Life on the Road as a Pilot

AirRace Classic Recap

2009-07-01T07:41:00.006-05:00

Please allow me just one more post about the AirRace. I referred to the generosity and camaraderie that I saw on the race in earlier posts and just wanted to share more about that with you.

My biggest reason for doing this post is because I intend to become much more involved with the race in years to come. I have been donating items for the silent auction for a while, but I should have had Girls With Wings tracking the teams throughout the races so that we can better celebrate the uniqueness of this annual event. I would also like to see a lot more attention from the general public (and of course the aviation enthusiasts) focused on the annual races. Oh, and I'd also like to run it again! Anyone else need a co-pilot?

As a reminder, the 2009 race was the 80th anniversary of the AirRace Classic, once known as the Powder Puff Derby:

Women’s air racing all started in 1929 with the First Women’s Air Derby. Twenty pilots raced from Santa Monica, CA to Cleveland, OH, site of the National Air Races. Racing continued through the ‘30’s and was renewed again after WWII when the All Women’s Transcontinental Air Race (AWTAR), better known as the Powder Puff Derby, came into being. The AWTAR held its 30^th, final and commemorative flight in 1977. When the AWTAR was discontinued, the Air Race Classic, Ltd., (ARC) stepped in to continue the tradition of transcontinental speed competition for women pilots and staged its premier race. The Air Race Classic was reincorporated in 2002 into the Air Race Classic, Inc., a non-profit 501(c)3 organization. Read more.

I've had difficulty finding other such events by doing a search online (do you know of a similar event?). There are other Air Races, but they are usually short duration flights of high speed performance aircraft. The Women's AirRace visits different cities in different states every year and is a wonderful opportunity to promote not only women in aviation, but also general aviation (privately owned, small aircraft) which is suffering from the state of the economy as well. See GA Serves America. Next year's race will be June 22 - 25, 2010: Fort Myers, FL to Frederick, MD 2157.7 nm/2483.0 sm See a flyer for the race route. This race will be celebrating the 100th Anniversary of Licensed Women Pilots, 1910-2010. [Did I mention that I think I can clear my calendar?]

Again, I would like to thank the folks that supported the race. See the website for all the info. I can't imagine how much time the volunteer organizers of the race spent arranging for the actual race, where to go, how to get everyone there (and keeping track of those who weren't), making sure that fuel and maintenance support for the airplanes was available, ensuring that there were hotels and restaurants for us to eat, getting the waivers and judges for the flybys, arranging for the handouts, website, awards, plaques, etc., etc. The Colorado 99s put on the majority of the activities at the start, and I thought the briefings to prepare for the race was top notch!

At each stop along the route there were volunteers to do the timing, drive us around town, supply us with snacks, water, etc. And they cheered us on and wished us luck!

In Atlantic, IA, many people from the town came to the Friday night picnic, sponsored racers for Saturday night barbeques, and attended the Sunday night banquet and awards ceremony. The folks even came out to see us launch early monday morning. I overheard a woman asking her son, taking pictures of every airplane, "Now, wasn't this worth getting up early for?" I'd say yes, for the entire 10 day experience. With a year to rest up, I would also say that I would be ready to do it again!

Girls With Wings run a successful AirRace

2009-06-29T17:01:00.009-05:00

(Enroute AIO to 5G7 and CLE, Time 1351Z, at 2500ft)

I can't believe the AirRace is over. It seems like I've been gone for weeks, while at the same time I don't want this adventure to be over quite yet... Clearly, though, it was time to pack up. Heather was getting a little loopy.

I am SO lucky in that on Sunday (yesterday) I started trying to figure out how I was going to get back to my home in Cleveland, OH, from Atlantic, IA, the terminus of the AirRace. My timing was perfect. In order of preference for my travel home was a nice fast ride on one of my company's jets (pretty unlikely between these two cities), then a ride on one of the racer's airplanes (also unlikely since no team is from Cleveland), then using the buddy pass on the commercial airline - read this post to get an idea of this ordeal) and finally renting a car and driving (expensive and a full days drive).

Well, as of the banquet last night, no reposition (empty) trips were showing on my company's website, but the dear twitter friend who supplied the buddy pass did say that there were quite a few empty seats on the Omaha - Cincinnati - Cleveland flights. It would have involved a very early drive from Atlantic to OMA, flying to CVG and sitting for 6 hrs before the flight to CLE (assuming that I actually made said flights). But I was resigned to getting gussied up in my uniform and dragging my bags and Penelope Pilot poster around airports all day.

I was trying to coordinate with another racer, Christy, whose husband was going to OMA in the morning and who would be able to give me a ride. In the melee I realized I didn't have his cell number. I asked the maintenance guru, Vern, for the AirRace if he had a phone list (and why) and he asked me if Cleveland was anywhere near Bluffton, OH, where he was planning on making a enroute stop. I had no idea so I looked it up on Google: 152 miles. Might as well have been 1052 for all I'd be able to make it the rest of the way. So what does his friend, Terry, a major AirRace organizer and pilot say? 152 miles is nothing in an airplane! So I am sitting in the back of her Cessna 182 riding back to Cleveland, should be home around lunch! Sweet!

Now this pilot is from FL, so normally Cleveland would obviously not be on the way. But we had a couple of injuries during the Air Race. One woman tripped on the ramp in Sweetwater and damaged her ankle spending the race on on crutches. Another woman, Dottie, fell during the post race activities and now needs her arm immobilized so now cannot even climb into her Archer, much less fly it. So the mechanic, Vern, also a pilot, is flying the Archer to the woman's house in Bluffton while the 182 carries the injured owner back. And then the two pilot friends will continue on to MD, where they are going to spend some post race time. Which makes Cleveland on their way! Make sense? Anyway, it means I have a ride home!

Yeah, yeah, yeah... How did we do in the race?? Well, for first timers not so bad. Heather and I placed 22 out of 34 teams. At least we came away with one award for being the third place on the last leg of the race. The first place winner was Girl With Wings Erin and fifth place was held by GWW Nicole! I am so proud of them.

I'm going to post again about the AirRace tomorrow to tell you more about the great people I have met and about the AirRace. But its getting bumpy and frankly, I don't feel so good. No more typing!

Day 4, Final leg of the AirRace

2009-06-26T11:14:00.005-05:00

(Enroute RAC to AIO, Time 1250Z, South of DBQ at 2400ft)
It is sad but sweet to have taken off on our last leg of this AirRace. It is an absolutely beautiful day for flying (it is Flyday, after all). Again we had a short night, made worse by kids running up and down the hotel hallway. We did have to get up at 4am again! The picture at right shows the storm approaching our destination. We want to get in before this, obviously.

I didn't go to dinner last night so I could finish the post before I went to bed. So I missed out on visiting with our "mama birds:" those women who have flown the AirRace assigned to the newbie pilots like us. We haven't been in contact much with them, being separated by the differing speeds of the a. The organizers have done such a great job getting everything ready and conveying the information that things have been pretty clear: where to go, where to sign in, who to talk to, where to stay, etc.

We will be in Atlantic, IA, just after 9am, well before the finish deadline of 5pm. We don't have any plans until the Reception tonight at 6pm. Saturday we have a brief at 8am followed by aircraft inspections and score sheet distribution. There's a 2pm visit by some Girl Scouts and another dinner at 6:30. THEN a breakfast Sunday morning and another debriefing. The day is free until the evening banquet and Awards ceremony.

Heather and I will be staying with a host family while in Iowa for these last few days. They are even letting us use their car! I'll be driving, since I'm more accustomed to driving on the "right" side of the road than Heather. Hopefully they will not mind us taking some time to rest because I can certainly use a nap. We can/will leave on Monday. I'm not exactly sure how I'm getting back yet. I dread another repeat of the trip down here when I was stuck in Atlanta all day. Should be a bit easier getting back to Cleveland from Iowa!

(Time 1345Z, North of DES at 2400ft) Only 53nm and 20 minutes short of our destination. I asked Heather if she wanted to go around again, she said she would if this time I raised the funds for the airplane! With a little notice, I'd like to think I could!

We have arrived in Atlantic, IA, and have already had the excitement of getting stuck in the mud. We have met up with our host family for the next few days, so it's time to go grab the car, our gear and take a snooze!

Day 3 of the AirRace Classic

2009-06-25T16:04:00.012-05:00

(Today 1400Z, just passing KFOA at 2500ft) The alarm jolted me out of sleep this morning at 4:00am. I was sleeping pretty restlessly, so I guess that's ok. We went to bed just after 8pm last night, so that was nearly a good 8hrs sleep in Sparta, TN. Heather, Penelope and I were ready to go flying!

The Holiday Inn Express already had breakfast out at 5am, even though they advertised 6, so we were able to get some food before Eric, one of the FBO employees, swung by and picked us up on his way to work. I like to have my breakfast before I start the day, but I have not been lacking any sources of food on this trip. The organizers of the AirRace Classic told us not to count on food being provided along the route, but as you could see from yesterday's post - this is not the case; we are being so well cared for! It is a wonderful feeling to have such support of the folks on this route. I guarantee that I will be paying a LOT more attention the Air Race Classic from now on. The guys at the FBO even let us use their Simple Green cleanser for aircraft (I'm serious, that's what the spray bottle said), so Heather and I cleaned bug carcasses off the paint. PETA would be very upset about the number of insects we have splattered over the past few days.

We wanted to get to the FBO early to give us the most options for the flight today. We are expecting thunderstorms to build on our route to Jacksonville, IL, later today but we couldn't leave before the low clouds and fog lifted (so we can stay VFR). They have, and its been a smooth flight this morning even though we are low to the ground to have the least headwind. Heather and I were introduced to www.NavMonster.com, and I love this site. It doesn't substitute for an official weather briefing, but it has some GREAT info (and pictures. I like pictures.). The picture to the right is one taken at the end of the day and was not the one we were looking at that morning.

Enroute we did have some stubborn weather being "painted," or displayed, on the Nexrad weather radar in the airplane, but it had dissipated before we reached it. The picture to the left is showing us the type of winds we are going to encounter displayed by strength and direction. This is a service we don't have in my Citation X (though we do have a Stormscope, which throws a radar beam out in front of the airplane to shown the return from actual precipitation). I made the mistake of pointing out this deficiency to Heather, who has decided this Cessna182 must be more technologically advanced then my airplane.

Or maybe it's just my skills she has doubts about. She went to "the back" to grab some snacks during this leg and before she transferred the responsibility of the controls to me reminded me that pushing forward on the yoke made houses get bigger, pulling made them smaller! I'm going to have to get her a ride in the X to reestablish my credibility. I'm not complaining mind you, I'm happy to be able to look out of the window and see these amazing views! Seriously, the landscape doesn't look the same from your car window as it does at 2000ft in the air.

(Today 1500Z, just passed 9I0 at 2500ft) We just executed our flyby at IJX, and turned right to continue on to RAC. As we were climbing out, someone on the ground at IJX wished us a good flight. Both Heather and I feel bad now that we didn't stop and meet the folks here too. I can't believe I'm going to say this, but I wish now I was flying something slower or with a shorter range - this race is going to be over too soon! The picture of the airport to the left is not IJX, but is representative of the types of airports we're flying into. They have to be somewhat small (less traffic) and no tower, so we can do our "unusual" maneuvers - high speed, low altitude flybys.

We've got the true test coming up, transitioning near the crazy busy complicated Chicago airspace! This is a little tricky. See the blue lines in the bottom right of this map? This designates "Class B" airspace. To operate within its vertical and lateral limits, you need a clearance. The only way to get that clearance is to contact the controlling ATC agency and have them identify you by call sign and to give you permission. We were actually told to "remain clear" of the Class B airspace, which was fine with us, because we were below the floor of it. We did, for fear of the implications (FAA violation anyone?), confirm with a radio call that we would remain clear of the airspace at our current altitude and heading. *Whew.*

We continued to Racine, or Batten Airport, calling Kenosha tower to get clearance over their airport enroute. An aircraft on missed approach from there set off our TCAS alert (Traffic Collision Alert System), but we were able to pick them up visually. When you get a voice announcing, "Traffic, Traffic," it tends to get your attention. When you see how truly far you're missing them by, it doesn't seem like so much of an issue. I am used to traveling at higher speeds where closure rates are faster. So I think I am going to remain super sensitive to those announcements! The picture to the left is another AirRace classic airplane that was pointed out to us by the Air Traffic Controller we were getting flight following from. We passed them on the way from IJX to RAC.

When we approached Racine airport, there was already an Air Race aircraft in the traffic pattern, but they landed before we got there. We did our flyby (which you don't want to have to delay because you're being timed), and started to come back around to land. The aircraft in the picture above, though, had caught up to us and were ready for their flyby. So we extended our downwind (you make a box pattern - over the runway, turn left for crosswind, left for downwind, left for base leg, and then left for final, get it?), so they would not be impeded on the way to their flyby. We came in and landed, followed shortly by the other airplane. The second crew had family in the area (see in the above picture), so they had quite a welcome!

All the crews were welcomed, with more food, of course, and a wonderful older lady who had read about the AirRace and was inspired to come by and truly visit the airport for the first time. She was so surprised when the FBO let her right up to the ramp and let her talk to the pilots. Although she has no aspirations of flying at this late date (She was in her 70s), she wanted to meet all of the women who were. I invited her back tomorrow morning, early, about 6am, telling her the ladies in the AirRace were friendly and would love to talk with her. It was really touching to see her enthusiasm!

Last night I got a couple of posts from twitter:

dhindmanjr@GirlsWithWings Good nite and sleep well, Faith and I are just now checking the blog post.

And: Faith was wondering - What do you do if the weather gets bad on the last day of the race, and you r not at the finish line?

According to the rules, if the majority of the airplanes will not cross the finish line by the deadline, the officials can either extend the deadline or stop the racers where they were last able to land.

and: how much fuel will you use for the whole race? btw, Faith kindly reminded me that she is 11 not 10. Silly Dad.

We have planned conservatively needing 400 gallons for the trip. At about $4 per gallon, that's about $1600 just in fuel! We were conservative because, as the AirRace website says:

Will my Race fuel consumption be different than during normal cross-country flights? How much different?

This is an “it depends” answer. The competitive spirit emerges in a big way when the starting flag drops. Airplanes flying the Air Race Classic must be rated for continuous maximum power – for a reason. Winning depends on maximum power. Maximum power gobbles fuel. The altitude and temperature have some impact on how much. Practicing this kind of flying is a good idea. To be safe, expect your airplane to use as much as 50% more fuel while racing. This is another area where your Mother Bird can offer advice.

Additionally, there are the following expenses from the AirRace Classic FAQ page.

Airplane and Team preparation: How much money this costs will vary with each team and airplane. Read the Rules, carefully fill out the Airplane Entry Form, and outfit your team and airplane. Ideally, you want to fly with your Race partner enough to have a good working relationship. Some of the other items needing attention are: ordering charts, making motel reservations, changing oil, checking sparkplugs and washing and waxing the plane. Understanding the rules and carefully preparing will mean your airplane and your team will pass Start Inspection and Registration with flying colors.

