Plane Conversations

After a six month hiatus from flying, I am finally back in the left seat!  And the one thing that has become apparent to me since starting up again is how the end result of some things we choose to do is worth enduring discomfort or hard work.  And this pertains to everything we choose to do in life.  If you don’t enjoy it, then why do it?  Well, of course sometimes there are things we have no choice in, but with flying, this is something I choose to do.  It can be uncomfortable at times  – like the first time Kirk pushed my head into my lap, put the plane in an unusual attitude and said “your airplane.”  He then gave me controls while I was wearing a hood which didn’t allow me to see outside of the cockpit; so, I had to use only the instruments to regain control, returning to normal and level flight.  It can also be hard – like when I have to spend my weekends studying for a ground school test, while everyone else is out having a good time in the gorgeous Tennessee spring weather.  But if you love something, all the other “stuff” becomes worth it. 

During the time I was not flying, I studied only a little (because I hate to), but then ramped up my efforts as the time I knew I would be back up flying again drew closer.  On Monday of this week, I took my first flight in the Katana DA20.  Now you might remember I was flying a Cessna 152 last year, but due to maintenance issues, I had to change to the DA20.  The switch was what took me so long to get back to flying; but, now I’ve done it and and I’ve jumped back in. 

I was nervous about flying again after so long, and especially because I had never flown this type of aircraft before.  But let me tell you, I love this airplane!  All the line service staff at CFM told me I would, but I still had a soft spot for the Cessna 152.  Well, now that I have flown this airplane a few times, I think it is just wonderful.  The canopy allows for a better visual, and it is a very easy airplane to fly.  Steering with brakes is the one thing which has me a little rattled.  Because the nose wheel of the DA20 is not linked to the rudder pedals, turns while taxiing must be made with differential braking.  I was a little swirly on the runway the first time I had to takeoff, but thankfully, Kirk was there to keep me on the runway.  I know in a few lessons I’ll have that down.

I’m somewhat starting all over again lesson-wise, but I’m okay with that because I’m excited to be flying again!  And all the study and discomfort that I know I will sometimes experience in this learning process will pay off with the fact in all the fun I have flying.  I guess the one thing I’m saying here is that sometimes we have to do things we don’t like, but look at what you get at the end.  What do they say?  No pain, no gain?    

I’m going to be blogging about my experiences on a regular basis again.  So follow me along the path to becoming a pilot, because I am definitely going to be sharing some interesting stories, on life in the left seat, and life in general.

I can’t remember what it was like the first time I flew, but I was fortunate enough to get a taste of that incredible feeling when I watched three very special girls take their first flight ever. 

Alexis (8), Sidney (9) and Skylar (10) come from a East Tennessee, an area hard hit by the recession.  But from the beaming smiles on their faces, you wouldn’t know it.  The three little girls from Huntingdon were excited to be spending their first vacation with their Great Uncle Mike, and he wanted the girls to experience many firsts; firsts which may kids their ages from more affluent areas of the country have experienced by now.  Mike took the girls to the mall for the first time, made a pizza from scratch, and went boating, all of which they had never done.  But he had the brilliant idea that a first flight in an airplane would help him clinch the title of The Greatest Great-Uncle Ever!  If the girls’ expressions were anything to go by, he was on to something.

I met the girls at the FBO, and they were quiet and shy at first, but I’m sure that was because of the nerves. I took them out onto the ramp and showed them some of our larger turbo-prop Jetstreams.  Their eyes grew wide with each cool new thing I showed them; the large propellers, the plush interior of the airplane, and the cockpit with a million knobs and buttons.  I could hear the trepidation in their voices as they asked me questions, and then see the excitement in their faces and as we inched closer to the little Diamond DA40, which would be their plane for the next hour.

After some photos of Great Uncle Mike and the girls beside the airplane, Paul Lamb (the Owner of Wings of Eagles), and Chris  Carnett (the flight instructor who was taking the girls on the flight) met with the girls and made sure that they were buckled in nicely, and had their headsets on correctly. 

Then, Chris closed the canopy, fired up the engine, and then off they went!    

