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
_____________________________________________________________

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

________________________________________________________________

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.

DME ARCs and HOLDS

DME ARCs are "The track over the ground of an aircraft flying at a constant distance from a navigational aid by reference to distance measuring equipment.", and HOLDING FIXES are "A specified fix identifiable to a pilot by NAVAIDs or visual reference to the ground used as a reference point in establishing and maintaining the position of an aircraft while holding.", according to Rod Machado's Instrument Pilot's Handbook. On 8/18/08, I practiced flying a DME ARC and 2 HOLDS:

1. Fly the 16 DME ARC from 330 degree radial FROM STL VOR to track outbound on the 270 degree radial.

2. Hold West at 20 DME on the 270 degree radial from STL VOR standard turns (right).

3. Hold East at 7 DME on the 270 degree radial from the STL VOR non-standard turns (left).

Since I didn't have a DME (distance measuring equipment) in the plane, I used the GPS TO STL VOR 117.4 which listed the distance from the STL VOR.

Here are the steps I took in order to complete the DME ARCs and HOLDS:

Set up and flying to the DME ARC

Comm 1 tune 123.0 for 3SQ
Comm 2 tune 123.0 for 3SQ

NAV 1 tune 117.4 twist FROM STL 270 (once the DME is completed, this was to be the outbound 270)
NAV 2 tune 117.4 twist FROM STL 330 (this was the outbound to intercept the 16 DME ARC)

Departed 270 and fly runway heading until reaching 1100 ft.

Turned right crosswind heading 360 which happened to be a 30 degree intercept for the 330 radial.

Made positive transfer of controls by stating, "you've got the controls", the instructor in return stated, "I've got the controls", followed by my stating, "you've got the controls". At this point I was free to apply my foggles (view limiting device). When placed correctly, all I could see were the instruments, thus, instrument flying as if I were in the clouds.

Once the foggles were in place, I took back the controls by stating, "I've got the controls", the instructor in return stated, "you've got the controls", followed by my stating, "I've got the controls". The instructor was my eyes for traffic and/or obstacles.

I was instructed to climb to 1500 ft and continue heading 360 watching the NAV 2 to start centering on the 330 radial.

Identified NAV 1 and NAV 2 for their morse codes.

Once the NAV 2 needle came close to centering, I turned left to intercept the 330 degree radial and flew outbound.

Once I reached the 15.5 DME, I turned left 90 degrees (heading 240) to intercept the 16 DME ARC.

Flying the DME ARC
Twist NAV 2 from 330 to 320 and continued to fly heading 240. Minor adjustments were made in heading keeping the DME distance as close to 16 nm as I could. The goal was to stay within one nm of either side of 16 nm.

Once NAV 2 centered, twisted 320 to 310 and turn 10 degrees left heading 230.
Once NAV 2 centered, twisted 310 to 300 and turn 10 degrees left heading 220.
Once NAV 2 centered, twisted 300 to 290 and turn 10 degrees left heading 210.
Once NAV 2 centered, twisted 290 to 280 and turn 10 degrees left heading 200.
Once NAV 2 centered, twisted 280 to 270 and turn 10 degrees left heading 190.

Just before the NAV 1 (270 FROM) centered, turned right to intercept outbound 270 degree radial.

Set NAV 2 to 090 TO STL for the "hold" to follow.

Hold West at 20 DME on the 270 degree radial from STL VOR standard turns (right).

NAV 1 was already set at 270 degree radial FROM STL VOR (this was to be the outbound)
NAV 2 was set to 090 TO STL VOR for the inbound 20 DME.

Since I was at the completion of the 16 DME ARC heading 270 and needed to hold at the 20 DME (West), I needed to continue flying West.

My hold entry was a parallel entry, so, I needed to turn around.

At 20 DME, I continued on the 270 degree radial for 1 min.

At 1 minute I turned left 210 degrees (180 degrees + 30) to 060 which set me up for a 30 degree intercept to 90 degrees TO STL.

Once the NAV 2 started coming in, I turned right TO 090 to center the needle. At this point, I was turned around and flying inbound to the 20 DME.

Once at 20 DME, I simulated a call to approach and stated, "N#, established in the hold", turned right 180 degrees heading 270 outbound. When at 20 DME, started my time for 1 minute for the outbound leg.

