PRIVATE PILOT ANXIETY (AS A PASSENGER), AUTOMATIC ANXIETY CONTROL

On the message board, a private pilot asked about anxiety when ...   more »

IT IS EMAILS LIKE THIS THAT KEEP LISA AND ME 'HOOKED' ON
RUNNING THE SOAR PROGRAM

It makes it possible ...   more »

WE GET LITERALLY HUNDREDS OF EMAILS PRAISING THE
SOAR VIDEO COURSE ON DVD

SOME REALLY MAKE MY DAY - THIS ...   more »

As a happily flying SOAR graduate, I would like to share with everyone another tool I have found very helpful ...   more »

DRIVING IN THE RAIN

It has been raining a lot here in Connecticut. Tonight driving home in the
rain, I ...   more »

Occasionally, on the SOAR Message Board and in Wednesday night Chat, there are questions regarding training requirements for airline pilots.

Minimum standards are set by the Federal Aviation Regulations. (FARs.) Different airlines have different training programs, but all must be approved by the Federal Aviation Administration (FAA). At American Airlines (AA), for whom I fly, we attend recurrent training every nine months. Since I completed requalification training in the MD-80 last February, I am due for recurrent training in November.

And, in fact, today (October 20th) I received my recurrent training schedule. This will take place the 11th through the 14th.

The first day, I will deadhead (that is, ride as a passenger) to Dallas/Fort Worth, TX (DFW), where AA’s pilot training facility (the AA Flight Academy, but we call it the “Schoolhouse”) is located.

Upon arriving in DFW, I’ll ride a Company-provided Shuttle from the terminal to the Flight Academy (about a ten-minute ride). My first class will be at 1:15 in the afternoon – MD-80 Performance, in which we’ll review performance requirements for all phases of flight – takeoff, cruise, and landing. Performance pertains to the ability of the airplane to safely – and legally -- fly under various conditions of weight, temperature, and altitude.

Following that, I’ll attend a Flight Manual Briefing. This consists of a review of legal considerations (there are many!), as well as a review of AA’s Company procedures. For example, we’ll look at hypothetical weather conditions for a given airport and runway, and discuss whether or not it would be legal to take off under those conditions. Same with a possible landing scenario. We’ll review any new requirements or regulations that may have come up since the last time we attended training. We’ll review “hot items” – operational problems that may be occurring on a frequent basis. (For example -- Runway Incursions – inadvertent and unauthorized entering of runway boundaries by airplanes on the ground, have been a “hot” topic for several years now.) Tips on how to avoid this sort of thing are offered.

That will complete Day One. Nest morning, I’ll attend Systems Review, for four hours. This pertains to the MD-80 airplane itself – electrical, hydraulic, pneumatic, fuel, flight control, engines, auto-flight, flight management system, navigation – the works. Four hours really isn’t enough to thoroughly go over everything – it’s a review. Systems training during initial airplane qualification takes three weeks. But, it’s an opportunity to ask questions that may have come up during line operations, and refresh oneself on details that may have been forgotten since the last training cycle.

Following that I’ll go to Security training, just for pilots. This will last an hour and a half. We’ll go over recent threats to airline operations, and review techniques and procedures to deal with possible threats.

Then, it will be Human Factors and Safety class, lasting two hours and forty-five minutes. This deals with possible threats (non-security-related) to a safe operation. Possible topics could be fatigue, bad judgment, inter-personal relationships (e.g., between the Captain and First Officer), and others. Case studies of recent problems will be examined and discussed.

Next day, it’s into the simulator. We (I and a First Officer trainee) will meet with our instructor at 5:30 in the morning (ugh) and spend two hours discussing what we’ll be doing. Then, we’ll actually go do it. This will be a general review of takeoffs, approaches, landings, and emergency procedures. A lot of the work will be done with an engine inoperative, or a system (e.g. hydraulic or flight control) non-functioning. The simulator session will take four hours (with, mercifully, a fifteen or twenty-minute break about halfway through the session).

Following the simulator session, we’ll have another security class, this time jointly with Flight Attendants. (This is a new format, so I haven’t yet experienced it yet. Makes sense, though – flight security is a joint effort, and the F/As are the ones stuck back in the cabin with any Bad Actors.)

Finally, the last day. Back into the simulator again, showing up at 5:30 AM once more. We’ll – again – spend two hours with the instructor discussing what will happen. This time it will be a simulated, real-time, line flight, from Point A to Point B. “Something” irregular will “happen” during the flight, and we’ll be evaluated on our handling of the situation. There won’t necessarily be a Right or Wrong way to do it; rather, we’ll be judged on how we react, how we follow applicable procedures, and so on.

This will be a two-hour session. Following a short break, it’s AGAIN into the simulator, for Advanced Training. Here we’ll practice windshear escape, takeoffs from high-elevation airports, terrain avoidance, extreme weather conditions (slippery runway, strong crosswind, etc.) unusual attitude recovery (perhaps we’ll be flipped over by the wake from a very large airplane in front of us). Stuff that probably won’t happen in the Real World, but which we nonetheless must be prepared for.

Finally, I’ll get to head for the DFW airport terminal and catch a flight home. And, just nine short months later, I’ll be back again.

Please note – what I just described is recurrent training for pilots already flying a particular type of airplane. For initial training on a new airplane, the course is five weeks: three weeks of ground school (i.e., classroom and computer-based training) and two weeks – ten sessions – of simulator training, including an evaluation at the end.

For that matter, my MD-80 requalification training last winter was exactly the same as for initial qualification on the airplane. I had flown the MD-80 before – in fact, had over 2,000 hours in it. But, I hadn’t flown it for four and an half years, so I was handled the same as someone who had never flown it before.

I hope all this may help to put peoples’ minds at least somewhat more at ease. We do NOT just climb into the airplane (the way people do into cars) and start flying. There is a lot of training and evaluation involved.

Best to all.

Steve

LEARNING TO DEAL WITH REASONABLE RISK

Others who work with flight anxiety base their work on telling people how
safe ...   more »

Since yesterday's newsletter, a few people have emailed or posted on the
message board that this information has destroyed their ...   more »

PLEASE READ THIS NOTE OF CAUTION

This newsletter is going to deal with issues that need to be addressed in
...   more »

EVEN IF YOU KNOW - LOGICALLY - THAT FLYING IS OK . . .

there can still be a problem ...   more »

FIRST, HAVE YOU VISITED THE WEDNESDAY NIGHT CHAT?

9PM UNTIL 11 PM (NEW YORK TIME)

Go to: www.fearofflying.com/chat

==========

THE ...   more »

First, the nose gear had to be aimed right as the plane went down the runway. Something happened to turn ...   more »

'INSIDE REALITY' AND 'OUTSIDE REALITY'

The Following Was Posted On The Message Board . . .

The message board is ...   more »

Hi all.

I have just recently arrived at this forum. This is my first post here. I have been posting on the SOAR message board for the past couple of years, and participating in the Wednesday night SOAR Chat for several years now.

I am an American Airlines MD-80 Captain.

I hope to assist in helping those with Fear of Flying issues, and just chat with those who are interested in all aspects of aviation, whether or not Fear of Flying is involved.

Best to all of you.

Steve

CHILD DEVELOPMENT AND DIFFICULTY REGULATING FEELINGS

Though fear of flying can be triggered by a bad flight, other passengers on
...   more »

WHO CAN YOU BELIEVE?

In spite of the fact that fearful fliers have trouble with trust, many tend to
blindly ...   more »

A few weeks ago in this newsletter, I described “getting ON with it,” rather than “getting OVER it,” and how ...   more »

Most of us know about the safety of modern flight; that didn't matter to me. My fears about flying had ...   more »

SOME BRIEF EMAILS . . .

