Flight Instructors' Responsibility

T.H.ursdays with Tom Hill

KNOWING WHEN TO SAY WHEN

This will be a really short article. It's about being an instructor pilot and the responsibilities that go along with it. Let me cut to the chase: No matter what, when an instructor is flying with a student the instructor will always be responsible. No matter what the student does, no matter how good or bad the student is, no matter what, the instructor will always be responsible.

Tom's photo on Midway Island

Excepting for flat-out criminal activity, I cannot imagine a situation in which a student should be held responsible for anything when there's an instructor assigned. Someone might say, "The instructor might not be at the controls." To which I'll say, "Why was he not at the controls?" Or, "The student did something totally unexpected and unforeseen." To which I'll say, "Was the instructor asleep at the wheel?" Perhaps the excuse might be, "The student is someone of some reputation and correcting them might cause some loss of stature." This leads me to wonder: does the owner of the aircraft care about the student's stature more than keeping his aircraft safe?

There is no excuse for the instructor. Ultimately, the only choice the instructor has is whether he's there doing his instructional duties or he's declined the responsibility and not there, i.e., not present on the flight. There are no other options.

There are lots of techniques associated with being an instructor pilot. But, all those techniques take a backseat to the ultimate instructor responsibility: keep things safe during instruction. There is no higher calling in flight instruction. There is no higher purpose. There is nothing else.

I'm wondering aloud if any of you have good instructor stories. I'm talking about stories where you were confronted with keeping things safe or pursuing other objectives. Here's one of mine:


I was an instructor in the F-15 when a major public event was about to occur at our base. There was a particularly distinguished and historically aggressive aviator who had flown with us before, but his best flying days were years behind. I was asked if I wanted to be this person's instructor pilot during the approaching event. There were obvious professional benefits to flying with the guy. But, when I was asked all I could think about was...

"How could I take control of the aircraft away from one of the most famous aviators in history and survive professionally?" I figured if a dangerous situation developed in public during which I had to take control, after landing it would turn into a "he said, she said" situation, meaning my credibility as an instructor would be weighed against this legend. I figured either a) nothing would happen (not 100% likely), b) I took control of the jet at the approach of the dangerous situation, after which I would be second guessed for the rest of my career, or c) I could just "ride it in" and hope for the best. I didn't like these choices and, knowing the reputation of this person, I decided to decline.

Someone else flew with this Distinguished Visitor. Of course, nothing happened. That makes me glad because I know it was just a matter of chance whether something would happen or not.

Which brings me back to the role of the instructor. It doesn't matter whether it's chance, circumstances, sunspots, or the Lochness monster, instructors will always bear the burden of keeping their flights safe.

Cheers
Tom

www.tom-hill.biz

Tom, Thanks for the great article. This is a fascinating subject. In the commercial airline world, all pilots on the plane are responsible for the safety of the flight. The check airman has a bit more weight on his shoulders when he is observing a student. But the student is qualified to fly the plane, or they would not be sitting in the seat. 

We would love to hear your instructing story, and how you dealt with it. Also... what would you have done in Tom's scenario if you were faced with this situation? This brings up an interesting concept... and perhaps another discussion on the pressures to going for the ride. 

Enjoy the Journey!

XO Karlene

In Memory of TWA 800

July 17, 1996

17 years ago a TWA 747 took flight, headed for Paris. That flight lasted only 12 minutes. But the terror and pain would last a lifetime.

What began as a normal flight, would turn the world upside down with grief. The Seattle Times recently said that it's official, "the fuel tanks exploded." Many still believe that it was a missile that took out the plane. Today a documentary will air and maybe we can learn more.

Despite the reason how this happened, the result was the same. Families were blown apart over the senseless loss of their loved ones. One such person, Captain Mark L. Berry, had lost his fiance, and his years of healing, ended up in a memoir, 13,760 Feet Living with TWA Flight 800.

It's hard to imagine having the love of your life depart the world in such an accident. But to have it happen on your airline with your friends, it's hard to imagine how to cope. Mark learned how to survive through his writing and music.

Moving forward when tragedy happens takes strength and courage. It doesn't mean we forget, but we owe it to those who have passed to live our best lives. In memory of TWA800 I am honoring Mark for sharing his story of how to live again.

