3rd Wings of Hope Mission

Today was my 3rd Wings of Hope mission as a Flight Nurse. We flew our patient from Spirit of St. Louis (SUS) to Detroit, Michigan (YIP) Willow Run Airport. During the empty leg back to (SUS), again, I sat with a VFR chart book in my lap, found landmarks & identified VORs, etc. along the way. I also took notes all the way, recording clearances, verbiage while talking to ATC from beginning to end, recorded radio frequencies, VOR frequencies, etc. I soaked in the entire flight as a learning experience.

2nd Wings of Hope Mission

Today, was my 2nd Wings of Hope mission as a flight nurse. The PIC went over the wt/bal, wx, flight plan with me. I sat in the back of a Seneca III MEL (four seats in back) while we flew from Spirit of St. Louis Airport (SUS) to Little Rock, Arkansas (LIT) to pick up our patient and then flew her to Dayton, Ohio (DAY). During the empty leg back to SUS, I sat with a VFR chart book in my lap, found landmarks & identified VORs, etc. along the way. I also took notes all the way, recording clearances, verbiage while talking to ATC from beginning to end, recorded radio frequencies, VOR frequencies, etc. Again, the pilots quizzed me as to where we were and explained all that they were doing and why. This was another great learning experience.

1st Wings of Hope Mission

Today was my first Wings of Hope Mission as a flight nurse. The Pilot-in-Command (PIC) went over the weight & balance, weather, flight plan and everything else about the flight with me. I sat in the back of a Seneca III MEL (four seats in back) all the way to Houston, Texas with one stop at Little Rock, Arkansas where we were to pick up my patient. I sat with a VFR chart book in my lap, found landmarks & identified VORs, etc. along the way. I also took notes all the way, recording clearances, verbiage while talking to ATC from beginning to end, recorded radio frequencies and VOR frequencies. The pilots quizzed me as to where we were and explained all that they were doing and why. I can't tell you how invaluable that trip was to me. I had the best of both worlds. Aviation and Nursing. I can't wait until my next mission.

What it's like to fly in my backyard

I've answered some questions that will give you a glimpse of what it's like to fly in my backyard. Feel free to answer the same questions and send them to me in the comments.

1.) What airport & city do you fly out of?

I fly out of St. Charles Municipal (3SQ) E airspace tucked under St. Louis International - Lambert (STL) B airspace. The little podunk airport sets at an elevation of 442 feet beside it's 3400 feet of asphalt that's rough, rolling and uneven. After many takeoffs and landings over cracks with grass and weeds growing in them, the two grass strips perpendicular are not much of a shock. I utilize the grass strips when cross winds are above my personal limit over the asphalt. The mighty Mississippi River is within 2 nautical miles separating Missouri and Illinois. So, when I say the winds were so strong they blew me into the next state, I mean it. The area is lined with never ending corn fields, soft rolling hills, scattered bird sanctuaries, lakes, railroad tracks and highways. I also fly out of Spirit of St. Louis (SUS) D airspace also tucked under B. It's the second busiest airport in the state of Missouri with the overhead (STL) being the busiest. I have mixed emotions landing there because it is so busy and towered, but yet, the 7400 and 5000 feet of concrete are a nice change..... huge and smoothe as glass. It's so smoothe I have to take second look to make sure I've really landed.

2.) What are you flying?

I fly Cessna's 152 and 172 SEL on my own and a Beechcraft 95 Travel Air MEL with my brother, but, mostly I fly the Cessna 172.

3.) What type of flying do you do?

My flying consists primarily of practicing those tasks necessary to pass the instrument rating.

4.) What type of weather or other things keep you grounded?

St. Louis Missouri offers the pleasure all four seasons to the fullest making flight planning challenging from day to day. October rain leads to gusty winds, and then becomes calm and foggy. November makes me wait for frost to melt and fog to disappear before flying. In winter I awaken to ice and then spring time there's more rain. Usually the spring darts right into smoldering heated summers making flying over the fields so bumpy it's like riding the waves in the sky. The 90 - 100 degrees weather deturs me. I don't like sweat in my eyes. It burns and makes it hard to read maps. In a nutshell, the weather that keeps me grounded is wind, fog, ice and smoldering heat.

5.) What type of terrain do you fly over and how does this effect how you fly?

The terrain is filled with flat crop fields to rolling hills. It's nice to fly in October to see its mark with pumpkin patches surrounded by brilliant orange, yellow and red trees. During the smoldering hot season, I make sure I gear up in cool clothes, a wet wash cloth draped on my thigh, a rubberband in my hair and a rag handy to wipe off the sweat from my eyes. I also make sure my food is digested prior to flying, as it's usually bumpy. Flying higher the better as it gets cooler. I keep the Mississippi in view when I can as it's a reassuring landmark. Otherwise, there's not much to see until you come up to a large lake, airport or city.

6.) What do you look forward to as the seasons pass?

I am enjoying every minute of flying and look forward to many seasons to come. Especially, I look forward to the day I no longer miss out on flying because of long work hours in a nonflying job. I hope you enjoyed vicariously flying in my backyard and I look forward to hearing about yours.