Excitement and nerves are an uncomfortable feeling for some.  But others just love it.  I guess that’s why there are adrenalin junkies out there, and then those who wish to only do the things they are comfortable with.  I was really proud of Alexis, Sidney and Skylar.  They stepped out of their comfort zone.  They tried something new.  They got to fly! 

If there is one thing I hope they took away from this experience, it is a sense of accomplishment and fearlessness.  I hope they continue to find the inspiration to keep exploring new things throughout their life.  

Kudos to Great Uncle Mike!

The letters below were written by the girls after the flight:

Part 3 of Chris Findley’s “Can General Aviation “Tip” Again?”

 From Browsing to Engaging

I was browsing through my web site analytics the other day.  This is a program that records hits on the site, what pages are most popular, what files are downloaded, and how long the average visitor spends on the site.  One of the things that I examine is how to increase hits on the site and interest in the services I provide.   Any business wants to do these things; that’s ostensibly why they have a web page in the first place.   As a flight instructor and aviation enthusiast, it made me consider the industry itself.  What is it about aviation that is eminently interesting to many people, yet so few take advantage of what it offers?   Why do some browse, but never engage?

General Aviation is facing a crucial time of decision.  Airline travelers are increasingly frustrated with higher fees, more hassle and less service with no other viable options.  The corporate sector has seen major hits in the last two years with many companies reducing or eliminating their flight departments.  And in the world of flight training, flight schools and instructors struggle to attract new business and retain them.  Are there signs of hope?  You bet.  There are some great initiatives on the horizon.  The question is how can the various sectors of the Aviation Industry position themselves in a way to facilitate a “Tip” in their direction?

The Tipping Point

In his best-selling book The Tipping Point, Malcolm Gladwell observes three things that seem to contribute to the “tipping” of an idea, product, or epidemic.  The first is the Law of the Few.   Most trends are brought about by a relatively small number of very influential and well-connected people.  That does not necessarily mean “powerful” or “high profile” people, just influential. His second major premise is that the message has to be memorable or “sticky”.  We have to consider the content and presentation of the message we hope to spread.  Some of the largest trends have occurred because of relatively small adjustments to the message.   

His final premise is that the context of the people receiving that message matters.  He says, “Epidemics are sensitive to the conditions and circumstances of the times and places in which they occur.”¹ What can we discern about the situation of the people who hope to reach with the Aviation message?  This point will inform and govern the type of message sent (stickiness) and the types of people that connect with the recipients (Law of the Few).

“Dangerous and Expensive”  The Psychological/Statistical Context

One way to examine the context is to look at public perception.  Common complaints we hear about Aviation in general and flight training in particular is that it is dangerous and expensive. These form part of the context in which the message is heard.  The ongoing debate of GA safety really depends on how you examine your statistics.  Gregg Easterbrook once quipped, “Torture numbers, and they’ll confess to anything.”

If we look at raw numbers we find that 37,261 people died in automobile accidents in 2008.  In that same year, 486 people died in general aviation aircraft accidents.² Of course this comparison does not account for probability based on the number of cars versus the number of aircraft operations. Some comparisons are made on the basis of passenger-miles.  One analysis of this data concluded that small general aviation planes are about 10-20 times as deadly as a car.³ The problem is that the passenger-mile number is more useful for examining revenue than safety.   The Aircraft Owners and Pilot’s Association notes that the risk drops to 1/10 of the accident rate of automobiles if one looks at accidents per vehicle-mile which is probably a more accurate comparison since it relates to the aircraft itself.  But it is nonetheless sobering to point out that 115 people die every day in automobile accidents, which means that every 4.2 days automobile deaths equal the yearly number of deaths in GA planes.⁴

But I wonder if the numbers on this point really matter.

We need to understand the context for flying is psychological not statistical.   We are not going to argue anyone into flying.  If someone is convinced that general aviation aircraft are unsafe, that is an emotional decision.  Presenting the best, most positive statistic will not make them want to get in your plane.  We are not going to win that argument with numbers.  Our context needs to focus instead on those who are predisposed to flying.  For them, you could give them the worst statistic and it would not matter.   They are going to fly.  So Context Lesson #1 is, “There are people who will fly and those who won’t.  Learn your audience and focus your message.”