One more thing about team preparation – there is a long tradition of teams wearing matching outfits, from Start through the Terminus Banquet. It is not a requirement, but it’s a wonderful way to spot your partner across a crowded room. This is an area where Mother Birds can help.[This is where Heather and I had hoped for the pink flight suits - they were in the hands of her original co-pilot, Soph, shown to right, though, who had to return back to Australia for a pacemaker, so they will not meet up with us after all. We wish her a speedy recovery.]

Race Registration: The Race Registration Kit, which costs $30, includes the paperwork for your race application. The $425 you send in with the Race application goes toward Air Race Classic operation costs and Race Awards.

Start Registration: Start events are sponsored, planned and carried out by volunteers at the Start city. Teams are required to attend some, but not all, of the events planned. Required events are a welcome reception, the safety briefing, a Start Banquet and Start Breakfast. You will be required to send money to the Start to pay for the required events, for any optional events you have scheduled and for (optional) shirts, caps or other commemorative items you ordered. The registration fee typically ranges between $75 and $140.
You must make hotel reservations for your team in the Start city. This cost is not included in the Start Registration. Both the Start and Terminus cities do their best to negotiate a reduced rate at the hotel of choice. The hotel will have enough rooms for all teams and provides space for additional Race events.

Terminus Registration: Like the Start, the Terminus has volunteers who plan events for Race teams and handle money for required and optional costs. Required events usually include a welcome reception, a breakfast or luncheon and the Awards Banquet. Again, the registration fee typically ranges between $75 and $140. Also, as at the Start, you will make hotel reservations for your team at the Terminus. These reservations are not included with the Terminus Registration.

Transportation to and from the Race: This cost will vary for each, depending on where each team member lives, where the Start and Terminus cities are, whether you come in the same airplane and so on. Racers should budget for normal airplane costs (rental, fuel, etc,) and for the time you need to fly your airplane from your base to the Start and from the Terminus back home.

Four days of Race Expenses: Four days are set aside for the Race. You may finish the Race in fewer days. Nevertheless, you should plan for feeding you and your airplane, plus your motel costs, for all time between Start and Terminus.

It isn’t cheap, but neither was getting that pilot’s license in the first place, right? Sharing the Race experience with a number of other female pilots is priceless. Talk with a pilot who has flown the Air Race Classic, and you will hear why it is one of the most exhilarating learning experiences a pilot can have. Mother Birds can be really helpful with calculating Race expenses.

And then Doug, the twitter guy, says: Faith and I checked all the racers websites, and we decided www.girlswithwings.org was the best :D

Aw, shucks!

2009-06-24T11:34:00.007-05:00

(Today, time 1300Z, near KASL at 3500ft) We made it to the airport early, about 6am, and it was already hot and humid in Lufkin TX before the sun had come up! It was hard to wake up again at 4:30, but we wanted to get an early start to get as far as we could along our route since we are expecting a storm system toward the end of our trip. The volunteers at LFK FBO were amazing, by the way. Greeted us with cold drinks and snacks, provided rides to and from the hotel and were just in general very welcoming and friendly (especially Marianne, June and Newt).

Today we are flying to Russellville AR to do our first flyby. (The picture of the timing team is obviously taken at an airport where we landed). We will likely continue on without stopping since we topped the tanks last night. As with some single engine Cessnas, the right tank burns faster than the left, and the fuel quantity gages are not totally accurate. Topping off gives us a good reading to base our current fuel consumption off of (now we just have to go another 2 1/2 hrs without a bathroom break [someone learned the hard way yesterday about drinking all their water within 10mins and flybying the first stop - Heather].

Speaking of fuel flow, my usual ride burns Jet fuel at 1000lbs per hour. This 182 burns at about 13 gallons per hour. Sounds pretty good, huh? Except this time I am having to pay for the fuel. Even at the discounted price $3.79/gal, it cost $291 to fill up our tanks. Gulp.

I am having a great time, and am so glad I had the opportunity to do this. I am also so pleased to have the support of all the folks on twitter and facebook. A pilot dad on twitter with a 10 year old daughter sent the following messages this morning:

dhindmanjr @GirlsWithWings I answered most of her questions yesterday through various web sites and your blog post. She is sleeping right now..

And: We will send any questions your way this evening when we check your progress. Best part so far is the Daddy, Daughter ...

Then: time sharing my passion for aviation through your flight. So thanks again. :)

So additionally, I am very appreciative that others are getting a lot out of our trip!

(Time 1420Z, near KLIT at 6500ft) We just executed our flyby at RUE and climbed out enroute to KGNF. Ahead of us is R-2403A, R is for restricted. The Garmin 1000 actually displays all of the information we need to be aware that our flight route is taking us through this block of airspace. The aeronautical chart (or map) tells us info as well, like that the inclusive altitudes are surface to 16,000 ft. We are receiving flight following from Little Rock approach and were able to request the status of this airspace, which turned out to be inactive. (See it portrayed on the paper map to the right.)

We've had some interesting questions from the controllers we've been talking to along the route. Everyone wants to know why thirty some single engine aircraft are flying in the same direction. Even the controllers aren't aware of the AirRace, but Longview approach seemed to have heard of the Powder Puff Derby and was very willing to look around for more favorable winds. He asked if it was because we were losing. I told him it wasn't because we were losing, but we wanted to be "more winning." The only ones he found were at about 18,000ft which is impractical and impossible for us since we don't have supplemental oxygen.

We crossed the Mississippi River at 1510z. And my Aussie co-pilot took a picture.

We landed at Grenada MS, where our aircraft was the first to land. It was a bit disorienting not to see the usual line of aircraft parked in front of the FBO. But the folks couldn't have been nicer. In fact, one of the fueler's mother, Fredonia, had personally cooked and baked an amazing spread. We hung around here for a while, before proceeding on to Sparta, TN. Some decided to drive on to Jacksonville, IL, but we're going to wait to depart until the morning, when the storms should be weaker. Therefore, it's an early to bed, since we have a 4:15 wakeup.

Couple of new items on the GWW AirRace Page: http://girlswithwings.com/AirRace.html

Thank you all for following our participation in the race and for offering your encouragement.

Flybys

2009-06-23T20:00:00.004-05:00

Well, Heather, Penelope and I are on our way! We left this morning from KAPA, Centennial Airport, at approximately 8am. That's when were all lined up *ready* to go, at least. We were all lined up, and instructed to start in sequence. Then we taxied to our runup area and completed our preflight checks. In the picture to the left, you see quite a few bags... Yes, this is what Heather and I packed. Luckily, we met up with our "Mama Birds" (women who had done the race previously) who had a car going to the terminus in Atlantic IA. They were nice enough to carry all of our extra weight (which would slow us down).

We were flying at 6,500ft MSL (I was typing into my blackberry and copied this into my blog once I got to the hotel) in the little arm of Oklahoma between Kansas and Texas. My Aussie co-pilot took a picture once we left Colorado, and then said after our successful flyby of KLBL, "Toto, we're not in Kansas any more!"

This Air Race event is judged not only by individual aircraft capabilities but also by the speed at which the pilots are able to fly each leg. So at each airport we have to execute a flyby so that we can get our times for the leg recorded. We can land after the flyby, or continue on. We did not land after our flyby at the airport in Liberal, KS because we had the gas to continue on to Sweetwater, and we flew there just right of runway 17 there at 3085ft MSL, or 200ft AGL (above ground level). It is not normal to fly this low (regulations require 1000ft above populated areas, 500 unpopulated), but allows the timing teams on the ground to record our time. Enroute to Sweetwater's flyby (shown at left), we tried different altitudes to get the most favorable headwind. A tailwind would be preferable, but we just left 8500 so we could go from a 16kt headwind to 8.

Forty miles from our destination, Sweetwater, where definitely had to land for food, fuel, bathroom breaks and then rehydrating!, we tried to climb back up to 8500ft to get a lesser headwind, but it was worse. We're going to burn up our airspeed every time we climb, so we'll take the 8kts at 6500. Plus, at 8500 we were bumping up against a ceiling (or clouds). We are required to stay 1000ft below the clouds to stay legal under VFR, or visual flight rules. That is a requirement of the race participants.

In the midst of all of this focus on flying is our focus on our health. We were warned that it was going to be hot, and it's 20 degrees Celcius in the air . That's not that high, right?, except that the sun is right in front of us, bearing down on us. I am used to having a bathroom on the Citation X, so I've pacing myself on drinking water. Like I said, we could have landed at LBL for fuel or a bathroom break. But since we had the fuel, that wasn't a reason to land. Someone else in this airplane was not as judicious with her water consumption, and now wishes we had chosen the other option at LBL! Shown at left is the little tent under which the timers are situated since it's been up to 37 degrees on the ground.

At Sweetwater, home of the Women's Air Force Pilot (WASP) Museum (I would have liked to have visited it, but we've received word that the weather is going to be bad toward the end of the race, and we want to move ahead in the course as much as we can), we spent some time at the FBO cooling off and resting up and getting interviewed.

Leaving the Sweetwater airport, Avenger Field, was a bit tricky because of the flyby. There were still airplanes coming in (those that had to stop at LBL) to land, so they were doing the flyby and landing, and those that had already fueled and needed to take off, circle around and go past the flyby again to start their time for this leg to Lufkin.

The flyby at Lufkin was easy. There was an aircraft on the flyby ahead of us, and by the time they turned their downwind, we were approaching the flyby point. We were quite ready to be marshalled in, shut down, and proceed to the hotel for more flight planning!

Today is the day

2009-06-23T06:24:00.004-05:00

It is nearly 5:30 am and we are packing up for the AirRace. I can't believe it. This has come along so quickly that it has hardly sunk in yet. I am very glad we decided to get a hotel room near the airport.

My race partner, Heather, and I sat through more briefings yesterday and did more flight planning when we could. We stopped by the pilot shop and bought more VFR Sectional Charts. Drew the flyby instructions on our approach charts. Visited Walmart (which Heather has only been to twice) to grab some last minute supplies and food to snack on along the way.

The picture to the right is the instructions we received on how to execute the flyby - which is where our times are taken. It must be executed exactly or we get penalized.

I can't write too much - we have to get over the the breakfast, attend last minute briefings, receive a weather update, get over to the airport with all of our stuff, file our flight plan, pre-flight the Cessna182, top off our fuel tanks, etc., etc. Oh, and Heather is also going to have to tell me how to fly the airplane.

Pre flight Planning and Briefings

2009-06-22T13:46:00.007-05:00

Well, I am sitting in a car parked in front of a stranger’s house typing up my blog. Gotta be a first for me. This prep for the Women’s Transcontinental Air Race has kept us so busy so that I have run out of time to do anything. Like sleep. I knew this race would be a lot of work, but I had NO idea. Apparently for first time racers this is to be expected as we have a lot to prepare. So I woke up early and decided to leave the house and get a little quiet time in the car to type up this blog entry. (Now I’m sitting in more briefings, still typing.)

As I posted previously, I had arrived in Denver very late Friday night (or was it early Saturday morning?), and I am staying with the brother and wife of Cindy, a fellow Girl With Wings. It took us a little while to get going on Saturday but I eventually met up with my race partner, Heather, over at APA, or Denver’s Centennial Airport. Heather had flown our airplane in from VNY, or Van Nuys, CA, where her uncle owns a Cessna182T, tail number, N17572. I knew Heather and I were going to get along immediately. She told me that there was a minor mechanical problem with the aircraft and showed me some fuel that had spewed all over the nose gear. Our first order of business was going to get a mechanic to come over and check out the issue. The mechanic who was doing the inspections for the race airplanes came over and diagnosed the problem pretty quickly. It seems that Heather, who is from Australia, is not familiar with high altitude airport operations, the highest terrain in her country averaging less than 6000ft.

APA is at about 6000ft, but because of the heat, the density altitude (or “real” altitude) can be considerably higher sometimes. Heather didn’t keep this in mind as it is not a major factor back in Australia and ended up flooding the engine while doing a hot start. And so she was instructed in the future to make sure that the engine was leaned during start, taxi, take-off and every single moment along the road. (Leaning is reducing the fuel to air ratio in the engine, when you are at a higher altitude there is less air so you need to lean the mixture back to put less fuel in the engine and prevent flooding.)

So problem solved. I knew from her willingness to ask for assistance and concern with proper procedure that we would get along fine. She made a mistake because she didn’t know (of course during this whole thing I was learning as well, since I am unfamiliar with the course of action as well), but was very open to admitting her mistake and getting help. Many others would have tried to bungle through and caused further damage. She was embarrassed, as I would have been, but was a really good sport about it! I found out later we are both Leos, which might explain why we are so similar. Hopefully this will not result in a territorial war in the cockpit. Perhaps she will defer to her elders… =)

(Truthfully, Heather is the PIC or Pilot in Command of this airplane, so she has final authority. It is my job, as second in command, to back her up, offer my input where necessary, but at all costs to contribute to the crew concept so we can be safe and legal.)

So having figured out our minor maintenance problem we were able to proceed over for our inspection. Heather let me taxi. Again, I fly a Citation X for a living, and have been either Part 121 or 135 (Commercial) since 2000. I have rented an airplane on my own a couple of times to punch holes in the sky, but have been mostly flying for work on an IFR flight plan, having most of the paperwork for my flights done for me. So I am what you might call rusty on everything that we will be doing over the course of this race. Especially flying a single engine Cessna 182. So Heather, who is a flight instructor, had to talk me through what features were in this cockpit. Including, somewhat disappointingly, an autopilot. Here I’ve been telling people how I’m going to be roughing it this week in such a primitive aircraft…

Well, we taxied over and went through our inspection. The race officials wanted to see that not only were all the airplanes airworthy, but also that no one had snuck in some mod that would give them an unfair advantage in the race. We also had to tweak our numbers on the tail. For the race we will be “Classic 21” and you can follow our progress on the AirRace website.
Once we had taxied back to the FBO, TacAir, where the airplane is being “impounded” until the beginning of the race, it was time for us to get our credentials checked. Only those officials had gone home. So we had enough time to meet and/or refresh our acquaintances with some folks in the lobby and proceed over to a reception at the Jet Center. This was a wonderful event put on by the Colorado 99s group.

Sunday we did catch up on our credential check, and then finally began our preflight planning. Since Heather is from Australia, and I’m so rusty, this is taking us quite a while. Luckily (or unluckily) there are quite a few briefings to get us back on the same page. I will talk about the various requirements for the racers along the way. We had another dinner as a group that night, so if I’m not careful I will make the airplane exceed its GW (or gross weight). I’ve been told that I will be able to sweat off quite a few pounds over the next few days, though.

The Girls With Wings AirRace Page

My Journey to the Air Races

2009-06-20T12:10:00.003-05:00

Well, my Air Race Adventure started very early Friday when I had to wake up at 2am to catch a 5:45am flight from Cleveland to Denver. The plan was to use a airline buddy pass to save money because I had just committed to this trip on Wednesday, which makes for a short notice (read: expensive) airline ticket. The buddy pass ended up being $130, but that was ok with me since this airline’s policy was to put folks in First Class first. So my first leg to Atlanta was wonderful up there in seat 2D. I arrived in ATL at 7:34 and had a connection to Denver, where the Air Race starts, at 8:52.