Hi Capt. Tom, I took my trip to Vegas and both flights were BEAUTIFUL!!!
After showing the airline your letter, I met the pilots and they were just
great. They also bumped me up to first class.

Thanks for all your help.

-----

The dvds were great, really helpful. And my flights to and from S. Carolina
were fine. Even on the small aircraft...

Again, thank you for what you do. I really have so much more peace around
flying since I found out about SOAR.

Sincerely,

-----

I wanted to write to you & let you know what a great experience I just had
flying to Europe. I have always become very unsettled if there is any
turbulence. My husband & I took a 2 hour shuttle bus to the airport, the ride
to the airport was so bumpy it made me wonder if the plane ride wouldn't be
smoother. As it turned out the flight was very smooth, a little bit of rough air
currents but I was amazed at how relaxed I was during both flights. After
riding about in London on the underground tube & in Amsterdam on the
tram I am convinced that flying is so much smoother! Even though we were
in Europe when two of the recent air crashes happened, I felt very safe and
unconcerned on our return flight. We did fly on a major carrier.

The relaxation techniques and the support I have gotten from SOAR have
made an enormous difference. I can't wait to travel again. I now know that
I have the tools to be in control of my emotions.

Thanks so much for your continued support.

-----

Thanks so much for your email and I do still read your Newsletters but I have
to tell ya, I am cured! I don't think I've experienced ANY anxiety while flying.
I have thoughts but NO feelings. My thing was experiencing the 'anticipatory'
anxiety. Once I was committed to flying again, that was all she wrote! Since
I've been flying again, I've never looked back. What can I say?! You truly
made my life better and for that there is no money, there is no thanks that can
express my gratitude. I think the only thing I can do is pay homage to you
every time I fly. You are part of the proverbial wind under my wings my friend.

==========

ABOUT BEING ABLE TO KEEP THINGS IN CONTEXT

First An Email

I am a graduate of the “old” audio tape course and live 15 minutes from
Pearson airport. If this accident had happened before taking SOAR I’m
sure I would have never gotten onto an aircraft again. But now I’m
surprised at how much of a non-event this has become. Even the other
crashes have become events I will only look at in passing.

My Response - The Value Of Being Able To Keep Things In Context

Being about to put things into context helps; being able to organize the
'what if' thoughts helps. Why? Let me tell you a story. Years ago, I went
to Venice with a friend. You may have seen St. Marks Square in movies.
It is a huge square with outdoor cafes, a tower, and - at one end - the
Doge's (The Duke's) Palace and the Basilica.

If you go into the Basilica, and go up into the balcony, there is a doorway
that lets you out to a deck. The deck is elevated and from it you have a
magnificent view of St. Marks Square and all of Venice, the harbor. I took
her out there and suddenly she said, 'Get me out of here!' My first thought
was, 'What - we ARE out (because we were outdoors).' She started yelling,
'Get me out of here, get me out of here.'

Not knowing anything else - though it didn't make logical sense - I took
her back inside.

She said, 'You knew better than to do that.'

I said, 'What?'

She said, 'You knew better than to do that.'

I asked, 'What are you talking about.'

'IT'S TOO MUCH,' she shouted.

To me it was marvelous being out there, being able to see all of Venice.
I would look down at a cafe, at the pigeons, at people walking, at the tower,
at rooftops, at the harbor.

For her, it was too much; instead of seeing those things ONE AFTER
ANOTHER at a comfortable pace, she had them all hit her at once.

It was these various items which I saw one at a time, which overwhelmed
her because she saw them all at once.

Flight anxiety is like that. For some reason, we have trouble looking at one
'what if' after another at a comfortable pace; instead we look at the all at
once, and since each one releases a shot of stress hormone, all of them at
once causes multiple simultaneous shots of stress hormone.

All that is necessary to gain control over overwhelm is to learn to organize,
to put things into context, so we can deal with them one by one at a comfort-
able pace, a pace at which any stress hormones released has a chance to
be used up before going to the next 'what if' thought.

Accomplishing That Automatically

Under stress, being able to keep things in context may go out the window;
we found that - to be assured of protection against anxiety - the mind must
be trained IN ADVANCE TO DO IT AUTOMATICALLY.

That is what we do with the Strengthening Exercise: we train the mind to
AUTOMATICALLY deal with 'what if' thoughts one by one, and each one
in a context that does not cause the release of stress hormone.

Though you may have tried 'everything', you have not tried what works.

This does.

Ready to get started? Go to:

http://www.fearofflying.com/store.shtml

and order the SOAR Video Course on DVD, or at least get started with the
subset titled 'The Control of Anxiety'.

If you are not quite sure about getting started, please call me at
(877) 332-7359 or (203) 258-4803 if outside the U.S. or Canada
between 10 AM and 7 PM Eastern time (same as New York).

==========

PATRICK'S SALON BLOG THIS WEEK . . .

takes on the Associated Press in a never-ending quest
for truth and accuracy . . . and asks 'What's more dangerous, an in-flight
decompression, or reading about one?'

http://www.salon.com/tech/col/smith/2005/08/26/askthepilot151/

==========

THE NORTHWEST SITUATION - THE FAA SITUATION

Again and again I've said, you can't depend on the FAA to insure your safety,
but you can depend on a captain, particularly when the captain is backed up
by a union if the captain's decision might be considered as erring on the side
of safety more than necessary from management's point of view.

Everything on the plane is checked by the pilots before flight. The pilot know
that every primary system is working and every standby system is ready to
step in, and every backup system is ready in reserve.

The mechanic's strike doesn't worry me because the pilots - themselves -
will know if the plane is right or not, and because the pilots at Northwest do
have a union to back them up, there is no way they will take an airplane if
there is any question at all about it.

The following is an article suggested by a newsletter reader.

http://www.freep.com/money/business/faa26e_20050826.htm

It discusses the Northwest situation and points out that the FAA does not
have enough inspectors to provide extra monitoring Northwest. In fact, the
FAA does not have enough inspectors to monitor U.S. airlines adequately
even when there is not a strike.

And when FAA inspections are done, they are inspections of paperwork
- not much inspection of the planes, themselves, is done anymore.

This is why I insist - more than ever - on the importance of choosing an
airline wisely, one with a long track record, its own maintenance facilities,
and unionized pilots.

==========

PROPOSED BLACKLISTING OF SUBSTANDARD AIRLINES

See: http://www.aero-news.net/news/commair.cfm?ContentBlockID=380c41bb-5f01-4f5e-9bce-71c0d2144690&

Responding to crashes in France and Belgium are creating a
blacklists of risky air carriers, as the first step towards banning
certain airlines.

England has already banned airlines from Tajikistan, Swaziland,
Sierra Leone, Liberia, Equatorial Guinea and the Congo from
operating in Britain.

When a substandard airline crashes, it causes great difficulty for
anxiety and fearful fliers who tend to lump all airlines - and even
all kinds of flying - into one. It is important to understand there
is a great difference between airlines and it is important to learn
to know how to tell the difference and choose wisely.

==========

FLYING IS SAFE BUT IT DOESN'T FEEL SAFE . . . SO DO
YOU WANT TO CHANGE HOW ITS FEELS WHEN YOU FLY?

All the help you need is just seconds away. You can start viewing the
SOAR Video Course in just SECONDS.

We ship your order immediately, but as soon as you order is placed,
you receive an email telling you how to viewing the DVDs you ordered
on-line on your computer.

To get started, please just go to:

http://www.fearofflying.com/store.shtml

If you don't want to get all of them, order at least 'The Control of Anxiety'.
Get going with them and then call me and let me know how you are doing.
We will 'fine-tune' your practice of the exercise that provides automatic
control.