What about expense?  Many people claim that flying is simply too expensive.  It is true that flying is not a “cheap” hobby.   But that point is valid only if you’re comparing one “cheap” hobby to another.  It simply is not helpful or accurate to measure the cost of flying against running, tennis, or fishing.  If we’re going to talk about the expense of aviation then we have to measure it against similarly-priced hobbies.   For instance you can train for your pilot’s license for less than you can purchase a new boat or motorcycle.

Motorcycle riding, like flying, is an “expensive” hobby which is considered by many people to involve a higher degree of risk than other activities.   In 2008, the average price of a new motorcycle was over $12,000.⁵ Despite the downward turn in the economy, over 350,000 street-ready motorcycles were sold in 2009.  Similar trends exist in other recreational areas such as Jet Skis and Bass Boats, and even golf.   An avid golfer spends close to $5,000 per year on his hobby.⁶

Context Lesson #2 is, “People are spending money on expensive items, even in a down economy.” We can and should look at ways to bring the cost of our services down to make them more accessible to more people.  I think the Light Sport Aircraft (LSA) category is exciting partially for this reason.  However, if we continue to focus our attention on the fact that it is difficult for a family making $35,000/year to fly, then we will miss other opportunities right in front of us.  We do not need to be apologetic for the cost of our services, but realize we have a quality product that simply happens to come at a certain price.  We need to realize we are competing not with running, tennis, and fishing, but with motorcycles, jet-skis, bass boats, and golf pro-shops.   Consumers are spending on high-involvement products and services, even in a down economy.

Community more than Customers

The last major point in Gladwell’s “Power of Context” chapter illustrates the influence of groups in tipping an idea.  He says, “Small close-knit groups have the power to magnify the epidemic potential of a message or idea.”⁷ He cites the tipping of the bestselling book The Divine Secrets of the Ya-Ya Sisterhood to the emergence of small sharing groups that connected to the book’s message.   He also cites the growth of religious groups, particularly the Methodist movement under John Wesley, which was entirely small-group driven.  From the industrial and business side he closely examines Gore Associates (maker of the Gore-Tex fabric) that keeps titles to a minimum, has replaced “bosses” with “mentors”, and keeps the size of their plants to 150 employees.  They discovered that cohesiveness and community spur productivity and satisfaction.

But how might this context point impact flight training and corporate aviation?  Because people are not satisfied when they are simply doing something, but when they are a part of something.  If we want to “tip” aviation, we should foster the idea, the reality, of the aviation community.  Help them participate in  the aviation community that we see organizing fly-in breakfast events, giving rides to kids to encourage an awareness of flight, volunteering to fly food and supplies into Haiti, and examining innovative ways to grow their business and serve their customers.

It is this community that we need to be actively trying to develop and invite more pilots to experience.  One of the great ways that this can be done now is through the use of social media (Twitter, Facebook, etc.)  Social Media is revolutionizing the way we communicate and network.  We can create communities and connect people on a frequent basis and these are great tools for organizing.  Creating forums for new or aspiring pilots, quality blogs for sharing information, and even utilizing webinar based technology (as I am working toward at www.myflightcoach.com) in training.  There is a lot we can do to connect people using technology.

Context Lesson #3 is “Build the Aviation Community.” This is more than simply networking.  I believe the tipping of aviation can be facilitated by learning from Gladwell’s diverse examples of the Ya-Ya Sisterhood, the Methodist movement, and Gore-Tex.  You look for ways to add value to people.   You search out ways to add meaning to their lives.  You look to develop a community instead of simply a customer.  Therefore, you and I are able to create and influence the context for their experience in aviation.

Conclusion

Aviation is not likely to “tip” in the same manner it has before.  A new revival in aviation will most likely look a lot different than the it did in its glory days (whether you’re talking about the ‘30’s, 50’s or even the 80’s).  I believe this transformation can only work by being authentic and responsive to the present times.  May we all work to make it happen by learning from the Law of the Few, the Stickiness Factor, and the Context and tirelessly striving toward a new “Tipping Point” in General Aviation.

