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Tag: general aviation (page 1 of 13)

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

Heading to Oshkosh? Considerations before you yell ‘Clear prop’

Mooney Girl ready for Oshkosh

As the country re-opens to aviation events, it is natural for us to want to jump back in the airplane and zoom off for the fun.  However, I would like to you consider the numerous factors that now come into play because of the pandemic and resultant effects on our flying.

Flight operations were decreased in 2020 and early 21 due to COVID-19.  Painting with a broad stroke, operations not only include us as a PIC but Mechanics, FBOs, Flight Instructors, ATC and Charitable Flights.

For a moment consider all the things we need to possess or exhibit to be a safe, proficient, pilot; currency, muscle memory, recency of flight, logical methodical thought, competent with our avionics. Now imagine for 12-18 months you were not able to utilize those skill sets.  The degradation of cognitive processes and physical muscle memory are real dangers when we don’t fly often.

Before you launch for EAA AirVenture Oshkosh, or a local, state or regional event objectively look back at your flight activities in 2020 to date.  Many of us took advantage of virtual aviation events during this time, but were not in an actual airplane.  It is a great idea to consider the airplane, pilot and environment while still on terra firma.

Airplane Considerations

Airplane:

  • Airplane might have hidden mechanical issues due to lack of use [hoses, battery, fuel/brake lines, belts].
  • Look for fouled pulleys in control cables, cracked tire sidewalls, mice dining on your wiring, mouse nests in the fuselage and wings.
  • Check for water and gunk in the fuel lines, bird nests in the engine compartment, cracked ignition wires, bearings frozen in gyros.
  • Mechanic might have been off for an extended time.
  • FBOs might have newer staff fueling your airplane

Pilot Factors: Time to pull out your mental, physical and emotional checklist and do an inventory.  Are you ready to fly across the state, region or country for an aviation event?


Environment:

In addition to weather and airport/runway conditions, please take the additional factor of destination activity.  Let’s take EAA AirVenture Oshkosh [OSH] as an example of the environmental factors that need to be considered. For over a decade I have flown halfway across the country to Oshkosh, WI in a Mooney.   I have come in to OSH using the FISK arrival and twice in the mass formation Mooney arrival.  As well I have landed in Juneau, Madison and Appleton, WI when coming for the week.  All arrivals have varying levels of risk, safety and excitement.  If you have not flown much in the past 18 months it would be best to choose the safest, least exciting way to get to the show.

My personal experience with the FISK and the mass formation arrival is that I have always had another pilot in my right seat.  It is nice to have two sets of eyes looking for traffic, landmarks and the like.  Even having flown 120 hours since the pandemic, I don’t think I would fly single pilot landing at OSH this year.

Mass Arrivals: Do consider a formation clinic or individual instruction in your region in 2021.  Most clinics welcome all brands of aircraft.  The skills you will learn will serve you well and formation flying has a strangely addictive quality.  The fun, fellowship, and flying are hard to beat.  Plus, you might get a super cool call sign to memorialize your participation.

Bonanzas to Oshkosh Their website https://www.b2osh.org/Web/B2OSH/default.asp

Bonanza Mass Arrival OSH

Mooney Caravan : Vita nimis brevis est tarde volo  [Life is too short to fly slowly.]

Their website : https://www.mooneycaravan.com/Web/Mooney/default.asp

Mooney Caravan Yuma Gunfighters Clinic

“Friends don’t let friends fly the Fisk arrival”

… overheard in the North 40

Cessnas to Oshkosh Their website:  http://www.cessnas2oshkosh.com/1410home.aspx

Cessnas to Oshkosh en route

Cherokees to Oshkosh  Their website:  https://www.cherokees2osh.com/

In summary, do what I have done. Consider yourself, airplane and environment before launching. If you are headed to #OSH21 please do look for me there.  I will be at the AVEMCO booth on Tuesday July 27th from 11-12 for Women Moving the Needle. On Thursday July 29th at 1:00 p.m. I will present Into the Alligator’s Mouth: Psychology of Personal Minimums for AOPA and the AOPA Air Safety Institute.  Door prizes for this safety seminar have been provided by: Lightspeed Aviation, LIFT Aviation, King Schools, Flying Eyes Optics and Pilot Safety.org

 

 

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

Into the Alligator’s Mouth: Installment 3

As  usual  Mother Nature gave me some real-world experience which challenged my own personal minimums on a recent flight.   I head to the Pacific Northwest monthly for business. Having my own personal time machine has allowed me to realize the dream of living and working in two very different states.