IF YOU ARE NOT SURE, CALL ME. I THINK YOU WILL FEEL BETTER
IF YOU KNOW YOU ARE DOING THE RIGHT THING.

I'm available from 10 AM until 7 PM Eastern Time (same as New York) at
877 332-7359. Outside the U.S. and Canada, call (203) 258-4803

Or email me at: tom@fearofflying.com

SOAR-FEST NEW YORK

5 PM UNTIL 9 PM - SATURDAY, OCTOBER 8, 2005

The next SOAR-fest will be in New York on Saturday, October 8th.

The restaurant - Calle Ocho - we used last year was a hit, so we will
return for this year's event.

WHAT IS A SOAR-FEST?

It is a get-together of people interested in flight anxiety.
(You don't have to be a SOAR client.)

SOAR-fests were started when some of the Wednesday night chat regulars
wanted to meet in person.

It is a joyful experience to meet delightful, intelligent, and creative people
feel the same as you do.

THE CUISINE

The cuisine at Calle Ocho is best described as 'Nuevo Latino'.

Appetizer Choices:

Calle Ocho Salad - field greens, baby spinach and eight fresh market
ingredients, or

Cuban Picadillo Salad -a piquillo pepper salad with Spanish cheese
fondu.

Entree Choices:

Pan Seared Tuna with Peruvian quinoa salad and grilled pineapple
relish, or

Jamaican Jerk Chicken with Latin fried rice and citrus mojo.

Side Dishes:

everyone will share are black beans and rice and yuca fries, and the
marvelous Calle Ocho breads.

Desert Menu:

Domino Pastelito - a dark chocolate layered cake with dulce de leche
mousse, or

Cocos - toasted coconut ice cream in a chocolate shell with pineapple
confit.

THE SCHEDULE

5 PM until 6 PM: we gather in the bar (upper bar area).

6 PM until 9 PM: We move into the room for dinner at 6 PM. We have use
of the room to socialize until 9 PM.

MAKING YOUR RESERVATION FOR THE NEW YORK SOAR-FEST

The price of dinner including tax and tip comes to $58.52 per person.
This includes use of the room for three hours.

You always hear the line, 'space is limited, so act now' . . . well, it is true;
the size of the room limits us to about twenty-five people, so if this is
important to you, plan ahead so you won't be disappointed if we fill up.

To make a SOARfest reservation, please use the form at the bottom.

Mail or FAX the form to me.

If you need to cancel, you will not be charged if you let us know at least
72 hours prior to the event.

Yours truly, Lisa Hauptner and Capt Tom Bunn

Questions? Email tom@fearofflying.com or call 877 332-7359

RESTAURANT INFORMATION

The web site is: http://www.calleochonyc.com/

Calle Ocho Restaurant is at 446 Columbus Avenue between
81st and 82nd Streets

HOTELS NEARBY

Riverside Tower Hotel
(800) 724-3136
80 Riverside Dr (at 77th Street)
http://www.riversidetowerhotel.com/

On the Ave Hotel
2178 Broadway (at 77th Street)
(212) 362-1100
http://www.ontheave-nyc.com/main.htm

Lucerne Hotel
201 W 79 St (at Amsterdam Avenue)
(800) 492-8122
http://www.thelucernehotel.com/

Hayden Hall Hotel
117 West 79th St (between Columbus & Amsterdam Avenues)
(212) 787-4900
http://www.haydenhall.com/

Excelsior Hotel
45 W 81st St (between Central Park West & Columbus Avenue)
(212) 362-9200
http://www.excelsiorhotelny.com/

Belleclaire Hotel New York
250 West 77th St (at Broadway)
(212) 362-7701
http://www.hotelbelleclaire.com/index.html
Milburn Hotel
242 West 76th St (at Broadway)
(212) 362-1006
(800) 833-9622
http://www.milburnhotel.com/

Web Sites For Major New York Attractions

http://newyork.citysearch.com/section/events
http://www.metmuseum.org/home.asp
http://www.moma.org


--------------- NEW YORK SOARFEST RESERVATION FORM -------------

Name (s) ______________________________________________

email address __________________________________________

Number of Persons Attending ______________________________

Credit Card Number _____________________________________
(MC, VISA, AX)

Expiration Date ____________ Phone _______________________

--------------------------- FAX TO: (203) 371-8682 --------------------------------

- OR -

----- MAIL THIS FORM WITH CREDIT CARD INFO OR A CHECK -----

------- TO: TOM BUNN, 4 SPORT HILL RD, EASTON CT 06612 -------

LAST WEEK'S LEAD WAS ABOUT EMAILS I RECEIVED ABOUT
BEING PUSHED OVER THE EDGE BY RECENT EVENTS

The Emails Were From People Who Had Not Done SOAR

Here Is What Our SOAR Participants Had To Say . . .

I wanted you to know that I did do the program and to my surprise, I have
been virtually unaffected by these reports (in terms of my own flying anxieties).
It has simply not come into my mind as relational to my getting on an airplane.
It is in the same category for me as all other tragedies....they happen and how
sad for those people. I have however, taken into consideration the things you
have said about pilots unions, flying known airlines and staying on the main-
stream grid in terms of where I'll travel by plane. I read how everyone on the
message board was flipping out over you pointing out those things, I just felt
empowered by them.

-----

Thought I would drop you a quick note to say the recent crashes haven't
scared or deterred me from flying at all. I took your course Summer 2001
(Also bought the DVD Set but haven't watched it yet) and continue to be
amazed at how helpful it is. I fly 5 or 6 times (round trip) a year and
every time the experience gets better and better. I still always meet the
pilots and that makes a big difference. Your class even helps me in social
and business situations where in the past I might have felt a similar
anxiety. If I can do it anyone can because I was 'THE MOST FEARFUL
FLIER EVER!'

Sincere Thanks,

-----

In contrast to those who have not completed the course and are now in a
panic state because of the accidents, I am writing to thank you (again)
because I am not undone by these tragic events. A year ago, I would have
been convinced that these incidents were proof that a fatal accident was
just waiting to happen to whatever plane I might be on. The anxiety was
terrible and I barely functioned on flights, especially after some accident
had been in the news.

Now, while I am saddened by the loss of life and the unfortunate circum-
stances surrounding the accidents, I am able to keep things in perspective
and I remain confident that I will be anxiety free for the next flight I take.
I said before that it was like a 'reset' switch was set in my psyche. It really
has made such a difference in how I react and I will be forever grateful to
have found your course. It certainly worked for me.

==========

ARE YOU IN A GLAMOROUS CAREER, SUCH AS ACTING, MODELING
OR PERFORMING, AND IN YOUR 20s OR 30s?

An established writer wants to write an article on fear of flying. She is looking
for someone in a glamorous career who has trouble with flying. If that is you,
contact us. If the writer uses you, we will provide the SOAR Program to you
at no charge as the writers follows you through the program into flight.

Email me at: tom@fearofflying.com

==========

A GRADUATE OF THE OLD SOAR (AUDIO TAPE) COURSE WRITES

I'm a graduate of the audio tape course or the 'old course' and have been
on several trips without incident since. It was so much fun on a return flight
from Cancun to tell my wife what all of the noises were on approach to
DFW airport. She was amazed at the difference the course made!

Anyway, I figured you would be offering a column regarding the Toronto
incident. I couldn't agree more with your take on sensational journalism.

As a Soar course participant, the one thing that I took away from the whole
incident was how competent the flight crew was in being able to evacuate
the aircraft filled with 300 or so people in approximately 90 seconds.