Part 2 of Chris Findley’s “Can General Aviation “Tip” Again?”

While waiting for my kids at their bus stop, a light-plane flew over.  From where I sat in our van, it looked like a Cessna 172.  I found myself wishing it was me zooming overhead.  I looked around at the other parents waiting in the parking lot and I wondered what their impressions and thoughts were of the Cessna –assuming they even paid attention to it.

Malcolm Gladwell’s bestseller, The Tipping Point, begins with the observation that most trends and epidemics are not caused by a large number of people.  Rather, they are often the result of a few influential and motivated people.  Some of these people are able to have a large influence because of their connections to others or by their ability to influence those around them.  But contrary to conventional wisdom, most trends start with a few.  He aptly calls this the “Law of the Few”.

Gladwell’s second major point in The Tipping Point is “The Stickiness Factor”.   He says, “The specific quality that a message needs to be successful is the quality of ‘stickiness’.  Is the message memorable?  Is it so memorable, in fact, that it can create change, that it can spur someone to action?”¹

Where’s the Beef?

I believe one of the most difficult things to overcome in General Aviation (GA) is the lack of self-reflection on what GA’s message actually is.  I’m not speaking of a particular business’s message.  They will determine that based on their own services and market.  Rather, I’m asking what is the message that we, as an industry, wish to promote?   When someone, waiting for their kids hears a small plane fly over, what do we want them to think?

Other industries have asked these questions.  Remember the “Beef: It’s what’s for dinner!” campaign?  It was launched in 1992 by the Cattleman’s Beef Board.  They recognized a problem–the negative image and growing public concern over the consumption of red meat.  They developed a plan and a message and as an industry, sought to change public perception.  Was it successful?  The “It’s what’s for dinner campaign” is one of the most recognizable taglines in history and is recognized by 88% of Americans.²

Therefore, I believe one of the first things we must do if we want to positively move public opinion to a more favorable position on GA, we have to think critically about what we want people to take away from their contact with General Aviation.

Considering the Message

The AOPA’s “General Aviation Serves America” campaign is a great campaign aimed at raising awareness of the ways General Aviation is an integral part of American communities.  The campaign, which makes use of the Law of the Few by involving well-known actors Harrison Ford and Morgan Freeman and others, is primarily aimed at raising awareness of how regulatory changes and legislation will negatively affect GA.

While this message is needed, I think there are a couple of ways to improve it.  First, I think it is a “circle the wagons” message that is more effective with the flying public than the non-flying public.  The people most likely to have this message “stick” with them are pilots and those in the aviation community who are already concerned about increased regulation and user fees.

Secondly, it seems limited in scope.  These ads don’t seem to make anyone want to do anything.  These ads don’t invite one to participate in General Aviation.  I think that message is crucial to the re-awakening many of us long for.

I am a proud AOPA member and I think they do a phenomenal job of advocating for General Aviation.  My task here is not to be nit-picky or critical, but to think of how to craft a GA message that is truly for the masses, that is both broad and “sticky” without being defensive.  I believe this can come in two distinct ways: telling a practical story and engaging in invitation more than information.

Tell a Practical and Real Story

Within the last couple of months we’ve seen the best and the worst in GA.  The tragic suicide flight of Joe Stack into the IRS office building in Austin, TX certainly brought general aviation to the forefront of the public.  Public concern began to swell again about the light-plane fleet and public safety.  The negative comments directed at lightplanes are as silly as criticizing Ryder panel-vans since that is what Timothy McVeigh used to blow up the Federal Building in Oklahoma City.  But nonetheless, the image of GA is further marred.

But also in the last couple of months we have seen GA rise to the forefront of the relief efforts in Haiti.  Did you know a full 40% of the relief flights into Haiti are General Aviation aircraft?  Have you heard of the generosity of businesses that have given permission for their mulit-million-dollar aircraft to be used for relief operations?  Have you heard some of the stories of pilots landing on unimproved dirt roads in an effort to get supplies and help to a nation in need?

