Two is better, but not good enough. Three is best. It's the "trifecta" if you will. What I am referring to here are cameras in the cockpit. The explosion of small HD cameras such as GoPro and Contour's NFlightCam continues to seep its way into the General Aviation sector as they become smaller, more advanced, and affordable. This trend creates new potential for General Aviation by opening a new venue of accessibility to a world-wide audience using online venues such as YouTube and Vimeo, reaching out to an audience not exposed to aviation, including the up-and-coming tech savvy younger generation.
Nowhere else can one find such a diversified variety of videos that cover a wide variety of aircraft, all out of the desire to show off the flight experiences in the cockpit. However, a quick search of YouTube and one will find that while there are a lot of videos of flying on the web, there are very few that have the ability to retain your attention.
This is a direct result of a lack of camera angles used in the video. A single six minute video that uses one camera angle may seem appealing at first, but after about 15 seconds into the video, the viewer becomes disinterested and will either skip forward in the video or find another video to watch. The solution to this is easy- add more cameras, and while it is an easy solution, it creates additional obstacles when the editing begins for pilots new to adding video to the cockpit.
My experiences with video in the cockpit are relatively new as well, but I think I've found an approach that works well for me. To start, I've began to use three different cameras when flying after finding that two cameras just aren't enough to maintain even my own attention. Usually, one camera is shooting out of the front of the airplane, another is facing me and my passengers, and the third will vary. Sometimes it will focus on the instrument panel and other times I will point it out the window, using the wing as a reference point. I will say that I have seen some other more exciting angles on YouTube where other users have mounted them externally. While I must admit that it is an awesome angle, I've not summoned the bravery to mount one of my cameras externally since I don't want to potentially lose my mount or camera while in flight.
Next comes audio. Two of my cameras have audio inputs, and with the right audio cords, I can split the audio off my headset and run it into the camera. I always use my cockpit audio in any video I make. One of the biggest challenges to new video users in aviation is the inability to record cockpit audio. As a result, the camera will record the ambient noise inside the cockpit which is usually a rumbling engine and the slipstream of air over the airplane. Anything said, unless is is screamed, will be missed by the camera.
Finally, and what is as equally important as the views each camera has is the editing of the final video. Since I shoot from three angles, I have plenty of material to choose from, but will usually approach my editing using one camera as a foundation, the second as an alternate view, and the third for supplemental shots. Meaning, each of the three shots has the ability to build off of one another. Next, I alternate each angle for a short period of time. Each shot will last no more than 10 to 15 seconds. This keeps the video "fresh" and the viewer interested. Throw in the cockpit audio, and viewers are able to see and hear the experiences of what is occurring in the cockpit. For me, this systematic approach is easy to follow, concise, and creates a genuinely interesting and engaging video for internet users, while promoting the world of General Aviation.
Wednesday, January 23, 2013
Thursday, August 9, 2012
Full Circle
This previous week marked an important event in my quest of flight training. This week, I came to the threshold of my flight training- the checkride. Consequently, this major event occurred on the very same week of my two year anniversary of the start of my flight training, so obviously, the pressure and determination was on me that I desperatly wanted to finish what I had started two years ago.
Saturday morning, August 4th, I awoke to my heart racing, burning up; the sheets of my bed lay on top of me. My body knew what was going to happen today. Laying there for a few more minutes, I silenced my alarm radio, got up and looked out the window. Skies were gray and clouds were low. "Just great," I thought to myself. "Just great." Getting dressed and eating breakfast, I took my time as if to delay what was inevitable.
As, time passed, I knew that I could delay no longer, and began to head off to the airport. Upon my arrival, the weather looked no better, and as I had planned, I called in for a weather briefing. "VFR not recommended," the briefer advised. This morning was not off to a great start. As I was on the phone, the examiner arrived, an older man with an experienced, somewhat friendly face. Hanging up the phone, I met with him and my instructor and after a bit of chit chat, I walked in to the meeting room and the examiner closed the door behind me.
I was inside the pressure cooker. I sat down as I handed the examiner my log books to verify that I was indeed qualified to sit for the checkride and after a few brief minutes, "Everything looks to be in order here. Looks like we can get started." After being briefed on how the exam would be conducted, the barrage of questions began. Upon his first question, I felt my heart sink. I was not sure how to respond, but after a brief pause, he rephrased his question, to which I leapt to answer. The questions continued, and with each and every one, my confidence grew. A few questions were littered here and there I had had trouble searching the answer for, but after a pause, finally found one. This process continued, question after question, some I knew, and others I had to take a few moments.
