Three months have passed since this blog was last updated and a lot has been happening as you could imagine. Between this and the previous post, I have managed to complete my solo cross country, and begin preparing for my check ride. I had the fullest of intentions to photograph and document my cross country venture, but once I was in the airplane, my focus fell to flying the airplane. I had no time to take any pictures. When you're up there by yourself, things tend to change a bit. The security of the flight instructor is removed and it is your complete responsibility to ensure you're doing things right.
To sum that cross country up, it was one of the longest trips of my life. Even though I had previously flown the same route with my flight instructor, I had no one to talk to, no FM radio to listen to, and at one point, I had to make sure I wasn't getting the C-152 I was flying caught up in the wake turbulence of a jet. I even resorted to singing to myself while on the last leg of my route. I had actually become that bored. Never in my life was I so happy to see my home airport come into view on the horizion. After landing and securing the plane, a feeling of satisfaction swept through my entire body, knowing I had just completed yet another milestone of my flight training journey.
Upon finishing one milestone, it is now time to prepare for the final stretch, which is preparing for the checkride. For those who do not know what I am talking about, a check ride is a combination of an oral and practical examination from an FAA Examiner. Think of it as an intensified driver's test. To add further complications to the matter, my schedule is jam-packed with a rehearsal and performance schedule for a show that I am currently acting in. This leave s little time for perparation.
However, I have discovered that I tend to work better when I have set a definitive deadline for myself. This same thing happened to me during the portion of my written test. I never set a deadline to prepare myself to take the test. I kept (forgive the pun) stalling. It was not until one day that I bit my lower lip, mustered up the courage, and set a date to take my written test. From that point, I began a rigid study schedule, preparing myself for that test and managed to successfully pass it.
Now in preparations for the checkride, my instructor and I have began going back to the basics. Turns around a point, slow flight, stalls, engine out procedures, steep turns, navigation, takeoffs and landings, etc. I tend to do well in everything, but my skills still definitely have room to improve. Some days, I am able to go out and nail everything and other times things just seem to fall apart. One of the many mysteries of aviation.
So from here, all I need to do is set a date for that checkride, and begin my preparations towards that date. Feelings of nervousness and anticipation set in as the gravity of the moment begins to settle. However, if I am able to pass everything completely, I will be a licensed pilot, and won't have to worry about another checkride again. At least until my instrument rating.
Friday, November 25, 2011
Sunday, August 21, 2011
Hitting the Books
This post is long overdue, but I figured since I have a moment, I'm able to provide this update. Better late than never!
Nearly a month ago, I managed to muster up enough discipline to sit myself down and initiate study sessions for the next milestone in my flight training: my private pilot knowledge test. This was something that I was actually not looking forward to. It meant that I would have to muster up enough structure and discipline to make myself study. To be honest, I had already had my fill of that lifestyle back in graduate school. The late nights, the rigid schedule, and the occasional naps. While the naps were cherished down time, I did not look forward to putting myself back through that structure. However, I also realized that putting off this knowledge test was not going to make it go away. Resigning myself to this thought, I began my study sessions.
Once I established my rhythm in studying, it came quite natural. Every night, I would sign myself away for nearly two hours and review practice test questions, make weight and balance and wind correction computations, review Federal Aviation Regulations, the list goes on and on. Then, using the study software I happened to be using, I would study the material that I was had just covered to see how well I retained the information. Scores were initially dissatisfying, but over time, they began to improve.
I found that using this method, I was able to cover all the material required for my knowledge test in about a week. This ended up giving me plenty of time to review and take more practice tests and after an additional four days of simulated practice tests, my test date had finally arrived.
A little anxious, I entered the testing site with my calculator, E6B computer, plotter, pencil and plenty of paper to make calculations on. I sat down at the computer, entered in all my information, and was soon taking my test. Again, I felt myself go into a cadence. I felt confident answering questions, because I knew the answers to each of them. Double checking my answers where I had to make calculations, I spent a little extra time on questions requiring numbers and mathematics. Finally, I came across one question that sent my head spinning. Trying not to get myself overworked, I concentrated, did my calculations, picked an answer, and moved on.
Time seemed to crawl by, but after about an hour and fifteen minutes I managed to complete my test. Upon completion, I receive a notification that I had not gotten all questions correct. While I would have loved to receive a score of 100%, I knew that this was probably not likely. I got the proctor's attention to let them know that I had finished my test, and also had the ability to review the questions that I had missed.
Looking at the test questions I missed, I suddenly felt myself get angry. I had actually missed questions that I knew the answer to, but in my cadence, did not fully read the test question. Still a bit irked, the computer graded my test- Pass. While my grade was not as high as I wanted it to be, a wave of satisfaction came over me knowing that I no longer had to worry about this test again.
While I never have to worry about this test again, I realize some mistakes I made that every student and student pilot out there can easily avoid:
1. Take your time. I knew I developed a cadence during this test, but it's a good idea to stop after every few moments and do a mental check of yourself. With the PAR test, you've got plenty of time to answer your questions, so take as much time as needed.
2. Read each question. Twice. This may sound stupid, but it works. The first time you read things, it can be very easy to skip over an important detail. The FAA test questions often want you to found out a few things to come up with your answer, and leaving out a word can cause you to miss a question.
3. Check your answers. No matter how confident you are in knowing that you got a particular test question right, re-read that test question and confirm to yourself that you got the question right. Don't just assume that you know you got the answer right and move on.
4. Develop a strategy. This is something that worked well for me in preparation for the test, as well as taking the test. I structured myself in a way that I would have a good amount of time to review for the test, put myself through some simulated tests, and then actually take the test.
5. Look at your available answers. The FAA likes to be sneaky with these. They can often put answers that have similar meanings together, or provide an answer that you may come up with if you make a miscalculation. Either way, these are some "gotcha" questions that the FAA uses. On the other hand, there are also quite a few questions that have answer choices that are completely illogical. These can definitely be thrown out, reducing your chances of getting a question wrong.
6. Practice, practice, practice. Once you've reviewed your test, put those knowledge bits into practice. Apply them the next time you fly or in the next opportunity you have to do them in real-time. This makes them practical, and easier the next time you do them.
7. Keep studying. Just because the test is over does not mean that you can give it up. This can be a pitfall to many pilots. You will need to be ready for your oral examination and your checkride as you continue on in your training, so make sure that these details aren't too fuzzy as you continue to build up your time flying.
