the airplane Dennis said, “I love Mooneys! It is my favorite airplane.” I said, “Me too!”

Before we started the engine Dennis told me there are three outcomes: pass, fail or discontinue. If there were an issue that caused me to fail he would simply say that I needed more instruction and I would have to try again. He ended by saying that if he didn’t say anything after landing and during taxi that it was a good sign that I passed.

Although extremely stressful I did everything he asked of me on the practical test [LOC-BC, ILS, VOR partial panel, unusual attitudes, DME arc]. The final approach was a circle to land. As I landed I made sure I was right on the glideslope and touched down on the centerline at the aim point. I taxied off at the first exit and parked outside of ArtCraft. Dennis didn’t say a word. [Inner happy dance going on]. We debriefed the flight and he asked for my logbook. As my certificate was being printed he excused himself and left the room. I was alone, keenly alone. I burst into tears, I suppose from the adrenaline, relief and pride. At that moment I missed my parents and my kids. Getting my instrument rating was by far the hardest thing I have ever done. It was harder than graduating from college, harder than my professional licensure exams, and harder than being a single mom. 2017 was the year I promised myself that I would indeed get my rating. 366 days from the date of the written test, I did just that. Another successful flight of Haywire Airlines.

 

Jolie Lucas makes her home on the Central Coast of CA with her mini-Golden, Mooney. Jolie is a Mooney owner, licensed psychotherapist, and instrument rated pilot working on her commercial and multi-engine. Jolie is a nationally-known aviation presenter. Jolie is a nationally published aviation writer. Jolie is the 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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