Planning for a 4.5-hour trip over some beautiful but inhospitable terrain is a challenge.  With no de-icing or anti-icing systems on my vintage Mooney, weather can be a friend or foe.  For this trip 30-35 knot headwinds were forecast at my “normal” altitude of 10,500-12,500.  Typically, I leave my fuel stop in Northern California and climb right up to cruising altitude.  Due to the forecast winds I decided to fly low until reaching Redding, CA, then up and over the terrain. 

This might not sound like a big deal to many pilots, but altitude has always been my friend and I like the options it affords me, should I become a glider. With this in mind I opted for the northwesterly course around Mt. Shasta.  This flight plan, while not the most direct route, puts me very near Redding, Weed, Dunsmuir and Siskiyou airports.  I have to say that at 8,500 feet I got a great view of the terrain, and the ride was smooth as silk. However, this was a calculated risk, based on my personal guidelines.

It hasta be Shasta

My goal in writing this series is that as PIC you do everything in the airplane intentionally and with forethought.

So here we go.  In the past few months, we began our journey into the mindset needed for the functional implementation of minimums.  As I pondered personal minimums in a pandemic, I reached in to 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. As one CFI/DPE pondered in regards to minimums…

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 a baker’s dozen pilots and I got a little 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.

This series centers 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 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”]


K.W. Airline Captain CFI, Mooney owner

Looking down on Sedona, AZ

I got an instrument rating right after private and waited a bit to get my commercial. When thinking about personal minimums I divide things into three categories: the airport, myself, the airplane.

For the airport I am most concerned with surrounding terrain or weather conditions and my level of familiarity.  My minimums would vary if say, terrain was high and my airport familiarity was low.

I am the most important part of the equation. I ask myself if I feel tired, what time of day is the flight and if I slept well. I pay attention to whether I am hydrated and eating well. I like to do airport homework a few days before. I consider destination and alternate airport approaches.

Airplane familiarity is something I consider every flight.  When I am in my personal aircraft which I have owned many years, I know the ins and outs of the maintenance which factors in to my decision making.  I have to say, I am very particular when it comes to fuel on board.  My personal guideline is that I always land with 1.75 hours of fuel remaining.

When I was a private pilot did I not have things written down in terms of personal minimums.  But I wouldn’t go to charted minimums with a 15 knot crosswind. Now that I am flying for the airlines, I have had to fly a variety of aircraft and the limitations are built in to our procedures.

Pucker Factor:  I took off from Galveston some years ago. I’m not sure if I didn’t check for icing, or if icing wasn’t predicted (This flight was pre-ForeFlight and and other easy weather tools). It was typical Gulf Coast winter with 600’ overcast. I expected tops to be around 3,000’. It wasn’t that cold on the ground, maybe 45°F – 50°F. While climbing through the clouds at 1,500 ft I completely iced over. It took about 2 seconds. The windows were covered in frost and I couldn’t see anything. Fortunately, I was still climbing and speed was good. A really long minute or two later I saw sunlight coming through the frosted over windows. A few seconds after that all the ice melted off. It was gone as quick as it showed up. Lesson learned, always know where the freezing level is…even on the Gulf Coast.

Hidden Gem:  I don’t have to fly anywhere, even as a pro-pilot. I have canceled a lot of personal flights when I feel I need to. There is no shame in sticking with your minimums and canceling a flight.


D.J., Commercial, Instrument, Mooney owner

Ice buildup on the Mooney wing.

I love flying, but I am a big sissy.  As an instrument pilot, I  have very high minimums. I don’t want to fly approaches down to charted minimums, my preference is to break out at 1,000 feet.  I also wouldn’t launch on a flight to fly solid IFR.  I have no backup vacuum so that is reasoning for wanting IFR to VFR on top.