While I can keep on making a list, I think seven tid bits of information will do for now. Remember to keep at it and don't give up. Once you build up enough motivation, you can make yourself do anything. Happy flying!
Nearly a month ago, I managed to muster up enough discipline to sit myself down and initiate study sessions for the next milestone in my flight training: my private pilot knowledge test. This was something that I was actually not looking forward to. It meant that I would have to muster up enough structure and discipline to make myself study. To be honest, I had already had my fill of that lifestyle back in graduate school. The late nights, the rigid schedule, and the occasional naps. While the naps were cherished down time, I did not look forward to putting myself back through that structure. However, I also realized that putting off this knowledge test was not going to make it go away. Resigning myself to this thought, I began my study sessions.
Once I established my rhythm in studying, it came quite natural. Every night, I would sign myself away for nearly two hours and review practice test questions, make weight and balance and wind correction computations, review Federal Aviation Regulations, the list goes on and on. Then, using the study software I happened to be using, I would study the material that I was had just covered to see how well I retained the information. Scores were initially dissatisfying, but over time, they began to improve.
I found that using this method, I was able to cover all the material required for my knowledge test in about a week. This ended up giving me plenty of time to review and take more practice tests and after an additional four days of simulated practice tests, my test date had finally arrived.
A little anxious, I entered the testing site with my calculator, E6B computer, plotter, pencil and plenty of paper to make calculations on. I sat down at the computer, entered in all my information, and was soon taking my test. Again, I felt myself go into a cadence. I felt confident answering questions, because I knew the answers to each of them. Double checking my answers where I had to make calculations, I spent a little extra time on questions requiring numbers and mathematics. Finally, I came across one question that sent my head spinning. Trying not to get myself overworked, I concentrated, did my calculations, picked an answer, and moved on.
Time seemed to crawl by, but after about an hour and fifteen minutes I managed to complete my test. Upon completion, I receive a notification that I had not gotten all questions correct. While I would have loved to receive a score of 100%, I knew that this was probably not likely. I got the proctor's attention to let them know that I had finished my test, and also had the ability to review the questions that I had missed.
Looking at the test questions I missed, I suddenly felt myself get angry. I had actually missed questions that I knew the answer to, but in my cadence, did not fully read the test question. Still a bit irked, the computer graded my test- Pass. While my grade was not as high as I wanted it to be, a wave of satisfaction came over me knowing that I no longer had to worry about this test again.
While I never have to worry about this test again, I realize some mistakes I made that every student and student pilot out there can easily avoid:
1. Take your time. I knew I developed a cadence during this test, but it's a good idea to stop after every few moments and do a mental check of yourself. With the PAR test, you've got plenty of time to answer your questions, so take as much time as needed.
2. Read each question. Twice. This may sound stupid, but it works. The first time you read things, it can be very easy to skip over an important detail. The FAA test questions often want you to found out a few things to come up with your answer, and leaving out a word can cause you to miss a question.
3. Check your answers. No matter how confident you are in knowing that you got a particular test question right, re-read that test question and confirm to yourself that you got the question right. Don't just assume that you know you got the answer right and move on.
4. Develop a strategy. This is something that worked well for me in preparation for the test, as well as taking the test. I structured myself in a way that I would have a good amount of time to review for the test, put myself through some simulated tests, and then actually take the test.
5. Look at your available answers. The FAA likes to be sneaky with these. They can often put answers that have similar meanings together, or provide an answer that you may come up with if you make a miscalculation. Either way, these are some "gotcha" questions that the FAA uses. On the other hand, there are also quite a few questions that have answer choices that are completely illogical. These can definitely be thrown out, reducing your chances of getting a question wrong.
6. Practice, practice, practice. Once you've reviewed your test, put those knowledge bits into practice. Apply them the next time you fly or in the next opportunity you have to do them in real-time. This makes them practical, and easier the next time you do them.
7. Keep studying. Just because the test is over does not mean that you can give it up. This can be a pitfall to many pilots. You will need to be ready for your oral examination and your checkride as you continue on in your training, so make sure that these details aren't too fuzzy as you continue to build up your time flying.
While I can keep on making a list, I think seven tid bits of information will do for now. Remember to keep at it and don't give up. Once you build up enough motivation, you can make yourself do anything. Happy flying!
Tuesday, May 24, 2011
Leaving the Nest
This past weekend, I accomplished yet another milestone in my flight training. I left the traffic pattern flying solo. A little apprehensive and nervous about this entire flight, I had to work my jitters out. As I walked from the ramp to the airplane, biting my lower lip, I prepared myself mentally for this short flight, and began my preflight inspection. After having a few preliminary items taken care of before I went up, I hopped in the plane and began running through my checklist. Cranking the engine, and tuning the radio to the ASOS, I set the altimeter, noted the wind direction, and switched to ground frequency to request taxi clearance. Once I received my clearance, I throttled the plane up just enough to start it rolling.
With my nervousness somewhat at bay, I continued my taxi to the designated runway, completed my run up, set my gages and called the tower. "Hickory tower, Cessna 411 is holding short runway one nine, ready for VFR departure to the north." "Cessna 411, continue holding short." "Holding short, runway one nine." Holding short gave me another moment to double check everything, and prepare myself for this flight. "Cessna 411, Hickory tower. Cleared for takeoff, runway one nine, right turnout approved." "Cleared for takeoff, one nine, right turn out approved." Pushing the throttle in once more, I taxied to the center of the runway, added full power, and began my takeoff.
Feeling comfortable with this procedure since I have done it many times, I continued down the runway, watching my airspeed begin to build, I began my rotation and started to climb. As the plane continued to climb, I noted that the air was smooth. Climbing to my turnout altitude, I began my right turn. It was at this moment, I took a moment to myself and looked around. There I was, alone, flying the plane all by myself, and things were going well. I felt a smile creep across my face.
Turning on a north heading, I began to make perform some maneuvers required for this particular lesson, S-turns and turns around a point. Things went as well as they could have for someone who hasn't done them in a while. Shaky, and then building with improvement. After performing these maneuvers to my satisfaction, I then headed to another local airport, where I would be meeting with my flight instructor to discuss our approaching night cross country flight.
Establishing myself on the pattern altitude, I entered the 45 degree for a left downwind pattern, announcing my position. Following through I turned to base, and then onto final. It was here that I noticed I hadn't timed things right. I had cut my downwind too short, and was now high on my final approach with a short distance to descend. Pushing the nose down, the plane began to pick up speed. Chopping all the power, I attempted to re-establish my airspeed, and stabilize the plane so that I could land it in an acceptable spot.
