The hard core soaring pilot isn’t happy unless the nose of the aircraft is pointed at the ground but climbing at 2000 foot per minute into big cumulus clouds. The bigger the bump, the higher the potential climb rate. Happy to have clouds forming around and barely maintain visual contact with the earth. Wakes up and gets ready to fly after brunch is finished on Sunday.

The New Ultralight Pilot. Scared if has to react to any atmospheric movement what so ever. Lands immediately when first bump is felt, even if it is his own wake turbulence. Wakes up automatically three hours before sunrise to evaluate the weather and takes off 30 minutes before sunrise with a strobe.

Most of us are somewhere in between these two extremes. But we normally start off flying in calm air and develop a bump tolerance as we progress in our flying career.

What are bumps and turbulance?

Bumps and turbulence are simply the result if flying through air that is moving at different speeds and directions. Bumps is a common term used by pilots many times for lighter to moderately active air, where the word turbulence is used by pilots for stronger air. Turbulence is also the FAA definition for bumps. The terms “bumps” and “turbulence” generally can be used interchangeably.

Here we will focus on atmospheric turbulence which is the result of thermals or wind rather than mechanical turbulence, which is the result of flying in the lee side of buildings, trees or mountains.

The FAA provides a good definition of bumps and turbulence that we will use in our discussion here. Light turbulence are minor bumps you can feel but are not considered uncomfortable, with slight changes in altitude and attitude. Light chop is rhythmic bumps with little change in altitude and attitude.

Moderate turbulence is significant changes in altitude and attitude, but the aircraft remains in positive control at all times. There are strains against seat belts. Experienced pilots call it “BUMPY” and newer pilots are may be stressed and wishing they were safely on the ground. Severe turbulence is large and abrupt changes in altitude with the aircraft momentarily out of control. Extreme turbulence is when the aircraft is violently tossed about and practically impossible to control. Ultralight and Sport pilots should stay out of severe and especially avoid extreme turbulence.

How do we develop tolerance for light and
ultimately moderate turbulence?

Hopefully, your instructor took you up to fly in some wind and bumps before you started soloing to prepare and show you that they are not that bad if you know how to handle them. But when first learning to solo, your instructor provides you limitations so you avoid moderate bumps when first flying the aircraft on your own. This develops your ability to maintain altitude plus pitch and roll attitude by flying in relatively smooth air. Flying comfortably and perfecting your skills in calm air is the first step in developing skills for bumps. This could be 20 to 50 hours of air time in light air.

My bump proverb provided to students:
“Do not look for the bumps, the bumps will find you”

My bump proverb provided to students: “Do not look for the bumps, the bumps will find you”. Even though you do your “Weather to Fly” and predict the air conditions reasonably well, you will encounter turbulence in your desire for smooth air. Little bumps will feel big at first.

If you do the five step Weather to Fly procedure for sport pilots, you have a good chance of not having the bumps get bigger than you capabilities. A significant problem in getting used to bumps in not usually the ability to deal with them, it is the fear of the unknown. Gradually fly later in the mornings as the bumps usually increase and work up your tolerance slowly. Take a lesson from a qualified instructor in light to moderate turbulance.

If you know how to gage how big the bumps are, than it will help you realize if you are in light to moderate turbulence and can evaluate the situation. Realizing you are in light and not medium turbulence, is the first step to developing bump tolerance.

Here are some guidelines I use to describe light turbulence for ultralight and sport pilots based on flying a constant airspeed, constant throttle flying straight :

1. No more than five MPH variation in airspeed induced by the bumps.

2. No more than 20 degrees bank induced flying straight.

3. No more than 300 foot per minute variation up or down induced by the bumps.

You will probably get light turbulence even if you do your weather and hope for calm conditions. Soaring pilots will not even bother to go flying but new motorized pilots might consider this scary at first. Light turbulence should be easy to maintain control even for newer pilots. The secret is to evaluate how bad it is quantitivly, rather than let your emotions run wild and make bad decisions.

Moderate turbulence can similarly be described as:

1. 6 to 12 MPH variation in airspeed induced by turbulence.

2. 20 to 40 degrees bank induced flying straight.

3. 300 to 1000 foot per minute variation up or down in vertical speed from normal.