I also consider the airport and weather conditions. For example, the cross-wind limitation is 11 knots from the POH.  While I know I could do better on a long runway, for me that is a hard limit on a short runway. I am also particular with minimums about fuel, I always want to have 1.5 hours of fuel left on landing.

Another aspect of  personal minimums is consideration of my health. If my sleep was not good night before, I won’t fly. If I am sick I wouldn’t fly. If I am emotionally upset I wouldn’t fly. I do find that flying is a stress reliever for mild stress.  So determining my stress level is vital.

Pucker Factor:   My airplane was loaded with medical personnel as I was headed to Mexico on a humanitarian flight. I encountered un-forecast icing over Julian [San Diego area] at 8,000 ft. The Mooney could not climb.  Every surface was covered with the mixture of rime and clear ice and it flew like a slug [see photo above]. I  immediately talked to ATC and let them know about the icing.  Fortunately, within 20 minutes the ice had broken off, though we could hear it hitting the tail section.

Hidden Gem: Just because you can, doesn’t mean you should.  I took off Boise in dense fog.  I accelerated down the runway in the fog, and once airborne I knew I would never do that again.


M.J. Airline Captain, Master CFII and Cessna owner

Over the Yellow Sea between Incheon, South Korea and Beijing, China

My best advice regarding personal minimums, is to write them down and take them seriously. Never change them for a single flight. If you change them for a current flight, they are not really a minimum. I suggest quarterly updates, perhaps in keeping with your landing currency [every 90 days].

During an instrument training and checkride you have to fly down to published minimums. After rated you will need to develop your personal minimums. Do you have one set of minimums for takeoff airport and landing airport [plus alternate]?

I have a lovely, and frequent passenger who isn’t a fan of bumps.  Therefore, when I have passengers on board, I adjust my minimums for wind and turbulence.  My maximum cross wind on landing is 10 knots for passenger comfort. It is important that I consider weather, my currency, proficiency, passenger comfort, day/night, and complete a runway analysis every flight.

Pucker Factor: I would describe my example of pucker factor by a story of one of my flights home from OSH. There was weather over the Rockies, starting right over Boulder, CO and continuing pretty much all the way to our Plan A destination at Grand Junction. My passenger was a fairly experienced CFI, but I was PIC for the trip. We discussed the weather issues (afternoon thunderstorms in the mountains) before takeoff on that leg and agreed on a couple points. First, we established a couple decision points, the first of which was over Boulder. Our criteria at that point was, could we see over the Divide adequately to attempt to cross Rollins Pass and continue, or turn around? Plan B was to divert to Ft Collins, where a friend had offered to put us up for the night. So, we knew what the concern was, had established our decision criteria, and had our options defined. We set another decision point near Eagle, CO, with a Plan C to land there and wait out the storm at a hotel for the night. As we approached Boulder (DP1), we assessed the situation and agreed that the pass looked good to continue, so we pressed on with Plan A and discarded Plan B. Did that again at DP2 and continued along. This portion was a little sketchier, but we both monitored the conditions and the way back to Plan C (landing at KEGE) remained good. In the end, we were able to continue with Plan A and had a very nice dinner at KGJT, and then a great flight on the final leg the next morning.

Hidden Gem:  As pilots we are responsible for two types of environments:  the strategic environment [on the ground planning]; and the tactical environment [in the air reality].  The strategic planning environment is measured, concrete and methodical.  The tactical environment is situational, reality-based, and fluid. Make sure you take both into account on every flight.


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.”

My flight plans include 4S2 Hood River, Oregon, and KOSH, Oshkosh, Wisconsin.  As my Dad used to say when we touched down, I am looking forward to another successful trip 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 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

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

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

Patience, Pivot, and Persistence: Get a new Certificate/Rating during COVID

Two steps forward and one step back. In early January I took the written exam for the Commercial certificate. I scored a healthy 86% and was anxious to get in the airplane to learn and master the Commercial maneuvers with the goal of a check ride by my birthday at the end of March.