The closer I got the the runway, the faster the airspeed increased. From the plane, I watched my aiming point slide out from underneath me. Rather than trying to hold together an approach that was falling apart, I pushed the throttle to the wall, retracted a notch of flaps, and announced on the CTAF I was going around. Bringing myself back up to pattern altitude, I made my turn to crosswind, and then back to downwind Following through, I made sure this time to extend my downwind, turned base, and again on final.
Noticing once more I was a touch high, I pulled power and pushed the nose down. Getting a bit fast, I pulled more power, and pulled the nose up. Gliding down at a better rate, but coming in high from slowing the plane down, I touched the plane down somewhat abruptly a bit beyond the aiming point. Happy that I was able to put it on the runway, I taxied to the ramp to meet with my flight instructor.
After a brief conversation, it was time to return back to my home airport. Taking off, and leaving the traffic pattern, I received clearance to land. After turning base, and then to final, I found that I was established on the right path, the right airspeed, and was set for a nice landing. As I flew the plane just short of the aiming point, I leveled off a touch above the runway, and once over the aiming point, chopped the power. The plane gently settled right onto the runway, the tires releasing a brief squawk to confirm I had touched down.
As soon as the wheels touched down, I knew that at least with this landing, I could not have done any better. Sure, I could have been a little more to the right to be on the center line, but my goal here was to touch the wheels down in the aiming point. Having accomplished that goal, and having done it very smoothly, I was completely satisfied with my flight for the entire day.
The best part of all this, was that day, I decided to put my video camera in the back of the cockpit, and filmed my entire flight. So, not only was I able to remember my aced landing, but I could go back and watch it as many times as I wanted. Having been satisfied with my day's flight, and having the confidence and knowledge to know that I was capable of flying solo and able to leave the traffic pattern, I taxied back to the runway, shut the engine down, and secured the plane. I was proud of myself and what I had accomplished that day, and I looked forward to what my next day of flying had in store.
With my nervousness somewhat at bay, I continued my taxi to the designated runway, completed my run up, set my gages and called the tower. "Hickory tower, Cessna 411 is holding short runway one nine, ready for VFR departure to the north." "Cessna 411, continue holding short." "Holding short, runway one nine." Holding short gave me another moment to double check everything, and prepare myself for this flight. "Cessna 411, Hickory tower. Cleared for takeoff, runway one nine, right turnout approved." "Cleared for takeoff, one nine, right turn out approved." Pushing the throttle in once more, I taxied to the center of the runway, added full power, and began my takeoff.
Feeling comfortable with this procedure since I have done it many times, I continued down the runway, watching my airspeed begin to build, I began my rotation and started to climb. As the plane continued to climb, I noted that the air was smooth. Climbing to my turnout altitude, I began my right turn. It was at this moment, I took a moment to myself and looked around. There I was, alone, flying the plane all by myself, and things were going well. I felt a smile creep across my face.
Turning on a north heading, I began to make perform some maneuvers required for this particular lesson, S-turns and turns around a point. Things went as well as they could have for someone who hasn't done them in a while. Shaky, and then building with improvement. After performing these maneuvers to my satisfaction, I then headed to another local airport, where I would be meeting with my flight instructor to discuss our approaching night cross country flight.
Establishing myself on the pattern altitude, I entered the 45 degree for a left downwind pattern, announcing my position. Following through I turned to base, and then onto final. It was here that I noticed I hadn't timed things right. I had cut my downwind too short, and was now high on my final approach with a short distance to descend. Pushing the nose down, the plane began to pick up speed. Chopping all the power, I attempted to re-establish my airspeed, and stabilize the plane so that I could land it in an acceptable spot.
The closer I got the the runway, the faster the airspeed increased. From the plane, I watched my aiming point slide out from underneath me. Rather than trying to hold together an approach that was falling apart, I pushed the throttle to the wall, retracted a notch of flaps, and announced on the CTAF I was going around. Bringing myself back up to pattern altitude, I made my turn to crosswind, and then back to downwind Following through, I made sure this time to extend my downwind, turned base, and again on final.
Noticing once more I was a touch high, I pulled power and pushed the nose down. Getting a bit fast, I pulled more power, and pulled the nose up. Gliding down at a better rate, but coming in high from slowing the plane down, I touched the plane down somewhat abruptly a bit beyond the aiming point. Happy that I was able to put it on the runway, I taxied to the ramp to meet with my flight instructor.
After a brief conversation, it was time to return back to my home airport. Taking off, and leaving the traffic pattern, I received clearance to land. After turning base, and then to final, I found that I was established on the right path, the right airspeed, and was set for a nice landing. As I flew the plane just short of the aiming point, I leveled off a touch above the runway, and once over the aiming point, chopped the power. The plane gently settled right onto the runway, the tires releasing a brief squawk to confirm I had touched down.
As soon as the wheels touched down, I knew that at least with this landing, I could not have done any better. Sure, I could have been a little more to the right to be on the center line, but my goal here was to touch the wheels down in the aiming point. Having accomplished that goal, and having done it very smoothly, I was completely satisfied with my flight for the entire day.
The best part of all this, was that day, I decided to put my video camera in the back of the cockpit, and filmed my entire flight. So, not only was I able to remember my aced landing, but I could go back and watch it as many times as I wanted. Having been satisfied with my day's flight, and having the confidence and knowledge to know that I was capable of flying solo and able to leave the traffic pattern, I taxied back to the runway, shut the engine down, and secured the plane. I was proud of myself and what I had accomplished that day, and I looked forward to what my next day of flying had in store.
Monday, May 9, 2011
The Beginning
Today it occurred to me that while I have been posting many of my entries on my experiences in learning to fly, I have yet to mention how I developed an interest in aviation. To confirm my suspicion, I went back through all of my previous entries to see if I had written about it, and indeed I had not. So here it is, the event that set it all into motion...
It was September 18, 2009. The first time that I would step foot on an airplane, and a day that would spark an interest that eventually turned into a blazing fire. It was my first year of grad school. A month into classes, I was ready for a break. So I had decided, in a rather random plan, to visit a friend in Pittsburgh PA for her birthday. The plan was to see Wicked, and then to chill out in her apartment back at school. She also happened to be a Higher Ed student working in Res Life, and a fellow undergrad from UNCA. I booked my flight weeks in advance, and tried to demystify the new experience of air travel: what I should pack, what I can bring on board the plane, when I should get to the airport. All the basic stuff.