Soaring pilots seek moderate turbulence to provide the ability to climb and fly cross country by riding the updrafts. New ultralight or Sport Pilots would have their hands full maintaining control and would probably want to be safely on the ground. Experienced ultralight or Sport Pilots can handle moderate turbulence this but would be happier finding lighter air to fly in.

If you get into the situation of severe or even extreme turbulence, simply focus of flying the aircraft straight and level, stay away from the ground and find better air.

Summary tips for managing bumps and developing bump tolerance:

1. Do your Weather to Fly preflight preparation to predict what the air will be doing.

2. Learn to fly competently in calm air or light turbulence before you fly in moderate turbulence.

3. Evaluate the turbulence objectively and determine its real classification.

4. If you get in turbulence above your abilities or comfort level, focus on flying the aircraft straight and level and evaluate the situation to find better air.

Developing your abilities to actively control the aircraft and enjoy the air while flying through light and moderate turbulence, allows you to fly more and the ability to fly cross country.

Almost every article I write, my wife and business partner, Loretta, edits to improve its readability, content, and understanding. You probably thought that I was a natural writer banging out these articles every month…not true. You may think I take all the pictures and do all the video shooting…not true. You may think I run the Adventure Productions business on my own…not true. You may think I do it all…not true.

This is my attempt to provide credit where credit is due…to my wife, Loretta for helping to make this all happen.

It started long ago when I was looking for a companion. I figured that since I loved aviation, I better find someone who had the same passion for flying as I did. I found her. She and I have been to 16,000 feet in a hang glider. Loretta became a soaring Paraglider pilot. We’ve traveled the globe pursuing our passion for filming all forms of aviation and producing numerous films for other aviation enthusiasts to enjoy.

During our initial years together, we each worked 9-to-5 jobs, with aviation as a hobby. We began filming our aviation adventures and I wanted to ultimately make filming and production a full time career.

One day I asked, “Sweetheart, can I quit my high paying engineering job to pursue a career making films for sport pilots? You could also quit your
high paying secure job to help me. And, by the way, we should probably sell our dream house to lower our overheads so we can weather any economic storms.” Not many wives would agree to such a sacrifice, but Loretta did.

She jumped right into designing a web site and figured out how to setup an online store. This, when Internet shopping was in its infancy. Loretta figured out how to create a web empire that continues to climb higher in the search engines. She uses her artist eye to get fabulous shots of all sorts of aircraft.
Whether it is while perched on some craggy outcropping to capture paragliders soaring by or standing in the hot sun to catch a low pass of a light sport aircraft down the centerline of the runway.

I think the best way to provide Loretta the credit she deserves is to share with you some anecdotes that give you a glimpse of her essence, each with a quote that amuses me to this day.

“It’s not my problem…Is it?”

I asked Loretta to join me to fly over the Sierras for a local EAA chapter breakfast to give a presentation on the benefits of the Sport Pilot license. My weather analysis showed that it was going to get windy and the thermals would be booming as the day progressed. I figured we needed to get back before that happened. The flight up over the 9,000-foot MSL mountains was great. However, the breakfast meeting was drawn out with numerous enthusiastic and the “medical” questions. We finally finished.

Knowing it was going to be terribly bumpy with winds creating rotors over the mountains, I asked: “It’s going to be bumpy and uncomfortable on the flight back. Is this OK with you?” Loretta responds was “If you think it’s safe to fly, lets go. You’ve got a seat belt to keep me from falling out…don’t you?”

We got tossed around as we climbing out from the airport. Gaining a glimpse of Lake Tahoe, I could see from the wind lines on the lake that we were in for much worse. Weighing whether to continue or turn back I asked, “It is going to get even more turbulent. Is that OK with you?

We’re going to get severely bumped around and it could be scary. Do you want to continue?” Loretta’s response, “Bumps don’t bother me. Besides, you’re the Pilot and it’s your responsibility to fly the aircraft. It’s not my problem…Is it?”

“You, shut up and fly”

Another time we had an opportunity to fly a cross-country trek to Zion National Park. We figured a two-hour out and return. It was a beautiful flight until we got to the edge of the park. There was a 20 MPH wind. The 2000-foot cliffs were producing a severe rotor.