We all know what happened next. As pilots we have had to exhibit some patience in order to try to tamp down the outbreak of the Corona virus. I would like to give a big shout out to my instructors, Mike Jesch [primary] and Christopher Keran [night] and my DPE Dave Koebel. We all had to exhibit patience, pivot and persistence. I am happy to report that on July 5th I took and passed my Commercial check ride in Hood River, Oregon. I hope that understanding and applying the following principles will help you to reach your aviation goals in 2020 and beyond.

The key to living in these times, psychologically speaking, is the use of Three P’s:

  • Patience

  • Pivot

  • Persistence

    Mt. Shasta en route to Hood River, Oregon

Patience

To say that these are unprecedented times would be an understatement. Our entire sense of “normal” has vanished like the many scheduled events on our flying calendars. Additionally with many working from home, off work, or recovering from illness, our ability to define normalcy has been decimated.

Personally I had two opposing forces; my desire to complete my training and achieve the Commercial; and my psychotherapy practice that was busier than ever. At the beginning of the pandemic I could have worked seeing clients virtually 24/7. There was [and is] so much need for psychological care. I had to develop some patience during this early transition to “COVID-normal”. Eventually I was able to strike a balance between work, study, and a personal life.

It is safe to say you haven’t lived through a global pandemic of this magnitude, so what I am about to say might seem a little strange. Let yourself be a learner; give yourself some grace. As information changes, life changes, and your feelings change, remind yourself that you are back to being a student-of-life. Try to show patience to yourself and others, as we all process at our own pace.

Pivot

Humans react differently to stress and trauma. For many the “shock” phase, in which the person feels foggy and is keen to deny reality, lasts longer. There comes a time where the shock wears off and we have to make new plans that line up with the new reality. This is where the concept of Pivot comes in. Flexibility is the key in learning to pivot.  Like many of you, I had a timeline for my new rating. Then 2020 said, “Hold my beer” and those plans that included in-cockpit instruction were out the window. Time to change course and do as much as I could on my own.

 

I used King Schools for my Commercial ticket. Luckily the online content was up-to-date and very complete. Another added benefit of quarantine was that so many outlets [AOPA, EAA, FAAST, Social Flight, etc.] were offering educational content. Owning my plane provided a major advantage during COVID. I was able to practice maneuvers and get the night cross country and required night landings in all while being in complete control of my aircraft environment.

Getting ready for check ride

 

Persistence

As days turned in to months in our COVID-normal, I found myself drifting a bit. In the “before-times” I used to work really hard, so I could play hard at aviation events. Now the play was all gone, replaced by work, work, work, then zombie. You see, when you are staring at a screen all day your brain downshifts your body to zombie mode. Yet other parts of your brain are on high alert, keenly aware you are working, being observed and on-camera. The combination of sitting for long periods, body on zombie, brain on high alert leads rather quickly to exhaustion or burn out.

After I finished my day, mustered up something to eat, and took my pup Mooney out for a walk, the idea of watching another Zoom video, or online education video just made me cringe. Another factor was that my attention span was about 20 minutes. What I had to do was exhibit Persistence. I set small goals for myself; every day I would do at least one thing that would make me a better pilot.

On approach in Bakersfield, CA.

In late May I talked with my CFI Mike Jesch about his feelings about resuming flight instruction. We agreed to wear our masks, disinfect the yoke/instruments, to use our own headsets and to be as socially distant as one can. We started up the flight training, specifically on the maneuvers. I had watched the King Commercial check ride prep videos repeatedly, read the Airplane Flying Handbook and did a fair amount of ground prep. CFI Chris Keran was on board for the night dual, which turned out to be a hoot from Santa Maria, to Bakersfield, then Fresno, CA.

Finally back in the air with Mike Jesch, CFII

The reality is, when you are in the air, you are back to being a learner. I had to exhibit the grace and grit I spoke of earlier. I can’t count how many people told me how much they loved flying the maneuvers, how graceful it felt to them. Let’s just say, at the beginning it wasn’t graceful for me. I had to apply my formula; patience in allowing myself to struggle, correct, and succeed; pivot by remembering how I learn best [by demonstration]; and perseverance in sticking to my commitment of becoming a better pilot.