==========

PATRICK'S SALON BLOG THIS WEEK IS ON TORONTO

http://www.salon.com/tech/col/smith/2005/08/19/askthepilot150/

(Readers may gain free access to Salon.com by watching a short advertise-
ment. Look for the 'Site Pass' option. When the ad is finished playing an
'Enter Salon' link will appear.)

==========

PATRICK ALSO SENT THIS

Your readers might like this. It's from an old column of mine:

Ask the Pilot's Quarter-Century Safety Achievers -- a list of foreign airlines
that have gone fatality-free over the past 25 years. (Certain small companies
are omitted.) All have been in existence since at least 1980:

Air Berlin
Air Jamaica
Air Malta
Air Mauritius
Air Niugini (Papua New Guinea)
Air New Zealand
Air Portugal
Air Seychelles
Air Tanzania
Air Zimbabwe
Aer Lingus
All Nippon Airways (one crew member killed by deranged passenger)
Austrian Airlines
Bahamasair
Britannia Airways
BWIA West Indies Airways (Trinidad and Tobago)
Cathay Pacific
Cayman Airways
Finnair
Ghana Airways
Hawaiian Airlines
Icelandair
Lacsa (Costa Rica)
Meridiana (Italy)
Monarch Airlines (UK)
Pluna (Uruguay)
Royal Brunei
Royal Jordanian
Southwest Airlines
Syrianair
TACA (El Salvador)
Tunis Air
Tyrolean Airways (Austria)
Qantas

Several of the above have perfect records pre-dating 1980.

Qantas, for instance, currently celebrates its 85th consecutive year
without a fatality.

You may or may not be surprised by some of the finishers -- second or
third world operators not normally associated with safety.

Whether the placement of an Air Zimbabwe, to pick one, attests to
exemplary levels of oversight and professionalism is available for
argument, and a mild caveat is due. Air Zimbabwe is a tiny outfit with,
presently, four jets (two each 737s and 767s).

Compare that to American Airlines, with close to 800 ships and
thousands of daily departures. Since 1980, American has outcrashed
Air Zimbabwe 5-0 (including the September 11th aircraft), but plainly the
comparison is unfair (because American has operated millions more
flights than Air Zimbabwe.

Nonetheless, any unblemished legacy lasting 25 years is impressive
on its own accord, particularly when the setting is an underdeveloped
nation with substandard facilities and infrastructure.

On the cultural sensitivity front, it helps debunk the customary wisdom
that Western carriers present far and away better odds than everybody
else's. And bear in mind that an exemption for even a single incident
would expand the preceding list hugely.

A rundown of those counting one fatal mishap since 1980 takes in, just
for starters, Royal Air Maroc, Kenya Airways and Mexicana.

==========

PUZZLED ABOUT HOW FLIGHT ANXIETY GOT STARTED?

So many people used to fly OK. They had a bit of anxiety, but nothing major.
Then - seemingly without adequate cause - flying became a problem.

As you go along year after year, you hear of things happening to a plane,
and you remember these things.

These memories, then, become the basis for 'what ifs'. What if such and such
happens to your plane, if you fly? You feel anxiety.

Anxiety is uncomfortable. You can avoid both the anxiety and the possibility
by not flying.

When you have several memories, you - as you begin to think of flying - have
several 'what ifs'. You think one 'what if' after another . . . 'what if' this,
'what if' that, 'what if' the next thing, and so on.

Each of these thoughts, if vivid in the mind, can cause the emotional control
system to mistakenly believe that what you are imagining is actually happening.


Thus, the emotional control system triggers the release of stress hormones
to help you get ready for action to deal with the (imagined but taken for real)
risk.

In dealing with an emergency, we are supposed to get a stress hormone
release. In real life, real life emergencies are rare, and we only deal with
one emergency at a time, and

But imagined emergencies can happen anytime. What if you can imagine five
aviation 'what ifs' in ten seconds? Since one 'what if' can take you to a 'two'
(on an anxiety scale of zero to ten), five 'what ifs' in ten seconds can put you
at a 'ten', a state of panic.

Years ago when you only had one or two 'what ifs' (that you could not answer
or could not control in some way) flying was no problem. Why? Because a
'two' or a 'four' out of ten is no big deal. But now you have more 'what ifs'.

HOW DOES SOAR CONTROL ANXIETY?

The answer has four parts: one part is to control the 'what ifs' so that they
come to mind much, much more slowly (spaced apart).

Another part is to stop them altogether by knowing that particular thing can
not happen.

Another part is to stop them by a psychological process we teach you (you
practice it a few times to make it work automatically).

And the last part is to change the meaning of the 'what if' from negative to
positive.

THE MIND'S BAR CODE READER

The last part is, I think, very interesting. When you go to a store and check
out at the cashier, the cashier slides your items by a bar code reader. The
bar code reader identifies the item and its monetary value.

Imagine that each of your 'what ifs' has a bar code sticker on it. And, as it
slides toward the conscious mind, it goes by the mind's bar code reader (the
amygdala) which identifies the 'what if' and its value. Value, in this case,
being 'a good thing' or 'a bad thing' (or not relevant).

Presently, your shopping basket of 'what ifs' that are about to slide by the
mind's bar code scanner are pretty negative. As each one goes by the
amygdala on the way to the conscious mind, the amygdala says, 'bad thing'.

Each item that goes by the amygdala, being identified as 'bad thing' triggers
a bit of stress hormone. If your shopping cart is full, as you 'check out', the
expense is great . . . you pay emotionally. The sum of the stress hormones
maxes out your credit card, let's say.

What we can do is to change the meaning and value of each 'what if' item in
your shopping cart. How? It works this way. The bar code reader is stupid; it
will believe anything. Notice how sticky those bar code labels are. The stores
make them very difficult to remove because they don't want you to take off
the bar code from a can of cat food and put it on a can of caviar. If you could,
you would be paying less than a dollar for an expensive can of caviar.

The labels of the 'what ifs' in your mind's shopping cart - though they also
are sticky - can be changed. We can relabel the bar code on each of your
'what ifs'. Remember now, the bar code reader is stupid. It will believe cat
food is caviar if the bar code for cat food is on the caviar can.

Likewise, we literally can get your bar code reader (the amygdala) to say, 'OK,
airplane falling out of the sky . . . WONDERFUL. I LOVE IT!'

OK. Realistically we don't have to take it that far, but you get the point. We
can re-label every thought you have about airplanes.

Have you noticed how that is happening in politics? The tax on estates passing
through inheritance to surviving family members was favored by the majority
of Americans until the bar code the amygdala read when thinking of that tax
was changed to 'Death Tax'. Suddenly that tax became a bad thing opposed
by 70% of Americans.

It may 'cat food' in the can, but the bar code says caviar, so that is how it get
'scanned.'

Obviously that is deception, but it is deception which most Americans - so far
- have not gotten wise to. Of course it is unethical. But is it unethical when
we employ the same techniques in flying? If flying were unsafe, it would be
unethical, but you are safer when you fly than if you do not fly, so relabeling
the bar codes of the 'what ifs' in your collection is both useful and ethical.
Why? Because it is OK to fly and you don't need the stress hormones, and we
teach you to make these changes. They are not done TO you. You make these
changes yourself by practicing the exercises we teach you. That retrains your
thought processes.

The stress hormones themselves are NOT good for you; they wreck your immune
system. So, when - wit your permission - we help you relabel the 'what ifs' in
your collection, we are definitely doing 'a good thing'.

DO YOU WANT TO CHANGE HOW FLYING FEELS?

If you would like to get started, please just go to:

http://www.fearofflying.com/store.shtml

and order at least some of the DVDs. If you don't want to get all of them,
order at least 'The Control of Anxiety'.