An hour and a half passed and the examiner deemed me successful in my oral examination. Looking out the window behind me, the clouds and weather had made no improvement. Seeing this, the examiner looked at me and said, "I'll give you two options: I can give you a certificate of discontinuance, and we'll pick this up another day when the weather is better, or we can do your takeoffs and landings and get them out of the way. The option is yours." Giving it some thought, I opted to perform my takeoffs and landings.
We walked to the airplane, taking my time to carefully review my checklist and thoroughly preflight the aircraft. After giving it my approval, we climbed in, started the airplane, and taxied to the active runway to begin the practical portion. After receiving clearance for takeoff, the examiner said, "Soft field take off." Knowing what to do, I immediately added my two notches of flaps, pulled full aft on the yoke, and began smooth gradual turns out onto the runway. Lining up on the centerline and smoothly adding full throttle, the airplane accelerated to life, lifting off the runway and then leveling off to pick up speed just inches above the surface. After a few moments, I popped the airplane up and began my climb. We circled around the traffic pattern; several aircraft were in the pattern that day, so I had to keep my eyes peeled.
Once abeam the landing point, the examiner said, "Short field landing, and come to a full stop on the runway." Getting clearance for the option, I brought the plan in on final approach, landed, and brought the aircraft to a stop. "Short field takeoff," the examiner said. And executing the short field technique, we were off again in moments. We made two more trips around the traffic pattern, my nerves eating at me every second, terrified that at any moment the examiner would tell me I no longer meet Practical Test Standards. But I never heard those words. Upon our third landing, we pulled off the runway, stopped, and then checked the weather report. The short trips around the pattern had allowed enough time for the sun to appear, and burn off some of the clouds that were causing low ceiling. Here, the examiner again gave me some options. The option of continuing, or brining it in to finish another time. I decided to go for it.
Receiving takeoff clearance, we lined up, throttled up, and lifted off the runway and began to climb to our planned altitude. Unfortunately, after flying through a cloud, I had to drop my cruise altitude by 1,000 feet to stay out of the clouds. Keeping up with my checkpoints, I passed my first just after a few moments, and planned that I'd come up to my next in about 10 more minutes. Feeling satisfied with this, the examiner made me divert to a nearby airport. Easily enough, I began making my way towards the diverted airport, and a few moments later, I heard "good enough."
"Let's set up for steep turns," I heard the examiner say, and after doing one to the left, and to the right, we began the others: slow flight, power on and off stalls, S-turns, turns around a point, emergency descents, climbing turns, descents, VOR tracking all by reference to instruments, to which I heard the examiner say, "Good."
After making our last maneuver, the examiner said, let's head back home, to which I turned on course and headed towards. Once established on our downwind, the examiner did what I expected- pulled the power on me, and told me not to use flaps. Immediately, I requested a short approach from the tower, which I was denied. Adding power, I extended my downwind and waited until the tower contacted me. Moments later, the tower called my base leg and turning in and then on final, the examiner again pulled the power out. "Make it to the runway," he said. Establishing best glide speed, my heart was racing because I knew I was far from the runway because of the extended downwind leg. The plane glided down, the sight picture through the wind screen as if the plane would make it to the runway, and then not. As the plane got closer, I began to realize the plane WAS going to make it, and as I flared, the plane drifted down onto the runway establishing firm contact with the pavement.
Not hearing any words from the examiner, I was not sure if this was a good sign or not. We taxied onto the ramp, shut the plane down. I then looked at the examiner who looked back at me and said, "Congratulations." Waves of relief swept over my body. I had done it; accomplished my goal. I packed up the rest of my items, secured the plane and walked into the FBO with a feeling of accomplishment and satisfaction. Receiving my temporary airman certificate, I shook hands with my instructor and closed a chapter in my flight training.
Learning to fly has been one of the biggest dreams of mine since I first stepped foot on an airplane when I was in graduate school. Although it has taken me longer than average, I have no regrets in this journey. There simply is no greater satisfaction in life than making one of your dreams come true. Some parts of this have been difficult, and some parts of the time I have been ready to walk away from it, but I will say this: Having finally made this an accomplishment, I would never trade any of these experiences. Ever.
Saturday morning, August 4th, I awoke to my heart racing, burning up; the sheets of my bed lay on top of me. My body knew what was going to happen today. Laying there for a few more minutes, I silenced my alarm radio, got up and looked out the window. Skies were gray and clouds were low. "Just great," I thought to myself. "Just great." Getting dressed and eating breakfast, I took my time as if to delay what was inevitable.
As, time passed, I knew that I could delay no longer, and began to head off to the airport. Upon my arrival, the weather looked no better, and as I had planned, I called in for a weather briefing. "VFR not recommended," the briefer advised. This morning was not off to a great start. As I was on the phone, the examiner arrived, an older man with an experienced, somewhat friendly face. Hanging up the phone, I met with him and my instructor and after a bit of chit chat, I walked in to the meeting room and the examiner closed the door behind me.