I have the honor to read the most incredible memoir, and doing so has brought tears to my eyes, and pain to my heart for a love that was and should have lasted a lifetime. In essence, it had. How I connected with this pilot/author... I'm not sure. But I was touched by a moment in the history of his love story. New York. 1996. I was flying to Paris behind TWA 800. - See more at: http://karlenepetitt.blogspot.com/2013/05/in-loving-memory-of.html#sthash.0eDp6of6.dpuf

Follow Mark on Twitter @AV8R_Author  

And visit him at MarkLBerry.com

- See more at: http://karlenepetitt.blogspot.com/2013/05/in-loving-memory-of.html#sthash.0eDp6of6.dpuf

Excerpt from Mark L. Berry’s Memoir:

"The sky was that deep shade of blue you only see at dusk during summer, in the moments just before the sun finally sets. The ocean, having absorbed radiation, heat, and light all day, set up a low shimmer above the steadily rolling waves as the atmosphere tried to reclaim what the sun had tirelessly delivered while passing overhead. The sea and sky seemed to be shaking a thousand hands along that stretched horizon. The distant colored sails of leisure boats jibed and tacked—small irregular triangles bending and pulling their water-skimming vessels. And above the were departing aircraft... A recent departure from JFK International airport joins the procession...unaware that anything was about to go fatally wrong."

Mark L. Berry

Mark L Berry is a contributing editor at Airways magazine, and you can find additional excerpts in up and coming issues. One day his memoir will be available and you can own a copy, too. But for now check out his novels: Pushing Leaves Towards the Sun and Street Justice

I hope one day we will know the truth. This event is one of my most visual memories flying. While I did not see anything that would give me reason to believe one way or another, I suspect this plane blew up from more than fuel tanks. For those who know the truth, the truth shall set you free.

Whatever you are doing today, 

take a moment and remember.  

Enjoy the Journey
XO Karlene

Follow Mark on Twitter @AV8R_Author  

And visit him at MarkLBerry.com

- See more at: http://karlenepetitt.blogspot.com/2013/05/in-loving-memory-of.html#sthash.0eDp6of6.dpuf

Follow Mark on Twitter @AV8R_Author  

And visit him at MarkLBerry.com

- See more at: http://karlenepetitt.blogspot.com/2013/05/in-loving-memory-of.html#sthash.0eDp6of6.dpuf

Follow Mark on Twitter @AV8R_Author  

And visit him at MarkLBerry.com

- See more at: http://karlenepetitt.blogspot.com/2013/05/in-loving-memory-of.html#sthash.0eDp6of6.dpuf

Follow Mark on Twitter @AV8R_Author  

And visit him at MarkLBerry.com

- See more at: http://karlenepetitt.blogspot.com/2013/05/in-loving-memory-of.html#sthash.0eDp6of6.dpuf

Aviation Inspiration, Motivation, and Change...

Yesterday was all about the Journey to Redmond/Bend Oregon. Today... is what happened when I missed my flight and diverted through Portland.

I forgot to bring a book. So I watched the crowd. First thing I noticed everyone, less four people, were playing with their electronics. Two commuting pilots: One Alaska pilot was reading. Another Delta pilot was writing notes with actual paper and pen, no less. And then there was a Horizon Captain walking through the terminal, who grinned broadly as he hugged a man. Then they grabbed a coffee and talked in the waiting area.

Hmmm. Good friends? Worked together? I wondered. 

I took my seat and soon the man, recipient of the hug, sat beside me. What are the odds?

I said, "Do you work for the airline?" 

He said, "Yes." 

"What do you do for them?" I asked. 

"I'm the President of Horizon Airlines." 

I handed him one of my cards, and said, "Then you need to read my book Flight For Control."  What else do you say to a President of an airline? I also warned him to not be terribly afraid of what goes on in my mind after reading my book.

The reality is, he is very like minded with inspiration and positive attitude and working toward the same goals: Inspiring the future aviators, and safety. His pilots hug him. That speaks volumes. I have yet to see that happen at any of my eight airlines.

I had a great flight and enjoyed our conversation immensely. What an accomplished man. He was the VP of finance at Horizon, Senior VP of customer service at Alaska, VP of finance and treasurer of Alaska, Executive VP Airports, Maintenance and Engineering, Executive VP finance and CFO at Alaska, and now the President at Alaska/Horizon. Experience is a good thing. 