Talking and Listening with ATC

Talking and Listening with Air Traffic Controllers (ATC) has always been quite a learning curve for me and I know for so many others. I'm listing some helpful tips learned from my instructors and ones I've gathered from a couple of fellow women pilots from the 99s.

1. Communications VFR (or IFR depending on what you're working on) Training Comm1 Radio Simulator CD-ROM:
-It's an interactive radio comm on the ground, departing, enroute, arriving in all types of scenarios
-It provides a radio that you dial in the frequencies
-It provides the maps/AFD pages to obtain the info
-You talk w/sim ATC, it records your responses and you can playback tohear what you sound like (allows you to critique yourself in private)
-There so much on the sim that it never gets boring
-I recommend the headset they sell to use with it (makes it more realistic)

2. Back to Back w/Instructor:
-My instructor had an intercom system we could plug our headsets into
-We'd sit back to back
-The instructor acted as ATC
-I'd have my maps in hand and we'd complete a mock ride from beginning to end

3. Air PLANE TALK - Working the ATC System:
-Suggested reading

4. ATC Tower near you:
-Call up your nearby tower and schedule your visit to sit and watch/listen to the contollers talk to pilots from their end and see what they do in the tower
-Be sure to go on a day when most pilots would fly (good weather) so there isa lot of action to see/hear

5. Write down all the steps to take in each scenario and go over it with your instructor

From: Sally Siebe
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1. ** Relax ** and Listen for your call sign before transmitting. They will either acknowledge and give instructions or ask for more information. Either way, process what you hear before responding.

2. ** Ask them to Say Again - *slower* (if necessary)** Let them know you are a student and they will usually speak more slowly. They really are there to help you and are willing to do so.

3. One thing that may help is to make up a card to remind you what to include in the initial transmission. Before you key the mike, refer to the card and know what you are going to say. This will give you more confidence. The standard things to include on are:

{Who to} Who you are calling
{Who from} Who are you (plane & tail number)
{Location} How far away or what are you over
{Location} Direction of travel
{Altitude} in thousands & hundreds of feet
{Intentions/Request} What do you want
{Information} ATIS - if appropriate

4. Listen to Live ATC online at the link below. There are many feeds from airports around the country. It will give you a feel for the rhythm of the transmissions. I suggest you listen a Class D airport first, there will usually be less traffic and more time for you to hear each call. Then listen to a Class B airport to hear more rapid fire conversations. You will learn from any you listen to.http://www.liveatc.net/feedindex.php

From: Sandy Belinski

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1. Some members gave the advice of purchasing (or borrowing) a handheld scanner - I highly recommend this.
-It is great if you can be at the (an) airfield while listening, but more importantly - have a sectional in front of you so you can visualize who is saying what, when and why.
-Also useful is an airport diagram showing the various taxiways, runways and ground procedures.
-You could try having your terminal chart or sectional (as applicable to where you operate from) laminated, and write traffic locations/updates right on the chart with an overhead (erase-able) pen. That way you can follow the progression of each aircraft from start-up to departure, or arrival to shut-down and BE each aircraft.

2. Fly as often as you can - either as the pilot, or bum ride-a-longs on weekend fly-ins with AOPA members, civil air patrol or any general aviation enthusiasts you can find. Offer to run the radios for the person flying and keep your map handy. A local commercial operator may even be persuaded to let you swamp on a space-available basis - you never know until you ask.

3. Try to arrange field-trips to the local or nearby tower and/or FSS station and ask if you can hang out there. Bring coffee or treats for the staff and you just might find yourself a regular observer seat.

From: Kirsten Brazier

Published NOTAMS

Published NOTAMS are not given during a standard briefing unless you ask for them. They come out every month and can be found at http://www.faa.gov/airports_airtraffic/air_traffic/publications/notices/. Or, you can pay $115 for an annual subscription using that same link.

MS Flight Sim - NDB RWY 8R KSUS

I practiced the NDB RWY 8R on my MS Flight Sim tonight.
Here are the steps I took:

1. Departed from 3SQ direct to FTZ VOR.

2. Arrived at the hold heading 240 degrees and made a teardrop entry.

3. Crossed over the FTZ VOR and continued heading 240.

4. Started time for one minute and flew outbound.

5. At one minute, turned right for 100 degrees heading and centering my VOR needle.

6. Once returned to the FTZ VOR, turned right for 280 outbound for one minute.

7. At one minute, turned right for 100 degrees heading and centering my VOR needle.

8. Descended to 2400 ft, twisted #2 NAV to 128 FROM 110.8 FTZ for lead in radial to approach.

9. Once returned to the FTZ VOR, turned right to 128 FROM FTZ centering the VOR needle.

10. Twisted #1 NAV to 076 for inbound course heading.

11. Twisted ADF to 128 heading.

12. At 6.4 nm from 110.8 FTZ VOR and ADF needle pointed to 076, turned left to 076.

13. Twisted ADF needle to 076 and flew the needle inbound 076.

14. The entire time I had the NDB volume turned up in order to hear the code.

15. Once the LOM SNOOP alarmed, descended to minimum of 1200 ft and began timing for 3:28 which was the MAP.

16. Rather than completing a missed, I decided to make a full stop as I was cleared for the option. Plus, I was ready to call it a night.