The first annual International Learn to Fly Day was Saturday, May 15th, 2010. At Brennand Airport, EAA Ultralight Chapter 41 and Tailwind Flight Center co-sponsored an open house with orientation flights for adults, Young Eagles rides for youth, a seminar about learning to fly, and of course, plenty of donuts! The event took place at EAA UL41’s clubhouse hangar. Its purpose was to increase public interest in learning to fly, with the added bonuses of increasing awareness of our EAA chapter and the airport itself.
The weather was just about perfect for the event, with comfortable temperatures, light winds, and sunny skies. Several pilots displayed their aircraft and gave rides. They wished for drier grass and less standing water from recent rain, but Mother Nature had other ideas! At least 50 visitors arrived in a slow but steady stream. Many of them went flying. For some of them, it was their first flight in a small airplane. The Appleton Post-Crescent covered the event and featured a nice article in the Sunday paper.
Nine people bought specially priced discovery flight gift certificates from Tailwind Flight Center – a one-day sales record for the school’s Brennand location. As of this writing, six people have already redeemed their certificates, two have taken further lessons, and others are considering lessons. In a time when the flight training business is down a bit, this is positive news. No one really knew what to expect for turnout or interest in flight lessons.
EAA estimates that more than 40,000 people participated in nearly 450 International Learn to Fly Day events. Of those events, around 150 were organized by EAA chapters. There were at least 500 news stories and plenty of chatter on social networking websites. Just two days before this year’s event, on May 12th, the House of Representatives passed a resolution declaring the third Saturday each May International Learn to Fly Day. The next International Learn to Fly Day is Saturday, May 21, 2011. If this year is any indicator, next year’s events could be bigger and better. A major thank-you goes out to all who volunteered their time, talent, and dollars in order to introduce others to aviation.
Saturday, May 15, 2010
Friday, May 14, 2010
Houston: I Have no Suitcase
I got a last-minute call to help fly a trip to Houston. I knew the day would start early but was excited to log my first turbine time in a Piper PA-31T3 or "T1040." There are only about four T1040s still flying in the U.S. out of the 24 built, and two happen to be in Oshkosh. It's basically a Navajo Chieftain with PT6 turbine engines instead of piston engines.
At 5 a.m. I was stepping in half-inch-deep puddles on the ramp to fetch things from another plane. It was only about 45 degrees out and raining steadily. I should have invested in a raincoat. We loaded things into the T1040 while it was still in the hangar. The plane was towed outside and I sat in the left seat. I watched the other pilot start the engines. As soon as the windshield defogged itself, we were on our way and I was flying.
I knew this plane was a different animal the moment it left the ground. I was really impressed with its climb performance and how it outpaced the Chieftain in cruise.
Enroute to the fuel stop in Batesville, Arkansas, we stayed ahead of a line of severe storms. I deviated to the east of a long bow echo and then got us back on track when it was safe. I logged a good amount of instrument time on this leg.
After Batesville, we flew nonstop to Houston Hobby Airport. Just like the last time I was there, I could feel the heat and humidity increase as we descended for landing. Also like last time, I flew the ROKIT ONE arrival, which has waypoints including "SSLAM," "DUUNK," "YAAOW," and "MINNG" -- as in Yao Ming of the Houston Rockets basketball team. There's also "QUESO" and "TQELA." Houston definitely has some busy airspace, and the arrival procedures help funnel everyone in.
While we waited in Houston, another pilot came up to me and asked, "Excuse me, ma'am, what kind of plane is that?" The plane raises eyebrows wherever it goes, at least if anyone is paying attention. We have to make sure line service understands our request for jet fuel.
Plans changed. It turned out the patient needed to wait till the next day to fly. What was supposed to be a day trip turned into an overnight. The one time I was in too much of a hurry to pack a suitcase, now I needed one. Normally I bring a suitcase even on day trips. Murphy's Law! It was 85 degrees and humid but I was dressed for 45 degrees. I put up with the hotel toiletries and dirty clothes for the night, and the next morning was glad to use the FBO's courtesy car to go buy new clothes and anything else I needed.
Things got back on track on day two. That afternoon our passengers arrived and we headed north. I rode right seat the whole way back. We planned to stop in Batesville again for fuel, but storms caused us to divert west to Harrison, AR. The next leg was to Chicago Executive to drop off our passengers, and then we made the quick hop back to Oshkosh, still in daylight. I had enough time to prepare for the next day's Learn to Fly Day event at Brennand Airport.