Well, if you’ve never been in Atlanta’s Hartsfield airport, it is the country’s busiest. So this place is never deserted - it is usually mobbed! So I tried not to be nervous about the crowds as I went to the gate for leg 2. There are screens in the airport that list the ‘standby’ passenger list, as I was since I traveled on a non-revenue buddy pass, and I was twenty-something out of thirty-ish. With about 12 seats available. Again, I wasn’t too nervous because many people don’t show up for their flights because they end up not traveling, or make alternate plans, or miss their connection. But it soon became apparent I would not get on. However, I got pretty close, so I was hoping I would have a better shot on the 10:52.

There was still a big crowd, but I was less than twenty on this list, so I was sure I had it. The gate agent even lined up the rest of us “non-revs” up against the wall, scanned us in, and told us to go on board and find a seat. Except there weren’t any. So a United Flight Attendant, a woman whose husband worked for United traveling with her 9 year old son, and I, dejectedly deplaned. The good news is that these folks and I were now “united” in a common goal: to get to Denver. We had all been told that the flights would open up later in the day, so we proceed to the next flight together, the 12:20, and spend time getting to know each other.

Unfortunately, now the number of non revs increased, as many of us didn’t get on that one, which was even oversold so they bumped paying passengers, nor the 1:38pm one either. At least we were having fun spending time together! The woman’s son was amazing. Any other kid would have been whining and groaning about having been in the airport since 6am, but not a complaint out of this kid! The Flight Attendant and I, since we were in uniform, decided to see if we could take advantage of another airline’s policy to let crewmembers fly for really cheap. There was only one seat remaining on this 2:25pm flight, and I let the FA have it since he had to show for work in Denver at 5pm. But before he left, he signed me up for a buddy pass on his airline, so I met the woman and her son at the United gate for the 2:59 flight. No luck.

By this time, we were getting desperate (and really tired). As we waited for the 4:10pm flight, where we were again in the high twenties for a flight that had only single digit seats, we tried to figure out an alternate plan while her son took a nap on the floor. Driving from Atlanta to Denver was not an option, but we wondered if we could at least take a flight to an airport within driving distance of Denver. OR, close enough so that we could go there on Delta and make a connection on United the rest of the way. Wichita, Kansas City, Omaha, Colorado Springs, all oversold. Jackson Hole, WY, available, but we’d have to spend the night, and a $300 hotel room was not in my budget. Cammy called her husband to check flights, I called my contact and we tried to come up with a plan despite the fact that exhaustion was setting in on the adults, too! Meanwhile, the 4:10 flight filled up and left without us. The gate agent here, if not helpful, was at least not hostile. She told us that the 7:10pm and 9:35pm flights were way oversold as well.

Both Cammy and I sat in shock for some time, trying to figure out the best options. It was clear to us we were not getting out of Atlanta, but we didn’t want to spend the night only to have to go through this all again tomorrow! But really, what option was there? So we went to sit at the 7:34 United flight. I had just finished telling Cammy that the second best thing that could happen was that at least she and her son get on this one (a regional jet as opposed to the 737s and 757s we’d been trying to get on) and that would allow me to figure out what to do on my own. And sure enough, they were the last two people called to get on the flight!

I had now been in the Atlanta airport for 12 hrs. I was hungry, tired and a little worried. Although I don’t need to be in Denver until Sunday at the absolute latest (the race organizers were being generous because I was a last minute replacement), the day was a total loss! I still had plenty of things to do for Girls With Wings and our trip. Write a press release, get a webpage built, etc., but I was never in one place long enough to open up the computer and most gate areas didn’t have anywhere to sit anyhow!

I headed on over to the last Delta flight of the day, the 9:35pm, stopping at the Colorado Springs and Wichita gates along the way. If you’ve ever been to ATL, you know that there is no “stopping by” anything. ATL is HUGE, and my body was getting really tired of walking down concourses, taking trains and escalators, while wheeling my overstuffed bags and carrying a 2 foot by 3 foot poster board of Penelope. As the gate area for the Denver flight filled up, I made a decision. I knew that I was not going to get on the Delta flight, so I ran over to the last flight with any airline to Denver, the 10:05pm on Air Tran. The gate area was relatively deserted! Until I started waiting in line, of course. But lo and behold…

…when I got to the counter, I was issued a boarding pass! We were still somewhat far away from the departure time, though. And people just kept coming and coming. I wasn’t going to celebrate until I had myself in a seat and the aircraft door was closed. This did happen, unbelievably, relieving me from finding a place to stay the night and coming back early the next morning to try again.

Embarrassingly, I was only awake long enough to hear the safety brief and slept until the FA’s announcement that we were preparing to land. I woke up on final to DEN nearly 24 hrs after I had started this trip, with red eyes, bad breath and a grumbling stomach. But I was so happy. My poster of Penelope had made the trip to Denver in the cockpit, so I grabbed her picture and deplaned.

A friend picked me up from the airport and brought me to their house, where I made a horrible guest and went right to bed. Today, I will meet up with Heather and we will start working together on our participation in the Air Race!

Women's Transcontinental AirRace Classic

2009-06-17T21:14:00.008-05:00

It's amazing how things can change in the blink of an eye. I received a rather unremarkable request from a friend of mine yesterday asking me if I could put out the word for someone needing a female pilot for a rather long, but very short notice trip. I distribute messages to my contact database quite a bit, whether the pilot is needed for a presentation, public speaking event, flying gig, etc., so I began first with a tweet:

AIR RACE CLASSIC CO-PILOT NEEDED June 23 - 26 http://www.airraceclassic.org/ DM for details and PLS RT!

(If you don't know what Twitter is yet, please (or pls) visit www.Twitter.com)

Some of my twitter friends did RT (or Retweet) and I did get a DM (or Direct Message). Then I started to write up a longer post for FB (Facebook) when I realized I didn't know what the heck I was tweeting and FBing so I better do a little research.

I knew of course, as I mentioned in an earlier post, about the Cleveland Air Race.

Women’s air racing all started in 1929 with the First Women’s Air Derby. Twenty pilots raced from Santa Monica, CA to Cleveland, OH, site of the National Air Races. Racing continued through the ‘30’s and was renewed again after WWII when the All Women’s Transcontinental Air Race (AWTAR), better known as the Powder Puff Derby, came into being. The AWTAR held its 30^th, final and commemorative flight in 1977. When the AWTAR was discontinued, the Air Race Classic, Ltd., (ARC) stepped in to continue the tradition of transcontinental speed competition for women pilots and staged its premier race. The Air Race Classic was reincorporated in 2002 into the Air Race Classic, Inc., a non-profit 501(c)3 organization.

But I knew nothing about what it consisted of today. Easily enough, I found that the organization is dedicated to

* Encouraging and educating current and future women pilots

* Increasing public awareness of general aviation

* Demonstrating women's roles in aviation

* Preserving and promoting the tradition of pioneering women in aviation.

Which is completely in line with the mission of Girls With Wings, using women in aviation to inspire girls to achieve their full potential! So I started thinking... Nothing really on my calendar, except of course, working on Girls With Wings events, like our upcoming training session in NY, preparing for our booth at Oshkosh EAA Airventure, and a tour with my employer, NetJets, who has been very generous of late in giving out leaves of absence. Note that I personally have very little GA (or General Aviation) experience, being a military pilot who went straight into the airlines, so it'll be educational. And this would be a great opportunity to see the country under VFR, or visual flight rules, since I'm usually flying miles above the earth and above the clouds in a Citation X. AND it's a great networking experience. So my wheels started turning; I tweeted:

@ShelleyDelayne I've got to get a few more details. But I'd love to see what real pilots do!

@ symbol means you're replying to someone.

I gave the remaining member of the Pink and Pearls flight team, Heather, a call. She was understandably a bit non committal when I talked to her. Because of course, she hadn't met me. And I hadn't met her. This race is officially from June 23 - 26, 2009. From Denver, CO to Atlantic, IA, and covers 2359.0 nm/2714.7 sm. But, there are events, meetings, schedules, etc., from 9am the morning of the 19th, til late at night the 29th. TEN days' worth. This is a long time to spend with someone you don't know!

Race Route for 2009

Start: Denver, CO (APA) hosted by the Colorado Chapter fo the Ninety-Nines

Liberal, KS (LBL)
Sweetwater, TX (SWW)
Lufkin, TX (LFK)
Russellville, AR (RUE)
Grenada, MS (GNF)
Sparta, TN (SRB)
Jacksonville, IL (IJX)

Racine, WI (RAC)

Finish: Atlantic, IA (AIO) hosted by Airworks, the Atlantic Chamber of Commerce, Cass Atlantic Development Corporation and the Atlantic Community Promotion Commission.

As I told her, I was tempted to volunteer myself but my only issues were, obviously, financial ones. I'd have to give up my paycheck when I took leave from my job, and there are costs involved with doing the race. You know, fuel, lodging, food...? The great thing about this team is that they've been doing a little fundraising! The Pink and Pearls team, so named for Nancy Bird Walton, Australia’s first aviatrix to use a Commercial Pilots License in 1935 where she provided an aerial baby clinic and ambulance in far west NSW and Queensland. Not only had they done the MONTHS of planning involved, they had gotten donations and sponsorships to help cover some of the costs of leasing an airplane. Not to mention the fact that one of the team's sponsors is going to provide Hot Pink Flightsuits. Uh, not my best color :/ (Do you see where my train of thought is heading?)

So I responded to another woman pilot on twitter with: @Av8rgirl I know, I'm thinking about putting myself in the running. Checking flts to CA now!

As I tried to figure out how to get to LAX on a friday when it was already wednesday. I called a friend of mine who is a super incredible flight instructor (and wife of a guy I used to fly with at Flight Options) and said, "what would I need to do to make sure I am legal and able to do this flight?" Remember, the clock is ticking here. Go straight to the source! She gave me the cliff notes version, and erased any other hesitation I might have had when she said it would be a perfect way to spread the news about Girls With Wings. We can even bring Penelope Pilot, who encourages more girls to have an interest in aviation, along for the ride!

The race provides the following resources as well:

Scholastic Outreach - Introduce Air Racing concepts and history into your community. Learn about the opportunities for your Girl Scouts when the Air Race Classic comes to your area.
This year onsite meetings with the Racers will be at both the Denver Start and the Atlantic Terminus. Youth at these airports will meet the Racers as they share their stories and answer questions about racing and aviation choices today.
- Youth "Meet the Racers," Saturday, June 20 - Denver Centennial Airport 1:00 pm - 3:00 pm - Girls 6 - 17 years of age, Saturday, June 27 - Atlantic Municipal Airport 2:00 pm - 3:00 pm

So I tweeted:

Remember tweet about co-pilot for AirRace Classic? Would anyone have a spare buddy pass so I can get out there? Yeah, me, Miss Spontaneity.

...and then, after Ken Nebrig, an airline pilot who generously donated to the GWW scholarship last year offered a buddy pass, I called Heather back. Asked her a few more questions, and then just threw caution to the wind and told her I'd join her team. So I tweeted with a little more confidence: Guess what, y'all. I'm going to do the 2009 AirRace Classic! http://www.airraceclassic.org

I am now only going as far as Denver, not to CA for a checkout, since it's not really required. I'll play co-pilot and not log any PIC time. Heather and I will be Classic 21 (34 teams in all). So I'm lining everything up here and then reality starts sinking in:

@fly2Bfree I'm kinda nervous! This is a unfamiliar world of flying for me. I went from military to airlines. VFR? Flight Following? Huh?

This is a major big deal. There are pages of information on the website. We don't have any hotels lined up, any extra cash, haven't built the webpage, done this blog entry, packed (done laundry even), written a press release... Ack!

So I tweet: @KimberlyRisley I am going to be in the race! Got a whole 48 hours notice before I need to be in Denver where the race starts!

I had to get zen about it though. After all, life is short, something always works out, etc. And I started to think about what a great life experience this is going to be.

@keithjjones I know I am always so jealous of the folks down at lower altitudes flying for fun!

So I've spent the last 24 hrs trying to get ready for the trip. My biggest obstacle has been finding a way to Denver. My twitter friends came through again, this time with a buddy pass on another airline. I just can't afford to buy a ticket now so this really helps. I'm still planning and packing, hence the slightly rushed tone of this entry.

I will tweet and blog and post pictures of the race, here and at www.GirlsWithWings.com. It's a little late for me to find sponsors or donations at this point, but I would like to take this opportunity to ask folks to visit the GWW online store and make a purchase. It would really help with the finances of GWW. You can also make a donation to the GWW scholarship while you're there.

Now, to the mayonnaise...

2009-06-17T18:06:00.007-05:00

Yesterday I talked about proper radio terminology and phraseology, and today I would like to talk about putting these theories into practice.

The AIM instructs on Radio Technique

a. Listen before you transmit. [...] Except for a few situations where some frequency overlap occurs, if you hear someone else talking, the keying of your transmitter will be futile and you will probably jam their receivers causing them to repeat their call. If you have just changed frequencies, pause, listen, and make sure the frequency is clear.

b. Think before keying your transmitter. Know what you want to say and if it is lengthy [...] jot it down.

c. The microphone should be very close to your lips and after pressing the mike button, a slight pause may be necessary to be sure the first word is transmitted. Speak in a normal, conversational tone.

"Speak in a normal, conversational tone." That means none of that lowering your voice to do the "Uh, CleveLAND Center. [Pause] This is ...uh, SUuuuPer Jet ONE eight Zeero, with you at uh... FLIGHT level four one OH." Hopefully you can imagine this swarthy, Clark Gable-esque transmission. Just as likely to cause some other crewmembers on frequency to cringe is a cutesy little squeak, "Um, hee-hee, Sunshine Jet Two Two One, at, hee, hee, three eight zero." Occasionally this can result in a controller of the opposite sex (hopefully the pilot was female in this scenario) to get all flustered and respond with his most "attractive" voice.

All that said, I'd rather hear these inflections then frustration and confusion on the radio which can result from non-standard phraseology. Earlier I posted about a time that a controller had asked me to acknowledge an acknowledgement by angrily transmitting, "readback correct, OVER!" Stunned, I ...uh... thanked him? There has been a lot of coverage in the news about making things easier for pilots, who do up to fourteen hour duty days with only ten hours of "rest" in between to close up/prepare the airplane, get to/from the hotel, grab something to eat, sleep, etc. Well, the job of an Air Traffic Controller, also known by many to be a stressful one is regulated as well, especially since "a hiring emergency in the United States has led to some locations having Air Traffic Controllers work 10 hours a day, 6 days a week (mandatory)." Working in a tower affords a controller some scenery to enjoy, but many work in buildings with no windows, staring at screens (the view at left shows much more detail than most photos that show near darkness).

According to The ILO commissioned a manual on Occupational stress and stress prevention in air traffic control by Professor Giovanni Costa (CONDI/T/WP.6/1995), Air traffic controllers are widely recognized as an occupational group which has to cope with a highly demanding job that involves a complex series of tasks, requiring high levels of knowledge and expertise, combined with high levels of responsibility, not only with regard to risking lives, but also the high economic costs of aeronautical activities. (Not too much different than the description for a pilot, no? -ed.)