That’s the story we need to be telling.  Why?  Because, people respond to messages that show specific practical benefits that engage them on an emotional level.  We’re not just telling them that GA is important and serves a purpose, we’re dramatically showing them exactly how.  So the first message I think we can deliver is that, as an industry General Aviation, truly does serve America (and the world) and here’s an amazing, specific way.  What if we created a campaign, a message, around this?  Or perhaps the GA Serves America Campaign could pick this up?

How about a tagline of: “General Aviation: Changing the world one flight at a time.”

Invitation

We need Aviation Evangelists. What if we took a Harrison Ford spot and crafted a messag such as this:

“Hi, I’m Harrison Ford.  I’ve had the privilege of playing a number of roles over my 40 year career in the movies.  Acting is a passion for me and I love it.  But I have another passion that I’d like to share with you –my passion for aviation.  For the last 20 years, I’ve been a licensed pilot.  Like many people, I’d always had the dream of flying, but it wasn’t until I started lessons that I discovered the freedom and joy of flight for myself.  You can know that too.  There are over a 250,000 pilots, just like you, who come from all walks of life.  They are businessmen and women, construction workers, doctors and teachers. There is no one pilot “type”—just someone who is realizing their dream of flight.   Flying is not out of your reach, it’s as close as your local airport.  Call one of your local flight schools, listed below, and see for yourself.  It’s one adventure you don’t want to miss.”

How about a tagline of: General Aviation: Live the Adventure!

As the ad mentions, it could be run by groups like the AOPA or NAFI nationally or regionally, and sponsored by local flight schools who could have their contact information added to it.

Other celebrity pilots and potential spokesmen might be: Clint Eastwood, Dennis Quaid, Kurt Russell, Alan Jackson, Sydney Pollack, Arnold Palmer, Tim McGraw, and former President George Bush, Sr.

Stickiness Revisited

Developing a sticky message necessitates our development of a message worthy of remembering.  For those of us already passionate about aviation, it’s easy, it’s stuck.  We know the joy, thrill, and adventure of flying.   But there are many others for whom this is not the case.

You and I can do this now.  We can be a part of getting this message out.  We can tell the practical stories.  We can be Aviation evangelists and find others to join us (maybe even a few well-known names).

As we do this, perhaps a new message about GA will permeate our society.  Perhaps in the near future, when a small plane flies over people will think about how awesome those small planes are and how they really do serve a unique role.

And perhaps they’ll say to themselves, “I bet I can do that…where’s that Flight School’s webpage?”

http://thehangar.wordpress.com

Randy Harmon is Owner of Wings of Eagles Flight School, in Nashville, Tennessee.  He is a Certificated Flight Instructor CFII, CSIP, AGI, a retired Lieutenant Colonel with the United States Air Force and former Nashville Future 50 business owner. 

Here Randy tells us about the beginnings of flight training:

The phone call or the office visit goes like this:

New customer: “I’ve always wanted to know what it’s like to fly, but just as I was about to begin lessons, I moved away/got a job/began a family, etc, now I still don’t have much time.  My children have moved out or I’m just tired of all the hassles of flying commercially and I still want to see if flying is something I can do.”

Two questions that everyone asks are: “How much does it cost?” and “How long does it take?”

Having trained pilots in the Nashville, Tennessee, area since 1997, and having flown both as a civilian and Air Force aviator since 1977, I can say with confidence that, in our market, it costs anywhere from $7,500 to over $19,000.  Those costs depend on two things: 1. the type of airplane you chose to train in, and 2. the time each week you chose to train.   I offer a spreadsheet that breaks down all the costs of training, including some that are often overlooked, such as the purchase price of a headset, kneeboard, and the cost of not only the flight examiner, but also the aircraft rental time for the check ride.

As for how long it takes, I tell new customers that if they train (both ground and flight) for six hours each week, then they can get their private pilot’s license in four to five months.  If they devote nine hours each week to training, then they can have it in less than three months.  If they train five days a week, they can have it within 30 days.  And, as with learning any new skill, it requires consistency.