IF YOU ARE NOT SURE, CALL ME

I'm available from 10 AM until 7 PM Eastern Time (same as New York) at
877 332-7359. Outside the U.S. and Canada, call (203) 258-4803

Or email me at: tom@fearofflying.com

'THESE ACCIDENTS HAVE PUSHED ME OVER THE EDGE AND I
DON'T THINK I'LL EVER BE ABLE TO FLY AGAIN'

I've been swamped with calls and emails - from people who have NOT
completed the SOAR Program - expressing that.

I'm sending this special newsletter because many must feel the same way
who have not called or emailed, and believe there is no help.

YOU NEED TO UNDERSTAND HOW BEING PUSHED OVER THE
EDGE HAPPENS IN ORDER TO PUT A STOP TO IT

One thought - no matter how terrible - can NOT cause high anxiety. One
thought - no matter how awful - can NOT cause panic.

It takes - not one, but - a series (of thoughts, images etc.).

It is vitally important for you to understand this.

Only by understanding can you see how easily we can regain control.

PANIC AND ANXIETY COME FROM A SERIES OF IMAGINED AWFUL
'POSSIBILITIES'

One thought of disaster triggers one carefully measured release of stress
hormones. One release is enough to take you, on a scale of zero to ten,
to a 'two'.

The 'free video' on our web site at www.fearofflying.com explains all this. If
you haven't seen it, you owe it to yourself to view it so you will understand
how high anxiety and panic develop, and thus understand it can be stopped.

EACH HORMONE RELEASE TAKES YOU UP TWO POINTS

So if one thought of disaster takes you from zero to two, the next thought
can take you from two to four, and the next from four to six, and the next
from six to eight (high anxiety), and the next to ten (panic).

THE MIND GETS 'HIJACKED' - 'POSSIBILITIES' BECOME 'CERTAINTIES'

Once your sequence of awful possibilities causes high anxiety or panic,
'possibility' stops looking like something remotely possible in the rarest
circumstances. It becomes more of a probability. Then when you begin to
think of actually taking a flight, the probability - fueled by feelings - feels
like a certainty that you will die if you take the flight.

Once the feelings really get going, your mind gets 'hijacked'.

TO PREVENT THAT, DIFFERENTIATE TYPES OF FLYING

Aviation includes every device that flies. But airline does not encompass
military or amateur flight.

If a race car crashes at the Indy 500, it does not make you afraid to drive on
the highway; you know the two kinds of driving are different.

But you lump all aviation together. When anything goes wrong with any
airplane (not just airline, but military or private) you react to it.

The different types of flying as as different as racing at the Indy 500 is from
driving on the highway.

AND DIFFERENTIATE BETWEEN AN 'AIRLINE' AND A 'REAL AIRLINE'

(INFO AT THE END OF THIS EMAIL ON HOW TO TELL THE DIFFERENCE)

For example, when Air Florida crashed in the Potomac, the problem was
they were not a 'real airline' and did not hire 'real pilots'. That is a crude
way of saying, if you took the amount of flight experience the captain had
and add it to the amount of flight experience the copilot had, the total amount
would not have been enough to get a job at a 'real airline'.

DISREGARD THE IRRELEVANT AND IMMATERIAL

Remember the courtroom drama where an attorney says, 'I object, Your
Honor.' Irrelevant and immaterial.'

If you fail to dismiss these last two as airline operations you would never
- if in your right mind and if you checked on them - have been on, then you
set up the potential for panic and anxiety.

THE FIRST ACCIDENT (RELEVANT)

The first crash (Toronto) didn't bother people much. Some said it showed
that people could be in a crash and all get out safely. That helped to relieve
anxiety.

For comprehensive information, see Patrick's article on this at:

http://www.salon.com/tech/col/smith/2005/08/19/askthepilot150/

THE SECOND ACCIDENT (IRRELEVANT; DISMISS IT)

The second accident had factors - not relieve anxiety but - prevent anxiety.
Those factors were quickly overlooked because people died. Then when
you begin to imagine how awful that might have been for passengers on
that plane, the possibility of appreciating those factors is lost.

YOU NEED TO MAKE A COMMITMENT TO YOURSELF THAT YOU WILL
NEVER FLY AN AIRLINE WHICH DOES NOT MEET CERTAIN CRITERIA

More about choosing wisely at the bottom of this email.

The most basic criteria is:

a. never fly an airline without a LONG track record showing accident-free
operation or a very, very low accident rate.

b. never fly an airline without a pilots' union; without a union the captain
cannot err on the side of safety without risk of being fired.

If you follow this basic criteria:

a. this is NOT an airline YOU would be on; thus

b. this accident has nothing to do with you.

THE THIRD ACCIDENT (IRRELEVANT; DISMISS IT)

Unless you would fly a new airline with - not just no track record but - a
terrible track record and no pilots' union

a. this is NOT an airline YOU would be on: thus

b. this means it has nothing to do with you.

THIS LEAVES JUST ONE RECENT ACCIDENT ON YOUR MIND

But you may have other situations that cause one distressing thought
after another to run through your mind . . . fear of panic, fear of the wings
falling off, fear of turbulence, etc.

All of these things can be completely dealt with.

IF YOU STILL ARE HAVING TROUBLE WITH THIS, YOU NEED TO LEARN
MORE ABOUT FLYING AND YOU NEED TO LEARN HOW TO DISMISS
- AUTOMATICALLY -THAT WHICH IS NOT RELEVANT

Go to: http://www.fearofflying.com/store.shtml

Order 'The Control of Anxiety' which is four DVDs. If you are a real hard core
case it may turn out that you need all the DVDs, but most people will be able
to do fine with just this set - or with this set plus a half hour counseling with me
on the phone.

WE CAN FIX IT

SOAR was founded in 1982 to deal with the hard core cases of flight anxiety
that no one - at that time - could deal with. It took us a few years, but we did
'break the code'.

We now provide help which is more effective - far more effective - that
anything you can find anywhere else.

If you don't believe that, call me and let's talk it over.

THERE IS NO REASON YOU SHOULD PUT YOURSELF THROUGH
ALL THIS. IT IS COMPLETELY UNNECESSARY. LET US HELP.

877 332-7359 or 203 258-4803 or tom@fearofflying.com

======================

CHOOSING AN AIRLINE WISELY

When choosing an airline, there are several factors to consider.

1. Does it have its own maintenance and training facilities? Airlines which
were in business before deregulation had their own maintenance and
training facilities. Since they own them, maintenance and training costs
them less. Airlines that went into business after deregulation do not have
their own facilities so they have to pay more money for maintenance and
training. Under competitive pressures to survive, extreme cost-cutting has
been taking place, and airlines which do not have their own facilities are
under pressure to cut costs in the area of maintenance and training.

When an airline has its own maintenance, it means the mechanics who
work on the planes know that when they - or their spouse or children
- fly on the airline, it is going to be on a plane the mechanic has worked
on; that is a powerful incentive to do the job right.

Airlines which were in business before deregulation are airlines like
American, Delta, Northwest, United and US Air.

2. Does the airline have a pilots' union? If the captain knows he has a
union to back up safety decisions, the captain does not need to worry
about being fired due to refusing to fly a plane with questionable
maintenance or refusing to fly with too fatigued to fly safely.

The importance of this can hardly be overemphasized. Some corpora-
tions have channels for reporting things that are wrong without fear of
reprisal; others don't; an employee is more likely to report wrong-
doings if protected. Though we can say surely the captain will make
the right decision in such important matters as safety, safety matters
are often not black-and-white. This means, to really be sure of safety,
you must err on the side of safety. You should not have to be able to
prove the plane will crash if this maintenance is not done, but only
that there is an increased risk if the maintenance is not done. But at
a non-union airline, erring on the side of safety can cost your job.