Before I got my instrument rating pilots would tell me that there would be a moment in which instrument flight just “made sense”. I didn’t believe them, until it made sense for me. The same thing happened with the maneuvers and me. Instead of being afraid of the chandelle, power off 180 landing or 8s on pylons, I actually looked forward to it. Voila. All I needed now was a good flight to the Columbia River Gorge from California and the surface winds to take a chill pill in the Gorge.

T-Rex of a check ride

18 years ago I learned to fly in Hood River Oregon. Nestled in a natural wind tunnel at the base of Mt. Hood, we used to say if you could fly in the Gorge, you could fly anywhere. The 15 years I have been in California erased some of the high-wind memories. Back then it was 18G26 on my PPL check ride. Turns out that the CPL wasn’t going to be much different. Hood River Oregon [4S2] departure Runway 25 280 @10G15, The Dalles Oregon [KDLS] landings-Runway 31 [email protected] 13G21, [email protected] 16G26. There is nothing like demonstrating a soft field takeoff on a warm day with those winds. My track from Foreflight is a sort of Rorschach test… what do you see? I see a T-Rex, taking a bite out of those maneuvers!

New CPL and Dave Koebel, DPE

When I landed in Hood River after a successful check ride I felt proud of myself. Although the certificate was 3 months “behind schedule”, I am happy to have accomplished it during these trying times. My DPE got out of the plane and headed to his car. I was left on the ramp, gazing over N18213 the C150 that I got my private in all those years ago. The wind was blowing as I tied down Maggie. True to form my tears started flowing shortly after. Memories flooded my mind from 4S2, both good and bad. For today I was focused on the good. Another successful flight of Haywire Airlines and now on to the search for a fountain cherry Coke.

 

 

 

 

 

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

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 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

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 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

Great Mentor: Level up to a new rating

This month I wanted to focus on mentoring. I think we might need to come up with a new rating for mentorship. Seriously though, take a moment and think about who mentored you in life. It doesn’t need to be an aviation mentor. Recall what this man or woman offered to you as a guide. Let’s face facts: We need more pilots coming up the ranks. One way to do this is to be an example to all, young or older, that want to learn to fly or advance to the next level. Here are some concrete things to do to achieve your next rating: “Great Mentor.”

Remember:  Mentor is a noun and a verb.

I was a lucky girl to be raised by two parents who were great mentors, and had many non-family mentors as well. I grew up as the daughter of a School Superintendent, I was taught that there were things I could and could not do because I was a Lucas. My father told me that I needed to be an example for the other children. I have to say that this was quite a bit of pressure on a kid, but I never wanted to disappoint my Dad, so I tried very hard to be an example of kindness, honesty, perseverance, and humility.

Other kids went out partying during high school; I didn’t have my first [and last] sip of beer until our senior party. Others might have ditched school, cheated on exams, and tried to take shortcuts around hard work. While I don’t recall a lot of missed classes, and had only the occasional help with trigonometry [thanks Gretchen], what I remember was a lot of hard work and fun. It might not come as a shock, that in my senior year I ran for ASB office, and won the Secretary of Publicity. It was during those early times of organizing a student body, dealing with the administration, and trying to manage school and service that I learned a lot about myself.

One example of mentorship I received was from Mr. Marshal Waller, Beaumont High School [Beaumont, California]. He was the boys’ varsity tennis coach, taught history, government, economics, and vocal arts. Those are all worthy accomplishments but here is what I remember about Mr. Waller:

  • Zest for life
  • Curious to get to know students
  • Encouraged us to think outside box
  • Was prone to bursting into song

These characteristics, perhaps minus the bursting into song, are hallmarks of a good mentor. Mr. Waller created a safe space for us to learn about life and ourselves. As pilots we can do the same for others, remembering that being a “learner” is a tender place.

Sigmund Freud theorized that in order to have a happy life you needed to possess what I call “Freud’s Four.” Part of the work that I love to do in my psychotherapy practice is to help those who are stuck in the holding pattern of life. I help clients to come up new way points and hit enter on their LIFE plan. Make sure that you can put a check mark next to each of these items.

Freud’s Four

  • Physical health
  • Do work you love to do
  • Love of friends and family
  • Passion

Passion has been described as a feeling for something [someone] which you have a hard time fully describing to others. Insert comment about how our nonflying spouses don’t understand why we can get up at o’dark thirty to go to the airport, but can’t really get to the 9:00 a.m. church service on a regular basis.

