Family and Flying- link to an inspirational story

I'm going to link you to a really neat story.  It is an inspiration for any woman wanting to spend time up in the clouds.  http://youflygirl.blogspot.com/2012/03/first-and-only-female-pilot-in.html

Lesson 19- 2.25.12 Puffy Clouds & Bumpy Skies

"It's always better to be down on the ground wishing you were up in the air than up in the air wishing you were down on the ground."   - ANON

Sunday was yet another gorgeous day.  I'm still pinching myself that we're have temps in the 70s during March.  While the weather looked perfect looks can be deceiving.  Take-offs and landings were the plan for Sunday; we never did leave the pattern.  After all of the pre-flighting and checklists were complete we started our taxi to three four.  We were about half way to the end of the runway when I told Shane something felt off.  I had my flying shoes on yet I was still struggling with that rudder pressure.  We went to the end of the runway, went through our checklist, and prepared to take-off.  Once I was ready to roll I added full power, but couldn't keep the airplane rolling straight down the runway.  I pulled the power back, stopped the airplane, and got frustrated.  Shane patiently listened and then we prepared to try again.  I gave it full power while really working to keep the airplane straight.  Once we were up in the air I told Shane that the issue had to be something related to the rudder.  Shane reached around and found my seat wasn't all the way up.  Yipee, for an easy fix!  As soon as he was able to get my seat up it was a night and day difference in rudder control.

During the flying we experienced some very choppy turbulence.  Shane explained the reason for the turbulence was a transition from a patch of warm air to a patch of cool air.  The turbulence felt like  jumping in an elevator as it goes down.   The turbulence was kind of exhilarating in a wacky sort of way.  The unstable air made for some interesting landings as well.  The warm air would force the airplane back up so we compensated by putting a higher degree of flaps on.  The normal landings that we've done previously have required thirty degrees of flaps, but the landings during this lesson required forty degrees of flaps.  The first couple landings I attempted I turned for final a little too early. And when combined with the warm air we didn't descend at an optimal rate.  There was an easy fix and we turned for final a little later.

The landings were more demanding than some of the previous ones I've done, but I learned more.  I had a first hand experience in how weather conditions can effect flying, and the proper procedures needed to correct for them.  I also learned the importance of check and double check before leaving the ground.  I think I'll tell Shane that seat placement should be on the check list between doors/windows locked and seat belt fastened.

Lesson 18-2.24.12 Fashion Faux Pas for Flying

After a long and I mean long week in Wichita we finally got home and settled.  We got back Friday around five and then it was laundry, laundry, and more laundry.  I also had to clean the house and prep for some senior pics I was taking the next morning.  After a whirlwind Saturday for both Shane and I we decided to add a little flying to the mix.  He texted me around five and I headed straight out to the airport.  My attire was the last thing I was thinking about when I left the house.  I guess I was more concerned about how flying would go after having a week off.

Shane and I briefed once I got out to the airport.  He told me we were going to go to 2,000 ft level off, descend to 1,700 feet, and then enter the pattern to practice take-offs and landings.  We went through the procedure for entering/flying the pattern as well as landing.  We headed outside and preflighted the airplane emphasis on Shane preflighting.  Once the preflight was complete we jumped in the plane, and I got working on going through the checklist.  Checklist's are in place for the safety of both the pilot and airplane.  The checklist is just the procedure in list form and the four basics are take-off, flight, before landing, and after landing.  To learn more about the history of the aviation checklist go to http://www.atchistory.org/History/checklst.htm

I finished the checklists, taxied to the runway, worked through the before take-off checklist, and we were ready to go.  I turned myself around, lined up on the runway, and gave the airplane full power in a timely manner (I use to string the full power task out too long), and started to give it the right rudder needed to keep the airplane straight.  I pushed with all my strength but was really struggling to give the rudder pedal the power I needed, and then it hit me.  I knew exactly why I was struggling, enter exhibit A (my adorable but not functional shoes).

Gasp, aren't they BEAUTIFUL?  I love these shoes for a number of reasons, but they didn't work so well when I needed to give the rudder pedal all I had.  I think the problem is that they are far to narrow. I needed a wider shoe that distributes the force on the pedal more evenly.  Wow, I feel like I'm teaching a science lesson.