Sources and consequences of stress in air traffic control

Surveys show that the main sources of stress reported by air traffic controllers are related both to the operative aspects of their job and to organizational structures. In the former case, the most important factors are peaks of traffic load, time pressure, resolving conflicts in the application of rules, and the limitations and reliability of equipment. The factors relating to organizational structure mainly concern shift schedules (and particularly night work), role conflicts, unfavourable working conditions and the lack of control over work.
Analysis has emphasized the complexity of the work of air traffic controllers. For example, the cognitive/sensory capacities required for high performance at radar workstations include spatial scanning, movement detection, image and pattern recognition, prioritizing, visual and verbal filtering, coding and decoding, inductive and deductive reasoning, short- and long-term memory, and mathematical and probabilistic reasoning. Air traffic controllers are also among the groups of workers who are most exposed to critical accidents which cause unusually strong emotional reactions, such as air accidents with loss of life or serious injury, near collisions or loss of control due to overload.
However, the consequences of these stressors on the performance of individual air traffic controllers may differ widely in relation to factors such as age, life style, work experience, personality traits, attitude, motivation and physical and mental health. Indeed, many studies on the consequences of stress on air traffic controllers have reported apparently contradictory findings. Nevertheless, a number of studies indicate that the demanding work of air traffic controllers may well be a risk factor in the long term in the development of stress-related symptoms, including headaches, chronic fatigue, heartburn, indigestion and chest pain, as well as such serious illnesses as hypertension, coronary heart disease, diabetes, peptic ulcers and psychoneurotic disorders.

They don't put that into the job description when seeking ATC School applicants! So, since there are stresses on both sides, extreme caution should be used so that, as I mentioned yesterday, "Radio communications are a critical link in the ATC system. The link can be a strong bond between pilot and controller or it can be broken with surprising speed and disastrous results."

Clear and concise transmissions are key for the ATC system to work as advertised. One of the methods that we use to ensure not just Pilot/Controller communication, but also comprehension, is the use of the words, confirm, verify or "say again" if a pilot or controller is unsure of a a transmission or directive given. For example, pilots can taxi on to the runway with either a "position and hold" clearance, or a "cleared for takeoff" clearance. In the middle of running checklists, looking for traffic, flipping switches, etc., one or both members of the flight crew can forget the actual clearance. Any pilot can, should, and better, confirm whether takeoff clearance has been issued if there is any question about what they were authorized to do. No pilot wants to hear, "Uh, you weren't cleared for takeoff" as they're pulling up the gear. Same with landing clearance. Pilots get violated if they land at an airport without clearance (or worse, swap paint with another aircraft).

So often, if a pilot asks her co-pilot, "Have we been cleared to land?" because only the other pilot remembers getting the clearance, cockpit procedure dictates that the controller is queried that aircraft does have clearance to land. Just in case. Unfortunately, a pilot requesting a confirmation occasionally gets an irritated response from the controller, I suppose because she remembers giving the clearance. Yes, the frequency is congested and having to repeat a clearance is annoying, but it is also critical to safety. On the other hand, there have been several times where I was told to go "direct to" a fix, and a few minutes later, told by the same controller to go direct to the same fix. Some pilots would say, "Yeah, you told us already." But I believe in professionalism (and not trying to make anyone look stupid), and so I will just read back the clearance as given. What neither pilot or controller group wants to do is make it so someone is hesitant to confirm a clearance for fear they will be chastised on the radio. However, the results of not getting confirmation to the pilot could be fatal.

So in researching the entry for yesterday's post, which led from the extraneous modifier "with you" being used when checking into a new frequency, I searched for "pilot phraseology avoided" regarding the "with you" comment and found this article: Proper Radio Phraseology and Technique A Review and Tutorial It is a very interesting insight into the perspective of an Air Traffic Controller and is worth the read, if you can get past the supercilious tone. (Perhaps the author used the tone of a parent talking to an errant four year old to to reinforce his instruction so that no one could forget who's in charge here!) For example:

Here, in no particular order, is our list of the dumbest things we hear on the radio.

“With you at 8,000 feet.” It sounds so special to be “with” someone but it conveys no useful information. If you use it, stop.
“Roger, standing by.” In street talk, stand by means “shut up, I’ll get back to you in a minute.”
“Cherokee nine six alpha taking the active” Taking it where? And is “active” stenciled on the runway somewhere? Wouldn’t it be better to specify the runway – “departing runway two six” – and be done with it in one call? Ditto “clear of the active.”
“We’ll do the best we can.” [...] Trouble is, if your best isn’t good enough, smoking metal will be the payoff. Either you can or you can’t. It’s “unable” or “wilco.”
“Whatever works best for you.” Helpful pilots sometimes get the impression that their purpose in life is to fly around and give controllers something to do. Remember, ATC is a service and pilots are the customers. [I'm not sure what he means with this statement - ed.]
“Climb and maintain 8,000” in a readback. If you’re on the ground, how else are you going to get to 8,000 except climb? Lose the verbiage.

I have heard all of these examples above, so I am not denying they don't happen.

A pilot in command should be familiar with all aspects of her flight. According to the federal regulations: "Each pilot in command shall, before beginning a flight, become familiar with all available information concerning that flight." There are so many factors, like the ones we've been talking about, Pilot/Controller communication, that are contributing factors to pilots and their passengers arriving alive. I am very interested in the field of ATC, and have even visited a few facilities. You can too, as in the AIM: Pilots are encouraged to visit air traffic facilities (Towers, Centers and FSSs) and familiarize themselves with the ATC system. This helps to have an understanding of the person on the other end of that radio frequency. This goes both ways, since it was during a visit to Cleveland Center that a controller told me when a pilot hears, "I was offline; last aircraft say again," the controller was most likely screwing around at the time. (Caveat: Of course, this is not always true!) I have also been given a heading directly into the dark black maw of a thunderstorm, but had ATC not authorize me NOT to fly into it. Ok, if you can't let me fly left around it, let me fly to the right. Just don't expect me to fly into it because it's inconvenient. Teamwork...

So are we ever going to get to the mayonnaise?

“Hold the Mayonnaise!” says this author referenced above and continues with his advice to pilots to avoid the "pet peeves" of controllers.

One of the keys to effective radio communications is eliminating all unnecessary words from your transmissions. This can be accomplished simply by thinking for just a moment about what you want to say before you key the mike.
Let’s consider a transmission. Then let’s replace all the unnecessary words with the word “mayonnaise.” Then we’ll hold the mayonnaise and see how much it cleans up the call.
“And, SoCal Approach, this is, uh, Cessna eight zero one three eight with you.”
If we replace the unnecessary words with the word “mayonnaise” we get:
“Mayonnaise, SoCal Approach, mayonnaise, mayonnaise, Cessna eight zero one three eight mayonnaise.”
All the pilot really needed to say was:
“SoCal Approach, Cessna eight zero one three eight.”

His point is: "Listen to the way controllers talk; their language is highly standardized because they receive years of specialized training. Most pilots only know what their instructors taught them, and many instructors have never seriously studied this part of the AIM. Many pilots mimic the bad habits that they overhear, and this tends to perpetuate certain common mistakes." Like I said, this article if very condescending towards pilots and disregards the years of specialized training that pilots undertake, as well as neglecting the fact that pilots are also completing their own multitude of duties up there in the cockpit. Or, more importantly, it is a relatively new pilot learning the system, and positive reinforcement from a controller is more beneficial than a very public smackdown. If a controller makes a mistake, it potentially results in a loss of life. If a pilot does so, it has the same result with the additional consideration that the loss of life could be their own!

This pdf is 31 pages long and uses quizzes and other behavior modification techniques to cover things pilots can do to "successfully [prejudice] ATC in his favor." Later on he says, "Think about it: if you were a busy air traffic controller, whom would you like better (my italics) – the pilot who made the top transmission or the pilot who made the bottom transmission?"

TWEEEET!! [Whistle blows] "Now both sides go to your corners and come out when you are willing to act like professionals!"

In summary, the AIM says,

b. The single, most important thought in pilot-controller communications is understanding. [...] Brevity is important, and contacts should be kept as brief as possible, but controllers must know what you want to do before they can properly carry out their control duties. And you, the pilot, must know exactly what the controller wants you to do. Since concise phraseology may not always be adequate, use whatever words are necessary to get your message across.

Am I advocating the use of non-standard phraseology? Absolutely not. Here is a link to numerous studies and articles on the hazards of its use from the Flight Safety Foundation. But if you need to use a little mayonnaise, do it sparingly - don't slather it on. It's not good for you; cholesterol and all that. My point to this post is that all of us in the high speed, high stress world of aviation benefit from practicing professional, calm, and rational behavior. Accepting that others (pilots and controllers) make mistakes can decrease the time spent chastising someone for an incorrect transmission (just try to operate in the NY area and get a clearance wrong!), and it may also encourage confirmation rather than assumption ("well, I think we're cleared to land").

If you've gotten to this point, I thank you for the investment in your time. There is just always SO much to talk about! Later I would like to continue the talk of ATC and its current and future state. I encourage feedback from the controllers out there!

Jargon, chatter, and mayonnaise, er, I mean "CB" slang

2009-06-16T21:01:00.004-05:00

Well, I promised I would finish up with this subject last month, but things have gotten in the way... I had hoped to write the last word on the subject today, but this has turned into a two day post.

So, to introduce the concept of proper radio terminology, I quote the Aeronautical Information Manual, "Good phraseology enhances safety and is the mark of a professional pilot. Jargon, chatter, and "CB" slang have no place in ATC communications."

Last month I posted about the phrase "with you" sometimes used when pilots checked in on a new frequency. It is an extraneous modifier, because the very fact that one is "checking in" means that they are "with" the Air Traffic Controller. My post generated this comment:

Another age-old radio debate! Really, "with you" isn't so bad. I used to use it because it sounded cool. Took a while to get rid of that habit! But now I say "xxx Center, *level* at eight thousand." The reason "with you" isn't so bad, in my book, is that if you say "with you at {altitude}" instead of "level at {altitude}" it's the same number of syllables and takes pretty much the exact same amount of frequency time. I don't really know why pilots debate this so much, it seems to be controllers that get annoyed at "with you". Annoying controllers tends to lead to longer vectors, fewer direct clearances, etc. so that's why I got rid of the "with you" but it really is a silly debate.

I would like to focus on the "annoyed" comment. Why would there be a perception that controllers get annoyed and then take it out on later clearances and instructions? Pilots and controllers are all professionals, right, trying to get a job done safely, efficiently, etc.? Certainly the mark of a professional is to not be vindictive. One might get frustrated if someone blatantly disregarded protocol, like calling the TCAS, or Traffic Collision Avoidance System (right), a fish finder. But just to be safe, what could pilots do to make sure they're making the most of their side of Pilot - Controller communication?

The first obvious answer is for pilots to know their way around the Pilot/Controller Glossary.

This Glossary was compiled to promote a common understanding of the terms used in the Air Traffic Control system. It includes those terms which are intended for pilot/controller communications. [...] Use of the Glossary will preclude any misunderstandings concerning the system’s design, function, and purpose.

Within this glossary there are pretty obvious definitions, because we use them in our normal conversation, like VERIFY− Request confirmation of information; e.g., “verify assigned altitude.”

But a word can have additional meanings when associated within the aviation context, like FIX− A geographical position determined by visual reference to the surface, by reference to one or more radio NAVAIDs, by celestial plotting, or by another navigational device.

And then there are the really confusing definitions, that even have to reference different publications, just in case there is any question, like VISIBILITY− The ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night. Visibility is reported as statute miles, hundreds of feet or meters.
(Refer to 14 CFR Part 91.)
(Refer to AIM.)
a. Flight Visibility− The average forward horizontal distance, from the cockpit of an aircraft in flight, at which prominent unlighted objects may be seen and identified by day and prominent lighted objects may be seen and identified by night.
b. Ground Visibility− Prevailing horizontal visibility near the earth’s surface as reported by the United States National Weather Service or an accredited observer.
c. Prevailing Visibility− The greatest horizontal visibility equaled or exceeded throughout at least half the horizon circle which need not necessarily be continuous.
d. Runway Visibility Value (RVV)− The visibility determined for a particular runway by a transmissometer. A meter provides a continuous indication of the visibility (reported in miles or fractions of miles) for the runway. RVV is used in lieu of prevailing visibility in determining minimums for a particular runway.
e. Runway Visual Range (RVR)− An instrumentally derived value, based on standard calibrations, that represents the horizontal distance a pilot will see down the runway from the approach end. It is based on the sighting of either high intensity runway lights or on the visual contrast of other targets whichever yields the greater visual range. RVR, in contrast to prevailing or runway visibility, is based on what a pilot in a moving aircraft should see looking down the runway. RVR is horizontal visual range, not slant visual range. It is based on the measurement of a transmissometer made near the touchdown point of the instrument runway and is reported in hundreds of feet. RVR is used in lieu of RVV and/or prevailing visibility in determining minimums for a particular runway. (See why you would need a glossary? The definition continues, but I'll let you read on in your own time if you'd like.)

Plus, there are some things a pilot has to pick up OJT (on the job training) when talking to ATC. You can tell a pilot who's unfamiliar at this if she modifies her call sign with the word, "student," because "The FAA desires to help student pilots in acquiring sufficient practical experience in the environment in which they will be required to operate. To receive additional assistance while operating in areas of concentrated air traffic, student pilots need only identify themselves as a student pilot during their initial call to an FAA radio facility."

EXAMPLE-
Dayton tower, Fleetwing One Two Three Four, student pilot.

Sometimes it's not so obvious, and confident sounding pilots make mistakes (I am using this term generically to mean errors in judgement, technique, phraseology, etc). A lot of pilots fly only occasionally, so they get rusty, or are just nervous on the frequency of a busy, new airport when they do just fine at their home base (Read this post about me, a 16 year pilot on O'Hare's frequency). Or, we've just been doing this so long, we get a little lazy. For example, our VHF frequencies from 118 to 136 MHz are used for civil air/ground voice communications. So when we tune up a frequency it is, for example, 122.80, like the radio at left (121.50 is in the standby position). Occasionally, controllers and pilots will drop the one at the beginning (since the frequency is always going to start with one) and just say, "Twenty-two point eight." Additionally, most ground controllers transmit and receive on 121.7 or .8 or .9, etc., so a controller might just tell a landing aircraft on rollout to contact ground, on "Point 9," meaning 121.9. This could be confusing to a pilot unaware of this shorthand. You can listen live to some ATC facilities.

So even in that last paragraph, though it is often done, I used incorrect terminology, and I will tell you why it is. The relevant chapter in the Aeronautical Information Manual, which I refer to often here, states:

a. Radio communications are a critical link in the ATC system. The link can be a strong bond between pilot and controller or it can be broken with surprising speed and disastrous results. Discussion herein provides basic procedures for new pilots and also highlights safe operating concepts for all pilots.