I logged my first 5.6 hours of multiengine turbine time on this trip, all on the first day. I had help starting the engines and setting the power for takeoff, but otherwise I found it pretty easy to manage the engines. This plane was easy for me to fly but still something new and different. I don't have reverse thrust available in anything else I fly!
Click here for a good picture of a plain white T1040 (not ours)
At 5 a.m. I was stepping in half-inch-deep puddles on the ramp to fetch things from another plane. It was only about 45 degrees out and raining steadily. I should have invested in a raincoat. We loaded things into the T1040 while it was still in the hangar. The plane was towed outside and I sat in the left seat. I watched the other pilot start the engines. As soon as the windshield defogged itself, we were on our way and I was flying.
I knew this plane was a different animal the moment it left the ground. I was really impressed with its climb performance and how it outpaced the Chieftain in cruise.
Enroute to the fuel stop in Batesville, Arkansas, we stayed ahead of a line of severe storms. I deviated to the east of a long bow echo and then got us back on track when it was safe. I logged a good amount of instrument time on this leg.
After Batesville, we flew nonstop to Houston Hobby Airport. Just like the last time I was there, I could feel the heat and humidity increase as we descended for landing. Also like last time, I flew the ROKIT ONE arrival, which has waypoints including "SSLAM," "DUUNK," "YAAOW," and "MINNG" -- as in Yao Ming of the Houston Rockets basketball team. There's also "QUESO" and "TQELA." Houston definitely has some busy airspace, and the arrival procedures help funnel everyone in.
While we waited in Houston, another pilot came up to me and asked, "Excuse me, ma'am, what kind of plane is that?" The plane raises eyebrows wherever it goes, at least if anyone is paying attention. We have to make sure line service understands our request for jet fuel.
Plans changed. It turned out the patient needed to wait till the next day to fly. What was supposed to be a day trip turned into an overnight. The one time I was in too much of a hurry to pack a suitcase, now I needed one. Normally I bring a suitcase even on day trips. Murphy's Law! It was 85 degrees and humid but I was dressed for 45 degrees. I put up with the hotel toiletries and dirty clothes for the night, and the next morning was glad to use the FBO's courtesy car to go buy new clothes and anything else I needed.
Things got back on track on day two. That afternoon our passengers arrived and we headed north. I rode right seat the whole way back. We planned to stop in Batesville again for fuel, but storms caused us to divert west to Harrison, AR. The next leg was to Chicago Executive to drop off our passengers, and then we made the quick hop back to Oshkosh, still in daylight. I had enough time to prepare for the next day's Learn to Fly Day event at Brennand Airport.
I logged my first 5.6 hours of multiengine turbine time on this trip, all on the first day. I had help starting the engines and setting the power for takeoff, but otherwise I found it pretty easy to manage the engines. This plane was easy for me to fly but still something new and different. I don't have reverse thrust available in anything else I fly!
Click here for a good picture of a plain white T1040 (not ours)
Wednesday, May 12, 2010
New Safety Seminar Encourages Pilots to Fly Courteously
I wrote this article for the EAA Ultralight Chapter 41 newsletter:
Fellow UL41 member Ted Vander Wielen, flight student Rick Hannemann, and I carpooled to Manitowoc on May 12th to attend the AOPA safety seminar "10 Things Other Pilots Do Wrong." Lakeshore Aviation hosted this well-attended event. We drove instead of flying over because the forecast called for rain and low visibility. Afterwards I decided there should be a seminar called "10 Things Meteorologists Do Wrong." But anyway, during the seminar everyone learned about aviation etiquette and how not to be that "other" pilot.
The seminar presenter, Mark Grady of the Aviation Speakers Bureau, explained how this topic came about. AOPA's Pilot Information Center has received multiple phone calls along the lines of "What do I do about this pilot who does such-and-such that drives me crazy?" AOPA put together focus groups to determine the most common complaints. Then they took the discussion on the road with this traveling seminar, encouraging pilots to reflect on their own behavior and to correct any bad habits.
I agree with the presenter that pilots are generally a very courteous bunch. If people flew like they drive, I would have chosen a different career. During our training experiences around the airport, my students usually have a moment of epiphany and say, "Wow, pilots are really nice to each other!" They're pleasantly surprised when someone says "you go first" or "I'll extend my downwind."
The regulations and Aeronautical Information Manual offer plenty of guidance on how to act. Common sense usually prevails. But what if pilots break the unwritten rules of aviation etiquette? The seminar was lighthearted and entertaining, but also reminded everyone of the consequences of bad manners. Safety is of course the top priority, and many etiquette no-no's are directly tied to safety. Besides safety, cost and public perception are two more reasons to be courteous.