Finally the day of my departure, I was dropped off at the airport ready for my flight to Pittsburgh. Flying with US Airways, I walked to the counter to check in. After presenting my ID, I checked in and paid for my checked bag. In doing so, the ticket agent laid two passes on the desk, which I then took and closely examined. Still somewhat confused, I looked up to the ticket agent and said, "Excuse me, but what ARE these?" "Those are your boarding passes," she said. Still not fully understanding, but knowing I just asked a stupid question, I replied a meek "Oh." Looking at the tab of my boarding pass, I headed to security.
I found security to be an easy process. With dozen of people in front of me, I simply followed suit. Removing my keys, watch, wallet, belt, and shoes, and then proceeding through the metal detector, I was cleared and then proceeded to the gate. Once at the gate, the rush of excitement of adventure ran through my veins. The excitement and newness of the airport environment had me looking everywhere. What caught my attention the most were the other planes at the gates. I was taken aback at how big these machines were. Since they appear to be tiny from the sky, being in close proximity and witnessing their true size was a new experience for me. My excitement was such that you could compare me to a dog being taken for a ride on a summer day. I wanted to take in and experience as much of this as I could.
As moments passed, my plane finally arrived at its gate. Paying attention to the gate agent, I waited for my loading zone to be announced and made my way down the jet way. With great excitement and eagerness my heart started pounding as I walked closer and closer to the plane. Finally, I arrived at the door, and started something I always do whenever I now board a plane: I casually touch the outside of the plane, just for a moment. I know it sounds quite childish, but the fact that the piece of metal I just touched will soon be thousands of feet above the air travelling at hundreds of miles per hour is a feat of astounding engineering to me.
I boarded the plane, found my seat, buckled up, and prepared for takeoff. The experience still new to me, I made sure when booking my flight I got a window seat. I was always looking out of that window, even when parked at the gate. I can still see the winglet at the tip of the left wing. The the rest of the passengers boarded, and the crew prepared the plane for departure. Sealing the cabin, the crew began to address the passengers. Many of what I would assume to be experienced travellers paid no attention, but I was a different story. Listening to every direction, I pulled out the safety card, and studied it, then quickly put it away. Soon after, I felt the slight jolt of the push back, and from that moment I knew we were on our way.
Still in push back, I then heard the the low groaning sound of an engine beginning to spool up. First one, then the other. My palms began to sweat. This was actually happening. I was actually getting ready to fly. Never before, in my 23 years of life had I actually even been in an airplane. I felt my heart racing as we began our taxi. The plane taxied to the end edge of the runway, and then paused for a moment. Soon after, the pilot addressed the passengers that they were cleared for takeoff. This was it. My palms wet, and my heart racing, the plane inched forward to take the runway.
Once lined up, I heard the whirr of the engines for a second, and then a gigantic roar. Suddenly a controlled, violent force pushed me into my seat. The plane began its run down the runway, picking up speed every second. I was elated with excitement. Looking out the window I saw the shadow of the airplane begin to drift father and farther way. It then occurred to me, we were flying. "Oh my God, I'm flying!" I said to myself with a smile across my face, as we continued ascending into the skies.
The entire leg of this trip, I could not stop looking out of the window. Cars, houses, land patterns, it was all a new sight to me, and something the other passengers were taking for granted. About an hour later, we landed in Charlotte. I deboarded the plane, now familiar with the experience and sensation and went to look for my connecting flight. Very satisfied with my first flight ever, and feeling quite at home, being a North Carolinian who hadn't been home in months, I enjoyed the sights of planes at the terminal as I walked to my gate.
Once at my gate, I again sat down and enjoyed the scenery. I was actually glad that I had a connecting flight, because it meant that I would once again get to experience the rush of takeoff, and the views from the sky. Now that I had one flight under my belt, I knew what I was doing. The plane pulled to the gate, and once again, I boarded, and buckled in. Ignoring the emergency brochure this time, I departed to Pittsburgh, again with a smile on my face during takeoff.
Enjoying a great weekend and a great trip, I returned back to Norfolk, enjoying both legs of my return flight. Once back in my apartment, I began my research. I began looking at planes on YouTube, trying to figure out what I flew on, and what kind of other planes were out there. I made trips to the Norfolk airport to watch the planes come in and out when I was stressed out from grad school. I knew once I had made that first flight I had to explore this newly found interest as much as I could. Every opportunity I got to fly, I took it, enjoying every part of the experience.
Little did I know that taking that first flight would lead to an exploration in learning how to fly. Little did I know that I would become somewhat obsessed with aviation. And little did I know of the challenges that would be ahead of me in discovering and exploring this newly found interest. I can say with all honesty, that I've enjoyed the experience, and I am looking forward to what will be happening as I continue.
It was September 18, 2009. The first time that I would step foot on an airplane, and a day that would spark an interest that eventually turned into a blazing fire. It was my first year of grad school. A month into classes, I was ready for a break. So I had decided, in a rather random plan, to visit a friend in Pittsburgh PA for her birthday. The plan was to see Wicked, and then to chill out in her apartment back at school. She also happened to be a Higher Ed student working in Res Life, and a fellow undergrad from UNCA. I booked my flight weeks in advance, and tried to demystify the new experience of air travel: what I should pack, what I can bring on board the plane, when I should get to the airport. All the basic stuff.
Finally the day of my departure, I was dropped off at the airport ready for my flight to Pittsburgh. Flying with US Airways, I walked to the counter to check in. After presenting my ID, I checked in and paid for my checked bag. In doing so, the ticket agent laid two passes on the desk, which I then took and closely examined. Still somewhat confused, I looked up to the ticket agent and said, "Excuse me, but what ARE these?" "Those are your boarding passes," she said. Still not fully understanding, but knowing I just asked a stupid question, I replied a meek "Oh." Looking at the tab of my boarding pass, I headed to security.
I found security to be an easy process. With dozen of people in front of me, I simply followed suit. Removing my keys, watch, wallet, belt, and shoes, and then proceeding through the metal detector, I was cleared and then proceeded to the gate. Once at the gate, the rush of excitement of adventure ran through my veins. The excitement and newness of the airport environment had me looking everywhere. What caught my attention the most were the other planes at the gates. I was taken aback at how big these machines were. Since they appear to be tiny from the sky, being in close proximity and witnessing their true size was a new experience for me. My excitement was such that you could compare me to a dog being taken for a ride on a summer day. I wanted to take in and experience as much of this as I could.