For example: Saying "Twenty-two point eight" as I mentioned above is incorrect phraseology, and is often even shortened to "Twenty-two eight" (no point). This would be even more confusing had the frequency been 120.95. If I were to say, "Twenty ninety-five," as many of us do, I could be referring to 120.95 OR 129.5. That's where the link can get broken.

According to the AIM, proper phrasing of numbers:

4-2-8. Figures

a. Figures indicating hundreds and thousands in round number, as for ceiling heights, and upper wind levels up to 9,900 shall be spoken in accordance with the following.

EXAMPLE-
1. 500 five hundred

2. 4,500 four thousand five hundred

b. Numbers above 9,900 shall be spoken by separating the digits preceding the word "thousand."

EXAMPLE-
1. 10,000 one zero thousand

2. 13,500 one three thousand five hundred

e. When a radio frequency contains a decimal point, the decimal point is spoken as "POINT."

EXAMPLE-
122.1 one two two point one

So what does it matter that I say "Twenty-two point eight" instead of "one two two point eight"? If there is any confusion about what a pilot or a controller has said, the other party has an obligation to clarify any transmission, in the interest of safety, as well as to not result in a FAA violation on their record. [That would be bad.] So the controller in this situation may query the pilot whether she was planning to switch to the frequency that she was in fact given. If not, the pilot could switch over to the wrong one and transmit, hear nothing, transmit again, and then finally decide to switch back to question the controller to verify the correct frequency. In this case, it was the pilot's fault resulting from the use of improper terminology.

If at altitude, this would probably not be a big problem, just a delay in handoff. However, if the pilot was in the landing phase and didn't switch over to tower to get say, the instructions to execute a missed approach in a timely manner, it may cause, you know, a problem with other airport traffic. On the other hand, though, it has happened that the controller will give the wrong frequency inadvertently, either because they misspoke or listed a frequency for the incorrect sector. When the pilot switches back, the controller reissues the correct frequency. Teamwork.

I have heard many errors over the years, on both the pilot side and the controller side. One that is common is for a controller to transpose the numbers in a call sign. Sometimes when I am flying, to not cause further congestion, I will answer a call for "ExecJet 904" even though my call sign is ExecJet 940, because I figure chances are it's for me. If I say, "Was that last call for ExecJet 940?" The controller will then have to repeat the whole clearance, further tying up the radios. If the controller didn't realize she misspoke, then she might respond to you with a tone of voice as if assuming you just weren't paying attention and missed your call. Sometimes it just easier to answer the call and pause, to see if the controller comes back and corrects you. 9 times out of ten, it IS for me. Unfortunately, on the recent day that this happened, there was an ExecJet 904 on the frequency. So, what did I hear? "No, ExecJet 940, you stay with me." Doh!

Where's the condiment mentioned in the title? Tomorrow you'll have mayo, I promise.

A McMissed Opportunity

2009-06-08T11:59:00.012-05:00

I have just returned from a wonderful weekend camping trip with my 5 year old niece Kate. I absolutely love camping, and being able to take my niece along makes it that much more enjoyable. You may remember the blog entry from last year where I took Kate to an airshow, but since I get to see her so rarely, I decided to cut her some slack and not force her to go to another one [Kate at age 10: "Oh, great, Aunt Lynda again. I guess I'll be spending hours staring at airplanes..."]

So we went up to the East Harbor State Park up on Lake Erie, where we started setting up camp. I thought Kate had developed the Ewww! tendency as she scouted out a place to set up the tent, but the bug aversion soon passed. While I worked on the tent (I learned last year that youthful enthusiasm and fiberglass tent poles don't mix), Kate rode her bike up and down the street scoping things out. Unfortunately, I had the tent up and the canopy tent halfway up (this is a 2 ADULT job), when my neighbors rode up. On their motorcycles.

I am not against bikers per se, since I have a motorcycle myself. But it was a bad sign to have a group of them spewing profanity set up next door. Kate didn't seem to notice their use of a certain four letter word, but that could have been because of their ability to substitute it for any noun, adjective or verb seamlessly. By the time I realized it was going to be a problem, after they had cranked up the Willie Nelson and unloaded their cartons of beer (begs the question - how ever did they carry them?), I had set up and unpacked everything and didn't want to go through that again. I decided I would not let it bother me. After all, I had earplugs. I just didn't have any for Kate.

Camping with earplugs? Who goes camping with earplugs? Well, I usually don't, since half the fun of sleeping in a tent is waking up to the sounds of nature. But I have learned to pack a set of earplugs everywhere in all of my bags that I take on the road, so thankfully I had some in my purse. You just never know when you're staying at a hotel when the neighbors will decide to start celebrating the American Idol victory (this really happened to me in a hotel once and the security guard had to tell the people upstairs AND 2 doors down that they would have to cheer with a little more restraint). My rule of thumb (since this is the Life on the Road as a Pilot blog): No loud noises once you depart the elevator on your floor in a hotel. You never know who is trying to sleep!

Kate and I spent Friday night at the playground, riding bikes and making s'mores. Our neighbors let us go to sleep at 11, but got us up at 6. Definitely not enough sleep for a 5 year old. She was pretty good playing at the campground's park, then on our trip to the Marblehead Lighthouse, occupying herself by throwing rocks in the lake after being disappointed to find out that the lighthouse and the museum were closed. She hates having her picture taken, which makes having a digital camera that much better. Most of the hundred or so pictures I have of her show her hiding behind her hair. Which is why I was so glad to get the one below of her on top of the jungle gym. After a stop at the ubiquitous Walmart for flip flops and a beach towel, we went to the beach. The lack of quality sleep soon started to take its toll.

Poor Kate lasted about an hour before the short night started to get the best of her (that it was so cold didn't contribute to the fun). By the time we got showered and I put her down, it was three pm. And she was still sleeping at 4:30. I chose to wake her up so she wouldn't be up all night. [Little did I know I could have saved us the trouble. The neighbors kept the party going until 1am, when the park rangers finally made them shut it down.] We ended up just hanging out at the campsite, making s'mores again, and then going for a nature walk with a park ranger.

On sunday, we packed up the tent. Yes, we. Kate did help with the clean up - and I even let her help with the tent (collecting the pegs, though). At every other minute, however, she asked about the Animal Safari surprise that I had finally let her in on. I'm sure you've seen these, the parks where you drive through, letting "wild" animals feed off food you hold out your window? Well, I'm not sure deer, the majority breed, really constitutes wild, but they were definitely aggresive creatures. At one point, one tried to grab the cup of whatever that stuff is out of my hand and a whole huge pile landed on the ground next to the car. These are ruthless creatures, marauding beasts! Stay clear! I rolled the car forward slowly to move on and think I may have run over a deer's hoof anyway. The teenager at the front desk shrugged when I told her, "well, it's their own fault." As you can see from the picture at right, there were also larger animals. The car behind me rode my bumper from this point on. I have to admit, I did have a sequel to Chevy Chase's "Vacation" spooling up in my head as the bisons lumbered near. That is a rare picture of Kate in the front seat. For the most part she hid in the back. I was frankly less than enthusiastic about the drooling, slobbery snouts shoving their way into my car window as well. At least Kate got a pony ride. She liked that MUCH better than the camel ride. Again, can't say I blame her on that one, either.

So, to get to the whole aviation related subject of this post: Not only did I feed Kate uncrustables and Frosted Mini Wheats, but the big meal of the camping trip was Mac and Cheese (the Scooby Doo variety). In addition, since the cooking implements were packed up, I'm not a great cook, we were on our way home, etc., I also took her to McDonalds to eat Chicken Nuggets. She excitedly dug for her Happy Meal toy first and came up with: something brown. Something buttermilk yellow with baby poo brown. And a splash of blue. She peered through the plastic trying to see what it was and I recognized that it was an airplane! Oh, what a coincidence! We do get to look at airplanes after all! And as Kate wrinkles her nose at my excitement, I catch the writing on the package. It's even Amelia Earhart from Night at the Museum. A WOMAN pilot! Only Kate now takes the plastic and stretches it across the face of said pilot. The disappointment was written there clearly. So I open the package and see, as you see here, how Amelia is rendered:

Now I'm not saying Amelia needed false eyelashes and red lipstick, but I mean, really? They couldn't have at least tried to make it look like a woman? Amelia was not the most feminine of women, but she was a very famous woman pilot known the world over. This was an opportunity for McDonald's to trumpet the fact that "WOMEN DO FLY!" But how many parents took the time to read the package and tell their kids? (I didn't see the Night at the Museum movie, so perhaps it would be obvious to those who have....)

As the Amelia Earhart Birthplace Museum states, "Her hope for the future progress of aviation was not that she would be well-known or remembered, but "that women will share in these endeavors, even more than they have in the past, is [Amelia's] wish -- and prophecy." Her accomplishments in less than 40 years, from July 24, 1897 to July 2, 1937, earned Amelia the prestige of being the most famous female aviator in the world -- an accomplishment that stands today. "

Luckily(?), a woman seated near us had ordered a Happy Meal and got a dinosaur which she thought Kate might like. Given the two, Kate started playing with the McDinosaur instead. At least she played with both toys on the drive home. But then again, she also played with her toes.

The Minnesota GWW Club

2009-05-27T15:06:00.007-05:00

On May 26th, the first Girls With Wings Club was successfully formed in the Minneapolis area. The Club's leader is Lindsey, at right, who is already a Girl With Wings Role Model and very active GWW volunteer. She did almost all of the work on the logistics for this event (for which I am extremely grateful) in order to arrange for a morning of training on the GWW presentation. She had connections galore, from the folks that donated the coffee and muffins for the morning session, and lunch, to a mom who is a teacher at the school where, as you can see, we were able to practice our skills to the students in the afternoon.

The participants had a great time getting to know each other and sharing their backgrounds. Most women in aviation have personal stories connected with their training experiences that form the basis of the Girls With Wings mission. The aviation industry is clearly a male dominated one, so the fact that we can illustrate to the girls (as real life examples) of successful women in aviation helps to inspire them to achieve THEIR full potential. The idea behind the interactive presentation is that we don't stand up at the front of the class and do a rote rundown of our education and training. We get in the middle of things and give the girls some individual attention!

We do tell the girls about ourselves, of course preferably with some insight into the rewards we find in our passion for aviation that make the hard work and study worth it, but then we give them hands-on instruction. What better "vehicle" than learning how to fly a plane is there to demonstrate to the girls that they can do anything they set their mind to? Ok, sometimes the hands on instruction is literal. How else are you going to show the girls how that attitude indicator works to show you which way your airplane is turning? This level of interaction with the girls is facilitated by speaking to the girls by themselves (with the boys off doing their own activities during this time).

All of the girls were wonderful but there was one girl in particular who made an impression on me. She is shown at left in her wheelchair and every picture I have from the event shows her so riveted on the presentation. I am so glad that I thought to go up to her afterward and tell her about AbleFlight, an organization that offers people with disabilities a unique way to challenge themselves through flight training, and by doing so, to gain greater self-confidence and self-reliance. Her face lit up like the sun!

The next training session will be at the Old Rhinebeck Aerodrome, in NY state on August 23rd. We would love to have you join us. Amy, this year's GWW Scholarship Winner, is handling the logistics for this event. Thanks, Amy! Please tell your women in aviation friends so they can participate. Tell girls they can have the their groups attend the presentationn. It's going to be a great time for all involved!

STEP Training

2009-05-20T17:26:00.004-05:00

Today I did my first day of STEP training. There have been so many people tripping going down the stairs of the Citation X, the company is trying to avoid any potential lawsuits...

... Nah! I'm just kidding. Today WAS my first day of STEP training, but STEP stands for Scenario Based Training and Education Program. Instead of doing the same old instrument approach proficiency practice and single engine and other emergency procedures, the company has determined that a lot of risk involved in our everyday operations involves threat and error management. In other words, recognizing the first link in a chain of events that may lead to an incident or accident. Instead of taking a checkride, the instructor evaluates our SOP (Standard Operating Procedure) knowledge and decision making skills.

I flew in the simulator first. This, believe it or not, is almost easier, since the pilot in the right seat has to handle all of the checklists (normal and abnormal ones), instrument approach plates, programming the radios, talking to ATC, etc. The pilot in the left seat just has to fly (and direct the person in the right seat - however at this point in our careers, both pilots have a pretty good idea what to do!). I had this job for the second half of the sim session and at one point tried to tune up the frequency to receive the ASOS (Automated Surface Observing System):

From the National Weather Service: ASOS detects significant changes, disseminating hourly and special observations via the networks. Additionally, ASOS routinely and automatically provides computer-generated voice observations directly to aircraft in the vicinity of airports, using FAA ground-to-air radio. These messages are also available via a telephone dial-in port. ASOS observes, formats, archives and transmits observations automatically. ASOS transmits a special report when conditions exceed preselected weather element thresholds, e.g., the visibility decreases to less than 3 miles.

Reports basic weather elements:

Sky condition:cloud height and amount (clear, scattered, broken, overcast) up to 12,000 feet
Visibility (to at least 10 statute miles)
Basic present weather information: type and intensity for rain, snow, and freezing rain
Obstructions to vision: fog, haze
Pressure: sea-level pressure, altimeter setting
Ambient temperature, dew point temperature
Wind: direction, speed and character (gusts, squalls)
Precipitation accumulation
Selected significant remarks including- variable cloud height, variable visibility, precipitation beginning/ending times, rapid pressure changes, pressure change tendency, wind shift, peak wind.

If you were paying attention in the picture above, you'll see that ... THERE'S NO ONE IN THE RIGHT SEAT! Isn't this a two crew airplane??

Well, yes, it is. As I was trying to tune up the ASOS, and not receiving it, I had to turn around and look at the sim operator, Phil, shown to left. He was holding up a sign that said, "Say you're not feeling well and have to use the lavatory." Disbelievingly, I told the acting Captain (in reality a First Officer just like me), that I had to go. Phil told me to sit down in a seat in the back and buckle up.

After not too long, my training partner, Robert, finally says, "Hey, what's going on here?" or something to that effect. Phil acted as the lead passenger and tells him that I had tripped and hit my head and appeared to be unconscious. As a result, Robert flew the approach and landing single pilot (after declaring an emergency - since this is a 2 person crew airplane, a single pilot operation is non standard). He did a great job. Such a great job that we had time to practice our approach and landing into the Hudson River. Yes, to see how we would have done under the same circumstances as Sully and his crew. Although this might seem like an unlikely scenario and somewhat gimmicky (even a time waster?), it was a great illustration of the glide characteristics of the Citation X and practical application of a procedure (Dual Engine Flameout) that we are required to commit to memory but some times don't completely understand because they are not (usually) applied.

And this is what that sim training is for, illustrating the capabilities of the airplane without risk to the crew or equipment (at a lower cost than actually operating the actual airplane). And continuously developing the skills of the pilots in order to maintain the safety of our operation.

Cleveland Air Races

2009-05-16T07:26:00.004-05:00

I have a good friend and HUGE Girls With Wings supporter in a neighbor of mine, Carol. She is always finding articles that I might be interested in and dropping them off. The other day, it was a Cleveland Plain Dealer article on the "Pink Palace." Of course, this picture to the right, taken in 1979, doesn't show the salmon-ish color that it has been since it was built in the 1920s. This residential hotel used to be quite the gathering spot, luxurious by any standards with ballrooms, supplied and supervised servants, games and activities, etc. In fact, "there was so much activity that the 400-room residential hotel even had its own weekly glossy magazine, 10 or 12 pages an issue, called From the Windows of Westlake."