Do not fly an airline - if you want to maximize your safety - unless it
has a pilots' union. When it comes to major European airlines which
are connected with the government such as British Airways, Air France,
etc., these all have strong pilots' unions. Here are web sites where you
can check to see if a U.S. airline is listed.

ALPA (Airline Pilots Association)
http://www.alpa.org/Default.aspx?tabid=183

The American Airlines Pilots' Union
www.alliedpilots.org

The Southwest Pilots' Union
http://www.swapa.org/

Comprehensive List Of US Airlines With Unions
http://www.shopunionmade.com/subcategory.jsp?parentCat=151&subMenuId=152

(At the end of this email, I'll paste something that an copilot posted on
the message board who works for one of the new airlines which - though
it has a union - the union is not a strong one like ALPA is, and the union
has not been able to provide relief from the pilots being pushed too hard.)

3. Has the airline been around long enough to have done enough flights
for the statistics to be meaningful? Since millions of flights are done for
there to be one accident, it takes millions of accident-free flights for
statistics to mean anything.

Look at www.airsafe.com for statistics. If the airline is not listed there,
the airline has not flown enough flights to have produced meaningful
statistics. If the airline does have statistics, compare the statistics with
airlines like American and Delta.

4. What kind of plane is it? We have had no accidents in the U.S. with
'third generation' airlines. In Boeing, that means the 757 and higher
numbers. In Airbus, that means the A-319 and higher numbers. Also
the CRJ and BRJ are accident-free in the U.S.


What about the MD-80 or MD-82 or 737? They have had accidents but
have a very low rate.

5. What about foreign airlines? Major European, major Japanese, major
Canadian and major Australian airlines have accident rates very similar
to major Airlines in the U.S.

If you are flying in some other area, consider whether it is a country
where you would feel comfortable if you needed to go to a hospital for a
serious medical condition or operation. Consider whether it is a country
where you would find technical expertise sufficient to produce good cars.


SUMMARY

One of the airlines people ask about is JetBlue. It does have good
airplanes. But it does not have a union. And it does not have a long
enough track record for the stats to be meaningful. Just the fact that
it does not have a union is enough for me to say you have to consider
it a less secure choice if you want to maximize your safety. Would I fly
on JetBlue? Sure. Would I fly on a 737 or MD 80. Sure. But I don't have
trouble with flight anxiety. A person who does may want the choose
based on these guidelines.

Yours truly,

Tom

First Item From The Message Board:

I am an FO with USA 3000 airlines. October will be my 2yr anniversary.
Let me shed a little light on this operation.

99% of our flights are out and backs. Does an out and back from ORD to
St. Lucia sound fun to you?(11:50 block..15hrs on duty) We bring 3 pilots
since its over 8. But most of the time we can't make it back nonstop. Gotta
stop in Nassau for fuel so now that puts us over 12hrs which means, they
will staff it with 4 pilots. The company DOES NOT block seats in the back
for us. Many times you will find yourself sleeping on the cockpit floor (no
kidding). Our schedules are a nightmare. 15days off...yes.....days off
grouped together...NO... You will find many times in your schedule where
you will work 3 days, 1 off, work 1, 1 off. If you commute, plan on not
getting home for 14+ days. Our Chief pilot has been begging our COO to
run 2 more classes right now and he said NO. They will use captains to
cover FO trips. He have pilots leaving left and right.
We do a lot of international flights (Flag rules). No limit for time on duty.
3 man crew...no 32/7...I flew 38hrs in 5 days! Every one stands reserve.
Usually, on average, 3 reserve days a bid period. Bid periods are not
month to month, its every 28days. I am scheduled for 105hrs of flying in
this bid period. Yes I will probably time out for the month (100hrs). We
use PBS (preferential bidding system). The company never beta tested it
before it went live so many bugs. Its suppose to be automatic but after
the bids close, the company takes over a week to manipulate our
schedules to suit them.
Now, are probably asking.'You guys have a union?'. Yes.. Teamsters.
Been negoitating for almost 3 yrs and just entered in mediation 2 months
ago. The COO wont sign off on the scheduling section because he will not
eliminate the single day off crap. Pay is coming up next.
Also, yes we are gonna hire 50 pilots in the fall, to be terminated in April.
This is only for winter flying cuz we are getting 3 extra planes for the
winter. They let you know you are a seasonal pilot so when they let you
go in April, they are not obligated to pay unemployment to you.
If we keep losing pilots like we have, then come spring when those 3
planes leave, there is a chance you will stay on (as in my case almost
2yrs ago)

The good thing out of this mess is....all new hires get typed on the A320...
Bad thing.... The training needs work. They give you a IBM thinkpad l
aptop during training. Your manuals are on that. Very difficult to study
off a laptop. Almost a self study program.

Second Item From The Message Board:

Hi Tom.

Yeah, there will always be apologists for the 'new, changed' way of doing
things -- more hours on duty, less time off, gotta stay 'competitive,' blah
blah blah.

But that doesn't alter the fact that humans can only tolerate so much.
After that, they must have adequate rest. Especially pilots, who are doing
a complicated and safety-sensitive job.

I saw recently where the latest Wall Street darling of the industry, JetBlue,
is trying to get an exemption or waiver or whatever -- from the current
domestic eight-hour rule --to allow their pilots to fly a transcontinental
nonstop -- and then turn right around and fly another transcontinental
nonstop back whence they started.

This is totally insane, and I would not step onto an airplane whose two-
pilot crew, which has just flown six hours, would now have to fly another
five hours.

To further illustrate your union point: earlier this week I flew a three-day
trip, which was turned into a four-day trip when I was reassigned to fly
an extra day. Four days of very early morning departures (after the
reassignment) with just two days off, before more of the same.

I was downright fatigued following the trip, and did not feel safe to fly
my next scheduled trip. Without hesitation, I called in sick for the next
trip. A non-union pilot could not have done that without possibly incurring
repercussions from Management. I, on the other hand, felt totally
comfortable -- and justified -- in doing that.

Cheers.

Steve

FIRST LET'S GET THE CRASHES OUT OF THE WAY

Toronto: in my opinion, it will turn out to be caused by fatigue; I see no way
experienced and well-trained pilots could make such an incredibly stupid
mistake - under slightly challenging conditions - except due to fatigue.

Greece: Helios is a budget airline founded in 1999. I believe this accident
will be shown the result of outrageous neglect of basic maintenance.

Venezuela: West Caribbean was founded in December 1998. Again I
believe this will be another poor maintenance situation, and pilot training
and experience may also be a factor. We'll see before long.

These three crashes demonstrate the results of changes - not for the
better - in the airline industry. These changes involve the formation of new
airlines where costs are cut to the point that risk is increased dramatically.

Though risk is increased, because planes are so well-designed, a
'fly-by-night' airline can get by for a few years on luck, as Air Florida
(remember the crash into the Potomac in Washington DC) and ValuJet
(into the Everglades). Both airlines were an accident waiting to happen.

Do not fly these new cut rate airlines unless cost is more important to you
than safety. Why?

New Airline: means there is no track record; not statistics to show the airline
has operated millions of flights accident-free

Low Cost Airline: means the appeal of the airline is the low fare, and 'you
get what you pay for may apply to safety. Maybe, maybe not. Even at the
worst airlines, flying is still safer than driving.But why expose yourself
unnecessarily, unless you can't afford to pay any more?

In the case of Air France in Toronto, the pilots had been scheduled to be on
duty longer than federal regulations allow for American carriers.