As moments passed, my plane finally arrived at its gate. Paying attention to the gate agent, I waited for my loading zone to be announced and made my way down the jet way. With great excitement and eagerness my heart started pounding as I walked closer and closer to the plane. Finally, I arrived at the door, and started something I always do whenever I now board a plane: I casually touch the outside of the plane, just for a moment. I know it sounds quite childish, but the fact that the piece of metal I just touched will soon be thousands of feet above the air travelling at hundreds of miles per hour is a feat of astounding engineering to me.
I boarded the plane, found my seat, buckled up, and prepared for takeoff. The experience still new to me, I made sure when booking my flight I got a window seat. I was always looking out of that window, even when parked at the gate. I can still see the winglet at the tip of the left wing. The the rest of the passengers boarded, and the crew prepared the plane for departure. Sealing the cabin, the crew began to address the passengers. Many of what I would assume to be experienced travellers paid no attention, but I was a different story. Listening to every direction, I pulled out the safety card, and studied it, then quickly put it away. Soon after, I felt the slight jolt of the push back, and from that moment I knew we were on our way.
Still in push back, I then heard the the low groaning sound of an engine beginning to spool up. First one, then the other. My palms began to sweat. This was actually happening. I was actually getting ready to fly. Never before, in my 23 years of life had I actually even been in an airplane. I felt my heart racing as we began our taxi. The plane taxied to the end edge of the runway, and then paused for a moment. Soon after, the pilot addressed the passengers that they were cleared for takeoff. This was it. My palms wet, and my heart racing, the plane inched forward to take the runway.
Once lined up, I heard the whirr of the engines for a second, and then a gigantic roar. Suddenly a controlled, violent force pushed me into my seat. The plane began its run down the runway, picking up speed every second. I was elated with excitement. Looking out the window I saw the shadow of the airplane begin to drift father and farther way. It then occurred to me, we were flying. "Oh my God, I'm flying!" I said to myself with a smile across my face, as we continued ascending into the skies.
The entire leg of this trip, I could not stop looking out of the window. Cars, houses, land patterns, it was all a new sight to me, and something the other passengers were taking for granted. About an hour later, we landed in Charlotte. I deboarded the plane, now familiar with the experience and sensation and went to look for my connecting flight. Very satisfied with my first flight ever, and feeling quite at home, being a North Carolinian who hadn't been home in months, I enjoyed the sights of planes at the terminal as I walked to my gate.
Once at my gate, I again sat down and enjoyed the scenery. I was actually glad that I had a connecting flight, because it meant that I would once again get to experience the rush of takeoff, and the views from the sky. Now that I had one flight under my belt, I knew what I was doing. The plane pulled to the gate, and once again, I boarded, and buckled in. Ignoring the emergency brochure this time, I departed to Pittsburgh, again with a smile on my face during takeoff.
Enjoying a great weekend and a great trip, I returned back to Norfolk, enjoying both legs of my return flight. Once back in my apartment, I began my research. I began looking at planes on YouTube, trying to figure out what I flew on, and what kind of other planes were out there. I made trips to the Norfolk airport to watch the planes come in and out when I was stressed out from grad school. I knew once I had made that first flight I had to explore this newly found interest as much as I could. Every opportunity I got to fly, I took it, enjoying every part of the experience.
Little did I know that taking that first flight would lead to an exploration in learning how to fly. Little did I know that I would become somewhat obsessed with aviation. And little did I know of the challenges that would be ahead of me in discovering and exploring this newly found interest. I can say with all honesty, that I've enjoyed the experience, and I am looking forward to what will be happening as I continue.
Friday, April 1, 2011
Addiction.
It's true. I think I have a problem. I've been trying to stave myself off of this, but it is a difficult, up hill battle. Before I go too much into this. This addiction is not a bad one. (Or is it?) I would like to hope that this habit is helping my skill. It all started about a week ago. A feeling of nostalgia came over me, so I decided to try something. When I was younger, I had these two combat flying simulation games, Jane's Longbow (1&2) and Jane's F-15 Strike Eagle. These games ran on my family's old Gateway 2000. If I can remember correctly, this dinosaur had a Pentium II (233MHz) processor, 32 MB of RAM, and a 4GB hard drive, running Windows 95 and later on a Windows 98 upgrade.
I would spend hours on this computer, playing Longbow 2 (my most favorite of the games) flying around in an AH-64D Apache Helicopter, launching hellfire missiles at enemy tanks. Flying missions with the joystick, I was unstoppable.
This nostalgic feeling of satisfaction caused the gears in my brain to begin turning. My focus turned to aviation. Initially in the start of my flight training, I had considered buying Microsoft Flight Simulator to add to my training experience. I decided against this, because my instructor mentioned that most students who come off Flight Simulator tend to be unable to take their eyes off the instruments. I figured by now that I had enough experience under my belt, that I could be able to avoid this.
After coming home and installing the game on my machine, I was immediately blown away by it's features. What surprised me the most was the fact that I could fly out of my home airport that I do my training out of. What was even better is that I can actually get simulated weather accurate within 15 minutes of what is occurring at the actual airport. The icing on the cake is that I can also fly the airplanes I my dreams, Mooneys, Learjets, and CRJs. Of course, I have to adjust to each aircraft, for now, I'm sticking with the 172.
Upcoming in my training is my first cross-country flight. So as an added idea, I decided to fly my cross country in the sim. Everything went well, and from what I did in the sim, I feel even more comfortable getting in the actual airplane. Tracking VORs has become easier to understand, and flying traffic patterns has sharpened my skills too. At least in flight simulator.
Since I have installed this program, I have NOT been able to take myself away from it. As soon as I am home from work, I am on it, getting in as much practice as I can.
I think I may have a slight addiction.
Tuesday, March 22, 2011
Another Step
It was a warm March day. Sunny skies, calm winds, and great visibility. Translation: a good day to fly. This wasn't another ordinary day of flying for me. It was time to solo again. After being unable to solo the past few weeks due to sickness, weather, and other issues, there was finally a break in the weather. My instructor and I jumped in the plane, ran through our checklists, and to make a long story short, we taxied to the runway. Several planes were out that day, giving air traffic control a run for their money. After concluding our run-up and a few other items, we were ready to for takeoff.