Ok, so why would my neighbor think this article would be of interest to me? Because it mentions that the hotel...
...had become a convenient favorite for people connected to the new aviation industry. The hotel became a must stop for aviators, as well as others involved in the airline business; it also served as headquarters for the leading women's flying clubs, including the Ninety-Nines (The Ninety-Nines, Inc, International Organization of Women Pilots is a non-profit organization established in 1929 and still going strong today) and the Betsy Ross Aviators (Organized early in 1931, prepared to fly hospital ships, carry dispatches, transport refugees, and take over the civilian flying jobs to release men for combat - NewYorker story).

Amelia Earhart, a frequent guest, was interviewed at the hotel in 1935. She commented on a lucky charm given her for an upcoming long flight: "I think a good mechanic is much better than a lucky charm."

Other aviators who visited included James H. Doolittle Jr., Wiley Post and Charles Lindbergh, though whether Lindbergh stayed overnight is uncertain.

But in the days before night flying, the Westlake was the place for pilots to sleep over -- it was the closest hotel to Cleveland Municipal Airport (not yet named Hopkins). Many of them recognized the building from their planes, since the 20-foot-high sign on the Westlake's roof created a marker visible at an elevation of 4,000 feet.

Adding to the glamour quotient, a number of stewardesses (as they were then known) lived here, and some airlines also kept suites for employee layovers.

Tom Barrett, a longtime Rocky River resident and member of the historical society, says his aunt, Jeanette Curtis, lived at the Hotel Westlake with two stewardess roommates in the '40s.

"It was a safe place, convenient to the airport, and there really weren't other reputable hotels on the West Side at the time," he says.

In October 1929, for instance, the Westlake's newsletter reported that "Skyways Inc. has two of its most able men living in one of the bachelor apartments," and further that a Mr. H.L. Kindred, operations manager and vice president of Continental Airlines, and his family "were making the Westlake their Cleveland home."

So I bring all this up because of the National Air Races, a series of pylon and cross-country races that took place from 1920 to 1949. The science of aviation, and the speed and reliability of aircraft and engines grew rapidly during this period; the National Air Races were both a proving ground and showcase for this.

In 1920 publisher Ralph Pulitzer sponsored the Pulitzer Trophy Race for military airplanes at Roosevelt Field, Long Island, New York, in an effort to publicize aviation and his newspaper. The races eventually moved to Cleveland and then they were known as the Cleveland National Air Races. They drew the best flyers of the time, including James Do olittle, Wiley Post, Frank Hawks, Jimmie Wedell, Roscoe Turner, and others from the pioneer age of aviation.

The races usually ran for up to 10 days, usually at the end of August. During World War II the races were on hiatus.

The races included a variety of events, including cross-country races that ended in Cleveland, landing contests, glider demonstrations, airship flights, and parachute-jumping contests. The most popular events were the Thompson Trophy Race, a closed-course race where aviators raced their planes around pylons, and the Bendix Trophy Race across most of the USA.

In 1929 Cleveland was the venue for the first Women's Air Derby, which developed into the Powder Puff Derby, that featured well-known female pilots such as Amelia Earhart, Pancho Barnes, Bobbi Trout, and Louise Thaden.

When the races resumed after World War II, they featured newer surplus military planes that greatly outclassed the planes from the pre war era. In 1949 Bill Odom lost control of his P-51 "Beguine" and crashed into a home, killing himself and two people inside. The races went on hiatus again.

The annual event resumed in 1964 as the Reno National Championship Air Races, taking place in mid-September. [Courtesy Wikipedia]

For the full history on the Air Race, please go to this page on the Cleveland Air Show website and this page to read specifically about the 1929 Women's Air Race, dubbed the Powder Puff Derby by Wiley Post. The page on the 99s website was written by Gene Nora Jensen, author of one of my favorite books, THE POWDER PUFF DERBY OF 1929.

The reason I bring this all up is because for 20 years Cleveland was the center of aviation pagentry. And now, the most visible reminder to the general public is the train station in the basement of the Cleveland Hopkins Airport. Is it a reminder to me every time I go to and from my job as a professional pilot, how "far" we've come. If you've read my tweets

and blog, you will know that I think CLE has such a

disappointing airport, though they are going thru some renovations UPSTAIRS they should spend a little effort cleaning up the first impression visitors will have to Cleveland as the transit from the airport to route to many other destinations, like downtown.

Plus it just makes me sad that this dirty broken tiled tribute to the Air Races is all we have left.

The hotel, btw, survived Prohibition, the Depression, and a huge fire in 1962 (which mostly just damaged the roof - validating the hotel's claim it was fireproof). During the next two decades, the hotel slipped into seediness; even the exterior was a dingy pale gray. As Barrett recalls, "It essentially became a big rooming house, and it got kind of rough." In the 80s, the hotel was renovated and turned into condos.

But in Rocky River and from the western side of Lakewood, the presence of the big pink "hotel" -- once a drawing card for movie stars, aviators and local glitterati -- still makes a head-turning statement.
It's an edifice that continues to fire the imagination -- and inspires a longing for a simpler yet somehow more sophisticated time.

Photos from Westlake, Ohio History Collection.

We're "with you"

2009-05-06T05:25:00.003-05:00

"Flying is a lot like playing a musical instrument; you're doing so many things and thinking of so many other things, all at the same time. It becomes a spiritual experience. Something wonderful happens in the pit of your stomach." - Dusty McTavish

When I give a presentation to girls I tell them that I am going to teach them "everything" they need to know about being a pilot. I have learned the hard way that in the literal mind of a kid, they think I will actually be able to do so in an hour long presentation. I need to stress that all I'm really doing is giving the girls the basic building blocks that every pilot uses. One of the things I teach the girls is the phonetic alphabet so they know how to use their tail numbers as call signs and to make a basic radio call.

One of the tasks that a pilot needs to be proficient on is talking on the radio. As I've referred to on the last couple of posts, communication between pilots is important. But for me, in my job, talking to other pilots is pretty rare. In the early days of flying, pilots self regulated - or kept themselves (hopefully) clear of other traffic. With the increasingly complexity in the world of flying, though, we needed to develop a system to control all this air traffic. Hence, air traffic controllers.

Although I've gotten used to talking on the radio (picture from my Be1900 days to left), knowing you're transmitting to everyone within hundreds of miles can sometimes lead to a little foot in mouth disease. I still make stupid little mistakes. You know, say my call sign wrong. Miss a radio call. Say I'm at 31,000 feet instead of Flight Level 310. Or worse, get a radio call such as, "ExecJet 123, Descend now to FL 240, slow to 300kts in the transition, THEN descend to cross 35 miles SW of ABC VOR at 17,000, local altimeter 29.94." And all I can answer is, "Huh, what?" New pilots are very intimidated by talking on the radio, so there are books like the one to the right to help people to be more comfortable:

A guide to radio communications. Features examples of typical radio transmissions that explain how the air traffic control system works. Presents a simulated flight to demonstrate the correct procedures for communicating in each class of airspace. Covers communication etiquette and rules, VFR, IFR and emergency communication procedures, air traffic control facilities and their functions and a review of airspace definitions.

I always talk about the Aeronautical Information Manual, the "handbook" for pilots. One of the chapters contained in this book is the Pilot - Controller Glossary: compiled to promote a common understanding of the terms used in the Air Traffic Control system. It includes those terms which are intended for pilot/controller communications. The definitions are primarily defined in an operational sense applicable to both users and operators of the National Airspace System.

Even though the introduction promises that: "Use of the Glossary will preclude any misunderstandings concerning the system's design, function, and purpose," it most certainly doesn't! I referred to those "petty things" in the last post. Their are clear "don'ts" like saying "All traffic in the area please advise," but there are many more that some pilots just find SO annoying. One of the pilots I flew Hueys with in the National Guard would physically flinch every time a pilot would check in on a frequency by saying the words "with you." As in, "Cleveland Center, Citation123BC with you at 13,000ft. " The "with you" is totally unnecessary and contributes to frequency congestion. And excessive flinching.

Ok, two words, big deal, right? A family member, who I will not describe further to protect my butt from getting kicked, wanted to take me for a flight in his airplane, but the airplane required maintenance first. He called the ground controller to request clearance to taxi from the hangar to where the mechanic was located. A proper radio call would have been something like this, "Airport Ground, Skylane123LW, at My Hangar, request reposition to Proficient Maintenance Hanger." Instead, this relative said something like this, "Yeah, uh, Airport Ground... I'm parked over here at My Hangar, and I need to go on over to Proficient Maintenance Hanger for some work on my airplane..." Yikes. WAY to much information. Brevity is key.

This verbosity is not always on the part of the pilot. In fact, just the other day a captain and I were given taxi instructions clear of the runway to go to the FBO. The clearance sounded something like, "ExecJet123, taxi Charlie, Hotel, to parking." Unfortunately, we weren't entirely familiar with this particular mid sized commercial airport, and there happened to be at least two FBOs off of Hotel (intermixed with a couple dozen hangars and other buildings).

Our attempt to clarify how far down on H were thwarted as the ground controller transmitted, "Airliner456, do you have time for a question?," thinking he was done with us and there was apparently no one else who would need to transmit on ground. Unfortunately, what followed was a long discussion on why this airliner chose a shorter runway despite the longest runway being the one in use. He was a new pilot and was interested in what factors would contribute to this decision. In itself, very admirable in the pursuit of knowledge.

Meanwhile, we were taxiing slowly, referring to very vague airport diagram trying to figure out where to turn off the taxiway onto the ramp. And of course there was a passenger on board, making us look like we didn't know what we were doing or going (quite a coincidence, considering we, well, didn't). When the controller, a pilot as well, had all of his questions answered, we were able to get revised taxi instructions to the proper FBO. As anyone in aviation can tell you, do not be afraid to ask for clarification. Or for "progressive taxi instructions."

There's that can of worms again. Seems like I'm always bringing up terms I should probably explain further. But I'm going to stop here, because my dad is anxiously awaiting my attention as we are going to do some home renovation work today. I managed to come up with quite a few references on this subject, so next time (I'm not promising tomorrow since I have 100 year old house) I will talk more about the complexities of pilot - controller communication.

Control of Air Traffic

2009-05-05T05:33:00.003-05:00

"I fly because it releases my mind from the tyranny of petty things."
-Antoine de Saint-Exupery, pilot and poet

The poet quoted above lived his life entirely in the first half of the last century, when it could be argued that flying was "simpler." If you've been reading this blog for any length of time, you know I post about regulations and procedures quite often, and they are far from simple. My dad once joked to me that being a pilot is a lot like being a lawyer! Early days of aviation were dangerous, of course, and pilots either flew on clear, calm days, or bravely climbed above and descended through the clouds hoping they were closed to their destination, navigating with a compass and making wind corrections, and praying none of those clouds were of the cumulus granite type. [Maybe in a later post I can talk about how brave these early aviation pioneers were, to climb into aircraft hardly more than kites with engines!]

Eventually pilots needed to fly at night, too, to facilitate growing societal needs, prompted by the need for increased airmail service. From the Centennial of Flight website, a short history of the development of more regulated aviation operations:

In the early days of flight, there were no navigation aids to help pilots find their way. Pilots flew by looking out of their cockpit window for visual landmarks or by using automobile road maps. These visual landmarks or maps were fine for daytime, but airmail operated around the clock. In 1919, U.S. Army Air Service Lieutenant Donald L. Bruner began using bonfires and the first artificial beacons to help with night navigation. In February 1921, an airmail pilot named Jack Knight put this to the test with his all-night flight to Chicago from North Platte, Nebraska. Knight found his way across the black prairie with the help of bonfires lit by Post Office staff, farmers, and the public.

Beginning in 1923, the Post Office worked to complete a transcontinental airway of beacons on towers spaced 15 to 25 miles (24 to 40 kilometers) apart, each with enough brightness, or candlepower, to be seen for 40 miles (64 kilometers) in clear weather. On July 1, 1924, postal authorities began regularly scheduled night operations over parts of this route.

Each tower had site numbers painted on it for daytime identification. At night, the beacons flashed in a certain sequence so that pilots could match their location to the printed guide that they carried. Besides the rotating beacon, one fixed tower light pointed to the next field and one to the previous tower, forming an aerial roadway. Official and emergency fields were lit with green lights while dangerous fields were marked with red.

Saint-Exupery became "one of the pioneers of international postal flight, in the days when aircraft had few instruments. Later he complained that those who flew the more advanced aircraft had become more like accountants than pilots."

By the mid-1920s the swashbuckling days of airmail operations had begun to pass. The lone pilot dressed in a leather flight suit who sat in an open cockpit battling the elements to deliver the mail was romantic but inefficient. The Postal Service began to focus on safety and reliability as well as on expanding operations. It established minimum lighting requirements for all airmail stations: a 500-watt revolving searchlight, projecting a beam parallel to the ground to guide pilots; another searchlight projecting into the wind to show the proper approach; and aircraft wingtip flares for forced landings. It also prescribed that all landing fields should be at least 2,000 feet by 1,500 feet (610 meters by 457 meters) to allow plenty of room for landings. As a final safety device, the requirement for a searchlight to be mounted on airmail airplanes was appended to the Post Office's set of requirements.

The use of lighted airways allowed pilots to fly at night, but pilots still needed to maintain visual contact with the ground. A really useful air system demanded two-way voice communication and the ability to find out about changing weather conditions while in flight. But in 1926, pilots could only receive weather information and details about other planes in the air just before takeoff. If conditions changed while flying, the ground had no way to warn them. A pilot, too, had no way of communicating with the ground.

In September 1929, Army Lt. James H. Doolittle became the first pilot to use only aircraft instrument guidance to take off, fly a set course, and land. He used the four-course radio range and radio marker beacons to indicate his distance from the runway. An altimeter displayed his altitude, and a directional gyroscope with artificial horizon helped him control his aircraft's orientation, called attitude, without seeing the ground. These technologies became the basis for many future developments in navigation.

The Centennial of Flight website goes into much more detail about developments in navigation, which you can read more in depth about here. As a sign of the changing times, though, when I do a presentation for kids and I ask them how we can figure out how to get to our destination, more and more are not answering "maps," they're saying, GPS!

Additional navigation technologies are in partial use or development, including the Global Positioning System both to locate and help control aircraft by satellite, the Future Air Navigation System for remote and oceanic flights, and the Communication, Navigation and Surveillance for Air Traffic Management system. These technologies combine the need for point-to-point navigation and for higher quality voice and data communication with the need for air traffic control--the safe separation of aircraft from hazards and other aircraft.