Passing the baton

As mentors we should want our mentees to pass us. Make sure that you have these way points in your life plan.

  • Make your life happen
  • Have high expectations of them and yourself
  • Hope your mentees will pass you
  • Have a happy life, share with others

As we begin the New Year, and 2020 flying season, take a self-inventory. How do you think others would describe you in terms of being an example? Check out Freud’s Four and get yourself on track. Look for opportunities to help others. Bust out your calendar and take a look at when the fun regional fly-ins, Sun ‘n Fun, the AOPA Regional Fly-Ins, and Oshkosh are happening. Consider taking someone with you that wants to learn to fly, or take his or her flying to a pro level. Be visible. Remember in regards to mentees, they can’t be what they don’t see. I am looking forward to presenting workshops at Sun ‘n Fun, all three AOPA Regional Fly-Ins, and Oshkosh 2020. See you out there!

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

Prisoner of Hope: Look for the positive in yourself and our aviation community

Around this time of year my counseling practice gets as busy as KOSH in July! The pressures of holiday time, changes in weather, and family commitments make a lot of folks want a little “dual” on the couch. One of the things I remind my clients of is the fact that even at our worst times, we have something to be grateful for.

Being raised in an aviation family, I always saw the world as a small place. Routinely we would travel by plane from Sutter Creek, CA to Seattle, Texas, or Indiana to see family. When I was a child struggling with life, my Dad, an instructor in the Army Air Corps, would oftentimes say to me, “Who ever said life was fair? You just need to do your best, keep moving forward, and always try to do the right thing.” In many ways that sentiment became my guiding principle and happily made me a prisoner of hope.

The aviation family is really quite small and well connected. This allows us to bicker like siblings but in the end stick together toward a common goal. Whether you are from a red state or a blue state we understand that we need everyone in our family, including our crazy uncle.

When the calendar turns to December I always reflect on the past year and compile my annual Let There be Flight video. As I look through the pictures from 2019 I realize that I am a pretty lucky girl.

An exciting part of my life is presenting aviation seminars across the country. The subject matter is the confluence of the psychology of life and the psychology of flight. From California to Florida, Texas, and Wisconsin, one comment I get from folks attending seminars is, “I really want to get a _________[insert private, instrument, commercial rating etc.] but life keeps getting in the way.” It is hard to feel positive when there is so much left on a person’s bucket list. I say, kick your bucket list to the curb. Optimism, determination, and perseverance have been shown to be the biggest factors in personal growth.

The AOPA Fly-In. Photo by David Tulis.

I love doing charitable work at airports. The impact is three-fold. First it helps the worthy charity. Secondly it illuminates the value of airports to their communities. And lastly it makes me feel good. Whenever I am having a personal pity party I think about how I can be of service to others. Service gets me out of my stresses and helps alleviate someone else’s. Join your state aviation association and your local EAA, 99s, or airport group. Volunteers are always needed on a state, local, and regional basis.

What a wonderful option that my major source of long-trip travel is by private airplane. Flying my vintage Mooney allows me to save time, do more things, and enjoy the flying. The instrument rating has been, by far, the best rating I have gotten. If you aren’t instrument rated, seriously consider starting work on it. I will be finishing up my commercial soon, and that will open my life up to even more aviation experiences.

I am always in awe of little airports that put on display days, airport days, or fly-ins. And also grateful that we have big airshows to go to such as Sun ‘n Fun, EAA Oshkosh, and AOPA Regional Fly-Ins. These large shows give a lot of exposure to the communities in which they are held as well as provide an excellent source of education, gadgetry, and social connection.

So as we ready ourselves for 2020 we should be mindful that unless we all work together the tapestry of our general aviation family could fade. Think of how you can contribute to its vibrancy. Get involved, use your voice, get in the air, and have some fun. I look forward to seeing you at Sun ‘n Fun, the AOPA Regional Fly-Ins, OSH, or some other fabulous GA location.

 

 


If you or someone you know is struggling with suicidal thoughts or feelings, there is a free, confidential helpline available 24 hours a day, seven days a week.

1-800-273-TALK


 

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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