I shared my theory with Shane right away, and after another take-off he agreed.  We did a total of four take-offs and landings, but those darn take-offs were a bit of a struggle.  I guess this lesson was just another challenge for me, a challenge to find beautiful but functional pair of flying shoes.  On a side note there used to be a pilot that rented Shane's airplanes, and when he'd come in he'd say "I've got my pilot's license and my flying shoes."  It always made me chuckle when Shane would say that he'd been out, but now I TOTALLY understand the importance of a good pair of flying shoes.

Lesson 16- 2.15.12 Take off, land, and repeat.

"Repetition is the mother of learning." 

- Latin Proverb

I'm typing and reflecting in a hotel in the heart of aviation country, Wichita.  Wherever you look you see names that are rich in aviation history, Cessna, Beechcraft, and Boeing to name a few.  Everywhere we've been there are professional pilots sporting the gear of the aircraft they fly, my husband included.  I'm saying pilots but lets face it 99% are men.  I've only seen one female I'd surmise to say was a pilot.  Why aren't their more female pilots?  Women have overcome so many odds to break into male dominated fields, but I don't think aviation is one of those. I know we have female fighter pilots, astronauts, airline pilots, and flight instructors but they are few. Here is a statistic from WAI (Women in Aviation) of 600,000 active pilots in the US only six percent are female and only three percent have their Airline Transport Pilot ratings.  Hmm, well this doesn't really have anything to do with last week's lesson, but it's been swirling around in my head.  If you'd like more information about women in aviation visit http://www.wai.org/. 

 Shane and I hit the flying pretty hard last week.  We flew Monday, Tuesday, took a break Wednesday, and decided to have another lesson on Thursday.  After finally getting a handle on how to maintain my altitude Shane decided it was time to refine the take-offs and landings.  My first few take-offs went pretty well and I started to gain some confidence.  The pattern flying and procedures I felt I knew pretty well, and my landings were progressing.  

The weather was perfect that night which was a bonus. Perfect weather also meant that there were other people out flying.  After a couple of times around the pattern we came in to land, and I saw one of Shane's other airplanes getting ready to taxi out.  Shane had planned for us to do a touch and go after we landed.  A touch and go is when the pilot lands the airplane, slows down a bit, and then proceeds to give the airplane full power and takes off.  I'm sure my landing was less than perfect but it was safe and we were on the ground.  We start rolling down the runway and I got totally distracted by the other airplane that was waiting for us.  The reason I became distracted was because I was convinced my take-off would be on display.  I didn't want anyone watching especially if I was going to mess up.  Well, because I was distracted I did mess up.  I became so obsessed with who was watching me that I started to give it power,  pulled up prematurely, and forgot to give it the rest of the power.  Everything I knew I had to do was forgotten and I totally botched the take off.  Shane calmly reminded me to add the rest of the power, and we completed the take-off.  I'm sure we went zinging all over the place in our ascent, because after being so flustered I'm sure I forgot to use the right rudder.  I'll have to ask Shane if he remembers.    

Shane was great about the whole thing.  He also knew that I would be far harder on myself than he ever could be.  Plus, the whole hover craft thing done the runway was pretty embarrassing.  Honestly, if I was Shane I would've said "Ok, that's enough!  Let's call it a night. "  He must be a glutton for punishment because we entered the pattern and prepared to land again.  This time we landed and did a full stop.  I got turned around and lined myself up on the runway.  I'm kind of a perfectionist when it comes to lining myself up. Shane bless his heart tried to get me to favor the right side to compensate during the take-off, but that went south.  Shane had me stop the airplane.  I lined up for the second time and prepared to take-off.  I was still flustered from the previous take-off and the aborted taxi, and ended up needing a reminder about adding FULL power.  Good grief this was getting ridiculous.  Shane being the great instructor he is didn't let me end on one of my failures.  We did about four more take-offs and landings before calling it a night.    

That lesson was our longest lesson ever.  We flew 1.3 hours, and I would guess we did eight or nine take-offs/landings.  Shane said that some say that an hour of take-offs and landings can be like the equivalent to working an eight hour day.  I didn't notice it that night but I sure did the next day.  I was exhausted and probably would've slept until noon if I could've.  Even though I had my share of goof ups during that lesson I had some triumphs too.  I've really got a good grasp on the procedure for flying in the pattern and landing.  I've said it before my landings are better than my take-offs and that was evident on Thursday.  I realize I'm the most backward private pilot student there ever was, but I'm making gains. I look forward to seeing what the next month brings.