We were cleared for takeoff, but not before ATC snapped at us for asking which traffic pattern to fly. Apparently, asking for traffic pattern before you take off was too early for them. Lining up on the runway, pushing the throttle to the wall, the airplane slowly picks up speed and in a few moments, lifts off the runway. We continued up and climbed to 500 feet above the ground and began making our designated traffic turns. Everything went smoothly as we followed the downwind leg, to base, and then on final. The plane glided onto the runway, the main gear touching first, as the front wheel drifted down slowly as the plane bled off airspeed. One landing down, two more to go. Clearing the runway, we returned to the taxiway and prepared for two more take offs, all which went very well.
After making our other two landings, we returned the plane to the ramp for fuel. We had a lot of flying to do afterwards. As the plane was fueled, the feeling of excitement and anxiety crept its way through my veins. It was time for me to solo once again. Although I had done this before, somehow, this only slightly eased my tensions. With a few last pointers from the instructor, I hopped in the plane, ran through my checklists, and received clearance for taxi to the designated runway.
Approaching the hold short line, I did my run-up, and ran through the final points of my checklist. Now it was time to fly. I radioed the tower, and was cleared for take off. To my relief, all the busyness of the traffic had dissipated, leaving the entire runway and traffic pattern to myself. As I had done many times before, I lined up on the runway, added full power, and began my takeoff. Seconds later, I was airborne. With long range fuel tanks filled to the top, I noted the plane took a little longer to get off the ground, but soon enough was flying. I climbed to 500 feet above the runway, and began making my turn from crosswind to downwind. Announcing my pattern position, I was cleared to land. I continued on my downwind, turned to base, final, and glided to another decent landing.
To make this long story short, I did the same thing two more times, and called it good. I was half tempted to make another takeoff, but decided against it, as I had probably given fate enough opportunities to mess with me while in the plane all by myself. I taxied to the ramp and shut the plane down with complete satisfaction knowing that I had done well.
My day, however, was only half over. I now had to wait until it was dark. As you continually build on your flight training, new challenges come your way, and on this day I was presented with the first opportunity to fly at night. My flight instructor and I went off into the city to run a few errands and to waste some time so that it would be dark enough for us to fly. After tinkering around a bit, we returned to the airport and began making our preparations. With everything taken care of, we again hopped into the plane and received clearance for taxi to the designated runway. By this time, the sun had set, and only a few rays of daylight remained. The only useful light available was the little red cabin light in the cockpit that shined just enough on the instrument panel to barely discern the gauges. I was already nervous. We were cleared for takeoff. Able to use only my landing light to center the plane on the runway, we picked up speed and slowly rotated to lift off to begin our climb.
By the time we cleared the airport, it was completely dark. It was about at this time, as we were making our climb while tracking a VOR, that I noted how differently the airplane was acting. The plane seemed to be flying itself. All I had to do was set the proper trim level, and keep a few fingers on the yoke. The plane practically did the rest. As we continued flying, I was making turns so smoothly, it reminded me of what if felt like to fly on a commercial airliner. Really, I'll give all this credibility up to the weather conditions. Less winds to kick you around, and cooling temperatures with clear skies and a full moon. It was a beautiful night to fly.
As we continued, we transitioned to some aspects of flying that really make me nervous: slow flight and stalls. I generally don't like to fly a plane using these maneuvers, but you have to learn them in order to be safe. Adding the condition of doing this at night contributed more to my anxiety. I did find however, that after utilizing a trick another instructor taught me, slow flight came very easy, and to my benefit, I was considerably less nervous. It did me well to hear my flight instructor giving me positive feedback.
Then came the stalls. First a power off. These aren't so much an issue with me, as they are considerably less "violent" than their counterpart, power-on stalls. Without loosing so much as a hundred feet, I was able to stall the plane, recover, and climb out of the stall. The power on stall was a bit different. After initiating the stall, I had an adequate recovery, but not well enough to meet practical test standards. Perhaps another day. Power on stalls are a little more "violent" because the plane struggles to continually fly with the wings pitched at an angle that prevents airflow over the wings to generate adequate lift . This creates a necessity to utilize more input of the control surfaces at the occurrence of the stall, and if not corrected properly, can result in dangerous situations.
After taking care of the slow flight and stalls, we moved on to some night landings. This was by far my favorite part of the flight. Continuing to track a VOR, we discovered that we had overflown our intended airport. So we turned a 180 to see if we could catch sight of the airport beacon. After a minute of searching, we finally located the beacon, but no runway lights were in sight. This didn't really cause me much concern. Airport lights at uncontrolled fields are usually on a timer, and can be activated by clicking the airport's radio frequency a few times. After getting the weather conditions at the airport, we clicked the airport's frequency. Seconds later, the airport lit up in colors of blue, yellow, and red. It was like a Christmas tree. We entered the pattern and prepared to land.
Landing at night is a little tricky. Visibility is reduced, and you can only rely on your landing light and airport lights to determine where your position is relative to the runway. As we continued on our final approach, I noted that the airport lights drifted closer to the plane than what I was used to. Although it was the same rate at which I make landings during the daylight, I felt as if we were flying faster than what I was used to. However, I was able to make a good landing.
After making our first landing, we practiced a few more take offs and landings, and then decided to head back to our home airport. While en route, I noticed that while I could see the beacon of the home airport, I could not see the runway lights. After a few clicks of the frequency, I again saw the lights magically come up. Nothing is more gratifying than see the airport you're going to land at after a long day of flying. We landed, taxied back to the ramp, and secured the plane for the evening.
Overall, it was a great day to solo, and a great day to discover the wonders of night flight. Slowly but surely, I am drawing to a close of my flight training, but coming up are a few cross country trips that I am looking forward to making. That night, I left the airport wearing a smile on my face, having the satisfaction of a job well done.
We were cleared for takeoff, but not before ATC snapped at us for asking which traffic pattern to fly. Apparently, asking for traffic pattern before you take off was too early for them. Lining up on the runway, pushing the throttle to the wall, the airplane slowly picks up speed and in a few moments, lifts off the runway. We continued up and climbed to 500 feet above the ground and began making our designated traffic turns. Everything went smoothly as we followed the downwind leg, to base, and then on final. The plane glided onto the runway, the main gear touching first, as the front wheel drifted down slowly as the plane bled off airspeed. One landing down, two more to go. Clearing the runway, we returned to the taxiway and prepared for two more take offs, all which went very well.