At least several newsletters' worth of individual pet peeves were discussed, so in the interest of brevity, I'll list the main categories:
* Inconsiderate operations on the airport
* Too much, too little, or nonstandard radio communications
* Improper traffic pattern procedures
* Lack of cooperation or respect on two-pilot flights
* Arguing over the "right" flying technique when there is more than one way
* Exhibiting a big ego
* Abusing rental / club aircraft and not considering other users
* Incorrect phraseology or procedures when working with air traffic control
* Instructors and students not respecting each other
* Not taking advantage of pilot-in-command authority
There were plenty of nods and mumblings of "Oh, yeah, I've seen that!" throughout the audience. Also, I'm sure many (including myself) sank a little lower in their chair at the thought of, "Oh no, oops, I've done that!" Pilots attending the seminar were hopefully interested in self-improvement. The presenter made a good point at the end: those who should have been there weren't there. It's important to set good examples for other pilots to follow and not perpetuate bad habits. Think about how your actions influence safety, your own and others' pocketbooks, and aviation's public image. Let's continue to convince new pilots they're joining a very special group!
Fellow UL41 member Ted Vander Wielen, flight student Rick Hannemann, and I carpooled to Manitowoc on May 12th to attend the AOPA safety seminar "10 Things Other Pilots Do Wrong." Lakeshore Aviation hosted this well-attended event. We drove instead of flying over because the forecast called for rain and low visibility. Afterwards I decided there should be a seminar called "10 Things Meteorologists Do Wrong." But anyway, during the seminar everyone learned about aviation etiquette and how not to be that "other" pilot.
The seminar presenter, Mark Grady of the Aviation Speakers Bureau, explained how this topic came about. AOPA's Pilot Information Center has received multiple phone calls along the lines of "What do I do about this pilot who does such-and-such that drives me crazy?" AOPA put together focus groups to determine the most common complaints. Then they took the discussion on the road with this traveling seminar, encouraging pilots to reflect on their own behavior and to correct any bad habits.
I agree with the presenter that pilots are generally a very courteous bunch. If people flew like they drive, I would have chosen a different career. During our training experiences around the airport, my students usually have a moment of epiphany and say, "Wow, pilots are really nice to each other!" They're pleasantly surprised when someone says "you go first" or "I'll extend my downwind."
The regulations and Aeronautical Information Manual offer plenty of guidance on how to act. Common sense usually prevails. But what if pilots break the unwritten rules of aviation etiquette? The seminar was lighthearted and entertaining, but also reminded everyone of the consequences of bad manners. Safety is of course the top priority, and many etiquette no-no's are directly tied to safety. Besides safety, cost and public perception are two more reasons to be courteous.
At least several newsletters' worth of individual pet peeves were discussed, so in the interest of brevity, I'll list the main categories:
* Inconsiderate operations on the airport
* Too much, too little, or nonstandard radio communications
* Improper traffic pattern procedures
* Lack of cooperation or respect on two-pilot flights
* Arguing over the "right" flying technique when there is more than one way
* Exhibiting a big ego
* Abusing rental / club aircraft and not considering other users
* Incorrect phraseology or procedures when working with air traffic control
* Instructors and students not respecting each other
* Not taking advantage of pilot-in-command authority
There were plenty of nods and mumblings of "Oh, yeah, I've seen that!" throughout the audience. Also, I'm sure many (including myself) sank a little lower in their chair at the thought of, "Oh no, oops, I've done that!" Pilots attending the seminar were hopefully interested in self-improvement. The presenter made a good point at the end: those who should have been there weren't there. It's important to set good examples for other pilots to follow and not perpetuate bad habits. Think about how your actions influence safety, your own and others' pocketbooks, and aviation's public image. Let's continue to convince new pilots they're joining a very special group!
Thursday, May 6, 2010
Robb Solos
Congratulations to my student Robb, who made three takeoffs and landings as sole occupant today in Appleton!
Tuesday, May 4, 2010
Another Ercoupe in my Logbook
Insurance companies regulate aviation about as much as the regulations do. Despite his quadrillion hours of Ercoupe time, fellow pilot Tony discovered his insurance company would require a short checkout flight with an instructor in his new Ercoupe. Well hey, now I had an excuse to go for an Ercoupe ride. We flew to Waupaca with the windows partway open. Nice morning.Tony just recently bought this plane with a fresh annual after it sat in Reedsburg for years. Ironically, it's back at Northport (Poppy's) Airport where it once lived. I'm sure Tony will fly the heck out of it.
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