More than all this, he is yet another Alaska/Horizon executive giving back to the community. He has been visiting colleges and universities looking to address the pilot shortage. He is inspiring the students. I'm telling you, the executives at Alaska give back tenfold. Remember what Bill Ayer did in March?

We discussed many things, and of course the crash in San Fransisco and why it happened. He mentioned how their pilots hand fly visual approaches, such as SFO, many times a day, honing their skills. I have also noticed the Airbus pilots who also fly general aviation are the best. They disconnect everything and can fly. This is the greatest challenge, maintaining skills with automation.

Then we discussed how pilots would earn their flight hours, expense being one of the major issues, in combination with the increased hour requirement. What are we going to do in the future?

Inspiration hit! 

Thanks to a conversation with an inspiring individual... Glenn Johnson... I know what I am going to do with my Ph.D. And... I now know what my thesis will be. 

This means... 

I am enrolling in Embry Riddle's

Aviation Ph.D. Program in Fall of 2014! 

What I intend on doing is implementing an idea that will change the world of Aviation as we know it. This means changing the FARs.

I have figured out how to lower the new pilots' expense in building their flight hours, while solving the pending problem with the future of aviation: Pilots deteriorating skills, and the inability to fly their planes when they lose, and/or disconnect their automation.

Flight For Safety will be released in August. That means I have one year to get Flight For Survival, Flight To Success, and my children's books done. And at least one of my movies on the big screen to fund the adventures.

Sounds like I might be headed for a busy year. But good things to come. When the trilogy is complete, we are headed for pure motivation, inspiration and creating change.

Thank you Glen for being the inspiration to the dream, and for all you do for the future of aviation.

What am I going to pursue with my degree? 

Can you guess how I plan to reduce the expense for new pilots building their flight hours, while making the industry safer so accidents like AF447 and Asia 214 won't happen in the future?

I will write about it next Tuesday.

Enjoy the Journey!

XO Karlene

The Journey...

"When we go with the flow of life, 

everything always turns out 
the way it is supposed to." 

Thursday July, 11th was my 32nd anniversary, and was one of the hardest days I have experienced in a long time. I awoke to a homemade card on my computer. I'm giving my hubby this one. 31 years I remember, and he forgets. This year he had me. But it had been a very long, non-stop, on the go few months.

This was also the day I took two of my grandkids, Miles and Ellis, to their new home in Bend. As it turned out, my husband had a tee-time of 9 am with the neighbor and I told him he was not to cancel. He deserved the break.

I said, "I can walk to the airport. How hard can it be?" Miles was excited for the walk. He had done the distance with us numerous times. What I did not realize was how heavy the load would become. Ten minutes into the walk I thought I can't do this. I immediately changed my thoughts to... of course I can. I can do anything for 40 minutes."

The kids were great. Miles and I talked the entire way. We had a visual on the airport and had just turned off the highway when Ellis, 19 months old, said, "Uh. Oh." I glanced over my shoulder to assess the problem. Binky missing! Miles and I spent five minutes looking for it, to no avail, before we pressed on.

We made it to flight ops, and I apologized to the couple crewmembers who were interrupted by the baby's tears. Both said, "no problem." Yes... it was officially nap time. We unloaded her out of the backpack, and I would carry her to the plane. I thought this would be easier than unpacking her in security.

Gate: North satellite. Ahhh...the farthest distance we could go from where we entered the airport. Miles was excited to take two escalators down to a train, and up another to the plane. Bags strapped to my body, baby in arms, Miles in hand, we pressed on. Oh wait... I forgot to mention the TSA experience. 

I beeped carrying the baby through the scanner because I had a hip replacement. I had to put her down and get her to go through the scanner by herself. There were a ton of people in line. Strangers watching, and she was apprehensive to let go of me. I got Miles to go with her and hold her hand, and I went back to the other side. Someone laughed, and she grinned to her audience. Which was much more fun than grandma. 

Not until I said, "Ellis, Miles, time to play run through the tunnel!" Did they come my way back through the scanner. Then I held her from side to side while they patted me down. I wish I could have got a picture of the TSA experience. But I wasn't allowed to touch my things.

Once at the gate, we waited 45 minutes to get on the plane. And when we did, something set Miles off. He cried. Then the baby cried. Then the baby decided she was going to have a meltdown. Note: Her temper tantrums are only second to her mothers when she was a baby. What can you do? She's willful, and was tired. But I have to thank the man behind who made faces at her, because the smile came back as the flirt came out.