After making our other two landings, we returned the plane to the ramp for fuel. We had a lot of flying to do afterwards. As the plane was fueled, the feeling of excitement and anxiety crept its way through my veins. It was time for me to solo once again. Although I had done this before, somehow, this only slightly eased my tensions. With a few last pointers from the instructor, I hopped in the plane, ran through my checklists, and received clearance for taxi to the designated runway.
Approaching the hold short line, I did my run-up, and ran through the final points of my checklist. Now it was time to fly. I radioed the tower, and was cleared for take off. To my relief, all the busyness of the traffic had dissipated, leaving the entire runway and traffic pattern to myself. As I had done many times before, I lined up on the runway, added full power, and began my takeoff. Seconds later, I was airborne. With long range fuel tanks filled to the top, I noted the plane took a little longer to get off the ground, but soon enough was flying. I climbed to 500 feet above the runway, and began making my turn from crosswind to downwind. Announcing my pattern position, I was cleared to land. I continued on my downwind, turned to base, final, and glided to another decent landing.
To make this long story short, I did the same thing two more times, and called it good. I was half tempted to make another takeoff, but decided against it, as I had probably given fate enough opportunities to mess with me while in the plane all by myself. I taxied to the ramp and shut the plane down with complete satisfaction knowing that I had done well.
My day, however, was only half over. I now had to wait until it was dark. As you continually build on your flight training, new challenges come your way, and on this day I was presented with the first opportunity to fly at night. My flight instructor and I went off into the city to run a few errands and to waste some time so that it would be dark enough for us to fly. After tinkering around a bit, we returned to the airport and began making our preparations. With everything taken care of, we again hopped into the plane and received clearance for taxi to the designated runway. By this time, the sun had set, and only a few rays of daylight remained. The only useful light available was the little red cabin light in the cockpit that shined just enough on the instrument panel to barely discern the gauges. I was already nervous. We were cleared for takeoff. Able to use only my landing light to center the plane on the runway, we picked up speed and slowly rotated to lift off to begin our climb.
By the time we cleared the airport, it was completely dark. It was about at this time, as we were making our climb while tracking a VOR, that I noted how differently the airplane was acting. The plane seemed to be flying itself. All I had to do was set the proper trim level, and keep a few fingers on the yoke. The plane practically did the rest. As we continued flying, I was making turns so smoothly, it reminded me of what if felt like to fly on a commercial airliner. Really, I'll give all this credibility up to the weather conditions. Less winds to kick you around, and cooling temperatures with clear skies and a full moon. It was a beautiful night to fly.
As we continued, we transitioned to some aspects of flying that really make me nervous: slow flight and stalls. I generally don't like to fly a plane using these maneuvers, but you have to learn them in order to be safe. Adding the condition of doing this at night contributed more to my anxiety. I did find however, that after utilizing a trick another instructor taught me, slow flight came very easy, and to my benefit, I was considerably less nervous. It did me well to hear my flight instructor giving me positive feedback.
Then came the stalls. First a power off. These aren't so much an issue with me, as they are considerably less "violent" than their counterpart, power-on stalls. Without loosing so much as a hundred feet, I was able to stall the plane, recover, and climb out of the stall. The power on stall was a bit different. After initiating the stall, I had an adequate recovery, but not well enough to meet practical test standards. Perhaps another day. Power on stalls are a little more "violent" because the plane struggles to continually fly with the wings pitched at an angle that prevents airflow over the wings to generate adequate lift . This creates a necessity to utilize more input of the control surfaces at the occurrence of the stall, and if not corrected properly, can result in dangerous situations.
After taking care of the slow flight and stalls, we moved on to some night landings. This was by far my favorite part of the flight. Continuing to track a VOR, we discovered that we had overflown our intended airport. So we turned a 180 to see if we could catch sight of the airport beacon. After a minute of searching, we finally located the beacon, but no runway lights were in sight. This didn't really cause me much concern. Airport lights at uncontrolled fields are usually on a timer, and can be activated by clicking the airport's radio frequency a few times. After getting the weather conditions at the airport, we clicked the airport's frequency. Seconds later, the airport lit up in colors of blue, yellow, and red. It was like a Christmas tree. We entered the pattern and prepared to land.
Landing at night is a little tricky. Visibility is reduced, and you can only rely on your landing light and airport lights to determine where your position is relative to the runway. As we continued on our final approach, I noted that the airport lights drifted closer to the plane than what I was used to. Although it was the same rate at which I make landings during the daylight, I felt as if we were flying faster than what I was used to. However, I was able to make a good landing.
After making our first landing, we practiced a few more take offs and landings, and then decided to head back to our home airport. While en route, I noticed that while I could see the beacon of the home airport, I could not see the runway lights. After a few clicks of the frequency, I again saw the lights magically come up. Nothing is more gratifying than see the airport you're going to land at after a long day of flying. We landed, taxied back to the ramp, and secured the plane for the evening.
Overall, it was a great day to solo, and a great day to discover the wonders of night flight. Slowly but surely, I am drawing to a close of my flight training, but coming up are a few cross country trips that I am looking forward to making. That night, I left the airport wearing a smile on my face, having the satisfaction of a job well done.
Friday, March 11, 2011
Reality Check.
My last post was about owning an airplane. This post is a little more realistic. A few weeks ago, I was obsessed with the pursuit of owning an airplane. I did the research, I looked up prices, and played with finance calculators. No matter from what perspective I tried to look at it, the numbers didn't look favorable. I just couldn't afford to make such a purchase, whether in part, or in whole. A few weeks have passed since the last entry. My head is a little more stable, and my goals, a bit more manageable. While at some point I would hope to own an aircraft, I have come to terms with the fact that ownership is not possible for me right now. Airplanes are expensive. There's the cost of the actual plane, plus maintenance, avionics upgrades, insurance, hangar fees, fluctuating fuel prices, the list goes on and on.
Airplanes are a great way to travel. If you can get with a pilot who is safe and has some experience under their belt, you're in for some great experiences in the air. It's faster, considering there isn't a speed limit, unless you're within specific altitudes and airspace (at which, most airplanes, aside from jets won't normally cruise at 200 knots), and through effective navigation and communication with air traffic control, those long car rides turn into relatively short airplane rides. Plus, when you consider the General Aviation sector, you don't need to worry about baggage fees, lines, the TSA, layovers, and other commercial airport hassles. In general aviation, you can most likely arrive at an airport that is closer to your final destination than most commercial airports. The only drawback to all of these conveniences is...money.