All three accidents are cost-cutting accidents. All airlines are cutting costs,
so can you depend on any airline? Yes. You can depend on an airline that
has a pilots' union because the captain will not fly a plane which is not OK
to fly and the captain will not fly if fatigued past the point of safety. The
captain will refuse to fly and the union will back the captain up.

At a non-union airline, the captain would be fired.

BASIS FOR CONFIDENT NUMBER ONE

Your airline is an ESTABLISHED airline, one that has been around for
years, and established their maintenance and training BEFORE deregulation
caused cuts to be made in maintenance and training. If they built these
facilities before deregulation when airline had money to spend on safety,
they still have them and use them. A cut rate airline doesn't have them. A
cut rate airline rents them from the established airlines and other training
and maintenance providers.

At an established airline, much - if not all - maintenance is done by
mechanics who - when they fly or have their family fly on a pass - know
it will be on a plane THEY have worked on. Self-preservation is a very
strong motivation for doing good work. The established airlines have
that working for them far more than the newer and cut rate airlines.

BASIS FOR CONFIDENCE NUMBER TWO

Is there is a long track record of safety with a very low - or zero - accident
rate.

For accident rates, see www.airsafe.com

If the airline is NOT LISTED there, it has not done enough flying for stats
to mean anything. Stay off that airline.

BASIS FOR CONFIDENCE NUMBER THREE

Is the airliner a 'third generation' airliner. We have had zero accidents
and zero fatalities in the 'third generation' airliners in the U.S. and
Canada. That means:

Boeing 757 and higher numbers
Airbus 319 and higher numbers
BRJ and CRJ

BASIS FOR CONFIDENCE NUMBER FOUR

Meet the captain. Ask the captain how many hours the airline requires
pilots to fly without rest or a relief pilot. Ask if he or she is tired. Ask how
long he or she has been on duty, and when they will be getting off.

That can help you decide whether to stay on the plane or not, and
whether to fly that airline again.

BASIS FOR CONFIDENCE NUMBER FIVE

Your second basis for confidence is your captain, and your captain is only
able to make the right decision without pressure if there is a union to back
up the captain's decision.

UNION INFORMATION

Airline Pilots Association
http://www.alpa.org/Default.aspx?tabid=183

American Airlines Union
www.alliedpilots.org

Southwest Pilots Union
http://www.swapa.org/

BUT I'LL BET THIS IS CAUSING HIGH ANXIETY

Why? Because one shot of stress hormone results from one thought of
disaster. Two thoughts, two shots. Three thoughts, three shots.

We control anxiety by controlling the NUMBER of thoughts, so that you do
not get hit by one shot of stress hormones after another after another.

It really is very simple.

And now that there are three accidents in a row, you have - at least - three
awful thoughts that a running one-after-another through your mind.

We can control that......

IF A RACE CAR CRASHES AT INDY, YOU DON'T STOP RIDING IN CARS

. . . because you know an accident at Indy doesn't have anything to do with
highway driving.

Likewise, you should know that an accident at an airline which - if you use
your brain - you would not be on doesn't have anything to do with the kind
of flying you do. So ignore it.

If you can't ignore it, call me: 877 332-7359. Let's talk it over. I'm sure we
can 'fix it'.

STARING DOWN ANXIETY

Tom,
I actually bought the tapes in 1991. . . . From then on I was able to fly
with some mild nervousness but not enough to prevent me from flying. . . .
You suggested that I begin listening to the tapes before every flight. I did
and had success flying thereafter.

I was flying with just very mild discomfort until the attacks of 9/11. I did
not fly again until November of 2004. It was not a terrible experience but it
was not as easy to prepare for the flight as before. I have since flown
several times but the build up to the flights was getting harder and harder
to the point where I canceled a trip out west. I did have a flight after that
that was bearable. But, I was getting fed up with all the preflight anxiety.
I was not able to enjoy the build up to our family vacations. Everyone
would be happily discussing what we were going to do when we got
wherever we were going. All I was thinking about was the flight and how
horrible it was going to be.

Finally, I went onto the Internet and did a fear of flying search. Up popped
SOAR as the number one website. I went in and read all the current news.
Here is where a dramatic change takes place. On one of your tapes a
young man, a dancer if I remember correctly, was in the class. He had to
fly a lot and was, like me, fed up with all the preflight and in-flight nervousness.

On one flight he finally stared down the anxiety and told it to get as big
as it could. When he did that it melted away and he was able to fly
comfortably thereafter. I did the same thing on a flight to Charlotte last
week. I sat down felt the nervousness build and said to myself, go ahead:
let it be as bad as it can. I was amazed. I became as calm as if I were in
my own car driving to the train station. Facing the anxiety empowered me
over it. I kept myself in the moment the entire flight. I wanted to have a
great experience as my future reference point. I had very little if any
nervousness preparing for the flight home. And if you can believe this,
I actually fell asleep right after the plane took off and the co-worker who
I was traveling with had to wake me up to tell me we were landing. I
can't wait for my next flight. We are taking a vacation to Disney in
November and I am having a lot of fun taking part in making plans for
what we are going to do when we get there.

I guess entering your site triggered my memory of what was on the
tapes. So, I have to thank you again for helping me. And this time I think
I have the ammunition to make it stick.

==========

AN ARTICLE ON THE CHANGED - NOT FOR THE BETTER - WORLD
OF AIRLINE TRAVEL

http://frequentflyer.oag.com/stories/08112005/currentstateoftheairlines_rev2.asp

==========

FORTY FIVE YEARS OF NO FLYING

When I receive emails, I always ask permission before including them in
the newsletter. The writer of this email volunteered to correspond with
anyone wanting to discuss the problem.

Tom: I just want to send you a BIG THANK YOU for all your support in
helping me change my life!!!

It took me 45 years to finally get on an airplane. With many years of living
with Panic Disorder and Claustrophobia, I promised myself that one thing
I will never do in my life time is fly in an airplane. I am mad that I did not
do this earlier in my life. Flying is Great!

I see many letters to you regarding how you have helped the people that
have flown on an airplane and were frightened for some reason to fly again.
I look at myself as a unique student. I did not even know what the inside of
an airplane looked like and did not know one thing about airplanes due to
avoiding them all my life.

My biggest fear was not being able to breath when they shut the door of
the plane. Being trapped with no way out.

That day ended on August 3rd. I found that I had to go to California on
business with my Supervisor, the Vice President and a Manager of the
company I work for. I could not pass it up. I called you in June, and
bought the anxiety DVD's, also the airplane and airport DVDs.

Once I received the DVD's, the first one I watched was the inside of the
airplane. Then I listened to your anxiety sessions over and over.

Tom, that morning of August 3rd, I walked onto the airplane in Rochester
New York, flew to Chicago, then to California. I had a window seat which
helped me with my claustrophobia.

On the way back from Calfornia, I did not feel one ounce of anxiety when
I boarded the two airplanes for my ride home to Rochester.

I feel like a new woman!!! I can not thank you and SOAR enough for all
you have done. The phone call from you the night before I flew out of
Rochester, and when I received your call in California. I believe so much
in your program, and I have mentioned SOAR to everyone I know.

Thanks again. What I experienced last week turned my whole life around,
and if I can share it with someone else that felt the same way I felt for the
past 45 years, I am all for it. If there is anyone that has any questions or
needs to talk to me regarding what I felt while on the plane please have
them feel free to e-mail me. I would love to help someone that is feeling
like the 'old me'.

Thanks Again!