I was inside the pressure cooker. I sat down as I handed the examiner my log books to verify that I was indeed qualified to sit for the checkride and after a few brief minutes, "Everything looks to be in order here. Looks like we can get started." After being briefed on how the exam would be conducted, the barrage of questions began. Upon his first question, I felt my heart sink. I was not sure how to respond, but after a brief pause, he rephrased his question, to which I leapt to answer. The questions continued, and with each and every one, my confidence grew. A few questions were littered here and there I had had trouble searching the answer for, but after a pause, finally found one. This process continued, question after question, some I knew, and others I had to take a few moments.
An hour and a half passed and the examiner deemed me successful in my oral examination. Looking out the window behind me, the clouds and weather had made no improvement. Seeing this, the examiner looked at me and said, "I'll give you two options: I can give you a certificate of discontinuance, and we'll pick this up another day when the weather is better, or we can do your takeoffs and landings and get them out of the way. The option is yours." Giving it some thought, I opted to perform my takeoffs and landings.
We walked to the airplane, taking my time to carefully review my checklist and thoroughly preflight the aircraft. After giving it my approval, we climbed in, started the airplane, and taxied to the active runway to begin the practical portion. After receiving clearance for takeoff, the examiner said, "Soft field take off." Knowing what to do, I immediately added my two notches of flaps, pulled full aft on the yoke, and began smooth gradual turns out onto the runway. Lining up on the centerline and smoothly adding full throttle, the airplane accelerated to life, lifting off the runway and then leveling off to pick up speed just inches above the surface. After a few moments, I popped the airplane up and began my climb. We circled around the traffic pattern; several aircraft were in the pattern that day, so I had to keep my eyes peeled.
Once abeam the landing point, the examiner said, "Short field landing, and come to a full stop on the runway." Getting clearance for the option, I brought the plan in on final approach, landed, and brought the aircraft to a stop. "Short field takeoff," the examiner said. And executing the short field technique, we were off again in moments. We made two more trips around the traffic pattern, my nerves eating at me every second, terrified that at any moment the examiner would tell me I no longer meet Practical Test Standards. But I never heard those words. Upon our third landing, we pulled off the runway, stopped, and then checked the weather report. The short trips around the pattern had allowed enough time for the sun to appear, and burn off some of the clouds that were causing low ceiling. Here, the examiner again gave me some options. The option of continuing, or brining it in to finish another time. I decided to go for it.
Receiving takeoff clearance, we lined up, throttled up, and lifted off the runway and began to climb to our planned altitude. Unfortunately, after flying through a cloud, I had to drop my cruise altitude by 1,000 feet to stay out of the clouds. Keeping up with my checkpoints, I passed my first just after a few moments, and planned that I'd come up to my next in about 10 more minutes. Feeling satisfied with this, the examiner made me divert to a nearby airport. Easily enough, I began making my way towards the diverted airport, and a few moments later, I heard "good enough."
"Let's set up for steep turns," I heard the examiner say, and after doing one to the left, and to the right, we began the others: slow flight, power on and off stalls, S-turns, turns around a point, emergency descents, climbing turns, descents, VOR tracking all by reference to instruments, to which I heard the examiner say, "Good."
After making our last maneuver, the examiner said, let's head back home, to which I turned on course and headed towards. Once established on our downwind, the examiner did what I expected- pulled the power on me, and told me not to use flaps. Immediately, I requested a short approach from the tower, which I was denied. Adding power, I extended my downwind and waited until the tower contacted me. Moments later, the tower called my base leg and turning in and then on final, the examiner again pulled the power out. "Make it to the runway," he said. Establishing best glide speed, my heart was racing because I knew I was far from the runway because of the extended downwind leg. The plane glided down, the sight picture through the wind screen as if the plane would make it to the runway, and then not. As the plane got closer, I began to realize the plane WAS going to make it, and as I flared, the plane drifted down onto the runway establishing firm contact with the pavement.
Not hearing any words from the examiner, I was not sure if this was a good sign or not. We taxied onto the ramp, shut the plane down. I then looked at the examiner who looked back at me and said, "Congratulations." Waves of relief swept over my body. I had done it; accomplished my goal. I packed up the rest of my items, secured the plane and walked into the FBO with a feeling of accomplishment and satisfaction. Receiving my temporary airman certificate, I shook hands with my instructor and closed a chapter in my flight training.
Learning to fly has been one of the biggest dreams of mine since I first stepped foot on an airplane when I was in graduate school. Although it has taken me longer than average, I have no regrets in this journey. There simply is no greater satisfaction in life than making one of your dreams come true. Some parts of this have been difficult, and some parts of the time I have been ready to walk away from it, but I will say this: Having finally made this an accomplishment, I would never trade any of these experiences. Ever.