The vertical challenge

      "The rays of happiness, like those of light, are colorless when unbroken."
                                           Henry W. Longfellow

My height has caused some issues for me when I fly.   I have trouble putting all the force I need to on the rudder pedal during take off.  Shane says it takes 40 and 50 lbs of force to push the pedal all the way in.  My short legs really have to stretch to get it all the way in which has caused another issue for me.  The last month I've had off and on intense lower back pain.  I finally put two and two together and figured out that the pain seemed to pop up after Shane and I would go flying.    Earlier this week we flew two days back to back and I could barely bend over the day after the second lesson.  No pain no gain, right?

Shane says there's a solution and that his other Cessna 172 (27G) doesn't require as much rudder pressure, but I DON'T WANT TO fly it!  Early on in our lessons we flew that plane and flying it didn't go that well.  I really didn't like flying it, and after that lesson I didn't want to fly it again.  I would rather learn one airplane and learn it well.  I favored 3NK (tail number of the Cessna 172) from the beginning and would like to think there was probably a good reason I did.  Oddly enough the majority of the private pilot students that Shane and his instructors have favor 27G.  I think this just drives Shane nuts.  He should expect it because he knows I've always done things in my own unique way.  He really can't  expect anything less from me.

I've been flying 3NK for 16 lessons and am progressing so I want to stick with it. If I wasn't making progress in 3NK I'd figure we needed to change something. I am progressing though and don't want to take the easy way out.  I want to finish what I started in the airplane that I like.  One of the best things in my life, my mini pilot, didn't come easy.  After 9 months of obstacles his birthday finally came, and he made me work for 14 hours with no intentions of  coming out.  A c-section was performed because the little stinker was far more comfortable with his surroundings.  I guess the apple doesn't fall far from the tree.

I want to teach my children that there is no obstacle that they can't overcome.  I truly believe the best way to teach this is through modeling and flying 3NK seems like a good place to start.  So Shane may continue to ask if I want to fly 27G and I'll continue to tell him no.  Eventually he'll stop asking. :)  It may take more flying time to be able to fly 3NK competently as opposed to 27G, but I'll get it.  And when I grease the three landings needed for solo it will all be worth it.  Ok, so I probably won't grease them but as long as they're safe who cares!  If Sullivan shows in interest in learning to fly someday (highly likely with the way things are going) that if I could do it that he can too!

Lesson 15- 2.13.12 Success

"The person who gets the farthest is generally the one who is willing to do and dare. The sure-thing boat never gets far from shore."
                                                                -Dale Carnegie 


 After a mentally exhausting lesson the day before I decided to get back up on the horse and try again.  I knew the sooner we went back up in the air the better it would be for me mentally.  If I had days to dwell on my failure I would start to doubt myself.  I was a little anxious when I pulled into the airport but seeing Shane helped calm me down a bit.  We went through the normal procedures, and prepared to take off.  


As I taxied down the runway I tried to put the trim out of my mind and focus on having a perfect take off.  While the take off wasn't perfect it was probably one of my best ones.  I was thrilled, and now I had the extra boost in confidence I needed.  Once we had reached 2,000 feet we leveled off.  Shane told me to make a left turn and I was able to do that while maintaining my altitude.  That was another extra boost and my confidence in trimming the airplane started to grow.  We ascended to 2,500 ft and trimmed and leveled off.  Shane's coaching was effective, and I finally started to understand the procedure needed to trim.  We went all the way up to 4,000 feet in 500 ft increments.  At each reached increment we leveled off and held the desired altitude.  I finally felt like I was starting to become more proficient at the very same skill that had put me in to a tail spin the day before.  I know that was some poor humor but I couldn't resist.   


We started our descent to 1,700 ft which is the altitude needed to enter the pattern.  We prepared for landing and fought a little crosswind.  The crosswind made the landing slightly bumpy but safe.  We taxied to the pumps with no problem.  It was a great lesson and the best part was being able to overcome one of my biggest obstacles in flying.  This lesson also renewed my faith in that maybe Shane and I could be in the instructor and student roles until solo.  We had communicated beautifully and enjoyed the time spent with each other. I'm keeping my fingers crossed because in many ways he's the perfect teacher for me! :)

Lesson 14- 3.12.12 Trials with trimming

"Frustration, although quite painful at times, is a very positive and essential part of success."
                                                                 Bo Bennett

It had been two weeks since Shane and I had our last lesson.  Less than favorable weather and busy schedules had kept us grounded.  On one hand I kind of enjoyed the break from it but on the other hand I knew that I was going to probably pay for it.  When I was teaching, January was always the most frustrating month because Christmas break was enough time for my kiddos to regress.  I always hated to do progress monitoring with them in the weeks following Christmas, and wished I was allowed to throw January's results out.  I was actually kind of nervous when I got to the airport yesterday, because I wondered how much I had regressed.