In ground school, you learn about the four forces of flight: lift, weight, thrust, drag. These are, "physically" speaking, what keeps planes maneuverable in the air. This is the proper answer to give when you are asked this question on your knowledge test, or by your FAA examiner.
In ground school, you learn about the four forces of flight: lift, weight, thrust, drag. These are, "physically" speaking, what keeps planes maneuverable in the air. This is the proper answer to give when you are asked this question on your knowledge test, or by your FAA examiner.
However, ask any pilot what the four forces of flight are, and they will most likely give this "humorous" answer: dreams, reality, money, FAA. As a favorite comic of mine often says, "It's funny because it's true." Airplanes are money hogs. That's a fact. So if you happen to make enough money where you can continue to keep one of these things in the air, then I would love to be like you one day. Unfortunately, today is not the day, and I do not see that day in sight any time soon.
However, while I have accepted that now is not the right time, I have continually planned on what I would like to accomplish while I continue in my flight training.
1. Finish my private pilots license- This has been a slow process due to being employed full time, and only being able to fly on the weekends. I do not complain about this. I'm thankful to have a job, and one I love at that. I have set a goal completion date, and I am constantly working towards that goal by studying for my knowledge exam, and continually practicing in the air.
2. Take a year off from training- Some may say this is a bad move. I agree. But the sabbatical from training will allow me to replenish funds for my next round of training, and in the time between, I can continue to build flight hours. Remember, flight training is expensive.
3. Add an IFR rating- An IFR rating becomes very beneficial to pilots, because you're no longer restricted to visual flight rules (VFR). This means if you happen to get in some soupy weather, you can be all the more proficient in flying your plane through it. Although IFR rated or not, it's best to avoid bad weather. Sometimes it can be unavoidable. I would much rather have an IFR rating and feel comfortable flying by gages, than being a nervous VFR pilot who has found himself in a tight spot.
4. Add a Commercial rating- This is where it gets fun. At this level, you can start charging your passengers. This doesn't mean that you'll be flying a jet for an airline (but if you've got the money, you can get the training). But if someone asks you to fly them to the beach, it's perfectly legal to charge them for it. This means that if things go wrong in the air, you're paid the big bucks to make sure that people stay safe.
5. Add the CFI- I'm still not sure how I feel about this one yet. Being a CFI (Certified Flight Instructor) requires, you guessed it- time and money. Working full time doesn't really allow me to fly often, so this CFI rating would require some patience. However, both the commercial rating, and the CFI rating are a great way to generate some return revenue on your investment in your flight training. More often than not, I would say that you can get more students than you can passengers wanting to take beach trips. Being able to teach on the weekends, I wouldn't be able to have many students, but that's ok with me. I prefer to work closely with a few students, especially in the flight training environment.
So there it is, my expensive and (forgive the pun) lofty goals. Each one will require time and money. I always seem to find myself chomping at the bit in an effort to move forward, and often times I find that I'm not ready to make such an advancement. With these goals, as with all the other aviation goals I've had, I have to keep telling myself one thing. "Small steps."
Monday, February 14, 2011
Chasing the Dream
I'm beginning to feel like a broken record. Once again, my attentions in this post have been directed towards aviation. A lot has happened since I've chosen to embark on this adventure. Since my last post, I've experienced my first solo, and have continually been able to enhance my piloting skills in the left seat. Learning to fly has been interesting. There have been times when I've been ready to walk away from it all, but after some down time, I start clamoring to go back up again. It's an obsession. Maybe an unhealthy one.
My attentions have started to turn to ownership. Aircraft ownership. After doing just a minimal amount of research, I've quickly learned that owning an aircraft is extremely expensive. A simple airplane will cost a little over $100,000. The one I want costs right over $600,000. Or course, these are brand new models. Still, pre-owned airplanes, even ones close to 30 years old can still cost around $30,000 to $80,000. That's still too much to sink a wad of cash on. For me, at this point in my life, anyway.
Yet, there are still a multitude of options. Home built kits are available. I've happened to recently find one that is comparable to the plane I would love to have (which is posted above). All for a considerably lower price- $50,000. Still, that's quite a chunk of change to sit down on an aircraft. Not to mention the amount of hours that you have to put into assembling the aircraft yourself.
My attentions have started to turn to ownership. Aircraft ownership. After doing just a minimal amount of research, I've quickly learned that owning an aircraft is extremely expensive. A simple airplane will cost a little over $100,000. The one I want costs right over $600,000. Or course, these are brand new models. Still, pre-owned airplanes, even ones close to 30 years old can still cost around $30,000 to $80,000. That's still too much to sink a wad of cash on. For me, at this point in my life, anyway.
Yet, there are still a multitude of options. Home built kits are available. I've happened to recently find one that is comparable to the plane I would love to have (which is posted above). All for a considerably lower price- $50,000. Still, that's quite a chunk of change to sit down on an aircraft. Not to mention the amount of hours that you have to put into assembling the aircraft yourself.
This goes without saying that to accomplish such a dream as this, you first need a lot of commitment. In an effort to make such an investment seems intimidating to someone such as myself, having no ability to make such a large investment. What can be even more intimidating is not knowing when, if ever you will be able to make such an investment.
Before I go any further, I want to stop right here and add something. When I look at all things, I'm pretty blessed. I've been able to to go to school and earn a Masters degree. I've been able to land a job right out of grad school. I've been able to move back to my hometown and be with my family. I've had unbelievable support from family and friends that have enabled me to accomplish what I have so far. I've been able to buy a new car, and afford flying lessons. I am blessed to find myself in a position where anyone who is less fortunate than I am, who has a greater amount of responsibility to their family would give anything to be able to spend money the way I do.
I am not using this post as a way to whine that I'll never be able to afford my own airplane. I'm blessed enough to be able to afford to pursue my interests. However, what I am saying is that for anyone who has any desire or goal that seems overwhelmingly huge, it IS intimidating. It is BEYOND intimidating. It seems impossible. If I am to buy my own plane, I don't even know where to begin. The same goes for a lot of other things...buying a house, for instance.
I'm not sure where to go from here. I certainly can't add the "It'll all work out in the end", or the "If it's meant to be, it will happen." Frankly, I can't help but wonder if this entire aviation pursuit has been a horrible waste of money and time. The further I get into it, the more I start to wonder.
It's been fun discovering aviation so far...but the amount of uncertainty for what the future holds still remains intimidating.
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