So where I'm trying to go with this preliminary post (more to come) is air traffic control, as I previously posted while referring to an AOPA guide to airspace, which says,

In the early days of aviation, all airspace was uncontrolled, what we today call Class G airspace. Way back when, there were few airplanes, and none had the instruments necessary to fly in clouds. Even at the busiest of airports, traffic density was very low, and the airplanes flew slowly. Although there were no standards for weather conditions that aircraft could fly in, it was generally agreed that if you remained clear of clouds and had at least one-mile visibility, you could see other airplanes and terrain in time to avoid a collision. This was called see and avoid. It formed the basis for VFR flight and remains critical to preventing collisions.

Since we now have the technology to fly in Instrument Meteorological Conditions, or IMC, and there are more airplanes flying to "swap paint" with, the need for Air Traffic Control (an aptly named resource) was developed. Again, from the Centennial of Flight website:

Air traffic control involves monitoring the movements of all aircraft, both in the air and on the ground, in the vicinity of an airport. Its main purpose is to keep aircraft safely separated to prevent accidents. Air traffic control is needed so that the risk of collision becomes extremely low. This can be achieved only by strictly following procedures that are set out and monitored by air traffic controllers, individuals who direct air traffic within assigned airspace and control moving aircraft and service vehicles at airports.

In flight, an aircraft follows en route air traffic control instructions as it flies through successive flight information regions. When it approaches an airport for landing, the aircraft enters the terminal control area where it is monitored by controllers using radar and who constantly tell pilots how to navigate within the area. Controllers also monitor the aircraft all the way to the ground and tell the pilot how to maneuver on the ground to avoid collisions on the ground of the airfield and how to reach its final location where passengers can disembark. Departing aircraft go through a reverse procedure. Overall, the degree of control depends greatly on the weather conditions. In general, the better the weather, then the less the control.

The International Civil Aviation Organization (ICAO), defines the objectives of air traffic control as:

Preventing collisions between aircraft in flight
Preventing collisions between aircraft on the maneuvering area of an airport and obstructions on that area
Expediting and maintaining an orderly flow of air traffic
Providing advice and information useful for the safe and efficient conduct of flights
Notifying appropriate organizations regarding aircraft in need of search and rescue aid, and assisting such organizations as required

That's enough for today, or else this will turn into a novel. Tomorrow I will talk about pilot and controller communication and more about the use of phraseology contained in the Pilot-Controller glossary and more. Radio communications are invaluable in aviation, but there are many of those "petty things" referred to previously in the quote above, that become HUGE barriers to communication - when they may be needed most. I'll give a few examples.

The Girls With Wings Presentation

2009-05-04T04:23:00.007-05:00

"Any pilot can describe the mechanics of flying. What it can do for the spirit of man is beyond description."
- Barry Goldwater, US Senator and Presidential Candidate.

This past weekend I did four Girls With Wings presentations at a local Girl Scout camp having a National Astronomy day. One is tiring, so four just about wore me out! This is an interactive presentation to teach girls "everything" they need to know to fly an airplane. These girls have a lot of energy and if given the opportunity, will enthusiastically respond to a (shhh!) educational activity.

I get asked a lot why I prefer to separate the girls from the boys. It's not that I'm anti-boy. I will do presentations to groups of both genders. But there is a different dynamic when you get the girls in a group by themselves. If there are boys present, the girls are reluctant to speak up. The boys are more assertive than the girls, and since my mission is to use women in aviation to inspire girls to achieve their full potential, I need to be able to reach the target audience. BTW something else I've learned: for every girl over 30 participants, the difficulty (and my exhaustion level) increases exponentially! Kudos to teachers who spend all day every day with children.

I start by asking the girls about their experiences with aviation. Do they know any pilots, have the ever been on an airplane before? Have they seen what's up there in the cockpit, and do the think they could figure out what all of that stuff does? I tell them that I did not grow up wanting to be a pilot, but someone once told me it was really tough and so that's what I chose to do. Most girls can relate to being told that they "can't" and that they're stubborn, so seeing they get to see an real life example of someone who has been successful at what she loves to do!

I won't go into what the whole presentation is, just to tell you that I have been perfecting this presentation over the last couple of years, and am now preparing to have the first Girls With Wings training sessio n in Minneapolis on May 26th. There are many groups located around the country interested in hosting a presentation, so I am looking for women willing to help reach out to their community. If you are interested in attending, please email Training@GirlsWithWings.com. Other planned sessions will be taking place in Cleveland, OH, New York, and Washington, DC.

Highlights of the presentation: using aeronautical charts to navigate to your destination, learning the role of Air Traffic Controllers and how to talk on the radio, how to read and use the 6 main instruments, basic aerodynamics, and how an engine works. All I will say is, the final demonstration of their "pretend" flight is shown to the left. If you'd like to know more you'll have to schedule a presentation to your school, Girl Scout troop or other group. Or become a Girls With Wings presenter yourself!

As a 6th grade attendee learned, "My advice to other girls my age after hearing Lynda talk about being a pilot: if you have a dream, follow it and try new things. Don't give up!"

Midairs!

2009-05-03T10:00:00.000-05:00

Yesterday I wrote a post about operations at nontowered airports and referred to a reference guide from AOPA. It says:

Midair collisions are the primary hazard associated with flying at nontowered airports. Most midair collisions occur in clear weather within five miles of an airport and below 3,000 feet, which is where aircraft congregate. Most collisions occur on final approach, generally when a faster aircraft overtakes a slower one.

So I decided to research a bit about why this would be true. If every one is using the self announce frequency as they "should," every pilot should know the location of every airplane operating at that airport (whether or not they say "All traffic in the area please advise") and be able to avoid them! But this system doesn't always work. Why? The key word here is should. So I'll start with what are the communication requirements (the shalls) are.

I started with searching the FARs (shorthand for the Code of Federal Regulations, specifically chapters for the Federal Aviation Administration, Department of Transportation, => SUBCHAPTER F--AIR TRAFFIC AND GENERAL OPERATING RULES, => 91.1 to 91.1507 GENERAL OPERATING AND FLIGHT RULES.) The FARs say for airports in Class E or G airspace that (d) Communications with control towers. Unless otherwise authorized or required by ATC, no person may operate an aircraft to, from, through, or on an airport having an operational control tower unless two-way radio communications are maintained between that aircraft and the control tower.

But we're talking about airports WITHOUT control towers.

The AOPA guide to Collision Avoidance, Strategies and Tactics, states:

Nearly 45 percent of collisions occur in the traffic pattern and of these, 76 percent occur during approach and landing – when aircraft are on final or actually on or over the runway. Given the small funnel of airspace airplanes occupy during landing, any confusion about who’s landing in what order, and where they are, can have tragic consequences. If there is any consolation about collisions occurring during landing, it’s that there are often survivors.

MACs can also occur while maneuvering in the traffic pattern as a result of improper or misunderstood position reports, which can lead to erroneous assumptions. This is particularly true at nontowered airports. A pilot may conclude, for example, that no aircraft are in the pattern because of lack of activity on the frequency. But aircraft without radios may be operating at these airports, or an inbound or outbound aircraft may be transmitting on the wrong frequency.

Sounds pretty unsafe, doesn't it? So first, let me explain what Class E or G airspace is (I will refer to another AOPA guide, which is extremely helpful in understanding airspace). In the early days of aviation, all airspace was uncontrolled, what we today call Class G airspace. Way back when, there were few airplanes, and none had the instruments necessary to fly in clouds. Even at the busiest of airports, traffic density was very low, and the airplanes flew slowly. With the advent of inexpensive gyroscopic flight instruments, travel through the clouds became possible. See and avoid was useless in the soup, so procedures to ensure aircraft separation were needed. This led to the creation of air traffic control (ATC) and controlled, or Class E, airspace.

Since the FARs doesn't answer the "shall" for our nontowered airports, here is a compilation of different paragraphs from the AIM for brevity:

There are Class E airspace areas that serve as extensions to Class B, Class C, and Class D surface areas designated for an airport. Such airspace provides controlled airspace to contain standard instrument approach procedures without imposing a communications requirement on pilots operating under VFR. IFR operations in any class of controlled airspace requires that a pilot must file an IFR flight plan and receive an appropriate ATC clearance. Standard IFR separation is provided to all aircraft operating under IFR in controlled airspace. Traffic advisories will be provided to all aircraft as the controller's work situation permits. No specific equipment required by the airspace.

What does all that mean? It means that pilots operating at such an airport have no requirement to self announce. In fact, they are not even required to have a radio installed in their airplane! (Class G airspace is even less restrictive than E.) See The FAAs Instrument Flying Handbook for an easy to read chart on the requirements of each airspace. But they should, do the following, according to the AIM:

c. Recommended Traffic Advisory Practices

1. Pilots of inbound traffic should monitor and communicate as appropriate on the designated CTAF (Common Traffic Advisory Frequency) from 10 miles to landing. Pilots of departing aircraft should monitor/communicate on the appropriate frequency from start-up, during taxi, and until 10 miles from the airport unless the CFRs or local procedures require otherwise.

Should does not necessarily mean does.

	Facility at Airport	Frequency Use	Outbound	Inbound
1.	UNICOM (No Tower or FSS)	Communicate with UNICOM station on published CTAF frequency (122.7; 122.8; 122.725; 122.975; or 123.0). If unable to contact UNICOM station, use self-announce procedures on CTAF.	Before taxiing and before taxiing on the runway for departure.	10 miles out. Entering downwind, base, and final. Leaving the runway.

So where is the "shall." The shall comes from the dangerousness of operating an airplane. The whole prohibition against operating in a reckless manner. Of course, any pilot concerned with safety would self announce! Yet I have been surprised by traffic at an airport after not hearing any radio calls from them, despite the comment below "Do you really think that I'm not going to tell you I'm there if you don't say ATITAPA?" Here's why, according to AOPA: At nontowered fields, it’s possible that pilots in nonradio aircraft are practicing landings, IFR students and their instructors are practicing instrument approaches, helicopter pilots are perfecting their autorotation skills, or sailplanes are floating overhead. Not all pilots in the area are announcing their positions and intentions on the CTAF, or even looking out the window!

But let's give every one the benefit of the doubt and say they DID self announce. Perhaps their transmission was blocked. Maybe they were busy doing something else and didn't hear someone else in the pattern. Or they have tuned up the wrong frequency (it happens). Maybe they had made their call right before the arrival pilot switched to the CTAF frequency. (Obviously this is an imperfect system or we wouldn't have this problem.) How is this last one possible? If the pilot is operating out of their home airport, or traveling between two airports under VFR, this is facilitated by the pilot making their own frequency changes. Under IFR (in most conditions), pilots are directed to change frequencies, depending on whose airspace they are flying through.

4-1-5. Communications Release of IFR Aircraft Landing at an Airport Without an Operating Control Tower

Aircraft operating on an IFR flight plan, landing at an airport without an operating control tower will be advised to change to the airport advisory frequency when direct communications with ATC are no longer required. Towers and centers do not have nontower airport traffic and runway in use information. The instrument approach may not be aligned with the runway in use; therefore, if the information has not already been obtained, pilots should make an expeditious change to the airport advisory frequency when authorized.

So, in the anonymous comment below where it states "I'm too busy to listen and monitor CTAF," even AOPA admits this may be true (not an excuse, but a statement of fact). But that comment neglects to consider that the inbound aircraft may be currently "busy" communicating the overlying ATC frequency (as they are required to do) and may be trying to monitor their destination airport on the second radio (if they have one installed). So when they tune up the appropriate CTAF frequency (before told to switch by ATC), they may have to turn it off in order to hear on their primary frequency.

Especially when, as the anonymous person states, "with the number of airports that use the same CTAF frequency now you can hear traffic calls for airports 80 miles away." As a general rule, when I am 80 miles away from my destination airport, I can still be above 20,000ft, still up in the Class A airspace. So on some CTAFs I can hear numerous transmissions within a wide radius. Especially on a sunny weekend afternoon, radio calls are a jumble, and having pilots step on each other results in an irritating background noise that can prevent me from hearing ATC call me. And so, I will monitor when I can, but my legal responsibility is to the controller whose airspace I am currently occupying. There are times that the controller does not release the IFR traffic until the destination airport is in sight, and due to different limitations (not the least of which may be the transient pilot's unfamiliarity with the airport environment), this can be not until the pilot is almost on top of the airport at the minimum vectoring altitude (which could be near traffic pattern altitude)!

It's unfortunate that this topic causes people to respond defensively. I admitted I was wrong using "All traffic in the area please advise" and expressed my desire to be aware of other traffic in my concern for safety. As I remember from my childhood, as a pedestrian you may have the right of way, but being hit by an errant car still makes you dead. Whatever we can do to prevent mid-airs should be every pilot's goal. Even if making another radio call appears redundant, molley-coddling, etc., or might make you or the other pilot appear stupid, Mid Air Collisions still happen - type a search for Mid Air Collisions on final and you'll get many hits (airplane pictures are from this site). I am in complete agreement that everyone should stay away from unnecessary transmissions, As AOPA says in their Safety Tip:

The CTAF should be used for two reasons only
• Collision avoidance
• Airport advisory
Listening to a busy CTAF for only a few minutes will reveal too many long-winded conversationalists. Don’t use this vital collision-avoidance resource for aircraft or lunch scheduling, formation flying, saying hello to friends on the ground, discussing sports scores, or expressing your displeasure at the pilot who just pulled out on the runway while you were on short final.

So use the radio for collision avoidance, which is our ultimate goal, is it not?

(Note: the unfortunate consequence of discussing these aviation subjects is that I try to stay somewhat superficial to keep the posts brief. If I appear to be incomplete - or worse, as if I don't know what I'm talking about - it is probably because getting any deeper into the weeds creates new tangents that I often try to follow through in subsequent entries. I just cannot include every possibility or scenario so I include links to references for you to do your own research. Thank you to those who respond to clarify my answers, sources, positions, etc. We all have opinions, knowledge and experiences to contribute to the "conversation." I write this blog to learn and share, and I hope the readers do as well.)

Uncontrolled Airports and Outdated Phraseology

2009-05-02T07:18:00.000-05:00

I often post about learning something new from a fellow pilot who may or may not have been flying jets for longer than I have. I am not too proud to say that I also learn from private pilots, aviation hobbyists and non-jet pilots as well.

If you are not already on Twitter, it is a real-time short messaging service that works over multiple networks and devices. I am on it all the time, and refer to the people I have met on there often. There are also quite a few people that I already know that have popped up on Twitter. It's a really amazing application! Anyway, I'm not sure how it came up, but someone mentioned how transient jet pilots can be a little, ahem, annoying to single engine pilots practicing maneuvers in their local "uncontrolled" airport.

Now, don't read uncontrolled to mean uncontrollable. In fact, due to this confusion, the correct term to refer to an uncontrolled airport is a Non Towered Airport. The Aircraft Owners and Pilots Association (AOPA) Air Safety Foundation has put out an excellent guide for understanding the basic procedures at such airports. (You'll see me refer to them often - if you are a pilot and not a member, you should be!) I won't go into all of the operating procedures at these airports. The AOPA guide to NonTowered Airports is a very user friendly, full color, easy to understand explanation of how pilots should operate at these airports. This is not a official document so AOPA makes this disclaimer:

A word about procedure: There are several sources of information that explain official FAA-recommended procedures at nontowered airports. FAR 91.113 cites basic right-of-way rules, and FARs 91.126 and 91.12 7 establish traffic-flow rules at nontowered airports. The Aeronautical Information Manual (AIM) and FAA Advisory Circular 90-66A expand on the regulations. Together, these documents define procedures for nontowered flight operations.