Thursday, July 5, 2012
Changes
Wow, haven't made a post since November. I'm getting good at this procrastination thing. Eight long months have passed and so much has changed and so much has remained the same. I still am not a licensed pilot. Unfortunately, working a full time job with the availability of only flying on the weekends creates a limited schedule. Throw in summer's heat and storms and the chances of flying drop down even further. However, there have been some exciting changes:
Ground Instructor Certification. That's right. I'm not a licensed pilot, but I happen to be the holder of a shiny new Advanced Ground Instructor certificate. This came about by an opportunity of creating accessibility to aviation for others who may not have the time to come to a seated class. I wanted to create an opportunity to transition ground school work to an online format, and as a result, I had to earn my ground instructor rating. After about 20 hours of studying, I passed my two tests and a few weeks later, I had my new certificate. The online class has been a challenge. To some extent it is easy, but the hours that are required to put into it for grading papers, creating quizzes and tests has been tiresome. Best of all, I get to do all of this after my 8 hours in the office.
New Technology, new plane. Since the previous post, no longer do I fly the slow "Pinto of the skies" C-152. Although most of my training hours have been accumulated in the 152, I am now proud to say that I fly a Cherokee 140. While I'm not crazy about the increase in the hourly rate, I am quite happy with improved power, cruise speed, and stability. It seriously feels like driving a Cadillac after hours in the 152. Furthermore, flying the Cherokee has influenced my preference in aircraft. If it's not a low wing, I probably don't want to fly it.
Aside from the new airplane, I also upgraded a bit of my technology. I purchased an NFlightCam, so I now have the ability to review my flight as well as what is said between myself, my instructor, and air traffic control. I think it's an invaluable piece of technology to review your mistakes and celebrate your accomplishments for today, especially when you nail your soft field landing. I never get in the airplane without my cameras now. Furthermore, an upgrade to Final Cut Pro X on my Macbook Pro allows me to shoot different angles and edit my frames together to make a decent looking video. I'm still trying to get things figured out there, but I'm enjoying the ride thus far.
Finally, I can sat that I'm now in the final stretch. After nearly two years of work and flying, I have scheduled my private pilot checkride. If successfully completed, I will be a certificated private pilot. This has been a long endeavor and a costly one, but I have no regrets. Learning to fly has been one of the greatest challenges and greatest accomplishments of my life to date. From here, I plan to fly intermittently, while saving money to being working towards an instrument rating. I am also determined that it will not take me as long to finish this next rating as long as it has taken me to finish the current one I am working on.
Ground Instructor Certification. That's right. I'm not a licensed pilot, but I happen to be the holder of a shiny new Advanced Ground Instructor certificate. This came about by an opportunity of creating accessibility to aviation for others who may not have the time to come to a seated class. I wanted to create an opportunity to transition ground school work to an online format, and as a result, I had to earn my ground instructor rating. After about 20 hours of studying, I passed my two tests and a few weeks later, I had my new certificate. The online class has been a challenge. To some extent it is easy, but the hours that are required to put into it for grading papers, creating quizzes and tests has been tiresome. Best of all, I get to do all of this after my 8 hours in the office.
New Technology, new plane. Since the previous post, no longer do I fly the slow "Pinto of the skies" C-152. Although most of my training hours have been accumulated in the 152, I am now proud to say that I fly a Cherokee 140. While I'm not crazy about the increase in the hourly rate, I am quite happy with improved power, cruise speed, and stability. It seriously feels like driving a Cadillac after hours in the 152. Furthermore, flying the Cherokee has influenced my preference in aircraft. If it's not a low wing, I probably don't want to fly it.
Aside from the new airplane, I also upgraded a bit of my technology. I purchased an NFlightCam, so I now have the ability to review my flight as well as what is said between myself, my instructor, and air traffic control. I think it's an invaluable piece of technology to review your mistakes and celebrate your accomplishments for today, especially when you nail your soft field landing. I never get in the airplane without my cameras now. Furthermore, an upgrade to Final Cut Pro X on my Macbook Pro allows me to shoot different angles and edit my frames together to make a decent looking video. I'm still trying to get things figured out there, but I'm enjoying the ride thus far.
Finally, I can sat that I'm now in the final stretch. After nearly two years of work and flying, I have scheduled my private pilot checkride. If successfully completed, I will be a certificated private pilot. This has been a long endeavor and a costly one, but I have no regrets. Learning to fly has been one of the greatest challenges and greatest accomplishments of my life to date. From here, I plan to fly intermittently, while saving money to being working towards an instrument rating. I am also determined that it will not take me as long to finish this next rating as long as it has taken me to finish the current one I am working on.
Friday, November 25, 2011
Racing to the Finish
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.
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.
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.
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