Yesterday's nice weather wasn't in the forecast and a lesson wasn't in our original plans.  Shane called late afternoon about flying, and even though I wasn't really mentally prepared I went anyways.  Shane had preflighted the airplane by the time I got out to the airport so I jumped in.  Once we were belted in I started the checklist.  The checklist went well even though I was a bit rusty.  Once the checklist was complete we started to taxi towards one six.  My taxi went well, and I kept the airplane on the center line which was something I struggled with initially.   We got to the turn around, did our run up, and then we were ready to go.  I had a fairly good take off which was reassuring since that is an area I've struggled with.  I had to really work at getting the right rudder to perform how I wanted it to and it still wasn't textbook.  I'm ok knowing that it's a skill that I need to perfect.  My take offs have really come a long ways, just ask Shane.  The poor guy has had some pretty hairy rides when I've taken off in the past. 

Once we got in the air it was a bit bumpy, but the higher we climbed the smoother it got.  I used to hate any sort of turbulence when we'd go flying, but now that I know more about how the airplane works it really doesn't bother me (at least the mild bumps anyways).  The plan was to work on some slow flight and flying while looking out of the airplane instead of at the instruments.  When Shane and I first started the lessons I looked outside of the airplane lots.  Once I learned the instruments I became a bit obsessed at keeping them precisely where they needed to be.  This quest for perfection really began to eat up all the time I used to look outside of the airplane.  Once we were at our desired altitude, Shane had me look at the nose of the airplane and complete turns without looking at the heading indicator.  It actually made me a bit dizzy at first, but once I got the hang of it I remembered how enjoyable it was to have a bird's eye view of the world.  We worked on this awhile before moving on to changing altitudes and leveling off. 

The next part of our lesson was less than perfect.  Shane had me climb to a specified altitude and level off.  I knew exactly what I need to do to carry out his direction but actually carrying it out was a different story. The source of my frustration has been trimming the airplane once I'm at the desired altitude. I understand that I need to trim the same way that I'm pushing the yoke, but the amount of trim I need add drives me crazy.  I think the part the frustrates me is that trim is so situational.  I was struggling with carrying out what I needed to do and Shane kept giving me cues like "your losing altitude," "add more trim," or "keep your nose up."  I know as instructor it's his job to coach but I knew what I needed to do, and his comments were frustrating me even more.  At one point I was on the verge of tears partly because I was frustrated with myself and partly because Shane's feedback wasn't solving any of my issues.  We got through it but it kind of left me a little worried.  This was by far the most stressful lesson in regards to our relationship.   I don't want to look back at this experience and remember Shane getting frustrated with me, and me resenting him.  Hopefully, we can chalk it up to being grounded for a couple weeks as well as having a lesson after an extremely busy day for both of us.  

After a fair amount of ascending, descending, and leveling off we started our descent so we could join the pattern.  We descended to 1,700 feet which is the altitude needed to fly the pattern.  We flew the pattern and prepared to land.  We fought a bit of a crosswind which was pushing us to the right but we had a safe landing complete with a bump or two.  Oddly enough, whenever Sullivan goes flying with Shane he always requests a bumpy landing.   After recovering from some crazy taxiing that almost put a wheel in the grass we arrived at the fuel pumps safe and sound.

I left this lesson with some victories as well as some challenges.  I've come to the conclusion that flying has to be the most frustrating thing I've ever done.  I am determined to master trimming wether it takes me one more lesson or five more lessons. It will make it that much sweeter when I do!  I also know that it will be so rewarding and exhilarating to solo, especially since it wasn't something I ever saw myself doing.  

Classic Shirts

Many months ago I started working on converting my photos of Shane's airplanes into "sketches" on photoshop.  After hours of tweaking and collaborating with Shane we came up with a design for the new  Classic Aviation t-shirts.  I love when Shane and I's passion can come together to create something.

We've already got a basic idea for another shirt to promote his spin training.  Here is a rough picture.