I was very worried about the consequences of getting into the rotor. But, I knew we always had the option of turning downwind. As concerned as I was for the flying conditions, I also wanted to make certain that Loretta got the film shots that I wanted.

I began to direct her to shoot here, point the camera there, and don’t miss that shot. In the meantime, also concerned with the conditions, Loretta began backseat piloting. Suddenly there was a long silence. And then I heard, “You, shut up and fly. And I’ll get the shots.”

After that I focused on maintained altitude and avoided the rotors. Loretta got some wonderful shots of the glowing sunset lit cliffs. We finished with a lovely tailwind flight back to camp.

“They all put their pants on one leg at a time”

Today, Loretta has become pretty good at answering most questions about Sport Pilot, even from career instructors and commercial pilots. Just the other day I asked her, “Don’t you get a little intimidated answering questions from these professional pilots working for the government or the airlines?“ Her response, “They all put their pants on one leg at a time.”

“It’s a Life Changing Experience”

At every fly-in or air show we attend, the number of private pilots inquiring whether they can also be Sport Pilots has increased. They wonder if it is really true that they can fly with just their drivers license as a proof of medical fitness.

The most moving and rewarding experience of each show for Loretta and myself is giving new hope to those who thought they would never be able to fly or haven’t flown in years because of some sort of medical situation.

“It’s a life changing experience for them, whether they do go on to fly or not.” Loretta reflected one night after a show. “To see the change that comes over them as they hear that, yes indeed they can fly as a Sport Pilot. Oh my…It gives me goose bumps. They get this amazing gleam in their eye and such a wide grin on their face. Wow! It doesn’t get any better than that.”

It was the beginning of the Trike Odyssey trip and all was in place. The Hawaiian Flying Team of Gerry Charlebois, Andy Doughty, and Armin Engert had arrived in Reno three days ago, assembled their trikes and had agreed to be ready to take off at sunrise May 14. We were all excited about finally leaving on our barnstorming trip over some of the most beautiful and challenging terrain in the continental United States.

Days before, the wind was howling from the west each afternoon which worried me greatly. At 4 AM the morning of our first flight, I checked the upper air which was generally predicted light and variable in the morning with after noon west winds 10 to 20 MPH. However, today it was supposed to be partly cloudy, a new trend not seen for over a week. We were going to takeoff at the Carson City Airport which is around 4700 feet MSL and had to climb over mountain ranges close to 9000 feet high on our first day planned route.

Loretta and I drove down in the dark not being able to see the clouds what ever they might be. As I pulled my trike out of the hanger, preflighted it, checked the cameras, all was well. By this time the clouds were visible. A nice layer of stratus clouds was above us with a horizon of blue sky in the direction of our flight. The nice layer of stratus clouds means minimum vertical air movement. The sky looked like a morning of smooth air.

The complete operation of four instructors plus seven students who would also chase us with gas, sprung into action when I announced "it looks good, let’s Fly".

As I expected, the air was completely still, and as smooth as the stratus clouds as we climbed together on our first leg of the journey. We flew out into the sunshine and the skies cleared as we flew into the Nevada desert.

We were all elated at the smooth air and great flying conditions. The students were eager to fly now since the first flight went off without a hitch. The sun was beating down on the desert as we took off with the students at about 10:30 AM from Hawthorne Nevada. We decided to climb up over a 9000 foot range and head straight to Mono Lake California. With the extra weight and high density altitude, we had to use the thermals to help us climb. With the cold nights and the hot days the thermals were booming up out of the desert about 11:00 am. It was bumpy as we climbed to 12,000 to get clearance over the range. We could now see Mono Lake in the distance.

We descended towards Mono Lake which was white around the edges hopefully attracting less heat from the sun to give us some relief from the turbulence we were now in.

As we approached the lake we were rewarded with smooth air as we had hoped. It was approaching high noon. Flying around Mono Lake was magical. The air was smooth and the lake looked like a mirror. After we circled the lake we decided to fly over to the mono craters. Just as we left the water and white beaches, the thermals from the hot desert were booming and it was extremely turbulent. We decided to head straight for the Lee Vining Airport to get out of the turbulence. We had already flown four hours are were tired from our first day. We all fought our way through the bumps to the airport.