Penne

deaston@rochester.rr.com
==========

A BLURB ON SOAR IN THE NEW YORK TIMES

http://travel2.nytimes.com/mem/travel/article-page.html?res=9903E3DB1E3FF934A3575BC0A9639C8B63

==========

FATIGUE RISK AND THE CHANGED - NOT FOR THE BETTER - WORLD
OF AIRLINE TRAVEL

When I write about things that are not right with the airline industry, people
sometimes are upset with me that I failed to help them think positively. My
job is telling it like it is. You job is learning to deal with flying as it is.
Graduates of SOAR are not the readers who object. Why? They have
learned to deal with flying just as it is. So can you. How?

Go to:

http://www.fearofflying.com/store.shtml

and order the DVDs, or at least 'The Control of Anxiety' set of DVDs.

A SOAR participant sent a link to an article about the changed nature of
the airline business.

Here is the link:

http://www.forbes.com/2002/04/18/0418airlines.html

Briefly, the writer says the following:

The secret of Southwest's success is that it's pilots do not belong to ALPA but
are independently unionized. Southwest pilots fly far more hours than those at
airlines represented by ALPA.

The Forbes article says there is little airlines can do about the cost of fuel,
landing fees or insurance. The big fish is controlling labor expenses, and
experts say that companies must reduce costs or get better efficiency (i.e.
more working hours) out of pilots.

'The airlines need to cut 20% of costs to restore profit, and if you don't touch
labor it's impossible to see clear the way they will do that,' says Michael
Dyment, managing director of the airline practice at Arthur Andersen.

In a filing with the U.S. Securities and Exchange Commission, a non-union
airline, JetBlue. cited unionization as a risk factor, saying 'unproductive work
rules' could raise costs.

The Air Line Pilots Association (ALPA) is the largest national union,
representing over 60,000 pilots. While its official charter is to protect the
safety of pilots and ensure beneficial working conditions and salaries, its
leverage in the industry is what makes them a powerful--some would say
fearsome--force.

'It's an organization that instills terror into the hearts of airline executives,'
says an industry veteran who requested anonymity.

-----

My Comments:

What you see there is the notion that pilots are like machines which can be
operated in a 'more efficient (i.e. more working hours)' way. Perhaps that fits
with how hard executives push themselves. Perhaps they don't understand
that the stresses of constant piloting at all hours brings on a mind-numbing
state. In any case, as this article shows, there is no consideration about how
far pilots can be pushed without compromising safety?

And, when you consider the corporate pressure to survive cutthroat
competition, can we expect executives to - or some 'invisible hand' to - limit
pilot working hours to what is safe?

Do sweatshops limit their hours to what is healthy for workers? No. Do
coal mines spend whatever is necessary to insure the safety of the miners?
No. So why expect airline management to limit operating their pilots in a
'more efficient' way without endangering your safety, particularly when it is
regarded as 'impossible' to restore profit any other way? The answer is, you can't.

The design of airliners has evolved to the point that a pilot has to be very
stupid, inexperienced or poorly trained to cause an accident. Professional
pilots are intelligent, experienced, and well-trained. So when a profess-
ional pilot causes an accident, it is in most cases due to fatigue which has
rendered the pilot stupid, as in the Air France Toronto accident and the
(American Airlines) accidents in Little Rock accident (1 June 1999), and
the Bogota Columbia (20 December 1995).

There are instruments which constantly track the engines, and send that
data electronically to a computer on the ground, to monitor engine
performance to determine if the engines are approaching metal fatigue.
There is no instrumentation which monitors pilots for dangerous levels
of the plain old garden variety of fatigue. Well, maybe it isn't garden
variety fatigue as you know it; the fatigue that pilots are put through is
unique in my experience. I have never in routine daily life ever run into
the levels of fatigue I experienced as a pilot, constantly exposed to being
on duty at all hours, constantly exposed to jet lag, and being expected to
sleep at whatever hours the airline gives you off, regardless of whether it
is a time human beings would normally sleep.

But since planes are so well-designed, airlines can push pilots hard and
get by with it almost all the time. But once in a while, the unsafe practice
of keeping pilots in a state of extreme fatigue does cost lives.

What can you do? Never fly an airline - if you can avoid it - which does
not have better limitations on the amount of flying as pilot is required to
perform than the limits provided by law. The lawful limits are woefully
inadequate to protect the public from fatigue-caused accidents. Since
management can not provide the protection (as the article says, the idea
of a union giving pilots schedules which not push them 'instills terror into
the hearts of airline executives').

The smart airline customer must do what is possible to find protection.
Though, under the pressure of deregulate competition, the situation at
even the unionized airlines is not good, as you can see from the accidents
in Little Rock and Bogota; but the situation at the non-unionized airlines is
worse, and in my view, is an unacceptable risk.

So, go to http://www.alpa.org/Default.aspx?tabid=183 where you can find
a list of airlines with ALPA representation. Add to that list American and
Southwest who have fairly strong independent unions. If you are flying a
foreign airline, there is no way to know what the situation is. If you are
flying a 'low cost' airline, you can be absolutely sure the pilots are being
pushed past the limits of safety on a routine basis.

==========

PATRICK'S BLOG IN SOLON THIS WEEK IS . . .

'Media madness from Toronto.'

==========

A SOAR GRAD'S RESPONSE TO THE TORONTO ACCIDENT

It is this crash that made me realize I am in fact doing well with my
'fear of flying' issues. I DID NOT panic, cancel my upcoming trip to
LA, or obsess about it. I knew, because you've mentioned it before,
that reporters give misinformation and sensationalize what they learn or
make up about the accident. The plane landed and everyone survived. I
think the crew must have done a heck of a job to get everyone out
safely. That's what should be reported!

So, although I'm not 'fear free', or 'fearless' I'm not getting crazy
about flying and canceling upcoming plans. I put my son a a connecting
flight to LA from Boston yesterday early a.m. Had I truly been
concerned I'd not have done that. Thanks for being there and responding
to this crash story. I'm so appreciative for the fear of flying course;
something like this 'would have set me back' if I did not have your
remarkable course!

==========

GETTING PROTECTION FROM ANXIETY AND PANIC

IS THERE ENOUGH TIME BETWEEN NOW AND YOUR FLIGHT?

No matter what you have tried - or how hard you have tried - we do
have the answer. If you are ready to get effective help with this,
please go to:

http://www.fearofflying.com/store.shtml

As soon as you place your order, you will be able to watch your
selections online. Your DVDs will be shipped as you specify. But
you don't have to wait to get started.

How much time do you need? For the exercises that control anxiety
to work automatically , you need about a week to practice them.

But no matter how short the time is, either the DVDs or a phone
session with me will make a huge difference.

If you believe you have a hard core case, order the entire set. If
you believe you need moderate help, order just 'The Control of
Anxiety.'

If you would feel better to talk it over with me before you place
your order, please call me: 877 332-7359. I'm on Eastern time
and available from 10 AM until 7 PM.

==========

IMMEDIATE HELP IS AVAILABLE, EVEN AT THE LAST MINUTE

Though we can help more is you plan ahead, there are still things
we can do at the last minute to get you through the flight.

I'm both an airline captain and a licensed therapist.
Call (877) 332-7359 or (203) 258-4803

==========

ARE YOU GETTING A NEW EMAIL ADDRESS?

If so, please email me so the newsletter keeps reaching you.
Please send your old and your new address to:

tom@fearofflying.com

==========

MESSAGE BOARD ON FEAR OF FLYING

Got to www.fearofflying.com and click on the 'message board' button.

==========

YOU ARE NOT ALONE. FIND OTHERS WHO FEEL THE SAME
AS YOU DO AT OUR REGULAR WEDNESDAY NIGHT CHAT 9
UNTIL 11 PM EASTERN TIME

Go to: www.fearofflying.com

Just click on 'chat'.

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