The passengers were great. One of the flight attendants said, "Don't worry about your baby crying. She's a baby." How nice was that. As hard as it is for passengers to listen to a baby cry, it's much harder on the parents. (And grandparents.) Thank you Alaska/Horizon for employing compassionate people. 

As hard as the struggle this journey was, this was not the reason for the hardest day. It was the Wopschall family was moving to Oregon. Bend is a great place for their family, but it was still really sad that they will no longer be thirty minutes away.

With a short return through security, I missed my non-stop to Seattle and had to go through Portland. While I sat in the terminal, I wondered...  

Why am I supposed to go through Portland?

There had to be a reason. And as the day unfolded, I soon learned why.  Join me tomorrow to learn who I ended up sitting by on the flight to Seattle. What are the odds?

Nothing happens by accident, and I don't think this meeting was an accident either. I think a bit of fate had to be involved, because the ensuing discussion gave me an idea that will change our aviation world as we know it.

"Whenever your path gets altered from what you thought or expected it to be, know there is a reason. Embrace the journey and go with the flow... and be inspired."

Enjoy the journey

XO Karlene

Ron Rapp

Friday's Fabulous Flyer

 Ron Rapp

As many of your know, Ron Rapp is part of the Blogging In Formation team. The first week each month, the six of us get together and blog on the same topic. But more than blogging, Ron is a pilot that we can all admire.

Talent, dedication and commitment can only be attributed to a pilot who flies so many different aircraft. Unlike airline pilots who fly one plane at a time.

He makes his life as a pilot, but not for the airlines. He teaches, and is always flying some pretty cool planes. He is also married to the love of his life. Ron has it all, and then some.

Ron Rapp is an ATP-rated pilot, who has experience in more than 50 aircraft types, including tailwheel, aerobatics, formation flying, gliders, seaplanes, turboprops, business jets, warbirds, experimentals, radials, glass panels, and more! But how does he make his money?

Ron Rapp: "I guess you could just call me a contract pilot and instructor. I'm currently flying the G-IV, a few types of King Airs, and a wide variety of GA aircraft. I looked through my logbook and the most recent page had a turbo Saratoga, Pitts, Extra 300, Diamond DA-40, RV-6, RV-7, Gulfstream, DA-42 TwinStar, and the King Air. I'm kind of all over the place, but it keeps the days fun and interesting."

He has logged over 6,300 hours in the previous 15 years by doing a wide variety of things. He has volunteered with Angel Flight, written mile-long messages in the air as a SkyTyper, crop-dusted with ex-military King Airs, has flown across oceans in a Gulfstream IV, and tumbled through the air in his Pitts S-2B. If

Ron has also owned three aircraft and says, “thankfully not all at the same time!”

More bragging rights—Ron is also an accredited National-level judge! He also had 2,500 hours of dual instruction, teaching recreational and competition-style aerobatics to students in the Pitts, Extra, Decathlon, Eagle, other such aircraft.

He tells me he has a “particular fondness for the RV series and has instructed in the RV-4, 6, 6A, 7, 7A, 8, 8A, and 9.” But he has also logged nearly 1,000 hours in the Cirrus and Columbia/Corvalis series and is intimately familiar with glass panels ranging from the G1000 to the Avidyne Entegra, Dynon SkyView, and others.

Ron’s spark to the passion of aviation came at the age of 6 or 7 years old on a flight from Los Angeles to St. Louis in a Boeing 727.

Ron Rapp: “In those days, people were allowed into the cockpit during the flight, and after a few minutes with the pilots and a chance to sit at the controls after landing… well, the rest is history.”

Ron Rapp: “That's not to say I didn't fly before that, but I didn't pick up the ball and run with it until I was 25.   I started scheduling lessons 3-4x/week and never stopped flying at that pace.”
 
Ron is a pilot who took his tragedy and turned it into opportunity. His story is unique, and he counts his blessings daily, as we all should.

Ron Rapp: “When I learned to fly, I had an abundance of both money and time—something that is extremely rare among students. I didn't realize how blessed I was in that regard until I started instructing. Then I realized that most students had either the time OR the money to fly, but rarely did they have both. The youngin's typically have plenty of time, but the cost is a limiting factor. The more established individuals, especially along the Orange County coastline (Newport Beach, Laguna Beach, Huntington Beach—basically any place with "beach" in the name) have plenty of funds, but their time is often extraordinarily limited due to family and work obligations.”