At 1 minute, turned right 180 degrees heading 090 TO inbound and remained on the 270 degree radial.

Once reaching the 20 DME, I continued inbound to the 7 DME for the next hold.

Hold East at the 7 DME on the 270 degree radial FROM STL non-standard turns (left).

NAV 1 270 FROM STL remained the same which was my inbound to the fix 7 DME
NAV 2 090 TO STL remained the same which was my outbound FROM the fix 7 DME

Since I was to hold East of 7DME and I was coming from the WEST, I needed to turn around, so, my entry was to be a parallel entry.

Once I reached 7 DME, I continued for 1 minute 090 TO.

At 1 minute turned right 210 degrees (180 + 30) for a 300 degree heading.

As NAV 1 270 FROM began to center, turned left to intercept the 270 degree radial heading 270 to 7 DME.

Once at 7 DME, turned left (non-standard turn) heading 090 which was outbound.

Started my time at 7 DME/level wings.

Simulated a call to approach, "St. Louis approach, N# established in the hold."

At 1 minute I turned 180 degrees left heading 270 inbound to 7 DME.

Once reaching 7 DME, I was exhausted and made a 180 to head back to 3SQ.

Approaches on my own..... wooo hooo

Monday, June 2nd was the first time experiencing practice approaches without an instructor!!! (no foggles used, of course) I considered it a big milestone for me to set my instruments, communicate with Air Traffic Control (ATC) and fly 3 different types of approaches without any assistance. If I didn't understand any part of ATC's directions, I knew to repeat what I understood and to say "say again altitude" (for example) if I needed to. I didn't need any directions repeated though.... I felt good about that..... It also helped me to talk out loud when getting weather, checking frequencies, briefing the approaches, watching the needles come in, etc. or making any type of corrections during the approaches.

I took off from 3SQ, intercepted the 031 radial remaining under Class B airspace at the altitude 1500 ft. The weather "Lima" was obtained from ATIS at 128.0, then St. Louis Approach contacted on 124.2 as I flew over KSET and then the Mississippi River seen in the picture. At that point I ascended to ~2300 feet which still kept me under the Class B airspace surrounding KSTL (St. Louis International Airport).

My request was to practice the BC LOC 11 (back course localizer) and the ILS 29 (instrument landing system) at KALN (Alton, Illinois or St. Louis Regional Airport). The BC LOC 11 is tricky because the LOC needle moves in the opposite direction (opposite of ILS 29 using the same frequency and runway just opposite ends, thus, back course). So, when the needle moved to my right, I had to make corrections to my left to pull the needle to the center. When the needle moved to my left, I had to make corrections to my right to pull the needle to the center.

Next, I was vectored to the opposite end of 11 which was the ILS 29. The localizer frequency I-ALN 108.5 was the same, however, a completely different approach plate was used called ILS or LOC RWY 29. It is a precision approach meaning the glide slope is available giving not only vertical guidance, but, horizontal guidance as well.

Now with the ILS 29, when the needle moved to the right, I had to make corrections to the right as if I was trying to "get back to the road". When the needle moved to the left, I had to make corrections to the left. At the same time I had to follow the horizontal needle (glide slope which gives the vertical guidance). If it moved up above center, I had to make corrections by lifting the nose a tad or discontinuing the descent for a bit until it centered. Or, when the needle moved below center, I had to make corrections by lowering the nose a tad or increasing my descent.

As you can see in the picture, I was just above the glide slope that was leading me vertically to the runway. My adjustments at that time was to lower the nose slightly which centered the needle.

Last, I received vectors to KSET (St. Charles County Airport) to complete the VOR RWY 18 which was back over the Mississippi. Flying a VOR approach is similar to flying to a VOR, but, you descend to the runway while keeping the VOR needle centered. Picture the instrument above without the glide slope. (horizontal needle which gave the vertical guidance). Once the approach was completed, it was time to head back to "home sweet home", 3SQ.

After all of my flights I jot down things I need to work on. Identifying NAVAIDS is one very important item sometimes missed. Also, I use my checklist for pre-flight, run-up and taking off..... but then I slip it under my leg and it's not referred to until after I land to "clean up". And last, GMC or Gas on/Mixture rich/Carb Heat on is missed during approaches, but, used when I actually land somewhere.

In summary, I practiced approaches on my own!!!!....... wooo hoooooooo