The next questions usually revolve around scheduling, training materials, and instructor-customer relationships.  Any flight school or Certified Flight Instructor (CFI) should emphasize safety and customer-centered scheduling.  Training should follow a written syllabus and every lesson should end with an assignment for the next lesson.  Your instructor should ask you, the customer, how you learn best.  Some people need to read and study via a text book, some rely upon computer-based applications, and others need the “tell me, show me” approach.  We all learn differently and a good instructor should adapt to your style.

Most instructors I’ve dealt with are very dedicated, but even then, sometimes personalities clash.  If you are in a flight school environment, you should let your instructor or the chief instructor know that you’d like to experience another training style.  Your training should be enjoyable, after all, it is your money.  Most of my personal students have flown with almost all of the instructors at my flight school.  Each instructor brings a different teaching style to training, but we all teach to the same standards.  It then just becomes a matter of what techniques best fit your learning style.  At our school we share techniques frequently and formally at monthly CFI meetings.

For your next step, call a local flight school and schedule your introductory flight lesson.  A great resource for finding one is www.aopa.org.   Or you can contact us at www.jwnwings.comand we’d be glad to share the experience of flight with you and answer any questions you may have.

In my next post, we will discuss aircraft purchase or rental…..what’s right for you?

Lt Col Randy Harmon, USAF (Ret)

www.jwnwings.com

www.harmonyaircharter.com

With a new year ahead, it seems a majority of us are reflecting on the past year, and perhaps deciding to make some changes in our lives.  Whether the change involves exercising more, quitting a bad habit, or something more life changing, like starting a family or new job, one thing is certain, change can be daunting, and downright scary for some.  What does this have to do with my learning to fly, you ask?

My last blog was about waiting - having patience.  I was not able to fly because of poor weather conditions, my aircraft being in maintenance, and my plans to spent three wonderful weeks on vacation in my homeland of Australia.  This blog is about CHANGE - quite fitting considering it’s the beginning of a new year, and I’m already making some changes in my personal life.  What’s one more, right?

So, the Cessna 152 went down for maintenance – an engine overhaul to be exact.  This left me without an aircraft to fly.  So the questions I have to answer are: do I wait the possible weeks it takes for engine overhaul, or do I change aircraft?  I have the option to change from the Cessna 152 to a Diamond Katana (DA20).  The aircraft are quite different – one high-winged, the other low-winged.  One has a yoke, the other a stick.  The different cockpit, and overall feel of the airplane.  Honestly, I was really disappointed that I was unable to solo in the 152 before I left for my vacation in Australia; but, I’m now quite excited at the prospect of switching aircraft.  Flying a different airplane altogether will be a great challenge.  I’ve never really been afraid of change; so (no surprise), I’m making the chage and I’m really excited about it.

However, this means I will have to learn a new Pilot Operating Handbook, DA20 aircraft speeds, instrument panel, how to land with a completely different view of the runway.  One thing won’t change:I will still have to rub elbows with Kirk.  It’s a tiny trainer!

Change has a considerable psychological impact on the human mind. To the fearful, it is threatening because it means that things may get worse. To the hopeful, it is encouraging because things may get better. To the confident, it is inspiring because the challenge exists to make things better.  So, to those reading this blog, I encourage you to embrace change in your life.  Because one thing is certain, change is inevitable.

The last two weeks, I’ve been tested.  Tested in what it takes to be a pilot.  Not so much on the “determination” side of things, or the ability to think quickly, having a certain amount of co-ordination, or willingness to study.  No, I am being tested on patience! 

I haven’t flown since before Thanksgiving; so, I’m feeling less “Top Gun” and more “Wagon Train.”  Instead of screaming (okay, buzzing) around the skies, I’m just sitting, watching, waiting.  I guess it comes down to what I have written in a previous blog about weather affecting my ability to fly.  But this time, there are other factors involved.  My Cessna 152 has been in maintenance for its annual inspection.  My instructor, Kirk, has been on vacation during Thanksgiving break (c’mon!), and the dismal weather meant that the cloud ceiling for even pattern work was too low.  So if you’re thinking of learning to fly, be aware that there will probably be a number of factors that may contribute to a dry spell at some point during your training. 