With a pilot who has achieved such success with his career, I had to ask him what his greatest struggle was.

Ron Rapp: "My greatest struggle was simply with patience. Learning to fly can be a frustrating activity for Type A personalities. I'm not sure that I'm "Type A", but when I decide to pursue something, I do put 100% of my focus and energy into it. Learning to fly required patience due to maintenance activity, inclement weather (SoCal is famous for coastal stratus), instructor availability, and so on. Having said that, I realized early on that this was a barrier and so I decided to schedule 2 lessons for every 1 that I expected to fly. That way if I encountered poor weather or a grounding squawk, no problem. I always had backups planned. It worked beautifully.”

Being that most pilots have a type-A personality, I suspect many struggle with the patience aspect of of flying. Whether it's training, building hours, or the need to be at their final destination. My advice... remember it's a journey.

Please take a moment and leave Ron a comment here. Then click on over to his blog and see how Ron turned tragedy into opportunity, and more on how he started flying, in Looking Back. You will be connected to his website: The House of Rapp.

Thank you for sharing your story Ron. I'm hoping you will be my instructor when we find me that perfect plane. Also... click on Ron Rapp and see how to connect with him on Twitter, Facebook and other social media locations.

Enjoy the journey!
XO Karlene 

NEW AND DIFFERENT (MOSTLY)

T.H.ursdays with Tom Hill

Flying is a discipline-oriented vocation. On the surface, that statement is obvious. Of course, you’re not going to mess around and will always do the right thing when it comes to flying. No, you won’t just make it up as you go along simply because you feel like it. You will most likely follow the training you were given way back on day one. Even if you are very experienced, you likely still do what your initial instructor taught you way back when. Sure, things have changed over the years, but you probably still depend on the habits built when you first learned to fly. Today’s question is: What if there were more? After all the basic training and good habit patterns, what if there were a better way to approach flying other than simply doing what you are told and how you always did it?

That’s not the way aviation is. It’s not open to breaking rules and carrying on. If you’ve ever worked in a large aviation organization with many pilots, you may have firsthand experience of a system that actively discourages creativity or conducting procedures beyond the norm. I certainly have had this experience, having been trained in the military.

In pilot training, I noticed something right away: success in military training does not necessarily dependent on previous civilian flying experience. Our class had its share of guys who had lots of non-military flying. While none of them washed out of training, none really excelled. Talking with other folks, there seemed to be anecdotal evidence you might be a bit hampered by having a robust civilian flying experience prior to military training. Why is that? Since we are all creatures of habit, having to build a new habit in military training is just one more thing to overcome. Guys with no background were an open book, ready to soak up whatever the USAF threw at them. In the military, especially in basic training, there was only one way of doing things - the military way. Other techniques were wrong and were not open to debate. As bad as that might sound, there’s a reason.

The military does a fantastic and consistent job training folks from all walks of life and diverse backgrounds to perform very complicated activities, such as piloting an aircraft. Learning to be pilot, then learning to be a combat aviator, are very substantial affairs. After decades of tweaking the training, the military has built a pretty good assembly line process for turning out its pilots. Please understand: the quality of the pilot, the product of this training, is consistent, highly regarded, and effective. What’s not to like? Sometimes that pilot is not very adaptable.

Today’s flying environment is extremely dynamic. New technologies are constantly introduced, promoting improved capabilities. A couple of weeks ago, I mentioned how much information flow has changed in the cockpit. Where I used to have only my radio to increase my situational awareness of the weather ahead, I now have technologies that beam the same information into the cockpit that I used to only get sitting in the comfort of my office. Compared to 10 or 20 years ago, it’s truly an information revolution. And, it looks like this type of innovation is accelerating.

The situation is awesome. We have the opportunity to do things with greater efficiency and with a higher level of safety. Better efficiency and increased safety are things any grumpy Chief of Operations can get behind, right? So, why don’t they?