The Advisory Circular noted above says the same things as the AOPA guide, but in technical pilot-ese.

Ok, the first question you might have is why would I go to a nontowered airport if so many of the airports have air traffic controllers in towers to provided direction to the airplanes there? From From an FAA Safety Seminar: "Nontowered airports—those not served by an operating air traffic control (ATC) tower—are much more common than towered fields. There are approximately 13,000 airports in the US that are nontowered, compared to approximately 500 that have towers. Safe operations can be conducted because pilots put safety first and use recommended procedures. Most mid air collisions occur within 10 miles of an airport."

You might think that as a pilot of a mid size jet I would operate out of towered airports, and for the most part I do. Every once in a while I visit (and sometimes blog about) nontowered airports. In fact, just the other day I picked up a passenger at such an airport. We taxiied out to the runway making "self announce" calls on the Common Traffic Advisory Frequency, or CTAF. The CTAF frequency can be found on sectional charts, in the Airport Facility/Dir ectory ( a pilot’s manual that provides comprehensive information on airports, and other aviation facilities and procedures - sample page shown at right), AOPA’s Airport Directory, instrument approach charts, or other airport directories. Since CTAF is just an open frequency to let other pilots in the area know what I was planning to do, I was required to call a Flight Service Station (FSS), Burlington Radio, on another frequency, to pick up our IFR clearance (this can be given by a controller located on the field). According to the AIM:

4-1-3. Flight Service Stations

Flight Service Stations (FSSs) are air traffic facilities which provide pilot briefings, flight plan processing, en route radio communications, search and rescue services, and assistance to lost aircraft and aircraft in emergency situations. FSSs also relay ATC clearances, process Notices to Airmen, broadcast aviation weather and aeronautical information, and notify Customs and Border Protection of transborder flights.

Now technically, a pilot can take off without talking to any ATC facility and maintain responsibility for avoiding other traffic (that is, as long as the weather will allow the pilot to remain under Visual Meterological Conditions or VMC). We call this "see and avoid." It requires extreme vigiliance for other airplanes that may be operating in the vicinity. For safety reasons, our company requires us to pick up our clearance before taking off. This way, when we are cleared by ATC, our clearance is relayed to us through the FSS, and we are given a "void time." We must take off by this time or call the FSS and let them know or they might lauch Search and Rescue if we do not pop up on the overlying radar for the airport. Yes, radar coverage does not always go to the ground. So since ATC is maintaining responsibility for aircraft under IMC (Instrument Meteorological Conditions), but cannot see a transponder blip, they will only let ONE IFR aircraft into that block of airspace at a time. Transponder to left is "squawking" 1200, the standard code for aircraft operating VFR.

This restriction translated into a very long hold at the end of the runway. We had to explain to our passenger that the delay was because the FSS needed to hold us on the ground until an inbound aircraft had landed at the airport. When that aircraft cancelled IFR, the controlling ATC agency would allow one aircraft into that airspace. On climbout, we would switch from the CTAF frequency to the overlying controller's frequency. So operations at these airports are not so much "uncontrollable" as they might appear. It just requires proper procedure being exercised by the pilots.

So back to why I bring up the twitter connection. The twitter friend brought up how annoyed local pilots can get when some transient jet pilot blasts into their CTAF and self announces something like this: "Pleasant Airport, ABC123 is a Citation X 20 miles to the east at 6,000 feet, inbound for landing, any other traffic in the area please advise, Pleasant Airport." When I was taught to fly way back when, we were taught to say the "any other traffic in the area, please advise (AOTITAPA)" phrase to get anyone else listening to the frequency, and operating at that particular airport (sometimes the frequency is used for more than one which is why we say the airport name 2x), to let us know to keep an eye out for them.

Somewhere along the way, however, the Aeronautical Information Manual started to advise that AOTITAPA is “not a recognized self-announce position and/or intention phrase, and should not be used under any condition.” Therefore, anyone using this phrase was also announcing that they had not studied this reference in a while. So when this fellow Tweeter called me on it, I was a bit embarrassed. And also confused. If concerned with safety, shouldn't we pilots be asked, "Hey, anyone out there I might have a mid-air with?" Not as professional in my opinion. In fact, this Tweeting pilot said that local pilots found it SO annoying (kinda like a big fish alpha male invading their pond). But I felt I need to say something, especially since for the most part I was communicating with the controller on the overlying frequency and had to just momentarily switch to the CTAF to provide myself and other pilots a heads-up that I was coming their way. I couldn't monitor for an extended period of time to listen to see if someone else self-announced. Hmmph.

Within a month of this discussion, I met an FAA representative and asked him why this phrase had become taboo. His explanation matched the one given in the AOPA guide as a Courtesy Tip.

These days, a lot of pilots wrap up their initial position announcements with a request: “Traffic in the area, please advise.” Don’t be one of them. The phrase is redundant (we’re all supposed to be listening and selfannouncing anyway), and it contributes to frequency congestion.

So as near as I can tell, we can make the request, but just not say the exact phrase? In the interest of safety, I'm still going to ask. Airplanes move fast, the sun gets in your eyes, someone might be doing a non-standard traffic pattern, or that high speed jet may just assert its supremacy by expecting everyone else to get out of the way! Tomorrow I will research and post some information on that phrase I used earlier: Most mid air collisions occur within 10 miles of an airport.

Please post any questions or comments at the end of this post.

The May Girls With Wings eZine is posted!

2009-05-01T16:09:00.003-05:00

The latest version of the Girls With Wings newsletter is now available. There's talk of the first GWW training session (and Club formation!), a recap of Sun 'n Fun, and links to various organizations. And as shown to the left, the premier of the new Yes, Girls Can Fly! bumper sticker. As always, your feedback is always appreciated.

May events for Girls With Wings

2009-04-29T17:24:00.000-05:00

I've been trying to keep up with all the goings-on with GWW on the calendar, so I spent some time posting some of the upcoming events. I am very excited about our first training session/club formation in Minneapolis this month (to be followed soon by Cleveland, NYC, and DC, maybe even Atlanta?). I just can't keep up with everything anymore so I am enlisting others to help! It's great to know there is such support for Girls With Wings' mission. The eZine will be out in a few days so if you'd like to sign up to receive it, please visit this page.

Date: May 26th, 2009 9 am-4 pm
Title: Minneapolis Training Session and First GWW Club
Location: Minneapolis, MN
Description: The Girls With Wings mission is to use women in aviation to
inspire girls to achieve their full potential. The GWW organization is growing by
leaps and bounds and is far exceeding our current capabilities.
Volunteers: We need women aviation enthusiasts (either professionals or
hobbyists) who would be interested in learning the GWW branded
presentation and making themselves available for future outreach
opportunities in their area.
Contact: Lynda Meeks, 216.577.6131 or Lynda@GirlsWithWings.com
Website: See this page for more info.
__________________________

Date: May 23-24, 2009 8 AM-2PM
Title: "World's Smallest" Air Show
Location: Llano, CA
Description: The 15th annual “World’s Smallest” Air Show will be held
Saturday 23 & Sunday May 24, 2009 from 8 AM until 2 PM. There will be
ultralight, light sport, & general aviation flying & static displays, RC airplanes,
sky divers, & other events. Food & memorabilia will be available. There will be
activities for kids. Fly-ins are welcome. Admission & parking are free. Check
our website for fly-in or driving directions. For more information, email
felice@brianranch.com or call (661) 261-3216.
Location: Brian Ranch Airport is located in the High Desert north of Los
Angeles. We are midway between Palmdale & Victorville off Pearblossom Hwy
(Hwy 138) Detailed driving directions are available on our website www.
brianranch.com.
Volunteers: We are looking for volunteers to help with a variety of tasks,
including supervising the Kids Art Contest & helping with the flight booth.
Other: We are looking for displays & demonstrations, so let us know if you
have anything that might be of interest.
Contact: Felice Apodaca, (661) 261-3216, or felice@brianranch.com
Website: www.brianranch.com
__________________________

Date: May 18th, 2009 Time to be announced
Title: GIRLS WITH WINGS: AVIATION INSPIRATION
Location: Fitch Elementary School, Cleveland area
Description: Girls With Wings will give a fun, interactive lesson on how to fly
a plane and reach for the stars. Founder Lynda Meeks will use aviation to
entertain and educate girls about their limitless opportunities for personal
growth. Adult women in aviation volunteers needed.
Contact: Lynda Meeks, 216.577.6131 or Lynda@GirlsWithWings.com
__________________________

Date: May 9th from 2-4pm.
Title: GIRLS WITH WINGS: AVIATION INSPIRATION
Description: Girls With Wings will give a fun, interactive lesson on how to fly
a plane and reach for the stars. Founder Lynda Meeks will use aviation to
entertain and educate girls about their limitless opportunities for personal
growth. This event is for girls from first through sixth grade. There is no
charge for the presentation. Adult women in aviation volunteers needed.
Location: Lakewood Library, 15425 Detroit Avenue, Lakewood, OH.
For more information: Please RSVP to Lynda Meeks, (216) 221-0577 or
admin@girlswithwings.com.
__________________________

Date: May 9, 2009
Title: Women in War
Location: Camarillo, CA
Description: The Commemorative Air Force, So Cal Wing, will honor women
who participated in the war effort during World War II. About 25 local women,
including pilots, "Rosie the Riveters", WAVEs, nurses, aircraft mechanics, and
others, will be honored guests. Vintage aircraft and cars on display, special
exhibits, ride opportunities, docent led tours, movies. 1:00 Honored women
and guests introduced, followed by presentation of "Women in War" and their
role in World War II, closing with Cmdr. Valerie Overstreet, VAW-117 Hawkeye
Squadron, who will tie the past to the present. About 2:30 commemorative
flyover recognizing all who gave their lives during all wars.
Location: Commemorative Air Force So Cal Wing Air Museum
455 Aviation Drive, Camarillo Airport (101 Fwy. to Las Posas Rd. offramp,
south to Pleasant Valley Rd., right to Eubanks St. to Aviation Drive. Museum
parking lot is at that corner. (805) 482-0064
Contact: Ceci Stratford, (805) 630-3696, cecipilot@sbcglobal.net
Website: www.orgsites.com/ca/caf-socal
________________________

Date: May 2nd from 12-6pm.
Title: Girl Scouts of North East Ohio Astronomy/Aerospace Day
Description: Join us for an out of this world celebration of the International
Year of Astronomy and Women in Aerospace. The day includes speakers and
hands-on activities and Starlab, the portable planetarium. There will be
evening stargazing, weather permitting at 8:00pm.
Location: Camp Timberlane, 13408 Green Road Wakeman, Ohio 44889.
For more information: Women in aviation volunteers needed to help with
the Girls With Wings Presentation. Please RSVP to Lynda Meeks, (216) 221-
0577 or a dmin@girlswithwings.com.

Some more inspiration

2009-04-27T04:44:00.002-05:00

There are some stories out there that just make you wonder what the heck you've been doing with your life. Here's another...

I was sent a link to a YouTube video of a girl who had built her own airplane. We'll pause here so you can read that again. Built HER OWN airplane. For her dad, no less. So her parents could fly to see her when she attends MIT and learns to design... Spacecraft. *sigh* And whenI say "girl" I mean girl, as in a teenager. She started building her aircraft in March, 2006, when she was just 13. She documents the process on her website.

Construction of N5886Q commenced on March 10, 2006. It was certified as an E-LSA on January 11, 2008 and has been flying and flying well since January 15, 2008.

It took her about a year (363 days) before she could do her first runup. On an engine she had modified, gotten approval from the FAA, and named the Sabrina O2A model. And I'm telling you, looking at this girl working out in the garage all bundled up in the winter shows such an extreme level of dedication!

Oh, and did I mention that she drafted a proposal to Homeland Security with her plan to equip airplanes with geiger counters (to detect radiation from possible terrorism)? All this and never missed a day of school. There's more, but I think I'm going to go crawl back under the covers.

What are YOU going to do today?

Sun n Fun and Arty's trip home

2009-04-26T13:05:00.008-05:00

Just as all good things must come to an end, I had to return from Sun n Fun on friday to get home in time to go to work on saturday. *sigh*

The picture to the right is a couple of my twitter friends helping to set up tents. Mine is the one in the front. My cocoon, that is. I just bought it for SnF, and made the mistake of crawling into it headfirst. I got my legs swung around, but then I was stuck folded in half. There was not enough clearance for me to get my head back toward the opening. Luckily the designers had built in a zipper vent in the top of it so I could get the additional room to lay myself out again! You can see Arty's ultralight to the right (more on that in a bit).

My new found twitter friend, Jo, to the right in the photo, is an aviation photographer and I had a great time following her around watching her take pictures of airplanes. Though not a pilot, Jo knew every airplane on that field and patiently gave me an education. Some of her pictures. To the left is Julie.

The first person we met there was DaveFlys, also not a pilot, but a huge aviation enthusiast. He helped out with Sun n Fun radio the whole week and in turn had an awesome time. He was kind enough to do a Pilot's Flight Podcast with yours truly, too! Dave is to the left and Will is to the right (not the best picture of me, truly, but I wanted to show you Dave and Will). Will is half of Wilco Films, which is producing the documentary, along with Rico, A Pilot's Story:

"Filmed in hangars and homes, at restaurants and on ramps, A Pilot's Story tells the story of flight in the words of pilots themselves. What it means to fly an airplane all alone for the first time. What it means to fly an airplane for the last time. The easy rapport one can have with a person who is a complete stranger but for the shared experience of flying."

You can't see him in this picture, but this is where I met Jack Hodgson, who writes about the people and places of aviation in his column "Around the Field", and he is the producer & host of the popular aviation podcast "Uncontrolled Airspace". I also met with Marty, of Cleveland, TN (not OH, like me). There was four year old Ella, daughter of StephenForce, of the Airspeed Podcast. I gave Ella some Girls With Wings tattoos, which she shared with another girl. I also got her hooked on the GWW game online (sorry, Dad).

Let's see. I also met myTransponder's founder, Rod, who has developed an online community for pilots. He and ForeFlight, creator of aviation tools for the iPhone & iPod, actually sponsored a "Tweetup" thursday night, where I met AirPigz, who holds great caption contests on his site, among other things. I know there were more, so if you'd like to add your website to this entry, please enter it as a comment below.

I also finally got to meet with Arty! Her Ultimate Adventure is really picking up new momentum with new interviews, sponsors, etc. Here are a few of the links to articles.

Flying with Hawks Sandy woman makes extraordinary flight to Florida

She also got picked up by AOPA for their push to pick up new pilots. Here is an article and this is the AOPA "Let's Go Flying" site (Arty gets credit if you sign up on this site). They had her doing a series of seminars at Sun n Fun.

Also, read this AvWeb story on her and see a video!

And here is her route home. Can you come out to meet her? It'll make the THREE week trip go that much faster. She would love to meet you, too!