So, what will I talk about, since I haven’t flown in a couple of weeks?  How about what I’ve done so far and what I have yet to accomplish? For those following my journey, here is a comprehensive list of what’s involved, what is in progress, and what is coming!  (And this will even give you some idea of future blogs!)

Whoa….I just realized I still have a long way to go!  But doesn’t that all sound like such fun?  If you are reading this blog, have wanted to fly, and are thinking more seriously about it, I suggest you take to the sky for an introductory flight.  A great website to visit is http://www.pilotjourney.com/.  They will provide you with all of the information needed to get you started, provide you with a free Learn to Fly Kit, can help you buy an introductory flight lesson, and can hook you up with a flight school anywhere in the country.  There are also all sorts of other cool links, and information available on their website.  I recommend that you take the plunge and do it.  I can’t tell you how many times I’ve heard people say they want to learn to fly, but they never take the first step.  I say, “jump!”  (If you’re in TN go to www.wingsmqy.com and www.jwnwings.com)

So, I know I’ve said it before, my solo IS coming soon.  I’ve been studying like a crazy woman, and that’s the part of this process that is testing my perseverance.  You see, I’m crammer by nature, but I can definitely NOT cram for getting my pilots license.  And as of right now, I think I am ready to take my pre-solo written exam.  Once that is out of the way…look out world, I’ll be taking my first solo flight!  Stay posted!  No really, stay posted….the weather will get better. I promise!

 I still find the lessons to be so much fun.  My last lessons have been learning how to recover from unusual attitudes (you know, when you drop your pen on the cockpit floor, dig around to get it, and then look up to find your airplane is diving toward the ground with severe right bank!)  My pens will all have ropes, and be around my neck.  But it’s fun, and every lesson brings something new.  Some excellent information about stalls, spins and unusual attitude training can be found at http://www.stallspin.com/resources/Resources.htm.   Spins are an aggravated stall wherein the airplane follows a downward corkscrew path. As the airplane rotates around the vertical axis, the rising wing is less stalled than the descending wing creating a rolling, yawing, and pitching motion.  Here is an intentional spin in a Cessna 152 (with full power entry for some excitement):  http://www.youtube.com/watch?v=knct2ChNT5k

So I’m getting through the lesson plans and still enjoying flying immensely.  I am told I will soon solo, and then we move into the cross country training.  Ahhhh, a fresh bout of “new”!  But my blog on my first solo experience is coming soon.  Stay posted.

I never really cared so much if rain was in the forecast - it meant a greener and much healthier lawn.  Coming from a state in Australia where long periods of drought occur and water restrictions are so extreme that you can sometimes only wash your windscreen and not your whole car, I was mostly excited for a fresh bout of rain.  But now that I am learning to fly, I’m usually up in the morning looking out of my window, searching for a clear sky.  This brings me to weather while learning to fly.  Pick a good season to learn to fly, if you can - preferably a season where the days are long, clear, and wind-free.  Ok, ok, not entirely possible, and flying in wind is necessary practice, but after ten days of bad weather here in Tennessee, I was praying for some clear skies.  When the first severe clear day arrived, I was back in the left seat.

 I’ve been flying for seven hours now, and I had expected it to get easier.  And, it has, in many respects, but the continual introduction of new information and challenging maneuvers means there is always something going on which needs my constant attention and needs for my head to be in the game.  Now, with the introduction of talking to the tower and to ground control on the radio, my nerves are at an all time high.  I’m sure it’s because I don’t want to sound like an idiot.  Fair enough.  It is a common feeling of anxiety that most pilots I have spoken to have experienced in the beginning; but, like everything with learning to fly, feeling comfortable doing something new comes with repetition and experience.  (Note:  there really is no need to say please and thank you to the tower, no matter how many times your parents told you to growing up!)