This is a challenge for the military. In a system in which each highly trained pilot reliably follows the same procedures, asking those pilots to innovate and improve with the latest and greatest technologies is difficult at best. People who aren’t used to doing new and different find it difficult to embrace new and different. In my particular operational community, active creativity in tactics and procedures were actively discouraged. Everyone needed to be on the same sheet of music to accomplish the mission. Accolades were usually given only to those who could do what was on those sheets of music better and with more efficiency.

There’s a problem with this when you’re operating at a high skill level. When asked, “what do you want out of this new technology?” I have heard experienced and well-regarded operational aviators say, “We want what we had before, except better.” “Same but better” is a really hard design criteria when trying to implement potentially transformational technologies. If these experienced, highly regarded aviators had a healthy dose of new and different in their background, we would probably have better design criteria.

Aviation is full of stories about transformational technologies, operational procedures, tactics, and strategies introduced by visionaries. These visionaries could see a future unconstrained by “do it like we’ve always done it.” Billy Mitchell, John Boyd, Howard Hughes, Juan Trippe, Bill Allen, the Rutan brothers - and there are many more - were all legendary aviation visionaries. None of them would let the aviation mantra “Do it the same every time” stand in the way of revolutionizing aviation.

I am a huge believer in the creative process. I try to embrace new and different as often as possible. Even in the military Test Pilot Schools, a pillar of training is exposure to as many different aircraft as possible. Greater exposure offers the budding test pilot increased perspective down the road when doing his job. I flew almost 40 different types of aircraft during my year at TPS. Even my 1.5 hours of Stearman tail-dragger time, has proved valuable in my military test pilot career.

As much as I’m a believer in the creative process and substantial exposure to new and different, I do not promote this with newbies. What they need when learning to fly is a strong foundation in the basics. This means doing things the same way every time. It may also mean not being allowed to go off script while still inexperienced. Why? Because their skill-bag isn’t big enough to deal with potential problems when trying new and different. For example, during World War II the Army Air Corps lost as many people to training accidents as they lost in combat. This has flipped completely upside down to today. Training accidents are very rare nowadays and most likely due to better equipment, better instructors, a better syllabus, and better rules. While we may have lost an indefinable quality with today’s pilots because of this consistent and well defined training, I would not want to turn back the clock.

Once you have the basics, once you have a full skill-bag, then new and different is completely appropriate. In fact, I highly encourage it. It’ll make you a better aviator. It also might help those around you.

Cheers
Tom Hill

www.tom-hill.biz

Pilots: Is the Career Diffiicult?

Over the weekend I received a question from a young man in Paris. Carlos is interested in becoming a pilot and he had a question about the career: 

Is it difficult?

Difficult has many meanings depending upon who you ask. And there are many aspects of this job that could be difficult to some, whereas they are not to others. So I will do my best to answer your question.

Carlos, 

The aspects of the job that was probably most difficult was being a woman starting out in a field that was traditionally male. In hindsight some of those challenges are humorous. But I did feel that my performance was representative of all the women coming behind me. What this challenge presented was an attitude of perfection and always striving to be the best I could. In hindsight, I think this is my personality and I would have done it anyway. But the added pressure was on.

Building hours, is always one of the greatest challenges in getting the job. Times have changed from when I started, but this will be your greatest challenge prior to getting the job. For more information on how to build hours check out How to Build Flight Hours.

For a female pilot, being a mother was a huge challenge. Today in the US husbands are more involved in the domestic care of children and household. Not when I started flying. I came home to piles of laundry, dishes heaped on the counters, and a house to dig through. I spent many weeks awake all night catching up. My recommendation to my any woman (or man) in this field.... it to get a housekeeper! 

Ladies... you do not have to be supermom. You can get help on the domestic stuff, and enjoy the family on your days off.

My babies all grown up

The job itself... TSA and navigating security is the greatest challenge for most pilots today. That's the way it is even if you travel for fun. So, we just have to get used  to it.

Learning the equipment... Not difficult for me, because I find the technical stuff fascinating. I love to learn, so I go in with a different mindset. I also love to fly. 

The greatest challenge is staying healthy and learning how to sleep as you navigate the oceans, from crossing to crossing. Not as easy as you think on the road.

Is the job difficult? It has it's moments. But then anything worth having must have challenges... it makes it worth having. Besides... if it were too easy complacency would set in. Oh wait... did I just write that? Yes...

Fighting complacency 
is the greatest challenge today. 

This is your recipe for success!

Enjoy the journey and all the challenges.

XO Karlene