 So, I’ve learnt the pre-inspection of the aircraft, going through the checklist (by the way – the checklist is your friend), taxiing out to the hold area, doing the run-up (another pre-flight check on the aircraft), taking off, and landing with only a little assistance from Kirk.  I’m really enjoying doing pattern work, and I think this is mostly because I get to do about seven touch-and-goes in each lesson.  I now look forward to turning from base to final and coming in for a landing, hoping I’ll nail it.  And I’m happy to report that my confidence is growing, as is my skill level.  But I think I may have to go and visit the guys in the tower, take them some Tennessee Tea Cakes, and ask them to have a little patience with my stumbling radio speak.

 Stay posted.

My office at Corporate Flight Management in Smyrna, TN, overlooks the ramp.  All day long I see corporate jets and smaller aircraft taxi onto the ramp and park right in front of my full-wall glass window – from Cessna 152s, Cirrus SR22s, Citation VIIs, Lear jets, and even an occasional C-130.  It’s hard to look at these beautiful aircraft take off and land every day and not wonder what it’s like to actually do it myself.  And then there are the pilots I am around every day!  The stories I hear, and the passion that exudes from their every pore when they talk about their flying adventures is so fascinating.  Well, it is for me, anyway, having never been around aircraft at all except for the occasional Southwest flight.  After enough of the pilot stories, and my daydreaming gaze at the “girls” on the ramp, I decided one day that it was time to go ahead and experience it for myself.  I blurted out, “I’m going to learn to fly!”  I meant it, but the afterthought came with some hesitation.

Would I be able to do it?  Would the fear overcome me and make me change my mind?  Could I actually land one of these beautiful flying machines?  These are questions that went through my head many times.  But I decided I needed to bite the bullet and take to the sky for an introductory flight and see if it was all I imagined it would be.  CFM owns part of two Wings of Eagles flight schools (www.wingsmqy.com and www.jwnwings.com); so, I really had no excuse.  It was exhilarating!  It’s the very essence of feeling alive, challenging oneself, deciding to do something, and doing it well.  It’s what we all aim to do, whether it is being a parent, a surgeon, a friend or a pilot.  I discovered that I want to be a private pilot, a skilled pilot, and to have the freedom to take to the sky, feeling that exhilaration every time I start that engine.  Holding to that discovery, I booked my first lesson.

Lesson One:

What I’ve learnt is that it is important to find an instructor that you feel comfortable with; after all, you are getting pretty close in the cockpit: rubbing elbows is a common, if not constant, occurrence.  And there is a certain amount of trust that goes along with that.  Kirk, my instructor is a highly skilled and professional pilot with the ability to make me feel at ease.  It also helps that he laughs at my jokes!  But seriously, flying can be dangerous, so being at ease with your instructor and having the ability to ask any question, no matter how stupid you might think it is, is necessary.

Now, if you are like me and haven’t been around aviation before, there is A LOT to learn - acronyms, aeronautics, weather, traffic patterns - and that’s just in the first few hours!  My advice:  read as much as you can in preparation (FAA Pilot’s Handbook of Aeronautical Knowledge is a good one), and start studying for your written test as soon as you can.  A good online course is www.gleim.com.  It will make the process easier, but more importantly, less daunting.  I will admit that the first couple of times I flew in a small aircraft and witnessed the pilot doing everything involved in landing a plane, I thought to myself, “there’s no way I’ll ever be able to land a plane!”  But now, I’m coming up on five hours of logged time (five lessons) and I have already learnt to taxi, take off, maneuver, and land with minimal assistance.  Now, as expected, landing is the maneuver that requires the most assistance by Kirk.  There was a bit of a hard bump on my last lesson while landing, but it was because I thought I was being assisted more than I actually was!  That instance in itself gives a good lesson - don’t expect your instructor to do all the work, or it will just take longer.  Learning the feel of the airplane can only come by flying it.  And it’s not as hard as you think.  With time comes confidence.  But the coolest thing about having “bumps” along the way is knowing that you are actually doing quite a bit more than you thought you were.  After that lesson, I knew I COULD LAND A PLANE.  I haven’t yet:but I’m on my way.  Stay posted.

www.wingsmqy.com www.jwnwings.com